Komatsu Truck 930-4 Shop Manual CEBM017904

CEBM017904

Shop Manual

DUMP TRUCK SERIAL NUMBERS

A30462 - A30600

®

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.

FOREWORD

This manual is written for use by the operator and/or the service technician. It is designed to help these persons to become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All operators and maintenance personnel should read and understand the information in this manual before operating the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and cautions should be understood and followed when operating the truck or performing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example, the disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of what is found on the truck. This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to “right,” “left,” “front,” or “rear” are made with respect to the operator's normal seated position unless specifically stated otherwise. When assembly instructions are provided without references to specific torque values, standard torque values should be used. Standard torque values are shown in torque charts in the General Information section of this manual. Specific torques, when provided in the text, are in bold face type, such as 135 N•m (100 ft lbs). All torque specifications have ±10% tolerance unless otherwise specified. A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight) rating. The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E). The three numbers represent the basic truck model. The letter “E” designates an Electrical wheel motor drive system. The Product Identification Number (vehicle serial number) contains information which identifies several characteristics of this unit. For a more detailed explanation, see the end of Section A4. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the maximum GVW. GVW is total weight: empty vehicle weight + fuel & lubricants + payload. To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck (which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and subtract it from the GVW. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload. To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be removed as often as practical. Exceeding the allowable payload will reduce the expected life of truck components.

A00041 12/06

Introduction

A-1

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

“DANGER” identifies a specific potential hazard WHICH WILL RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.

“WARNING” identifies a specific potential hazard WHICH MAY RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.

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

A-2

Introduction

12/06 A00041

TABLE OF CONTENTS

SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A

STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B

ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H

BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L

OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q

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

A00041 12/06

Introduction

A-3

KOMATSU MODEL 930E-4 DUMP TRUCK

A-4

Introduction

12/06 A00041

SECTION A GENERAL INFORMATION INDEX

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

STANDARD TORQUE CHARTS AND CONVERSION TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

A01001 02/94

Index

A1-1

NOTES

A1-2

Index

02/94 A01001

MAJOR COMPONENTS & SPECIFICATIONS TRUCK AND ENGINE

OPERATOR’S CAB

The 930E-4 Dump Truck is an off-highway, rear dump truck with AC Electric Drive. The gross vehicle weight is 1,100,000 lbs (498,960 kg). The engine is a Komatsu SSDA16V160 rated @ 2700 HP (2014 kW).

The operator cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck. The cab provides wide visibility with an integral 4-post ROPS/FOPS structure and an advanced analog operator environment. It includes a tinted safety-glass windshield and power-operated side windows, a deluxe interior with a fully adjustable seat with lumbar support, a fully adjustable/tilt steering wheel, controls mounted within easy reach of the operator, and an analog instrument panel which provides the operator with all instruments and gauges which are necessary to control and/or monitor the truck's operating systems.

MAIN ALTERNATOR The diesel engine drives an in-line alternator at engine speed. The alternator produces AC current which is rectified to DC within the main control cabinet. The rectified DC power is converted back to AC by groups of devices called "inverters", which are also within the main control cabinet. Each inverter consists of six phase modules under the control of a gate driver power converter (GDPC). The two GDPCs control the operation of each phase module. Each phase module contains paired positive and negative semiconductor switches referred to as insulated gate bipolar transistors (IGBT). The IGBTs cycle on and off at varying frequencies to create an AC power signal from the DC supply. The AC power signal produced by each inverter is a variable-voltage, variable-frequency (VVVF) signal. Frequency and voltage are changed to suit the operating conditions. Cooling air for the control/power group and wheel motors, as well as the alternator itself, is provided by dual fans mounted on the alternator shaft.

AC INDUCTION TRACTION MOTORIZED WHEELS The alternator output supplies electrical energy to the two wheel motors attached to the rear axle housing. The motorized wheels use three-phase AC induction motors with full-wave AC power. The two wheel motors convert electrical energy back to mechanical energy through built-in gear trains within the wheel motor assembly. The direction of the wheel motors is controlled by a directional control lever located on the center console.

POWER STEERING The truck is equipped with a full time power steering system which provides positive steering control with minimum operator effort. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic pressure is reduced below an established minimum.

DYNAMIC RETARDING The dynamic retarding is used to slow the truck during normal operation or control speed coming down a grade. The dynamic retarding ability of the electric system is controlled by the operator through the activation of the retarder pedal (or by operating a lever on the steering wheel) in the operators cab and by setting the RSC (Retarder Speed Control). Dynamic retarding is automatically activated, if the truck speed goes to a preset overspeed setting.

BRAKE SYSTEM Service brakes at each wheel are oil-cooled multiple disc brakes applied by an all-hydraulic actuation system. Depressing the brake pedal actuates both front and rear brakes after first applying the retarder. All wheel brakes will be applied automatically if the brake 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.

A02074 1/07

The parking brake is a dry disc type, mounted inboard on each rear wheel motor, and is springapplied and hydraulically-released with wheel speed application protection (will not apply with truck moving).

Major Components & Specifications

A2-1

A2-2


1/07 A02074

SPECIFICATIONS These specifications are for the standard Komatsu 930E-4 Truck. Customer options may change this listing. ENGINE Komatsu SSDA16V160 No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Operating Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-Stroke Rated Brake HP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700 HP (2014 kW) @ 1900 RPM Flywheel HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2550 HP (1902 kW) @ 1900 RPM Weight (Wet)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9608 kg (21,182 lbs) * Weight does not include Radiator, Sub-frame, or Alternator.

AC ELECTRIC DRIVE SYSTEM (AC/DC Current) Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Electric GTA-41 Dual Impeller, In-Line Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340 m³/ min (12,000 cfm) Motorized Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GDY106 AC Induction Traction Motors Standard Gear Ratio* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32.62:1 Maximum Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.5 km/h (40 mph) * Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters. Komatsu and GE must analyze each job condition to ensure proper application.

DYNAMIC RETARDING Electric Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Maximum Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5400 HP (4026 kW) Continuous* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3300 HP (2460 kW) * Continuously rated high-density blown grids with retard at engine idle and retard in reverse propulsion.

BATTERY ELECTRIC SYSTEM Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four 8D, 12 volt wet batteries with disconnect switch Cold Cranking Amps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 CCA Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt, 260 Amp Output Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts

SERVICE CAPACITIES Crankcase (including lube oil filters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 liters (74 gallons) Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 liters (157 gallons) Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4542 liters (1200 gallons) Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 liters (350 gallons) Wheel Motor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 liters (25 gallons) per wheel

A02074 1/07


A2-3

HYDRAULIC SYSTEMS Hoist and Brake Cooling Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tandem Gear Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931 L/min (246 gpm) @ 1900 RPM and 17,237 kPa (2500 psi) Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Compensated Piston Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 L/min (65 gpm) @ 1900 RPM and 18,961 kPa (2750 psi) Relief Pressure - Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,237 kPa (2500 psi) Relief Pressure - Steering/Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27,579 kPa (4000 psi) Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-Stage Hydraulic Tank (Vertical/Cylindrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-Pressurized Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 947 liters (250 gallons) Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-line replaceable elements Suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single, Full Flow, 100 Mesh Hoist and Steering Filters (Dual In-Line, High Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beta 12 Rating =200

SERVICE BRAKES All Hydraulic Actuation with Traction System Wheel Slip/Slide Control Front and Rear Oil-Cooled Multiple Discs on each wheel Total Friction Area / Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,019 cm² (15,038 in²) Maximum Apply Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,238 kPa (2500 psi)

STEERING Twin hydraulic cylinders with accumulator assist to provide constant rate steering Emergency power steering automatically provided by accumulators Turning Circle (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.4 m (97 ft. 7 in.)

TIRES Radial Tires (standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53/80 R63 Rock Service, Deep Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tubeless Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . patented Phase I New Generation™ rims

STANDARD DUMP BODY CAPACITIES AND DIMENSIONS Capacity Heaped @ 2:1 (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 m3 (276 yd3) Struck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171 m3 (224 yd3) Width (Inside) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15 m (26 ft. 9 in.) Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 m (10 ft. 7 in.) Loading Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.06 m (23 ft. 2 in.) Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45° NOTE: Optional capacity dump bodies are available.

A2-4


1/07 A02074

WEIGHT DISTRIBUTION Empty Vehicle Front Axle (49.3%). . . . . . . 103,301 kg (227,738 lbs) Rear Axle (50.7 %) . . . . . . 107,518 kg (237,034 lbs) Total (with 50% fuel) . . . . . 210,819 kg (464,772 lbs)

Loaded Vehicle Front Axle (33.0%) . . . . . 165,554 kg (364,980 lbs) Rear Axle (67.0%) . . . . . 336,124 kg (741,020 lbs) Total . . . . . . . . . . . . . . . 501,678 kg (1,106,000 lbs)

Standard Komatsu body . . . . 30,362 kg (66,936 lbs) Standard tire weight. . . . . . . . 26,127 kg (57,600 lbs)

Nominal Payload*. . . . . . . . 290,859 kg (641,228 lbs) * Nominal payload is defined within Komatsu America Corporation’s payload policy documentation. Nominal payload must be adjusted if the weight of any customized body or tires vary from that of the standard Komatsu body and tires. Nominal payload must also be adjusted to take into account the additional weight of any custom/optional extras fitted to the truck which are not stated within the Standard Features list of the applicable specification sheet.

A02074 1/07


A2-5

NOTES

A2-6


1/07 A02074

SAFETY GENERAL

Fire Extinguisher And First Aid Kit

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

• Make sure that fire extinguishers are accessible and proper usage techniques are known. • Provide a first aid kit at the storage point. • Know what to do in the event of a fire. • Keep the phone numbers of persons you should contact in case of an emergency on hand.

Read and follow all safety precautions. Failure to do so may result in serious injury or death.

Safety Rules

Clothing And Personal Items

• Only trained and authorized personnel may operate and maintain the truck. • Follow all safety rules, precautions and instructions when operating or performing maintenance on the truck. • When working with another operator or a person on work site traffic duty, make sure that all personnel understand all hand signals that are to be used.

Safety Features

• Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, never wear oily clothes as they are flammable. • Wear a hard hat, safety glasses, safety shoes, mask and gloves when operating or maintaining a truck. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials--particularly when driving pins with a hammer or when cleaning air cleaner elements with compressed air. Also, ensure that the work area is free from other personnel during such tasks.

• Make sure that all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See Operating Instructions “Preparing For Operation”.) • Learn the proper use of safety features such as safety locks, safety pins, and seat belts. Use these safety features properly. • Never remove any safety features. Always keep them in good operating condition. • Improper use of safety features could result in serious bodily injury or death.

A03039 5/08

General Safety & Operating Instructions

A3-1

Fire Prevention For Fuel And Oil

Leaving The Operator’s Seat When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring, always perform the following:

• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous. Keep flames away from flammable fluids.

• Move the directional control lever to PARK. Do not use the wheel brake lock when the engine will be turned off.

• Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.

• Lower the dump body to the frame. • Stop the engine. When exiting the truck, always lock compartments and take the keys with you. If the truck should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.

• When refueling, stop the engine and do not smoke. • Refueling and oiling should be done in well ventilated areas. • Tighten all fuel and oil tank caps securely.

Mounting And Dismounting • Use the handrails and steps when getting on or off the truck. • Never jump on or off the truck. Never climb on or off a truck while it is moving. • When climbing on or off a truck, face the truck and use the hand-hold and steps. • Never hold any control levers when getting on or off a truck. • Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself. • When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope. • If there is any oil, grease, or mud on the handholds or steps, wipe them clean immediately. Always keep these components clean. Repair any damage and tighten any loose bolts.

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Precautions With High Temperature Fluids

Prevention Of Injury By Work Equipment

Immediately after truck operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and are pressurized. If the cap is removed, the fluids are drained, the filters are replaced, etc., there is danger of serious burns. Allow heat and pressure to dissipate before performing such tasks and follow proper procedures as outlined in the service manual.

Never enter or put your hand, arm or any other part of your body between movable parts such as the dump body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious bodily injury or death.

Unauthorized Modification Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards. Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.

To prevent hot coolant from spraying: 1. Stop the engine. 2. Wait for the coolant temperature to decrease. 3. Depress the pressure release button on the cap to vent cooling system pressure. 4. Turn the radiator cap slowly to release the pressure before removing. To prevent hot engine oil spray:

Precautions When Using ROPS The ROPS is intended to protect the operator if the truck should roll over. It is designed not only to support the load of the truck, but also to absorb the energy of the impact. • The Rollover Protection Structure (ROPS) must be properly installed before the truck is operated.

1. Stop the engine. 2. Wait for the oil temperature to cool down. 3. Turn the cap slowly to release the pressure before removing the cap.

Asbestos Dust Hazard Prevention Asbestos dust is hazardous to your health when inhaled. If you handle materials containing asbestos fibers, follow the guidelines below: • Never use compressed air for cleaning. • Use water for cleaning to control dust. • Operate the truck or perform tasks with the wind to your back whenever possible.

• ROPS installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or if it is damaged when the truck rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu. • When modifying or repairing the ROPS, always consult your nearest Komatsu distributor. • Even with the ROPS installed, the operator must always use the seat belt when operating the truck.

• Use an approved respirator when necessary.

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PRECAUTIONS BEFORE OPERATION

Precautions For Attachments • When installing and using optional equipment, read the instruction manual for the attachment and the information related to attachments in this manual. • Do not use attachments that are not authorized by Komatsu America Corp. or the authorized regional Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the truck. • Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu America Corp. or the authorized regional Komatsu distributor.

Precautions For Starting The Truck Start the engine from the operator’s seat only. Never attempt to start the engine by shorting across cranking motor terminals. This may cause a fire, or serious injury or death to anyone in truck’s path.

Safety is thinking ahead. Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu machine. Safe practices start before the operator gets to the equipment. Safety At The Worksite • When walking to and from a truck, maintain a safe distance from all machines even when the operator is visible. • Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous. • Examine the road surface at the job site and determine the best and safest method of operation. • Choose an area where the ground is as horizontal and firm as possible before performing the operation. • If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work site traffic duty or by installing fences around the work site. • The operator must personally check the work area, the roads to be used, and the existence of obstacles before starting operations. • Always determine the travel roads at the work site and maintain them so that it is always safe for the machines to travel. • If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water that exceeds the permissible water depth.

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Fire Prevention

In Operator’s Cab - Before Starting The Engine

• Remove wood chips, leaves, paper, and other flammable items that have accumulated in the engine compartment. Failure to do so could result in a fire.

• Do not leave tools or spare parts lying around. Do not allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab.

• Check the fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of them properly.

• Keep the cab floor, controls, steps and handrails free of oil, grease, snow and excess dirt.

• Make sure that a fire extinguisher is present and in proper working condition. • Do not operate the truck near open flames.

• Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use the seat belts when operating a truck. • Read and understand the contents of this manual. Pay special attention to Sections 30 and 32 pertaining to safety and operating instructions. Become thoroughly acquainted with all gauges, instruments and controls before attempting operation of the truck. • Read and understand the WARNING and CAUTION decals in the operator's cab. • Make sure that the steering wheel, horn, controls and pedals are free of any oil, grease or mud.

Preparing For Operation • Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in motion. Always use handrails and ladders when mounting or dismounting the truck. • Check the deck areas for debris, loose hardware and tools. Check for people and objects that might be in the area. • Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-skid material, grab bars, seat belts, etc.) are securely in place.

Ventilation In Enclosed Areas If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Inhaling exhaust fumes from the engine can kill.

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• Check the operation of the windshield wiper, condition of wiper blades, and the washer fluid reservoir level. • Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities before operating the truck.

Mirrors, Windows And Lights • Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may prevent an accident. • Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass or light is broken, replace it with a new part. • Make sure that the headlights, work lights, and taillights are in proper working order. Make sure that the truck is equipped with the proper work lamps that are needed for the operating conditions.


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OPERATING THE TRUCK When Starting The Engine • Never attempt to start the engine by shorting across cranking motor terminals. This may cause a fire, or serious injury or death to anyone in truck’s path. • Never start the engine if a warning tag has been attached to the controls. • When starting the engine, sound the horn as an alert. • Start and operate the truck only while seated in the operator’s seat. • Do not allow any unauthorized persons in the operator's compartment or any other place on the truck. General Truck Operation • Wear the seat belt at all times. • Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger seat. • Do not allow anyone to ride on the decks or steps of the truck. • Do not allow anyone to get on or off the truck while it is in motion. • Do not move the truck in or out of a building without a signal person present. • Know and obey the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should move in and out of buildings, loading areas, and through traffic under the direction of a signal person. Courtesy at all times is a safety precaution!

The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smelling burning rubber or observing evidence of fire near the tire and wheel area. If the truck must be approached to exstinguish a fire, those personnel should do so only while facing the tread area of the tire (front or back) unless protected by using large heavy equipment as a shield. Stay at least 50 ft. (15 m) from the tread of the tire. In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least 8 hours or until the tire and wheel are cool. • Keep serviceable fire fighting equipment on hand. Report empty extinguishers for replacement or refilling. • Always place the directional control lever in the PARK when the truck is parked and unattended. Do not leave the truck unattended while the engine is running. • Park the truck a safe distance away from other vehicles as determined by the supervisor. • Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an emergency arises, know where to get prompt assistance.

• Immediately report any adverse conditions at the haul road, pit or dump area that may cause an operating hazard. • Check for flat tires periodically during a shift. If the truck has been operating on a “flat”, do not park the truck inside a building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when inflating a tire mounted on the truck. Observers should not be permitted in the area and should be kept away from the side of such tires.

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Traveling On Slopes

Traveling In Reverse Before operating the truck: • Sound the horn to warn people in the area. Make sure that the back-up horn also works properly. • Check for personnel near the truck. Be particularly careful to check behind the truck. • When necessary, designate a person to watch the area near the truck and signal the operator. This is particularly necessary when traveling in reverse.

• Traveling on slopes could result in the truck tipping over or slipping. • Do not change direction on slopes. To ensure safety, drive to level ground before turning. • Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the truck slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.

• When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site traffic.

• When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use the foot brake except in an emergency.

• Do not allow any one to enter the line of travel of the truck. This rule must be strictly observed even with machines equipped with a back-up horn or rear view mirror.

• If the engine should stop on a slope, apply the service brakes fully and stop the truck. Move the directional control lever to PARK after the truck has stopped.

Ensure Good Visibility • When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary. • Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to improve to allow the operation to be performed safely.

Traveling • When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly. • Lower the dump body and set the dump lever to the FLOAT position before traveling. • If the engine stops while the truck is in motion, secondary steering and braking enable the truck to be steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow the truck to travel to a safe area. Apply the brakes immediately and stop the truck as quickly and safely as possible off of the haul road, if possible.

Operate Carefully On Snow • When working on snowy or icy roads, there is danger that the truck may slip to the side on even the slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions. • Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and cannot be seen. When traveling on snow-covered roads, always install tire chains.

Avoid Damage To Dump Body Always be extremely cautious when working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits. The dump body must be completely lowered before driving the truck.

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When Loading

Driving Near High Voltage Cables Driving near high-voltage cables can cause electric shock. Always maintain safe distances between the truck and the electric cable as listed below. Voltage

Minimum Safety Distance

6.6 kV

3m

10 ft.

33.0 kV

4m

14 ft.

66.0 kV

5m

17 ft.

154.0 kV

8m

27 ft.

275.0 kV

10 m

33 ft.

The following actions are effective in preventing accidents while working near high voltages: • Wear shoes with rubber or leather soles. • Use a signalman to give warning if the truck approaches an electric cable. • If the work equipment touches an electric cable, the operator should not leave the cab.

• Make sure that the surrounding area is safe. Stop the truck in the correct loading position, then load the body uniformly. • Do not leave the operator's seat during the loading operation. Parking The Truck • Choose a flat, level surface to park the truck. If the truck has to be parked on a slope, put blocks behind all the wheels to prevent truck movement. • When parking on public roads, provide fences and signs, such as flags or lights, on the truck to warn pedestrians and other vehicles. Make sure that the truck, flags or lights do not obstruct traffic. • Before leaving the truck, lower the dump body fully, move the directional control lever to PARK, stop the engine and lock everything. Always take the key with you.

• When performing operations near high voltage cables, do not allow anyone to approach the truck. • Check with the electrical maintenance department about the voltage of the cables before starting operations. When Dumping • Before starting the dumping operation, make sure that there are no persons or objects behind the truck. • Stop the truck in the desired location. Check again for persons or objects behind the truck. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman. • When dumping on slopes, truck stability is poor and there is danger of tipping over. Always use extreme care when performing such operations. • Never travel with the dump body raised.

TOWING • Improper towing methods may lead to serious personal injury and/or damage. • Use a towing device with ample strength for the weight of this truck. • Never tow a truck on a slope. • Inspect towing components, such as tow bars and couplings, for any signs of damage. Never use damaged or worn components to tow a disabled vehicle. • Keep a safe distance from the trucks and towing apparatus while towing a vehicle.

Working On Loose Ground • Avoid operating the truck near cliffs, overhangs and deep ditches. If these areas collapse, the truck could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may be weakened after heavy rain or blasting. • Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the truck. Avoid these areas whenever possible.

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Do not activate the wheel brake lock when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away.

• When connecting a truck that is to be towed, do not allow anyone to go between the tow vehicle and the disabled vehicle. • Set the coupling of the truck being towed in a straight line with the towing portion of the tow truck, and secure it in position. • For towing methods, refer to Instructions - Section 30, Towing.


Operating

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WORKING NEAR BATTERIES Battery Hazard Prevention • Battery electrolyte contains sulfuric acid, which can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water. • Battery acid can cause blindness if splashed into your eyes. If acid gets into your eyes, flush them immediately with large quantities of water and see a doctor at once. • If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or poison prevention center immediately. • Always wear safety glasses or goggles when working with batteries.

• Batteries generate hydrogen gas. Hydrogen gas is very explosive and can easily be ignited with a small spark or flame. • Before working with batteries, stop the engine and turn the key switch to the OFF position. • Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals. • When removing or installing batteries, check which is the positive (+) terminal and the negative (-) terminal. • Tighten battery caps securely. • Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.

• Always wear safety glasses or goggles when starting the truck with booster cables.

• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always be cautious when using tools near the battery.

• When starting from another truck, do not allow the two trucks to touch.

• Connect the batteries in parallel: positive to positive and negative to negative.

• Connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal.

• When connecting the ground cable to the frame of the truck to be started, connect it as far as possible from the battery.

Starting With Booster Cables

INCORRECT

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BEFORE PERFORMING MAINTENANCE

Securing The Dump Body

Warning Tag Starting the engine or operating the controls while other personnel are performing maintenance on the truck can lead to serious injurty and/or death. Always attach the warning tag to the control lever in the operator's cab to alert others that you are working on the truck. Attach additional warning tags around the truck, if necessary.

To avoid serious personal injury or death, the body-up retention cable must be installed anytime personnel are required to perform maintenance on the vehicle with the dump body in the raised position.

These tags are available from your Komatsu distributor. Warning tag part number: 09963-03000

1. To hold the dump body in the raised position, raise the body to its maximum height.

Stopping The Engine Before Service • Before performing inspections or maintenance, stop the truck on firm flat ground, lower the dump body, move the directional control lever to PARK, and stop the engine. • If the engine must be run during service, such as when cleaning the radiator, the directional control lever must be in PARK. Always perform this work with two people. One person must sit in the operator's seat to stop the engine if necessary. During these situations, never move any controls that are not related to the task at hand. • When servicing the truck, do not to touch any moving parts. Never wear loose clothing or jewelry. • Put wheel blocks under the wheels to prevent truck movement. • When performing service with the dump body raised, place the dump lever in the HOLD position and apply the lock (if equipped). Install the body-up safety pins or cable securely. Proper Tools Only use tools that are suited to the task. Using damaged, low quality, faulty or makeshift tools could cause personal injury.

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FIGURE 3-1. BODY-UP RETENTION CABLE INSTALLATION 1. Rear Body Ear 2. Axle Housing Ear 3. Body-Up Retention Cable 2. Install body-up retention cable (3, Figure 3-1) between rear body ear (1) and axle housing ear (4). 3. Secure the cable clevis pins with cotter pins. After service work is completed, reverse the installation steps to remove the cable assembly.


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WHILE PERFORMING MAINTENANCE

Working Under The Truck

NOTE: Only authorized personnel should service and repair the truck.

• Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the truck.

Keep The Truck Clean

• Always block the tires of the truck securely.

• Spilled oil, grease, scattered tools, etc., can cause you to slip or trip. Always keep your truck clean and tidy.

• Never work under the truck if the truck is poorly supported.

• If water gets into the electrical system, there is danger that the truck may may move unexpectedly and/or damage to components may occur. Do not use water or steam to clean any sensors, connectors or the inside of the operator's compartment. • Use extreme care when washing the electrical control cabinet. Do not allow water to enter the control cabinet around the doors or vents. Do not allow any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control cabinet through any opening or crevice, major damage to the electrical components is possible.

Rotating Fan And Belts Stay away from all rotating parts such as the radiator fan and fan belts. Serious bodily injury may result from direct or indirect contact with rotating parts and flying objects.

• Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur. • Do not spray water into the retarding grids. Excess water in the retarding grids can cause a ground fault, which will prevent propulsion.

Adding Fuel Or Oil • Spilled fuel and oil may cause slipping. Always clean up spills immediately. • Always add fuel and oil in a well-ventilated area. Attachments Place attachments that have been removed from the truck in a safe place and manner to prevent them from falling.

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• When refueling, stop the engine and do not smoke. • Tighten the cap of the fuel and oil fillers securely. • Never use fuel to wash parts.


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Radiator Water Level If it is necessary to add coolant to the radiator, stop the engine and allow the engine and radiator to cool down before adding the coolant. Depress the pressure release button on the cap to vent cooling system pressure. Slowly loosen the cap to relieve any remaining pressure.

Precautions When Performing Maintenance Near High Temperature Or High Pressure Immediately after stopping operation, engine coolant and operating oils are at high temperature and under high pressure. If the cap is removed, the oil or water is drained, or the filters are replaced under these conditions, it may result in burns or other injury. Wait for the temperature to cool and pressure to subside before performing the inspection and/or maintenance as outlined in the shop manual.

Use Of Lighting When checking fuel, oil, coolant or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger of an explosion.

Precautions With High Pressure Oil • Work equipment circuits are always under pressure. Do not add oil, drain oil or perform maintenance or inspections before completely releasing the internal pressure. • Small, high-pressure pin hole leaks are extremely dangerous. A jet of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage. • If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.

Precautions With The Battery When repairing the electrical system or performing electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.

Waste Materials • Never dump oil into a sewer system, river, etc. • Always put oil drained from your truck in appropriate containers. Never drain oil directly onto the ground. Handling High Pressure Hoses • Do not bend high pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or hoses. They may burst during use.

• Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters and batteries.

• Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.

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TIRES Handling Tires

Storing Tires After Removal

If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain tire safety, always use the specified tires. Inflate the tires to the specified pressure. An abnormal level of heat is generated when the inflation pressure is too low. The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.

• As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up “No Entry” signs and other warning signs that even young children can understand. • Stand the tire on level ground and block it securely so that it cannot roll or fall over. • If the tire falls over, flee the area quickly. The tires for dump trucks are extremely heavy. Never attempt to hold or support the tire. Attempting to hold or support a tire may lead to serious injury.

When tires become hot, a flammable gas is produced and may ignite. It is particularly dangerous if the tires become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pressure will suddenly rise and the tire will explode, resulting in danger to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are strictly prohibited when the tire is pressurized: • Welding the rim • Welding near the wheel or tire • Smoking or creating open flames If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When performing such maintenance, consult your authorized regional Komatsu distributor or the tire manufacturer.

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WHEN REPAIRS ARE NECESSARY NOTE: Only qualified maintenance personnel who understand the systems being repaired should attempt repairs. • Many components on the Komatsu truck are large and heavy. Ensure that lifting equipment hoists, slings, chains, and lifting eyes - are of adequate capacity to handle the lift. • Do not work under a suspended load. Do not work under a raised body unless body safety cables, props or pins are in place to hold the body in up position. • Do not repair or service the truck while the engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. • When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Follow all current regulations for handling and recycling refrigerants. • Follow package directions carefully when using cleaning solvents. • If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use a second cable to connect the 24V negative (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery. • Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect the battery charging alternator lead wire and isolate the electronic control components before making welding repairs. (It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the AID circuit control cards.)

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• Always fasten the welding machine ground (-) lead to the piece being welded. The grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components. • If the truck must be towed, use a rigid tow bar. Check the truck frame for a decal recommending special towing precautions. Also refer to Operating Instructions - Section 30, Towing. • Drain, clean, and ventilate fuel tanks and hydraulic tanks before making any welding repairs.

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. • Relieve pressure in lines or hoses before making any disconnects. • After adjustments or repairs, replace all shields, screens and clamps. • Only a qualified operator or maintenance personnel who are also qualified in truck operation should move the truck under its own power in the repair facility or during road testing after repairs are complete.


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SPECIAL PRECAUTIONS FOR WORKING ON AC DRIVE TRUCKS Preliminary Procedures Before Welding or Performing Maintenance Before welding or repairing an AC drive truck, maintenance personnel should notify a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. If it is necessary to perform welding or repair to the truck without the field engineer present, the following procedures must be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the chance for damage to equipment.

Anytime the engine is running, do not open any of the cabinet doors or remove any covers. Do not use any of the power cables for hand holds or foot steps. Do not touch the retarding grid elements.

Before opening any cabinets or touching a retarding grid element or a power cable, the engine must be shutdown and the red drive system warning lights must not be illuminated.

Normal Engine Shutdown Procedure 1. Stop the truck out of the way of other traffic on a dy, level surface (if possible) that is free of overhead power lines or other obstructions in case the dump body should need to be raised. a. Reduce engine speed to idle. Allow the engine to cool gradually by running it at low idle for approximately 5 minutes. b. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light in the overhead display panel is illuminated. 2. Place the rest switch in the ON position to put the AC drive system in “rest” mode. Be sure the “rest” indicator light in the overhead panel is illuminated. 3. With the engine cooled down, turn the key switch to the OFF position for normal engine shutdown. If the engine does not shutdown with the key switch, use the engine shutdown switch on the operator cab center console. Pull this switch up until the engine stops. 4. With the key switch OFF and the engine stopped, wait at least 90 seconds. Make sure the steering circuit is completely bled down by turning the steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify that all the link voltage light in the control cabinet is off. Notify maintenance personnel if the light remains illuminated longer than five minutes after engine shutdown. 6. Close and lock all windows, remove the key from the key switch, and lock the cab to prevent possible unauthorized truck operation. Dismount the truck properly. Put wheel chocks in place.

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Engine Shutdown Procedure Before Welding or Performing Maintenance Normal operation of the AC drive system at shutdown should leave the system safe to service. However, in the event of a system failure, performing the following procedure before any maintenance activities will ensure that no hazardous voltages are present in the AC drive system. 1. Before shutting down the engine, verify the status of all the drive system warning lights on the overhead display panel. Use the lamp test switch to verify that all lamps are functioning properly. If any of the red drive system warning lights remain on, do not attempt to open any cabinets, disconnect any cables, or reach inside the retarding grid cabinet without a trained drive system technician present, even if the engine is off. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. 2. If all red drive system warning lights are off, follow the Normal Engine Shutdown Procedure on the previous page. 3. After the engine has been stopped for at least five minutes, inspect the link voltage lights on the exterior of the main control cabinet and back wall of the operator's cab (DID panel). If all lights are off, it is safe to work on the retarding grids, wheel motors, alternator and related power cables. 4. Locate the GF cut-out switch in the access panel on the left side of the main control cabinet. Place the switch in the “alternator cutout” position. This will prevent the alternator from re-energizing and creating system voltage until the switch is returned to its former position. 5. Before welding on the truck, disconnect all electrical harnesses from the Engine Control System (ECS) inside the electrical cabinet behind the operator's cab. Also, disconnect the ground strap from the ECS. 6. Do not weld on the rear of the control cabinet! The metal panels on the back of the cabinet are part of capacitors and cannot be heated.

8. Power cables must be cleated in wood or other non-ferrous materials. Do not repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation before servicing the cables and returning the truck to service. Discard cables with broken insulation. 10. Power cables and wiring harnesses should be protected from weld spatter and heat. Always fasten the welding machine ground (-) lead to the piece being welded. The grounding clamp must be attached as near as possible to the weld area. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and cause damage to components. Before doing any welding on the truck, disconnect the battery charging alternator lead wire and isolate electronic control components. Also, always disconnect the negative and positive battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. Never allow welding current to pass through ball bearings, roller bearings, suspensions or hydraulic cylinders. 11. If the red lights on the exterior of the control cabinet and/or the back wall of the operator's cab continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place. Do not touch the retarding grid elements. Do not disconnect any power cables or use them as hand or foot holds. Notify your Komatsu service representative immediately. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. 12. Replace all covers and doors. Place the GF cutout switch and battery disconnect switches in their original positions. Reconnect all harnesses prior to starting the truck. Leave the drive system in the rest mode until the truck is to be moved.

7. Do not weld on the retarding grid exhaust louvers! They are made of stainless steel. Some power cable panels throughout the truck are also made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged.

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OPERATING INSTRUCTIONS PREPARING FOR OPERATION The safest trucks are those which have been properly prepared for operation. At the beginning of each shift, a careful check of the truck should be made before attempting to start the engine. Safety is thinking ahead. Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements, all necessary job site regulations, and use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu truck. Safe practices start before the operator gets to the equipment. •

Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., can catch on a protrusion and cause a potential hazard.

•

Always use the personal safety equipment provided for the operator such as hard hats, safety shoes, safety glasses or goggles. There are some conditions when protective hearing devices should also be worn for operator safety.

•

When walking to and from the truck, maintain a safe distance from all machines, even if the operator is visible.

WALK-AROUND INSPECTION At the beginning of each shift, a careful walk-around inspection should be performed before attempting to start the engine. A walk-around inspection is a systematic ground level inspection of the truck and its components to ensure that the truck is safe to operate before entering the operator's cab. Start at the left front corner of the truck (see the illustration on the next page) and move in a counterclockwise direction. Move front-to-rear, across the rear, and continue forward up the opposite side of the truck to the original starting point. If these steps are performed in sequence and are repeated from the same point and in the same direction before every shift, many potential problems may be avoided or scheduled for maintenance. Unscheduled downtime and loss of production can be reduced as a result. Local work practices may prevent an operator from performing all tasks suggested here. To the extent permitted, the operator should follow this routine.

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High voltage may be present on this truck! DO NOT open any electrical cabinet doors on this truck while the engine is running. Never climb on any power cables or use power cables for handholds or footholds unless the engine has been shut down and the system has been verified to be at “rest”. 1. Start at left front of truck. Visually inspect all lights and safety equipment for damage. Make sure that the lenses are clean and unbroken. 2. Empty the dust collectors on the left side air cleaner assemblies. (A ladder may be necessary to reach the air cleaners.) Make sure that the battery box covers are in place and secure. 3. Move in front of the left front tire. Inspect the hub and brake assemblies for leaks and any abnormal conditions. 4. Make sure that all suspension mounting hardware is secure. Inspect the mounting key area for evidence of wear. Make sure that the suspension extension (exposed piston rod) is correct and that there are no leaks. 5. With the engine stopped, check the engine oil level. Use the service light, if necessary. 6. Inspect the air conditioner belts for correct tension, obvious wear, and tracking. Make sure that the fan guard is secure and in good condition. When leaving this point, turn off the service light if used. 7. Make sure that the anchor end of the steering cylinder is secure and properly greased. 8. Move outside of the front wheel. Make sure that all of the mounting nuts/studs are in place and tight. Check the tires for cuts, damage, or bubbles. Check for evidence of incorrect tire inflation. 9. Move in behind the front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is tight. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks.


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START HERE

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10. Inspect the sight glass on the hydraulic tank. With the engine stopped and the body down, the hydraulic oil level must be visible in the center of the upper sight glass.

21. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage.

11. Verify that all hydraulic tank shut-off valves are locked in their fully open positions.

22. Move in front of right dual tires. Inspect the hoist cylinder in the same manner as the left side. Make sure the body-up limit switch is secure and in good condition. Remove any mud or dirt accumulation from the switch.

12. Move around the hydraulic tank and in front of the rear dual tires. Inspect the hoist cylinder for any damage and leaks. Make sure that both upper and lower hoist cylinder pins are secure and properly greased. 13. Look under the lower edge of the chassis to make sure that the flexible duct that carries the air from the main blower to the final drive housing is in good condition. Also, look up at the main hydraulic pumps to see if there is any leakage or any other unusual condition with the pumps or pump drive shafts. 14. Move around the left side dual tires. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage. 15. Check the dual tires for cuts, damage, and bubbles. Verify that tire inflation is correct. If the truck has been run on a “flat”, the tire must be cooled before moving the truck inside. Check for any rocks that might be lodged between the dual tires. 16. Inspect the left rear suspension for damage, correct rod exposure, and leaks. Ensure that the covers over the chrome piston rod are in good condition. 17. Open the rear hatch cover. Inspect for leaks around the parking brakes. Make sure the cooling air exhaust ductwork is intact and there are no obstructions. 18. While standing at the rear hatch, look up to check that the rear lights and back-up horns are in good condition. Look up at panhard rod to check that it is properly greased. Also check both body hinge pins for proper greasing and any abnormal condition. Check the hoist limit switch and clear any mud or debris from the contacts. 19. Perform the same inspections on the right rear suspension. 20. Move around the right side dual tires. Inspect between the tires for rocks. Inspect the tires for cuts, damage and proper inflation.

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23. Move around the fuel tank. Make sure that the fuel gauge agrees with the fuel gauge in the cab. Inspect the mounting hardware for the fuel tank at the upper saddles and at the lower back side of the tank. Check the hoist filters for leaks. 24. Move in behind the right front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is secure. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks. 25. Move out and around the right front wheel. Make sure that all wheel nuts/studs are in place and tight. 26. Move behind the front of the right front wheel. Check the hub and brakes for leaks and any unusual conditions. Make sure that the steering cylinder is secure and properly greased. Inspect the engine compartment for any leaks and unusual conditions. Inspect the fan guard and belts. Check for any debris behind the radiator. 27. Move around to the right front of the truck. Empty the dust collectors on the right side air cleaner assemblies. (A ladder may be necessary to reach the air cleaners.) 28. As you move in front of the radiator, remove any debris that is stuck in front of the radiator. Check for any coolant leaks. Inspect the headlights and fog lights. 29. Inspect the auto lube system. See Section P3, Automatic Lubrication System, for more information about the auto lube system. 30. Before climbing the ladder to first level, make sure that the ground level engine shutdown switch is ON. Inspect the fire control actuator. Make sure that the safety pin and the plastic tie that prevents accidental actuation are in place and in good condition. Make sure that the battery disconnect switches are activated.


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ENGINE START-UP

Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 31. Always use handrails and ladders when mounting or dismounting the truck. Clean any foreign material such as ice, snow, oil or mud from the ladders and handrails.

Never attempt to start the engine by shorting across the starter terminals. This may cause fire, or serious injury or death to anyone in the machine’s path. Start the engine from the operator’s seat only. If the truck is equipped with an auxiliary cold weather heater system, do not attempt to start the engine while the heaters are in operation. Damage to the coolant heaters will result!

If the engine has been running, allow the coolant to cool before removing the fill cap or draining the radiator. Serious burns may result if skin comes in contact with hot coolant. 32. Use the coolant level sight gauge to check the coolant level in the radiator. If it is necessary to remove the radiator cap, make sure that the engine is off, then relieve the coolant pressure by slowly removing the radiator cap. 33. Inspect the retarding grid covers. Make sure that the latches are in place and secure. Inspect the main air inlet to ensure that it is clear. Make sure that all cabinet door latches are secure. 34. Move around to the rear of the cab. Open the doors of the brake cabinet and check inside the cabinet for leaks. 35. Clean the cab windows and mirrors. Clean out the cab floor, if necessary. Make sure that the steering wheel, operator controls, and pedals are free of any grease or mud. 36. Stow any personal gear in the cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operator's cab, should be cleared. Do not carry tools or supplies in the cab or on the deck. 37. Adjust the seat and the steering wheel for the most operator comfort. 38. Before operating the truck, read about and understand the locations and functions of all operator controls listed in Section N5, Operator Cab Controls.

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1. Make sure that all personnel are clear of the truck before starting the engine. Always sound the horn as a warning before moving any controls. 2. If the truck is in an enclosure, make sure that there is adequate ventilation before start-up. Exhaust fumes are dangerous! 3. Make sure that the directional control lever is in PARK before starting. 4. Place the rest switch in the ON position to put drive system in rest mode. For more information, refer to Section N5, Operator Cab Controls.


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AFTER ENGINE HAS STARTED

Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start the engine again. Severe damage to the starter motors can result from overheating. 5. The key switch is a three-position switch (OFF, RUN, START). a. Turn the key switch one position clockwise to the RUN (not START) position. All electrical circuits except the start circuit are activated. b. Turn the key switch fully clockwise to the START position and hold this position until the engine starts. The START position is spring-loaded and will return the switch to the RUN position when the key is released. NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur before engine cranking begins as the engine lube oil passages are being filled and pressurized. 6. After the engine has started, place the rest switch in the OFF position to deactivate the rest mode. Refer to Section N5, Operator Cab Controls for more information on the rest switch.

Do not leave the truck unattended while the engine is running. Move the directional control lever to PARK and turn off the engine before leaving the truck. Become thoroughly familiar with the steering, braking and emergency controls. 1. After the engine has been started and the low pressure warning systems are normal, test the steering by turning the steering wheel fully to the left and right. If the steering system is not operating properly, turn the engine immediately. Determine the steering system problem and have it repaired before resuming operation. 2. Operate each of the truck's brake circuits at least twice before operating and moving the truck. These circuits include the service brake, parking brake, and brake lock. With the engine running and the hydraulic circuit fully charged, activate each circuit individually from the operator's cab. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated, turn off the engine and notify maintenance personnel immediately. Do not operate the truck until the faulty brake circuit is fully operational. 3. Check the gauges, warning lights, and instruments before moving the truck to ensure proper system operation and proper instrument functioning. Pay special attention to the braking and steering hydraulic circuit warning lights. If warning lights come on, turn off the engine immediately and determine the cause. 4. Make sure that the headlights, worklights, and taillights are in proper working order. Check the operation of windshield wiper. Good visibility may help prevent an accident.

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EMERGENCY STEERING SYSTEM Operation This truck is equipped with an emergency steering system. This system is a backup in the event of loss of oil supply to the main steering system. The emergency steering system was designed to meet or exceed SAE J1511 and ISO 5010 standards. If the low steering system pressure indicator light and alarm are activated, a failure in the hydraulic oil supply to the steering and brake system exists. When the alarm is activated, typically there is enough hydraulic pressure stored in the brake and steering accumulators to allow brief operation of the steering and brake functions. However, this oil supply is limited. Therefore, it is important to stop the truck as quickly and safely as possible after the alarm is first activated. If the oil supply pressure drops to a predetermined level, the low brake pressure warning light will also illuminate. If the oil pressure continues to decrease, the brake auto-apply feature will activate the service brakes to stop the truck. Pre-Operation Testing NOTE: Komatsu recommends that operators perform this test to verify that the steering accumulator precharge pressure is adequate at the beginning of each shift before operating the truck. 1. Park the empty truck on flat, level ground. Lower the dump body onto the frame and stop the engine. Make sure that the key switch is in the OFF position. 2. Wait at least 90 seconds to verify that all hydraulic pressure has been relieved from the steering accumulators. Turn the steering wheel from stop to stop. If the front wheels do not move, there is no hydraulic pressure. 3. Check the hydraulic tank oil level. The oil level must be visible in the center of the upper sight glass and must not cover the entire upper sight glass. Add oil if necessary. Do not overfill. 4. Turn the key switch to the ON position, but do not start the engine. a. Steering system pressure: Verify that the low steering pressure warning light is illuminated. If it is not illuminated, immediately notify maintenance personnel. Do not operate the truck until the problem is corrected.

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b. Steering accumulator precharge: Verify that the low accumulator precharge warning light is not illuminated and the warning buzzer is not sounding. If the warning light is illuminated and the buzzer is sounding, immediately notify maintenance personnel. Do not operate the truck until the problem is corrected. 5. Start the engine and allow the steering accumulators to fully charge. Turn the steering wheel so that the front wheels are straight. 6. Check the hydraulic tank oil level while the engine is on. a. If the oil level is visible in center of the lower sight glass and does not cover the entire lower sight glass, the steering accumulators are adequately charged. Proceed to Step 7. b. If the oil level is below the lower sight glass, the steering accumulators are not adequately charged. Stop the engine and turn the key switch to the OFF position. Immediately notify maintenance personnel. Do not operate the truck until the problem is corrected. 7. If the steering accumulators are adequately charged, stop the engine by pulling up the engine shutdown switch. Leave the key switch in the ON position. This allows the steering accumulators to retain their hydraulic charge. The low steering pressure warning light and the low accumulator precharge warning light should not illuminate. 8. Turn the steering wheel from stop to stop. The front wheels should turn fully to the left and to the right. Also, the low steering pressure warning light should illuminate and the warning buzzer should sound. If the front wheels cannot be turned fully to the left and right, or if the warning light and buzzer do not activate, immediately notify maintenance personnel. Do not operate the truck until the problem is corrected. If the truck passes this test, the emergency steering system is functioning properly.


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MACHINE OPERATION SAFETY PRECAUTIONS

• Do not allow unauthorized personnel to ride in or on the truck. Do not allow anyone to ride on the ladder of the truck.

After the engine is started and all systems are functioning properly, the operator must follow all local safety rules to ensure safe machine operation.

• Check the gauges and instruments frequently during operation for proper readings. • Observe all regulations pertaining to the job site's traffic pattern. Be alert to any unusual traffic pattern. Obey the spotter's signals.

If any of the red warning lights come on or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as soon as possible and turn off the engine. Have the problem corrected before resuming truck operation.

The truck is equipped with “slip/slide” control. If this function becomes inoperative, operating the truck with stalled or free spinning wheel motors may cause serious damage to the wheel motors. If the truck does not begin to move within 10 seconds after depressing the throttle pedal with the directional control lever in a F or R position, release the throttle pedal and allow the wheels to regain traction before accelerating again. • Always look to the rear before backing the truck. Watch for and obey the ground spotter's hand signals before making any reverse movements. Sound the warning horn (three blasts). The spotter should have a clear view of the entire area at the rear of the truck.

• Match the truck speed to haul road conditions. Slow down the truck in congested areas. Keep a firm grip on the steering wheel at all times. • Do not allow the engine to run at idle for extended periods of time. • When the truck body is in the dump position, do not allow anyone beneath it unless the body-up retaining pin or cable is in place.

Do not use the brake lock or the emergency brake (if equipped) for parking. With the engine stopped, hydraulic pressure will bleed down, allowing the brakes to release. • Check the brake lock performance periodically for safe loading and dump operation. • Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges or the edge of a fill area. • Do not drive over unprotected power cables. • Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.

• Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab while the truck is in operation.

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OPERATING ON THE HAUL ROAD 1. Always stay alert! If you are unfamiliar with the road, drive with extreme caution. The cab doors should remain closed at all times if the truck is in motion or unattended. 2. Obey all road signs. Operate the truck so it is under control at all times. Govern the truck speed by the road conditions, weather, and visibility. Report poor haul road conditions immediately. Muddy or icy roads, pot holes, or other obstructions can present hazards. 3. Initial propulsion with a loaded truck should begin from a level surface whenever possible. If there are circumstances where starting on a hill or grade cannot be avoided, refer to Starting On a Grade With a Loaded Truck. 4. When backing up the truck, give a back-up signal of three blasts on the horn. When starting forward, give two blasts on the horn. These signals must be given each time the truck is moved forward or backward. 5. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. 6. Maintain a safe distance when following another vehicle. Never follow another vehicle in the same lane closer than 15 m (50 ft). When driving on a downgrade, this distance should be at least 30 m (100 ft). 7. Do not stop or park on a haul road unless it is unavoidable. If you must stop, move the truck to a safe place, move the directional control lever to PARK and turn off the engine before leaving the cab. Chock the wheels securely and notify maintenance personnel for assistance. 8. Before driving up or down a grade, maintain a speed that will ensure safe driving and provide effective retarding under all conditions. Refer to Dynamic Retarding in Section N5, Operator Cab Controls. Refer to the grade/speed chart in the operator's cab to determine the maximum safe truck speeds for descending various grades with a loaded truck.

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9. When operating the truck in darkness, or when visibility is poor, do not move the truck unless all headlights, clearance lights, and tail lights are on. Do not back up the truck if the back-up horn or lights are inoperative. Always dim the headlights when meeting oncoming vehicles. 10. If the emergency steering light and/or low brake pressure warning light illuminate during operation, steer the truck immediately to a safe area away from other traffic, if possible, and stop the truck. Refer to Step 7. 11. Check the tires for proper inflation periodically during your shift. If the truck has been run on a “flat”, or under-inflated tire, it must not be parked in a building until the tire cools.

STARTING ON A GRADE WITH A LOADED TRUCK Initial propulsion with a loaded truck should begin from a level surface whenever possible. If the truck must be started on a hill or grade, use the following procedure: 1. Fully depress the service brake pedal. Do not use the retarder lever to hold the truck on the grade. With the service brakes fully applied, move the directional control lever to a drive position (FORWARD or REVERSE) and increase the engine rpm with the throttle pedal. 2. As the engine rpm approaches the maximum, and the operator senses the propulsion effort working against the brakes, release the brakes and let truck movement start. Completely release the service brake pedal. As the truck speed increases above 5-8 kph (3-5 mph), the propulsion system controller (PSC) will drop the propulsion if the retarder is still applied. NOTE: Releasing and re-applying dynamic retarding during a hill start operation will result in loss of propulsion.


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PASSING 1. Do not pass another truck on a hill or blind curve. Only use areas designated for passing.

4. When the truck is stopped and in the dump position, apply the brake lock and move the directional control lever to NEUTRAL.

2. Before passing, make sure that the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution.

LOADING 1. Pull into the loading area with caution. Remain at a safe distance while the truck ahead is being loaded. 2. When approaching or leaving a loading area, watch out for other vehicles and personnel working in the area.

Dumping 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.

3. When pulling in under a loader or shovel, follow the spotter or shovel operator’s 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. 4. During loading, the operator must stay in the cab with the engine running. Place the directional control lever in NEUTRAL and apply the brake lock. 5. When loaded, pull away from shovel as quickly as possible but with extreme caution. 5. Pull the lever to the rear to actuate the hoist circuit. Releasing the lever anywhere during “hoist up” will hold the body at that position.

DUMPING Raising The Dump Body 1. Pull into the dump area with extreme caution. Make sure the area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. 2. Avoid unstable areas. Stay a safe distance from the edge of the dump area.

To prevent tipping or rolling, position the truck on a solid, level surface before dumping. As the body raises, the truck center of gravity will move. 3. Carefully maneuver the truck into the dump position. When backing the truck into the dump position, use only the foot-operated brake pedal to stop and hold the truck. Do not rely on the wheel brake lock to stop the truck. This control is not modulated and applies the rear service brakes only.

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6. Raise the engine rpm to accelerate the hoist speed. If dumping very large rocks or sticky material as described in the WARNING above, slowly accelerate the engine to raise the body. When the material starts to move, release the hoist lever to the HOLD position. If the material does not continue moving and clear the body, repeat this procedure until the material has cleared the body. 7. Reduce the engine rpm as the last stage of the hoist cylinder begins to extend. Let the engine go to low idle as the last stage reaches halfextension. 8. Release the hoist lever as the last stage of the hoist cylinder reaches full extension. 9. After the material being dumped clears the body, lower the body to the frame.


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Lowering The Dump Body (When dumping over a berm or into a crusher):

Lowering The Dump Body (When dumping on flat ground): It is very likely when dumping on flat ground that the dumped material will build up enough to prevent the body from lowering. In this case, the truck will have to be driven forward a short distance (just enough to clear the material) before the body can be lowered.

1. Move the hoist lever forward to the DOWN position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame.

1. Move the directional control lever to FORWARD, release the brake lock, depress the override button, and drive just far enough forward for the body to clear the material.

If dumped material builds up at the rear of the body and the body cannot be lowered, perform the following steps:

2. Stop, move the directional control lever to NEUTRAL, and apply the brake lock. 3. Move the hoist lever forward to the DOWN position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame. If dumped material builds up at the rear of the body and the body cannot be lowered, then perform the following steps: a. Move the hoist lever back to the RAISE position to fully raise the dump body. Then release the hoist lever so it returns to the HOLD position. b. Move the directional control lever to FORWARD, release the brake lock, depress the override button, and drive forward to clear the material.

a. Move hoist lever back to the HOIST position to fully raise the dump body. Release the hoist lever so it returns to the HOLD position. NOTE: Do not drive forward if the tail of body will not clear the crusher wall in the fully raised position. b. Move the directional control lever to FORWARD, release the brake lock, depress the Override button, and drive forward to clear the material. c. Stop, move the directional control lever to NEUTRAL, apply the brake lock and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.

c. Stop, move the directional control lever to NEUTRAL, apply the brake lock, and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.

Do not move the truck with the dump body raised except in an emergency. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins.

Do not move the truck with the dump body raised except in an emergency. Failure to lower the body before moving the truck may cause damage to the hoist cylinders, frame and/or body hinge pins.

2. With the body returned to the frame, move the directional control lever to FORWARD, release the brake lock, and leave the dump area carefully.

4. With the body returned to frame, move the directional control lever to FORWARD, release the brake lock, and leave the dump area carefully.

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TOWING

SAFE PARKING PROCEDURES

Before 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 8 kph (5 mph).

Continue to use safety precautions when preparing for parking and engine shutdown.

Information about the towing attachments listed below is available from your Komatsu service representative: Front Bumper Modification Kit - MK3941: This kit contains the parts necessary to modify the front bumper for installation of towing bosses. One MK3941 kit is required for each truck in the fleet. Tow Adaptor Structure - MK3945: This structure must be ordered (or designed) to mate with the intended towing vehicle and is intended for towing an unloaded vehicle only.

If the equipment is being used 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. Park the truck on level ground, if possible. If the truck must be parked on a grade, position the truck at a right angle to the grade. 2. The directional control lever must be in PARK and chocks must be placed in front of and behind the wheels so the truck cannot roll. Each truck should be parked at a reasonable distance from one another.

A disabled machine may be towed after the following precautions have been taken. 1. Turn off the engine. 2. If the truck is equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check the towed vehicle braking system. 3. If the truck is loaded, dump the entire load. Never pull or tow a loaded truck. Refer to Disabled Truck Dumping Procedure. 4. Make sure that the tow bar has adequate strength (approximately 1.5 times the gross vehicle weight of truck being towed).

Do not activate the wheel lock feature when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot that is 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.

5. Make sure that the towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 6. Chock the disabled truck’s wheels to prevent movement while attaching the tow bar. 7. Release the disabled truck’s brakes and remove the blocking.

Sudden movement may cause tow bar failure. Smooth, gradual truck movement is preferred. 8. Minimize the tow angle at all times. Never exceed 30 degrees. The towed truck must be steered in the direction of the tow bar.

A03039 5/08


A3-27

NORMAL ENGINE SHUTDOWN PROCEDURE Follow this procedure at each engine shutdown. 1. Stop the truck out of the way of other traffic on a level surface. Make sure that there are no overhead power lines or other obstructions in case the dump body must be raised. a. Reduce the engine speed to idle. b. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light is illuminated. c. Allow the engine to cool gradually by running at low idle for 3 to 5 minutes, or activate the 5 minute shutdown delay timer as described in “Delayed Engine Shutdown Procedure”. 2. Place the rest switch in the ON position to put the AC drive system in the rest mode. Make sure that the rest mode indicator light in the overhead panel is illuminated. 3. With the engine cooled down, turn the key switch to the OFF position for normal engine shutdown. If the engine does not shutdown with the key switch, use the engine shutdown switch on the operator cab center console. Pull this switch up until the engine stops. 4. With the key switch OFF and engine stopped, wait at least 90 seconds. Make sure that the steering circuit is completely bled down by turning the steering wheel back and forth several times. The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still be turned, notify maintenance personnel. 5. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if a light remains illuminated for longer than five minutes after the engine is shut down. 6. Close and lock all windows. Remove the key from the key switch and lock the cab to prevent unauthorized truck operation. Dismount the truck properly. Put wheel chocks in place.

A3-28

DELAYED ENGINE SHUTDOWN PROCEDURE 1. Stop the truck out of the way of other traffic on a level surface and free of overhead power lines or other obstructions in case dump body needs to be raised. a. Reduce the engine speed to low idle. b. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light in the overhead display panel is illuminated. 2. Place the rest switch in the ON position to put the AC drive system in the rest mode. Make sure that the rest mode indicator light in the overhead panel is illuminated. 3. Press the top of the engine shutdown timer switch to select the ON (center) position. Press the top of the switch again to activate the timer delay (MOMENTARY position). Release the switch and allow it to return to the ON position. When the engine shutdown timer has been activated, the timer delay indicator light in the overhead panel will illuminate to indicate that the shutdown timing sequence has started. The engine will continue to idle for approximately 5 minutes to allow for proper engine cool-down before stopping. 4. Turn the key switch to the OFF position. The engine will shutdown when the timing sequence is complete. When the engine stops, this will activate the hydraulic bleeddown timer and turn off the 24 VDC electric circuits that are controlled by the key switch. NOTE: To cancel the 5 minute idle timer sequence, press the engine shutdown timer switch to the OFF (lower) position. If the key switch is in the OFF position, the engine will stop. If the key switch is in the ON position, the engine will continue to run.


5/08 A03039

SUDDEN LOSS OF ENGINE POWER

FUEL DEPLETION

If the engine suddenly stops, there is enough hydraulic pressure stored in the brake and steering accumulators to allow the operation of the steering and brake functions. However, this oil supply is limited, so it is important to stop the truck as quickly and safely as possible after the loss of engine power.

The high pressure injection (HPI) fuel system uses fuel to adjust fuel delivery timing by creating a hydraulic link between the upper plunger and the timing plunger. Metered fuel is also used for lubricating the injector plunger and barrel. The maximum demand for metered fuel is required during high speed / low load conditions.

If the brake supply pressure drops to a predetermined level, the low brake oil pressure warning light will illuminate and sonalarm will sound. If the brake pressure continues to decrease, the auto-apply feature will activate and the service brakes will apply automatically to stop the truck. 1. Bring the truck to a safe stop as quickly as possible by using the foot pedal to apply the service brakes. If possible, safely steer the truck to the side of the road while braking.

Dynamic retarding will not be available. Do not use the service brakes for continuous retarding purposes. 2. Move the directional control lever to PARK as soon as the truck has stopped moving.

Operating the truck to fuel depletion forces the injector train into a no-follow condition. No fuel flow between the plungers may cause damage to the injectors and the overhead due to adhesive wear, resulting in costly repairs and unnecessary downtime.

Allowing the Komatsu truck to operate until fuel depletion can lead to unsafe operating conditions possibly resulting in an uncontrollable vehicle and/or personal injury.

3. Turn the key switch to the OFF position and notify maintenance personnel immediately. 4. If traffic is heavy near the disabled machine, mark the truck with warning flags during daylight hours or use flares at night. Adhere to local regulations.

A03039 5/08


A3-29

DISABLED TRUCK DUMPING PROCEDURE Sometimes it is necessary to dump a load from the body of a truck if the hoist system is inoperable. The following instructions describe the use of a “good” truck to provide the hydraulic power required to raise the body of the “disabled” truck to dump the load.

b. Remove the cap from the hoist pilot valve relief valve (2), located in the hydraulics components cabinet behind the cab. While counting the number of turns, slowly turn the relief valve adjustment screw clockwise until it bottoms. Repeat Step 2.

In the following example, Figure 3-2 illustrates a typical hookup from the good truck. The disabled truck may be the same truck model or a different Komatsu truck model. Hookup Make sure that there is an adequate, clear area to dump the loaded body. When the good truck is in position, turn off the engine and allow the hydraulic system to bleed down. Make sure that the pressure has bled off before connecting the hoses. 1. With the good truck parked as close as possible to the disabled truck, attach a hose from the power up quick disconnect (4, Figure 3-2) to the power down circuit of the disabled truck. The hose must be rated to withstand 17,000 kPa (2500 psi) or greater pressure. NOTE: The power down circuit will use a smaller diameter hose (tube) than the power up circuit. 2. Connect another hose from the power down quick disconnect (3) to the power up circuit of the disabled truck. NOTE: If both trucks are the same model, the hoses will be installed at the quick disconnects shown in Figure 30-1 and will be crossed when connected. Raising the Body 1. On the disabled truck, move the hoist control lever to power up and then release it to place the hoist pilot valve in the HOLD position (leave in this position during entire procedure). 2. Start the engine on the good truck, place the hoist control in the POWER DOWN position and increase the engine rpm to high idle to dump the disabled truck. If the body of the disabled truck fails to raise, increase the good truck power down relief pressure as follows: a. Shut down engine and allow the hydraulic system to bleed down.

A3-30

FIGURE 3-2. PUMP MODULE, HOSE HOOKUP 1. Hoist Valve 2. Tubes to LH Hoist Cylinder 3. Power Down Quick Disconnect (Connect to power up circuit of disabled truck.) 4. Power Up Quick Disconnect (Connect to power down circuit of disabled truck.) 5. Overcenter Manifold

Lowering the Body 1. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in POWER UP until the body is able to descend in FLOAT. Do not accelerate the engine. 2. After the body is lowered, shut down the truck, bleed the hydraulic system, and disconnect the hoses. 3. Reduce the power down relief valve pressure on the good truck to normal by turning the adjustment counterclockwise the same number of turns as required in Step 2b of “Raising the Body.” 4. Check the power down relief pressure. Refer to Section L10, Hydraulic Check-Out Procedure. 5. Check the hydraulic tank oil level.


5/08 A03039

WARNINGS AND CAUTIONS The following pages give an explanation of the warning, caution, and service instruction plates and decals attached to the truck. The plates and decals listed here are typical of this Komatsu model, but because of customer options, individual trucks may have plates and decals that are different from those shown here.

KEY SWITCH A warning decal is below the key switch located to the right of the steering column on the instrument panel. The warning stresses the importance of reading the operator's manual before operation.

The plates and decals must be kept clean and legible. If any decal or plate becomes damaged or illegible, replace it with a new one.

GRADE/SPEED CHART A grade/speed retard chart is located on the left front post of the operator's cab. It provides the recommended maximum speeds to be used when descending various grades with a loaded truck. Always refer to the decal in operator's cab. This decal may change with optional truck equipment such as wheel motor drive train ratios, retarding grids, tire sizes, etc.

ROPS/FOPS A plate attached to the right rear corner of the cab states that the Rollover Protective Structure (ROPS) and Falling Object Protective Structure (FOPS) meet various SAE performance requirements. The plate also contains a WARNING about making modifications or repairs to the structure. Unauthorized modifications or repairs will void the certification.

A04061

Warnings and Cautions

A4-1

BATTERIES

CRUSHING HAZARD

Attached to the exterior of both battery compartments is a danger decal which 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 before 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 the danger of sparks near the batteries.

Warning plates are mounted on the frame in front of both front tires and to the rear of both front tires. They warn that the clearances change when the truck is steered and could cause serious injury.

Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and a rubber apron when handling and servicing batteries. If sulfuric acid is swallowed, gets into your eyes or contacts your skin, get proper medical help immediately.

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

This decal is placed on both battery boxes and near the battery disconnect switches to indicate that the battery system (24VDC) is a negative (-) ground system.

These decals are placed above the battery disconnect switches on the right side of the front bumper to indicate OFF and ON positions of the switches.

A4-2


A04061

CYLINDER PRESSURE

FILLING THE HYDRAULIC TANK

These danger plates are mounted on the outside of each frame rail to remind technicians to read the warning labels attached to the side of each of the accumulators (see below) before releasing internal nitrogen pressure or disconnecting any hydraulic lines or hardware. There are similar decals mounted on top of each of the accumulators (both steering and brake) with the same danger message.

A plate mounted on the side of the hydraulic tank provides instructions for filling the hydraulic tank.

These warning decals are mounted on the side of each of the accumulators (both steering and brake) to alert technicians to discharge all gas and hydraulic pressure, and to read the maintenance/service manual before performing any service.

To lessen the chances of system contamination, keep the system open to the atmosphere only as long as absolutely necessary. Service the tank with clean Type C-4 hydraulic oil. All oil that is being put into the hydraulic tank should be filtered through 3 micron filters.

A caution decal is attached below the hydraulic tank oil level sight gauge. Check the oil level with the body down, engine stopped, and key switch OFF. Add oil per filling instructions if the oil level is below the top of the sight glass.

This danger plate is attached to all four suspensions. It contains instructions for releasing internal pressure before disconnecting any hardware. Serious injury can occur if these directions are not followed.

A04061


A4-3

HYDRAULIC OIL PRESSURE

EMERGENCY DUMP PROCEDURE

A warning plate is attached to the hydraulic tank to warn technicians that high pressure hydraulic oil is present during operation. When it is necessary to open the hydraulic system, be sure the engine is stopped and the key switch is OFF to bleed down hydraulic pressure. There is always a chance of residual pressure being present. Open fittings slowly to allow all pressure to bleed off before removing any connections.

A decal which provides the operator or technician with the emergency procedure for dumping a loaded, disabled truck by using a functional truck for hydraulic power is located on the frame near the left hoist cylinder. Refer to Section L in the shop manual for additional information about using this procedure.

WHEEL MOTOR OIL LEVEL A wheel motor oil level decal is attached to the gear cover on both electric wheel motors. This decal stresses that the truck must be parked for 20 minutes prior to checking the oil level in order to get an accurate reading.

ACCUMULATOR DRAIN VALVES Warning decals are applied to both brake accumulators located inside the brake system cabinet behind the operator cab. These decals remind servicing technicians to close the accumulator drain valves after they have been opened to bleed the brake pressure. It further warns not to overtighten the drain valves in order to prevent damage to the valve seat(s).

EMERGENCY TOWING PROCEDURE A decal which provides the operator or technician with the emergency procedure for towing a disabled truck is located on the left frame rial near the steering accumulators.

HOT EXHAUST A caution decal is also attached to the door of the rear hatch cover and around the retarding grid cabinet to alert personnel that hot exhaust air is present and may cause injury.

A4-4


A04061

WELDING

CAPACITORS

This caution decal is placed near the battery disconnect switches on the right side of the front bumper to alert service technicians to always disconnect the battery charging alternator lead wire before making welding repairs.

This caution decal is placed on the back of the control cabinet to alert service technicians that this area contains capacitors and must not be disturbed in any manner.

In addition, always isolate electronic control components and disconnect the positive and negative battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment.

Always fasten the welding machine ground (-) lead to the piece being welded. The grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components.

EMERGENCY SHUTDOWN This decal is placed on the ground level engine shutdown switch, which is mounted on the right side of the front bumper structure. It specifies that this switch is for emergency shutdown only.

This decal is placed near three different indicator lights: • In the operator cab, on the D.I.D. panel on the rear wall. • On the front of the control box, which is mounted on the right side of the main control cabinet. • On the outside of the left control cabinet wall that faces the right side of the operator cab. When any of these indicator lights are on, high voltage is present throughout the propulsion and retarding system. Extreme care should be exercised!

A04061


A4-5

INFORMATION DISPLAY

HIGH VOLTAGE

This information decal is placed on the outside of the door panel on the control cabinet wall that faces the right side of the operator cab.

A high voltage danger plate is attached to the door of the rear hatch cover.

These warning plates are mounted on all the AC drive control housings and cabinets.

RADIATOR A warning plate is mounted on top of the radiator surge tank cover near the radiator cap. The engine cooling system is pressurized. Always turn the key switch OFF and allow the engine to cool before removing the radiator cap. Unless the pressure is first released, removing the radiator cap after the engine has been running for a time will result in hot coolant being expelled from the radiator. Serious scalding and burning may result.

A4-6

High voltage may be present! Only authorized personnel should access this rear housing.

High voltage may be present! Only authorized personnel should access this rear housing.


A04061

LIFTING INSTRUCTIONS This page illustrates a variety of decals which are placed on deck mounted cabinets, housings, and structures that must be lifted in a specific manner and from specific points in order to safely move them.

A04061

If any of these decals is damaged or defaced so it is no longer legible, it should be replaced immediately. Maintenance personnel must follow these lifting instructions.


A4-7

PRODUCT IDENTIFICATION PLATE A product identification plate is located on the frame in front of the right side front wheel. It shows the Truck Model Number, Maximum GVW, and Product Identification Number (PIN).

MDS - Character positions 4, 5, 6, 7 and 8 identify the Machine Descriptor Section (MDS). The MDS code identifies general information regarding machine specifications. The MDS is a code for the machine type and model. CL - Character position 9 identifies the Check Letter (CL). The CL is used to verify the accuracy of the individual PIN. FC - Character positions 10 and 11 identify the Factory Code (FC). The FC identifies the Komatsu factory in charge of claims for the product. The FC for electric drive trucks is 61. SN - Character positions 12, 13, 14, 15, 16 and 17 identify the Serial Number (SN). The SN is a unique sequential number.

The Product Identification Number (PIN) consists of a total of 19 characters. The first and last characters are tamper preventive symbols (*). The remaining 17 alpha/numeric characters are used to identify the following five characteristics of the machine: WMC - Character positions 1, 2 and 3 identify the Worldwide Manufacturer Code (WMC). The WMC designates the manufacturer of the product. Komatsu brand products are identified with the letters KMT.

LUBRICATION CHART The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P, Lubrication and Service, in the shop manual for more complete lubrication instructions.

A4-8


A04061

STANDARD TORQUE CHARTS AND CONVERSION TABLES This manual provides U.S. standard and metric (SI) units for most specifications.

EFFECT OF SPECIAL LUBRICANTS On Fasteners and Standard Torque Values

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 these charts or tables, standard conversion factors for most commonly used measurements are provided in Table XIII.

Komatsu does not recommend the use of special friction-reducing lubricants, such as Copper Coat, Never-Seez®, 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 during the tightening process.

Standard torque values are not to be used when “turnof-the-nut” tightening procedures are recommended. INDEX OF TABLES Table I . . . . . . . . Standard Torque Chart (SAE) Table II . . . Standard Torque, 12-Point, Grade 9 Table III . . . Standard Metric Assembly Torque Table IV . . . . . . . JIC Swivel Nuts Torque Chart Table V. . . . . . . . . . .Pipe Thread Torque Chart Table VI . . . . . . . . . O-Ring Boss Torque Chart Table VII. . . . . O-Ring Face Seal Torque Chart Table VIII . . Torque Conversions (ft lbs to N•m) Table IX . . Torque Conversions (ft lbs to kg•m) Table X. . . . Pressure Conversions (psi to kPa) Table XI . . Pressure Conversions (psi to MPa) Table XII. . . . . . . . . .Temperature Conversions Table XIII . . . . Common Conversion Multipliers

Grade 5

Capscrew Thread Size

kg•m

1/4-20

7

1/4-28

8

5/16-18

When the 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 rustpreventive grease (see list, page A5-2) on the threads and seats unless specified otherwise. Verify threads and tapped holes are free of burrs and other imperfections before installing hardware.

TABLE I. -STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) - TOLERANCES ±10%

TORQUE GRADE 5 ft lbs

. . A5-1 . . A5-2 . . A5-2 . . A5-3 . . A5-3 . . A5-3 . . A5-3 . . A5-4 . . A5-4 . . A5-4 . . A5-5 . . A5-5 . . A5-6

If special friction-reducing lubricants are used, excessive stress and possible breakage of the fasteners may result.

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 11/05

Standard Torque Charts and Conversion Tables

A5-1

STANDARD ASSEMBLY TORQUES For 12-Point, Grade 9 Capscrews (SAE)

STANDARD ASSEMBLY TORQUES For Class 10.9 Capscrews & Class 10 Nuts

The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile) capscrews.

The following specifications apply to required assembly torques for all metric Class 10.9 finished hexagon head capscrews and Class 10 nuts.

• Capscrew threads and seats shall be lubricated when assembled.

• 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: Unless the instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see list, this page) on the threads. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be ±10% of the torque value shown.

NOTE: If zinc-plated hardware is used, each piece must be lubricated with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see list, this page) to achieve the same clamping forces provided below. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be within ±10% of the torque value shown.

TABLE II. STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9 Cap screws

TABLE III. STANDARD ASSEMBLY TORQUE for Metric Class 10.9 Cap screws & Class 10 Nuts

CAPSCREW SIZE*

TORQUE ft lbs

TORQUE N•m

TORQUE kg•m

0.250 - 20

12

16

1.7

0.312 - 18

24

33

3.3

M6 x1

12

9

1.22

0.375 - 16

42

57

5.8

M8 x 1.25

30

22

3.06

CAPSCREW SIZE*

TORQUE N•m

TORQUE ft lbs

TORQUE kg•m

0.438 -14

70

95

9.7

M10 x 1.5

55

40

5.61

0.500 -13

105

142

14.5

M12 x 1.75

95

70

9.69

0.562 - 12

150

203

20.7

M14 x 2

155

114

15.81

0.625 - 11

205

278

28.3

M16 x 2

240

177

24.48

0.750 - 10

360

488

49.7

M20 x 2.25

465

343

47.43

0.875 - 9

575

780

79.4

M24 x 3

800

590

81.6

1.000 - 8

860

1166

119

M30 x 3.5

1600

1180

163.2

M36 x 4

2750

2028

280.5

1.000 - 12

915

1240

126

1.125 - 7

1230

1670

170

* Shank Diameter (mm) - Threads per millimeter This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.

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 Co. • 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


11/05 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 11/05

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


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


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


A5-4


11/05 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: Example: Convert 975 psi to kilopascals (kPa). 1. Select Table X. 2. Go to psi row 90, column 7; read 668.8 97 psi = 668.8 kPa.

3. Multiply by 10: 970 psi = 6688 kPa. 4. Go to psi row 0, column 5; read 34.475 psi = 34.47 kPa. Add to step 3. 5. 970 + 5 psi = 6688 + 34 = 6722 kPa.

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

A05001 11/05


A5-5

TABLE XIII COMMON CONVERSION MULTIPLIERS

COMMON CONVERSION MULTIPLIERS METRIC TO ENGLISH

COMMON CONVERSION MULTIPLIERS ENGLISH TO METRIC

Multiply By

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)

To Convert From

2)

TO

0.1550

in.2

sq. centimeters (cm )

6.45

sq. centimeters (cm

sq. ft. – ft2

sq. centimeters (cm2)

929

sq. centimeters (cm2)

sq. ft. – ft2

0.001

cu. in. – in.3

cu. centimeters (cm3)

16.39

cu. centimeters (cm3)

cu in – in.3

0.061

cu. in. – in.3

liters (l)

0.016

liters (l)

cu in – in.3

61.02

cu. ft. – ft3

cu. meters (m3)

0.028

cu. meters (m3)

cu ft – ft3

35.314

cu. ft. – ft3

liters (l)

28.3

liters (l)

cu ft – ft3

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

Newton (N)

4.448

Newton (N)

pound (force) – lbs

0.2248

Newton meters (N•m)

0.113

Newton-meters (N•m)

kilogram meters (kg•m)

0.102

sq. in. – in.

2

pound (force) – lbs in. lbs. (force)

2

sq. in. –

ft lbs (force)


1.356

Newton-meters (N·m)

ft lbs

0.7376

ft lbs (force)

kilogram meters (kg•m)

0.138

kilogram-meters (kg•m)

ft lbs

7.2329

psi (pressure)

kilopascals (kPa)

6.895

kilogram-meters (kg•m)


9.807

psi (pressure)

megapascals (MPa)

0.007

kilopascals (kPa)

psi

0.1450

psi (pressure)

kilograms/cm2 (kg/cm2)

0.0704

megapascals (MPa)

psi

145.038

psi

14.2231

kilopascals (kPa)

98.068

ton

0.0011

2

(kg/cm2)

ton (short)

kilogram (kg)

907.2

kilograms/cm

ton (short)

metric ton

0.0907

kilograms/cm2 (kg/cm2)

quart – qt

liters (l)

0.946

kilogram (kg)

gallon – gal

liters (l)

3.785

metric ton

HP (horsepower)

Watts

745.7

liters (l)

HP (horsepower)

kilowatts (kw)

0.745

liters (l)

A5-6

ton

1.1023

quart – qt

1.0567

gallon – gal

0.2642

Watts

Horsepower HP

0.00134

kilowatts (kw)

Horsepower HP

1.3410


11/05 A05001

STORAGE AND IDLE MACHINE PREPARATION There may be periods when it is necessary for a machine to be idle for an extended period of time. If properly prepared, a stored machine may promptly and safely be put back into operation. Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to operating status difficult. The following information outlines the essential steps for preparing a unit for extended storage, and the necessary steps for bringing the unit back to operational status. Additional information is given to help restore machines that were not put into storage, but merely shut down and left idle for a long period of time. Much of this material is of a general nature since the environment (where the machine has been standing idle) will play a big part in its overall condition. A hot, humid climate will affect vehicle components much differently than a dry desert atmosphere or a cold arctic environment. These climatic aspects must be considered and appropriate actions taken when restoring a long term idle vehicle.

SHORT TERM IDLE PERIODS There may be periods when a vehicle is idle from 30 to 60 days, but must be ready for use at any time. To most effectively hande this type of situation, follow the procedure below to prevent any deterioration from the beginning of vehicle idle time. 1. Keep the vehicle fully serviced. 2. Perform a visual check of the vehicle every week. Start and run the engine until it is at operating temperature. Move the vehicle around the yard for a few minutes to ensure that all internal gears and bearings are freshly lubricated. 3. Operate all hydraulic functions through their complete range to ensure that the cylinder rods and seals are fully lubricated. 4. Check and operate all systems. 5. Once a month, perform the 10 Hour service items shown in the Operation and Maintenance Manual. Keep batteries properly serviced.

These instructions are not intended to be all inclusive, but are minimum guidelines. The final aim should always be to provide the operator with a safe, reliable, fully productive vehicle.

A07003 11/05

Storage Procedures and Idle Machine Preparation

A7-1

PREPARATION FOR STORAGE For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled. 1. The engine should be prepared for storage according to instructions found in the engine manufacturer's manual. 2. The vehicle should be in top operating condition with all problems corrected. The paint should be in good condition, with no rust or corrosion. All exposed, machined or unpainted surfaces should be coated with a good rust preventive grease. 3. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair suspensions, should be retracted as much as possible (steering cylinders centered). Wipe the exposed portion of all cylinder rods clean and coat them (including the seals on the end of the barrel) with a good preservative grease. 4. If long term storage is anticipated, the vehicle should be blocked up with the tires clear of the ground to remove the vehicle weight from the tires. Lower the tire pressure to 103 - 172 kPa (15 - 25 psi). Completely cover the tires with tarpolins to minimize rubber oxidation and deterioration. 5. Clean the radiator. Refer to Section C, Cooling System, for the proper cleaning instructions.

The cooling system is pressurized due to thermal expansion of coolant. Do not remove the radiator cap while the engine and coolant are hot. Severe burns may result.

A7-2

6. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Section P, Lubrication and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. NOTE: NEVER store a vehicle with a dry cooling system.

Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a person's body by pentrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received immediately. 7. New hydraulic filters should be installed and the hydraulic tank fully serviced with Type C-4 oil as specified in Section P, Lubrication and Service. 8. Disconnect the batteries, if possible. Batteries should be removed and stored in a battery shop or a cool dry location on wooden blocks. Do not store batteries on a concrete floor. Clean the battery compartment. Remove all corrosion and paint the compartment with an acid proof paint. 9. The wheel axle housings should be fully serviced with recommended lubricants. Seal all vents. 10. The exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape.


11/05 A07003

11. All lubrication points (grease fittings) should be serviced with the recommended lubricants. 12. Relieve the tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between the belts and pulleys to prevent sticking. 13. All vandalism covers and locks should be in place and secured. 14. All cab windows should be closed, locked and sealed, and the cab door should be locked to prevent vandalism and weather effects.

REMOVAL FROM STORAGE If the storage preparations were followed when placing the vehicle into storage, getting it back to operational status is a matter of reversing those steps. NOTE: Before starting the job of restoring a vehicle to operation, obtain copies of the Operation and Maintenance Manual, Service Manual, Engine Manuals and Parts Book, if possible, and follow all special instructions regarding servicing the vehicle and its components.

15. The fuel tank should be completely drained of fuel, fogged with preservative lubricant (NOXRUST MOTOR STOR., SAE10), and closed tightly. All fuel filters should be replaced.

In addition to removing the storage materials, the following actions should be taken:

16. If possible, all available service publications (vehicle and engine) and a current parts catalog should be packaged in a moisture proof package and placed in the cab to aid whomever will eventually place the unit back in operation.

2. Service the engine according to the engine manufacturer's Operation and Maintenance Manual.

17. Ensure that the water drain holes in the truck body are open.

4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section P, Lubrication and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system.

1. Inspect the entire vehicle carefully for rust and corrosion. Correct as necessary.

3. Clean the radiator. Refer to Section C, Cooling System, for cleaning instructions.

5. Thoroughly inspect all drive belts and hydraulic oil lines for damage, wear or deterioration. Replace any suspected lines. Do not take chances on possible ruptures or blow-outs. 6. New hydraulic filters should be installed and the hydraulic tank checked and serviced with Type C-4 oil as specified in Section P, Lubrication and Service.

A07003 11/05


A7-3

7. Open the fuel tank drain valve to remove any moisture or sediment that may have accumulated while in storage. Close the drain valve and fill the fuel tank with diesel fuel.

Never blend gasoline, gasohol and/or alcohol with diesel fuel. This creates an extreme fire hazard and, under certain conditions, may cause an explosion. 8. Ensure that all hydraulic controls, steering linkage and throttle linkage points are lubricated and operate freely before starting the engine. 9. All electrical connections must be clean and tight. Ensure that all ground straps and cables. are secure

16. Refer to the Operation and Maintenance Manual for engine startup and vehicle checkout procedures. Check all hose and line connections for leaks when the engine is running. 17. Before moving the vehicle, cycle all hydraulic controls, steering controls, and braking systems to verify proper operation. Check all instruments and gauges to ensure that all systems are operational. 18. When all systems are operational and all known problems are corrected, road test the vehicle in a smooth, level, unobstructed area to check steering response, service brake efficiency, and hydraulic functions. 19. Recharge any fire protection equipment before the vehicle is returned to service.

10. Install fully charged batteries in the vehicle. Clean the connectors and connect the battery cables. The battery compartment must be free of corrosion. Secure the batteries with holddowns. 11. Check all electrical cables for deterioration, cracks and other damage. Replace any defective cables.

Air pressure must be released from tires with bad cuts or wear that extends into the plies before removal from the vehicle. Also, do not allow personnel to stand in removal path of tires. 12. Check all tires carefully for damage. Inflate the tires to the proper pressure. 13. If disconnected, reconnect the parking brake linkage. 14. Completely service the vehicle as recommended in Section P, Lubrication and Service, for both 10 and 100 Hour inspections. 15. Adjust all drive belts to the specified tension.

A7-4


11/05 A07003

RECONDITIONING AN IDLE VEHICLE 3. Inspect tires thoroughly for wear, cuts and cracks on the treads and side walls.

Never attempt to operate a vehicle that has been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gears have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage. Reconditioning a vehicle that has been subjected to long idle periods without being properly prepared for storage - merely shut down and left to the elements may present a major expenditure of time and money when it is to be put into operation. 1. Remove all debris and thoroughly clean the vehicle before starting any inspection or maintenance. 2. Remove the batteries and move them to a battery shop for service and charging, or replace as necessary.

Do not disassemble an inflated tire. Remove the valve core slowly and allow pressure to bleed off before attempting to remove the lockring. Also, eye protection must be worn during tire deflation to protect against any foreign object being projected into the eyes.

Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different manufacturer, but the required tolerances may be wrong. Use of mismatched rim parts is hazardous.

A07003 11/05

a. Any tire suspected of being unserviceable should be removed and thoroughly inspected before being inflated. b. If the tires are removed, clean and inspect all wheel components. All rust and corrosion must be removed and parts repainted as needed before mounting the tires. c. Mount and inflate tires as shown in Operation and Maintenance Manual. Follow all safety rules 4. Inspect the service brakes carefully. Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. a. All brake lines and connections must be clean and free of rust, corrosion and damage. b. When reconditioning the braking system, the service brake hydraulic circuits should be checked out according to the instructions in Section J, Brake Circuit Check-Out Procedure. 5. The engine should be inspected and serviced according to the engine manufacturer's Operation And Maintenance Manuals. a. Ensure that the exhaust is clear and clean. If water entry is suspected, disconnect the air tubes at the turbochargers to check for water before attempting to start the ethe ngine. b. Replace the fuel filters and fill filter cans with fresh fuel for engine priming.

Have a new safety filter (secondary) element on hand before removing the old one. Do not keep the intake system open to the atmosphere any longer than absolutely necessary.


A7-5

c. Replace both the primary and safety filter (secondary) elements in the air cleaners. Check all intake lines between the air cleaners and the engine. All clamps must be tight. The plunger in the filter condition indicators must move freey. d. Inspect the tubes in the precleaner section of the air cleaner assembly. Use a light to inspect the tubes. The light should be visible through the end of the tube. If clogging is evident, the precleaner must be cleaned according to the instructions in Section C, Air Cleaners. e. Drain and flush the engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores must be clear of dirt and debris.

To prevent injuries, always release tension before replacing the fan belt.

spring

f. Check and tighten the engine fan drive belts. If necessary, install a new belt set. g. Check and tighten the engine mounts. 6. If fuel was left in the tanks, it must be removed. Do not attempt to use old diesel fuel. a. With the tanks empty, remove the inspection plates and thoroughly check the interior of the tanks. Remove any sediment and contamination. If the fuel was contaminated, the lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary.

7. Drain the hydraulic tank. If the oil is not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron filter elements when being pumped back into the tank. Do not attempt to use contaminated hydraulic oil, especially if water entry into the system is suspected. NOTE: If filling is required, use clean hydraulic oil only. Refer to the Lubrication Chart in Section P, Lubrication and Service, for proper oil specifications. a. Replace the hydraulic filter elements and clean the suction strainer elements. While the suction strainers are removed, inspect and clean the inside of the tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration and damage. Replace any suspected lines. Do not risk possible hose ruptures or blow outs. c. Check all hydraulic components (pumps, valves and cylinders) for damage and corrosion. Secure all mountings and connections. The control valves must move freely with no binding. d. Check the exposed portions of all hydraulic cylinder rods for rust, pitting and corrosion. If the plating has deteriorated, the cylinder should be removed and overhauled or replaced. Pitted or scored plating will cause leakage at the cylinder seals. 8. Check the front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, the oil should be drained completely and the component serviced with clean recommended lubricant. If major contamination is present, disassembly and overhaul will be necessary. 9. Check the parking brake. Since it is spring applied, the brake pads may be stuck tightly to the disc. It may be necessary to remove and overhaul the parking brake assembly.

c. Install the inspection covers with new gaskets. d. Fill the tanks with the specified diesel fuel. e. Replace the fuel filters.

A7-6


11/05 A07003

10. Lubricate all grease fittings that are not part of the automatic lubrication system with the recommended lubricants. Pay special attention to the steering linkage connections. All pivot points must move freely with no binding. 11. Check the battery charging alternator for corrosion or deterioration. The alternator rotor must move freely with no binding or roughness. Inspect, install and properly tension the alternator drive belts. 12. Ensure that the steering cylinder ball joints link and hydraulic connections are secure. 13. Examine the Hydrair suspensions for damage. a. Discharge the nitrogen from the suspensions as outlined in Section H, Hydrair II Suspensions. b. Check the conditon of the suspension oil and cylinder wipers. If the wipers are cracked or hardened, the suspension must be rebuilt. Recharge the suspension with new oil if the old oil is deteriorated. c. Check the exposed chrome portions of cylinder for rust, pitting and corrosion. If the plating is deteriorated, the suspension should be removed and overhauled or replaced. Pitted or scored plating will rapidly cause leakage at the seals. d. Recharge the suspensions as outlined in Section H, Hydrair II Suspensions. 14. If not done previously, install fully-charged batteries and ensure that the hook-up is correct.

ENGINE OPERATION After all reconditioning procedures have been completed, a static check of engine operation, systems operations, and verification of the braking and steering functions must be done before the vehicle is moved. .

Before starting the engine, clear the immediate area of personnel and obstructions. Ensure that all tools and loose equipment have been removed from the vehicle. Always sound the horn as a warning before starting the engine or actuating any operational controls. Never start the engine in a building unless the doors and windows are open and ventilation is adequate. 1. Turn the key switch ON. The warning lights for low brake and steering pressure should illuminate and the horn should sound. If it does not, check all components in the circuit and correct the problem before continuing. 2. Turn the key switch to the START position to crank the engine. Release the key when the engine starts. Watch the engine oil pressure gauge. If the pressure does not show within 10 15 seconds, turn off the engine and locate the problem. 3. While the engine is warming up, inspect the coolant, oil and fuel lines for leaks. Check the hydraulic pump and hydraulic lines for leaks. 4. When the engine is at operating temperature, check the operation of the throttle circuit. Acceleration should be smooth. Watch the gauges for any abnormal activity. Proper temperatures and pressures are shown in the Operation and Maintenance Manual.

A07003 11/05


A7-7

After The Engine Has Started 5. After all known problems have been corrected, the vehicle is ready for a road test. This test should be performed only by a capable and experienced operator in a large open area where plenty of maneuvering room is available.

Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with the steering and emergency controls. Test the steering in the extreme right and left directions. If the steering system is not operating properly, turn off the engine immediately. Determine the steering system problem and have repairs made before resuming operation.

One of the road test items that should be performed is the repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Do not operate at higher speeds until the machine is determined to be operating safely.

2. Operate each of the brake circuits at least twice prior to operating and moving the machine.

6. When the vehicle is ready for production use, it should be visually rechecked and fully serviced according to Section P, Lubrication and Service.

a. Activate each circuit individually using the controls in the cab with the engine running and the hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent, turn off the engine and notify maintenance personnel. Do not operate the machine until the brake circuit in question is fully operational. 3. Check all gauges, warning lights and instruments before moving the machine to ensure proper system operation and gauge function. Pay special attention to the braking and steering circuit warning lights. If any warning lights come on, turn off the engine immediately and determine the cause.

A few of the conditions which might be encountered after a machine has been exposed to the elements for a long period of time include: •

increased corrosion and fungus growth on electrical components in humid/tropical areas.

•

accelerated rust formation in humid climates.

•

increased sand and dust infiltration in windy, dry dusty areas.

•

deterioration of rubber products in extreme cold areas. Cables, hoses, O-rings, seals and tires may become weather checked and brittle.

•

animal or bird's nests in unsealed openings.

4. Cycle the hoist controls and steering several times to remove any trapped air. Complete the steering cycles in both directions to verify steering response, smoothness and reliability. Check the seals and lines for leaks.

A7-8


11/05 A07003

ENGINE STORAGE When an engine is to be stored or removed from operation for a period of time, special precautions should be taken to protect the interior and exterior of the engine and other parts from rust and corrosion. All rust and corrosion must be completely removed from any exposed part before applying a rust preventive compound. Therefore, it is recommended that the engine be processed for storage as soon as possible after removal from operation. The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing chemicals are commercially available for use when excessive moisture is prevalent in the storage area. Temporary Storage (30 Days Or Less) 1. Drain the oil from the crankcase. Fill the crankcase to the proper level with the recommended viscosity and grade of new oil. 2. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1200 rpm with no load. Turn off the engine. Do not drain the fuel system or the crankcase. 3. Check the air cleaner and service it, if necessary. 4. If freezing weather is expected during the storage period, add an ethylene glycol base antifreeze solution in accordance with the manufacturer's recommendations. 5. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with compressed air.

6. Seal all engine openings. The material used for this purpose must be waterproof, vaporproof and possess sufficient physical strength to resist puncture and damage from the expansion of entrapped air. An engine prepared in this manner can be returned to service in a short period of time by removing the seals at the engine openings, checking the engine coolant, fuel oil, lubricating oil, transmission oil, and priming the raw water pump (if used).

Extended Storage (More Than 30 Days) 1. Drain the cooling system and flush with clean, softened water. Refill the system with clean, softened water and add a rust inhibitor. 2. Remove, check and recondition the injectors, if necessary, to ensure that they will be ready to operate when the engine is restored to service. Reinstall the injectors. Time them and adjust the exhaust valve clearance. 3. Circulate the coolant by operating the engine until the normal operating temperature of 71° 85° C (160° - 185° F) is reached. 4. Stop the engine. 5. Drain the oil from the crankcase, then reinstall and tighten the drain plug. Install new lubricating oil filter elements and gaskets. 6. Fill the crankcase to the proper level with a 30weight preservative lubricating oil (MIL-L21260C, Grade 2).

To prevent possible personal injury, wear adequate eye protection and do not exceed a compressed air pressure of 276 kPa (40 psi).

A07003 11/05


A7-9

7. Drain the fuel tank. Refill with enough No. 1 diesel fuel or pure kerosene to allow the engine to operate for about ten minutes. If it is not convenient to drain the fuel tank, use a separate portable supply of the recommended fuel. NOTE: If the engine is stored where condensation of water in the fuel tank may be a problem, add pure, waterless isopropyl alcohol (isopropanol) to the fuel at a ratio of one pint to 125 gallons(473 L) of fuel, or 0.010% by volume. Where biological contamination of fuel may be a problem, add a biocide, such as Biobor JF or an equivalent, to the fuel. When using a biocide, follow the manufacturer's concentration recommendations and all cautions and warnings. 8. Drain and disassemble the fuel filter and strainer. Discard the used elements and gaskets. Fill the cavity between the element and shell with No. 1 diesel fuel or pure kerosene, and install on the engine. If spin-on fuel filters and strainers are used, discard the used cartridges, fill the new ones with No. 1 diesel fuel or pure kerosene, and install on the engine. 10. Operate the engine for five minutes to circulate the clean fuel oil throughout the fuel system.

16. Remove and clean the batteries and battery cables with a baking soda/water solution and rinse them with fresh water. Do not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary. Store the battery in a cool - never below 0° C (32° F) dry place. Keep the battery fully charged and check the level and the specific gravity of the electrolyte regularly. Never set batteries on a concrete floor. Place them on wooded blocks. 17. Insert heavy paper strips between the pulleys and belts to prevent sticking. 18. Seal all engine openings, including the exhaust outlet, with moisture resistant tape. Use cardboard, plywood or metal covers where practical. 19. Clean and dry the exterior painted surfaces of the engine and spray with a suitable liquid automotive body wax, a synthetic resin varnish or a rust preventive compound. 20. Protect the engine with a weather-resistant tarpaulin and store it under cover, preferably in a dry building with temperatures above 0° C (32° F).

11. Service the air cleaner. 12. Turbocharger bearings are pressure lubricated through the external oil line leading from the engine cylinder block while the engine is operating. However, the turbocharger air inlet and turbine outlet connections should be sealed off with moisture resistant tape. 13. Apply a rust preventive compound to all exposed, non-painted surfaces. 14. Drain the cooling system. 15. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug.

A7-10

Outdoor storage of engines is not recommended. However, if an engine must be kept outdoors, follow the preparation and storage instructions above. Do not use plastic sheeting for outdoor storage. Plastic may be used for indoor storage. However, when used outdoors, moisture can condense on the inside of the plastic and cause ferrous metal surfaces to rust and/or pit aluminum surfaces. If a unit is stored outside for any extended period of time, severe corrosion damage can result.


11/05 A07003

21. Inspect the stored engine periodically. If there are any indications of rust or corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a complete inspection at the end of one year and apply additional treatment, as required.

RESTORING AN ENGINE AFTER EXTENDED STORAGE 1. Remove the covers and tape from all of the openings of the engine, fuel tank and electrical equipment. Do not overlook the exhaust outlet or the intake system. 2. Wash the exterior of the engine and flywheel with fuel oil to remove the rust preventive compound. 3. Remove the paper strips from between the pulleys and the belts. 4. Remove the drain plug and drain the preservative oil from the crankcase. Reinstall the drain plug. Then, refer to Lubrication and Service, Section P, and fill the crankcase with the recommended grade of lubricating oil to proper level using a pressure prelubricator. 5. Fill the fuel tank with the engine manufacturer's specified fuel. 6. Close all of the drain cocks and fill the engine cooling system with clean, softened water and a rust inhibitor. If the engine is to be exposed to freezing temperatures, fill the cooling system with an ethylene glycol base antifreeze solution. Refer to the coolant specifications in Section P, Lubrication and Service. 7. Install and connect the fully charged batteries. 8. Service the air cleaner as outlined in Section C, Air Cleaners. 10. Remove the covers from the turbocharger air inlet and turbine outlet connections. 11. After all of the preparations have been completed, start the engine. The small amount of rust preventive compound which remains in the fuel system will cause a smoky exhaust for a few minutes. NOTE: Before subjecting the engine to a load or high speed, it is advisable to check the engine tune-up.

A07003 11/05


A7-11

ELECTRIC DRIVE TRUCKS These instructions provide the recommended procedures for protecting equipment from damage during both short term and long-term storage periods. Also included are instructions for placing this equipment into service after having been stored. For the purposes of this instruction, a short term storage period is considered to be less than three months; a long-term storage period is considered to be three months or longer. General Electric recommends a maximum storage period of three years, with these storage procedures being repeated after each year. After a storage period of three years or more, the motorized wheels should be removed and sent to an overhaul facility for teardown and inspection of seals and bearings. These should be replaced if necessary. Periodic (every three months) inspections should be made to determine the lasting qualities of long-term storage protection measures. Such inspections will indicate the need for renewing protective measures when necessary to prevent equipment deterioration. Proper storage of this equipment is vital to equipment life. Bearings, gears, and insulation may deteriorate unless adequate protective measures are taken to protect against the elements. For example, bearings and gears in the motorized wheel gear case are susceptible to the formation of rust, insulation in rotating electrical equipment can accumulate moisture, and bearings may become pitted.

Never apply any spray, coating, or other protective materials to areas not specifically recommended.

A7-12

It is also important to note that these instructions cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment deterioration problems caused by inadequate storage. These instructions are not intended to be all inclusive, but are minimum guidelines for achieving the best possible equipment life and the lowest operating cost when the equipment is returned to service. NOTE: Local conditions and/or experience may require additional procedures and/or additional storage precautions.

Storing A Truck That Is Operational When a fully operational truck is being placed into storage for less than three months, the best protective measure which can be taken is to drive the truck once a week for at least 30 minutes. Prior to driving the truck, the rotating equipment should be Meggered and: • If greater than 2 megohms, run normally. • If less than 2 megohms, isolate the condition and correct it before running. Driving the truck circulates oil in the gearcase to keep gears and bearings lubricated and free from rust. It also prevents deterioration of the brushes, commutators and slip rings. When a fully operational truck is being placed into storage for three months or longer, and the truck cannot be operated weekly throughout the storage period as indicated above, perform the following: 1. Drain the oil from the gearcase and install rust preventive 4161 (a product of Van Straaten Chemical Co.) or equivalent. Fill per General Electric Motorized Wheel Service Manual.


11/05 A07003

2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30 minutes to ensure that the rust preventive compound has been thoroughly circulated throughout the gearcase. Stop the truck and drain the rust preventive compound. NOTE: Do not run a loaded truck with rust preventive compound in the wheel motor gearcases.

Do not operate trucks without oil in the wheel motor gearcases. 3. Perform a megohmmeter test. Refer to the truck's Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if deterioration is being experienced when additional Megger tests are made as part of the periodic inspection.

9. Install a 500 watt heat source inside all control groups which house electronic control equipment. These heat sources are to be energized below 0° C (32° F) and de-energized above 5° C (41° F). 10. Install a 500 watt heat source inside the commutator chamber of both motorized wheels and inside the alternator slip ring chamber. This will minimize the accumulation of moisture. A hole in the bottom of the hubcap will accommodate the electrical cord for the heat source in the motorized wheels. These heat sources are to be energized continuously. 11. Seal the compartment doors with a weatherproof tape to prevent entry of rain, snow and dirt (allow breathing).

Storing A Truck That Is Not Operational When a truck which is not fully operational is being stored for any period of time, perform the following:

4. Lift all brushes in the motorized wheels, blowers and the alternator. They must be removed from the brushholder. Disconnecting brush pigtails is not required.

1. Drain the oil from the gearcase and install rust preventive compound 4161 (or equivalent). Fill per General Electric Motorized Wheel Service Manual.

5. Cover any open ductwork with screening material to prevent rodents from entering. Then tape over the screen to prevent the entry of water and dirt (allow breathing).

2. Jack up each side of the truck (one side at a time) enough to rotate the tires.

6. Examine all exposed machined surfaces for rust or dirt accumulation. Remove all contamination as necessary. Remove rust by using a fine abrasive paper. Old flushing compound can be removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue. When clean, coat with Tarp B rust preventive. Refer to General Electric Motorized Wheel Service Manual for specifications.

3. Connect a D-C welder as described in the Vehicle Test Instructions (Wheel Motor inst. 400A, arm & field in stress 900- 1000 rpm arm). 4. Rotate each motorized wheel (one at a time) for at least 30 minutes to ensure that the rust preventive compound has been thoroughly circulated throughout the gearcase. Disconnect the welder. Remove the jacks. Drain the gearcase.

7. Loosen exciter drive belts (where applicable). 8. Open all switches in the control compartment.

A07003 11/05


A7-13

5. If the truck is partially dismantled, pay close attention to ductwork, blower shrouds, etc., which may be exposed to weather conditions. These areas will require the same sealing measures as in Step 5 above which deals with protecting ductwork. Cover exposed blower housings to prevent entry of water and dirt. 6. Perform Steps 3 through 11 in “Storing A Truck That Is Operational” in this section.

2. Check all other weatherproofing tape. Replace any that has become loose or is missing. 3. Check all heat sources. Replace or repair any that have become inoperative. 4. Check all machine surfaces that were coated with flushing compound when storage began. If the compound appears to be deteriorating, it must be cleaned off and renewed.

Placing Equipment Into Service After Storage

Storing A Major Component When storing a motorized wheel, alternator, blower or control group for any period of time, always store it inside a warm, climate-controlled environment. Do not attempt to store individual components where they would be exposed to inclement weather, climatic changes, high humidity and/or temperature extremes.

If a truck has been operated weekly throughout the storage period, perform a complete visual inspection of the motorized wheels, blowers, alternator and control compartments. Repair any defects that are found, then place the truck directly into service. If the truck was not operated weekly throughout the storage period, perform the following procedures: 1. Remove all weatherproofing tape from control compartment doors and ductworks.

Periodic Inspections It is important that periodic inspections (every three months) of stored equipment be performed to ensure the continued serviceability of all protective measures initially taken when the storage period began. The following items should be checked at each inspection interval: 1. Remove the weatherproof tape from the compartment doors and perform a Megger test as described in the Vehicle Test Instructions. Record the test results and compare them with the recorded Megger readings taken when storage first began, and those taken throughout the storage period. Remove all test equipment and close the compartment. Reseal the compartment doors with new weatherproof tape. If Megger readings indicate a deterioration of insulation quality (to below 2.0 megohms), more protection may need to be provided.

A7-14

2. Remove all ductwork.

screening

material

from

the

3. Remove all heat sources from the motorized wheels, control compartments and the alternator. 4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and amount oil to be used. This oil should be drained and new oil should be added after 500 hours of operation. 5. Clean all motorized wheel grease fittings in the axle box. Ensure that all grease lines are completely full of grease, then add the recommended amount of grease to all fittings. 6. Install brushes in the motorized wheels, blowers and alternator. Make sure that the brushes move freely in their carbonways and that they have enough length to serve until the truck's next inspection period. Install new brushes if necessary. Ensure that all brush pigtail screws are tight.


11/05 A07003

7. Perform a megohmmeter test. Refer to the truck's Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of moisture in the motor or alternator. If this is the case, the faulty component will have to be isolated and dried out using procedures outlined in the G.E. Service Manual. 8. Perform a thorough inspection of the motorized wheels, alternator, blowers and control compartments. Look for: •Rust or surfaces

dirt

accumulation

on

machine

10. Check the retarding grids and insulators for loose connections and dirt accumulation. Clean and tighten connections as necessary. 11. Where applicable, check exciter drive belts for cracks and deterioration. If acceptable, set the belt tension to specification. 12. Before starting the engine, turn on the control power. Check that the contactors and relays pick up and drop out normally. 13. Perform a startup procedure on the complete system to ensure maximum performance during service. Refer to the truck's Vehicle Test Instructions for the complete test procedure.

•Damaged insulation •Any accumulation of moisture or debris, especially in the ductwork •Loose wiring and cables •Any rust on electrical connectors in the control compartment •Any loose cards in the card panels 9. Clean and make repairs as necessary.

A07003 11/05

After all storage protection has been removed, the truck has been cleaned and inspected, all repairs have been made, the motorized wheel gearcase has been filled with new oil, the dirt seals have been completely purged with new grease, and the system has been completely checked, the truck can be placed into service. However, it is recommended that the truck be driven unloaded at a low speed of no more than 16 km/h (10 mph) for the first hour of operation.


A7-15

NOTES

A7-16


11/05 A07003

SECTION B STRUCTURES INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1

DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

B01016

Index

B1-1

NOTES

B1-2

Index

B01016

SECTION B2 STRUCTURAL COMPONENTS INDEX

PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 LEFT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7

B02028

Structural Components

B2-1

NOTES

B2-2


B02028

STRUCTURAL COMPONENTS PREPARATION The deck components are removable in sections as shown in Figure 2-1. The following removal and installation instructions detail the steps to be taken before the decks and hood can be removed. Additional steps may be required before the deck or other major structure is removed, depending on optional equipment installed on the truck. Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for any lifting equipment. If body removal is not required, the body should be raised and the safety cables installed at the rear of the truck.

After the truck is parked for repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. 1. Reduce the engine speed to idle. Place the directional control lever in PARK. The parking brake applied indicator lamp in the overhead panel should be illuminated. 2. Place the drive system in the rest mode by turning on the rest switch on the instrument panel. The rest warning lamp should be illuminated. 3. Turn the key switch to OFF. If the engine does not stop, use the emergency shutdown switch on the center console.

•

Do not attempt to work in deck area until body safety cables have been installed.

•

Do not step on or use any power cable as a handhold when the engine is running.

•

Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed.

•

•

All removal, repairs and installation of propulsion system electrical components and cables must be performed by an electrical maintenance technician who is properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify that the propulsion system does not have dangerous voltage levels present before repairs are started.

B02028

4. Verify that the link voltage lights are off. If they remain on longer than five minutes after shutdown, notify the electrical department. 5. Verify that the steering accumulators have bled down by attempting to steer. 6. Bleed down the brake accumulators by using the manual bleed valves on the brake manifold. 7. Activate the battery disconnect switches. 8. Inspect and maintain the anti-slip material on the decks. 9. If weld repairs are necessary, disconnect all electrical harnesses and remove the ground strap from the engine control system (governor) located in the auxillary control cabinet behind the cab. 10. All hoses and mating fittings should be capped as they are removed to prevent possible system contamination. 11. Tag and verify that all cables, harnesses, and hoses have been removed before the structure is lifted off the truck.


B2-3

GRILLE, HOOD AND LADDER Removal 1. Remove the hardware that attaches diagonal ladder (4, Figure 2-1) to the front bumper. 2. Attach an appropriate lifting device to the ladder and lift the structure off the truck. 3. Disconnect the wiring harnesses and remove the cable clamps as necessary to allow rremoval of the hood. 4. Attach an appropriate lifting device to hood and grille assembly (1, Figure 2-2). 5. Remove all side mounting capscrews and lockwashers (2, Figure 2-2). 6. Loosen the radiator bumpers on both decks. 7. Lift the hood and grille assembly from the truck and move it to a work area.

FIGURE 2-2. HOOD AND GRILLE REMOVAL 1. Hood & Grille Assembly

2. Capscrews and Lockwashers

Installation 1. Move hood and grille assembly (1, Figure 2-2) from the work area to the truck. Use an appropriate lifting device to lift it into place. 2. Align the mounting holes with the brackets attached to the radiator assembly. Install side mounting capscrews (2, Figure 2-2). 3. Adjust and tighten both radiator bumpers. FIGURE 2-1. DECK COMPONENTS 1. L.H. Deck 2. Electrical Cabinet 3. Cab 4. Diagonal Ladder

B2-4

5. Center Deck 6. R.H. Deck 7. Retarding Grids

4. Use an appropriate lifting device to lift diagonal ladder (4, Figure 2-1) into position over the mounting pads on the front bumper. Align the mounting holes and install the hardware. Tighten the capscrews to the standard torque. 5. Connect all cables, harnesses, hoses and clamps that were removed previously.


B02028

RIGHT DECK AND COMPONENTS Removal 1. Remove the access covers from retarding grids (7, Figure 2-1). Tag and disconnect all electrical leads in preparation for removal. Attach an appropriate lifting device to the lifting eyes on the grids. 2. Remove retarding grid mounting hardware (3, Figure 2-3) at six locations. 3. Lift the retarding grids clear of deck structure (1, Figure 2-3) and move it to a work area. NOTE: If repairs to the grid assembly or cooling blower are required, refer to the applicable G.E. publication for service and maintenance procedures. 4. Disconnect deck lighting harness (4, Figure 23). Inspect the underside of the deck and, if necessary, remove any hoses or cables that remain. The lighting harness and clamps do not require removal.

5. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 6. Remove deck mounting hardware (2, Figure 23) at the deck support and the front upright. 7. Loosen the radiator bumpers on both decks. 8. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck supports. Installation Repeat the removal procedure in reverse order to install the right deck and components. Clean all mount mating surfaces and tighten all attaching hardware to standard torque specifications listed in Section A, Standard Torque Charts and Conversion Tables. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary.

FIGURE 2-3. R.H. DECK STRUCTURE MOUNTING 1. Deck Structure 3. Retarding Grid Mounting Hardware 2. Deck Mounting Hardware 4. Deck Lighting Harness

B02028


B2-5

LEFT DECK AND COMPONENTS

2. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 3. Remove deck mounting hardware (2, Figure 24) at the deck support and the front upright.

If air conditioning system components must be removed, refer to Section N, Operator Comfort, for instructions on discharging the air conditioning system befoe disconnecting any air conditioning lines and servicing the air conditioning system after installation. NOTE: Refer to Section N, Truck Cab, for cab removal and installation instructions. Removal 1. Disconnect deck lighting harness (3, Figure 24). Inspect the underside of the deck and, if necessary, remove any hoses or cables that remain. The lighting harness and clamps do not require removal.

4. Loosen the radiator bumpers on both decks. 5. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck supports. Installation Repeat the removal procedure in reverse order to install the right deck and components. Clean all mount mating surfaces and tighten all attaching hardware to standard torque specifications listed in Section A, Standard Torque Charts and Conversion Tables. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary.

FIGURE 2-4. L.H. DECK STRUCTURE MOUNTING 1. Deck Structure 3. Deck Lighting Harness 2. Deck Mounting Hardware

B2-6


B02028

CENTER DECK Installation

Removal 1. Install an appropriate lifting device to the deck and take up any slack. 2. Remove deck mounting hardware (2, Figure 25). 3. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the truck.

Repeat the removal procedure in reverse order to install the right deck and components. Clean all mount mating surfaces and tighten all attaching hardware to standard torque specifications listed in Section A, Standard Torque Charts and Conversion Tables. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary.

FIGURE 2-5. CENTER DECK STRUCTURE MOUNTING 1. Deck Structure

B02028

2. Deck Mounting Hardware


B2-7

NOTES

B2-8


B02028

SECTION B3 DUMP BODY INDEX

DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7

B03020 1/08

Dump Body

B3-1

NOTES

B3-2

Dump Body

1/08

B03020

DUMP BODY DUMP BODY

Removal 1. Park truck on a hard, level surface and block all the wheels. Attach cables and a lifting device to the dump body and take up the slack as shown in Figure 3-1. 2. Remove the mud flaps from both sides of the body. Remove any electrical wiring and hoses that are attached to the body.

Inspect the condition and rating of all lifting devices, slings, chains, and cables. Refer to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items.

3. Attach chains around the upper end of the hoist cylinders to support them after the mounting pins are removed.

Ensure that the lifting device is rated for at least a 45 ton capacity. Slings, chains, and cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted. When in doubt as to the weight of components or any service procedure, contact the Komatsu area representative for further information.

4. Remove retaining capscrew and locknut (4, Figure 3-2) from each of the upper hoist cylinder mounting eyes. Remove each pivot pin (2).

Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. Never stand beneath a suspended load. Use of guy ropes are recommended for guiding and positioning a suspended load. Before raising or lifting the body, ensure there is adequate clearance between the body and overhead structures or electric power lines.

FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER) 1. Dump Body 3. Hoist Cylinder 2. Pivot Pin 4. Retaining Capscrew and Locknut

FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables

B03020 1/08

2. Guide Rope

Dump Body

B3-3

5. Remove capscrews (1, Figure 3-3) and locknuts (2) from each body pivot pin.

Installation

6. Attach a body pivot pin support fixture to the bracket on the underside of the dump body to aid in supporting the pin as it is removed. 7. Remove body pivot pins (3) far enough to allow shims (6) to drop out. Complete removal of pins is not necessary unless new pins are being installed. NOTE: To prevent the pivot pins from falling while removing the dump body, use chains to secure them to the truck. 8. Lift the dump body clear of the chassis and move it to a work area. Block the body to prevent damage to the body guide. 9. Inspect bushings (5), (8), and (9), body ear (4), and frame pivot (7) for excessive wear or damage.

1. Park truck on a hard, level surface and block all the wheels. Attach cables and a lifting device to the dump body and take up the slack as shown in Figure 3-1. Lower the body over the truck frame and align the body pivots with the frame pivot holes. 2. Install shims (6, Figure 3-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims on the inside. A minimum of one shim is required at the outside end of both frame pivots. 3. Align the hole in pivot pin (3) with the capscrew hole in the pin retainer - part of body pivot ear (4). Push the pivot pin through shims (6), frame pivot (7), and into pivot bushings (5) and (9) in each side of the body pivot. 4. Install capscrew (1) through each pin and tighten nuts (2) to 203 N•m (150 ft lbs). Use washers, as necessary, on the nut side only to ensure the capscrew does not run out of threads when tightening. 5. Align the hoist cylinder upper mounting eye bushings with the hole through the body. Align the pin retaining capscrew hole and install the pin. 6. Install retaining capscrews and locknuts (4, Figure 3-2). Tighten the locknuts to 203 N•m (150 ft lbs). 7. Install all mud flaps, electrical wiring and hoses to the body.

FIGURE 3-3. DUMP BODY PIVOT PIN 1. Capscrew 2. Locknut 3. Body Pivot Pin 4. Body Ear 5. Body Pivot Bushing

B3-4

6. Shim 7. Frame Pivot 8. Pivot Bushing 9. Body Pivot Bushing

Dump Body

1/08

B03020

BODY PADS NOTE: It is not necessary to remove the dump body to replace the body pads. Body pads should be inspected during scheduled maintenance inspections and replaced if worn excessively.

6. Remove the blocks from the frame. Lower the body onto the frame. Adjustment

1. Raise the unloaded dump body to a height that is sufficient to allow access to all of the body pads. Place blocks between the body and frame. Secure the blocks in place.

1. Park the truck on a flat, level surface.

2. Remove pad mounting hardware (2, Figure 34).

3. A gap of approximately 1.9 mm (0.075 in.) is required at each rear pad. This can be accomplished by using one less shim at each rear pad.

2. All pads (except the rear pad on each side) should contact the frame with approximately equal compression of the rubber.

3. Remove body pad (4) and shims (5). Note the number of shims installed at each pad location. The rear pad on each side should have one less shim than the other pads. 4. Install new body pads with the same number of shims that were removed in step 3.

4. If pad contact appears to be unequal, repeat the adjustment procedure. NOTE: Proper contact between the body pad and frame is required to assure maximum pad life.

5. Install pad mounting hardware (2) and torque to 88 N•m (65 ft lbs).

FIGURE 3-4. BODY PAD INSTALLATION 1. Dump Body 3. Frame 2. Pad Mounting Hardware 4. Body Pad

B03020 1/08

Dump Body

5. Shim 6. Mounting Pad

B3-5

BODY GUIDE

HOIST LIMIT SWITCH

1. Inspect the body guide wear points each time a body pad inspection is performed. Body guide (2, Figure 3-5) should be centered between wear plates (3) with a maximum gap of 4.8 mm (0.19 in.) at each side (new wear plates). 2. If the gap becomes excessive, install new parts.

Refer to Section D, Electrical System (24VDC), for the hoist limit switch adjustment procedure.

BODY-UP SWITCH Refer to Section D, Electrical System (24VDC), for the body up switch adjustment procedure.

BODY-UP RETENTION CABLE

To avoid serious personal injury or death, the body-up retention cable must be installed anytime personnel are required to perform maintenance on the vehicle with the dump body in the raised position. Refer to Section A3, General Safety & Operating Instructions - Securing The Body, for the body-up retention cable installation procedure.

FIGURE 3-5. BODY GUIDE 1. Dump Body 2. Body Guide

B3-6

3. Body Guide Wear Plates

Dump Body

1/08

B03020

ROCK EJECTORS Rock ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the tires. Failure to maintain the rock ejectors could allow debris to build up between the dual wheels and cause damage to the tires.

3. If rock ejector arm (1) becomes bent, it must be removed and straightened. 4. At each shift change, inspect mounting brackets (4, Figure 3-7), pins (2) and stops (3) for wear and damage. Repair as necessary.

Inspection 1. The rock ejectors must be positioned on the center line between the rear tires within 6.0 mm (0.25 in.). 2. With the truck parked on a level surface, the arm structure should be approximately 454.5 mm (17.9 in.) from wheel housing (2). Refer to Figure 3-8. NOTE: With rock ejector arm (1, Figure 3-7) hanging vertical as shown in Figure 3-8, there must be no gap at stop block (3, Figure 3-7).

FIGURE 3-7. ROCK EJECTOR INSTALLATION FIGURE 3-6. ROCK EJECTOR MOUNTING BRACKET 1. Rock Ejector 2. Pin

B03020 1/08

1. Rock Ejector Arm

2. Wheel Housing

3. Stop Block 4. Mounting Bracket

Dump Body

B3-7

NOTES

B3-8

Dump Body

1/08

B03020

SECTION B4 FUEL TANK INDEX

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 FUEL RECEIVERS (WIGGINS QUICK FILL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

B04025

Fuel Tank

B4-1

NOTES

B4-2

Fuel Tank

B04025

1. Fuel Tank 2. Fuel Receiver Assembly 3. Mounting Cap 4. Upper Mounting Hardware 5. Filler Cap 6. Fuel Return Hose 7. Breather

B04025

FIGURE 4-1. FUEL TANK INSTALLATION 8. Fuel Supply Hose 9. Fuel Gauge Sender 10. Drain Cock 11. Hoist Circuit Filter Assemblies 12. Steering Circuit Filter Assembly 13. Wire Harness 14. Lower Mounting Hardware

Fuel Tank

15. Flat Washer 16. Rubber Dampener 17. Ground Wire 18. Terminals 19. Sender Mounting Hardware

B4-3

FUEL TANK

Cleaning

Removal 1. Raise the truck body and install the body up retention cable. 2. Loosen filler cap (5, Figure 4-1) and open drain cock (10) to drain the fuel from the tank into clean containers. Tighten the filler cap when the fuel is completely drained. 3. Disconnect wire harness (13) and remove the clamps attached to the fuel tank. Remove ground wire (17). 4. If equipped, close the inline shutoff valves. Remove fuel return hose (6) and fuel supply hose (8). Cap the hoses and tank fittings to prevent contamination. 5. Remove hoist circuit filter assemblies (11) and steering circuit filter assembly (12) from the frame side of the tank. Support the filter assembly by placing a chain over the frame rail. It is not necessary to remove the hydraulic hoses.

The fuel tank has drain cock (10, Figure 4-1) and a cleaning port in the side that allows steam or solvent to be used for cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment. However, rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions. Before a cleaning procedure of this type, all vents, the fuel gauge sender, and hose connections should be removed and temporarily sealed. After cleaning is complete, the temporary plugs can be removed. If the tank is to remain out of service, a small amount of light oil should be sprayed into the tank to prevent rust. All openings should be sealed for rust prevention. Installation 1. Thoroughly clean the frame mounting brackets and the mounting hardware holes. Re-tap the threads if damaged.

NOTE: The weight of the empty fuel tank is approximately 1690 kg (3725 lbs). Use lifting devices with adequate capacity to remove the fuel tank. 6. Attach a lifting device to the lifting eyes on each side of the tank. 7. Remove lower mounting hardware (14), flat washer (15) and rubber dampeners (16). Remove upper mounting hardware (3) and mounting caps (4).

NOTE: The weight of the empty fuel tank is approximately 1690 kg (3725 lbs). Use lifting devices with adequate capacity to remove the fuel tank.

8. Lift the fuel tank from the brackets and move it to a work area. 9. Remove fuel gauge sender (9), breather (5), and other fittings as required to perform interior cleaning. See “Fuel Gauge Sender” in this section for removal of the fuel gauge sender. Repair If a tank has been damaged and requires structural repair, perform such repairs before final cleaning.

2. Lift the fuel tank into position over the frame trunnion mounts and lower it into position. Install mounting caps (4, Figure 4-1) and upper mounting hardware (3). Do not tighten the hardware at this time. 3. Install rubber dampeners (16), flat washers (15) and lower mounting hardware (14) in the lower mounts. Tighten the lower mounting hardware to 420 ± 42 N•m (310 ± 31 ft lbs). 4. Tighten upper mounting hardware (3) to 711 ± 72 N•m (525 ± 53 ft lbs). 5. Install hoist circuit filter assemblies (11) and steering circuit filter assembly (12) on the frame side of the tank. 6. Connect fuel return hose (6) and fuel supply hose (8). Install wire harness (13) and all clamps. Open the inline shutoff valves, if equipped.

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

B4-4

Fuel Tank

B04025

FUEL GAUGE SENDER Fuel gauge sender (9, Figure 4-1) mounted on the side of the tank provides an electrical signal to operate the fuel gauge on the instrument panel. Removal 1. Drain the fuel below the level of the fuel gauge sender. 2. Disconnect the wires from terminals (18). 3. Remove sender mounting hardware (19). Carefully remove the sender and gasket. Installation 1. Clean the mating surfaces. Install a new gasket. 2. Install the fuel gauge sender in the tank. Ensure the float is oriented properly and moves freely. 3. Install sender mounting hardware (19) and tighten the capscrews to the standard torque. 4. Connect the wires to terminals (18). 5. Fill the fuel tank and check for leaks.

FUEL TANK BREATHER VALVE NOTE: The relief pressure of the fuel tank breather valve is 70 - 89 kPa (10 - 13 psi). Disassembly

FIGURE 4-2. BREATHER VALVE

1. Remove clamp (3, Figure 4-2), cover (2) and screen (1). 2. Remove ball cage (10), solid ball (11) and float balls (12). 3. Unscrew end fitting (7) from body (4). 4. Remove stem (8) and valve spring (5).

1. Screen 2. Cover 3. Clamp 4. Body 5. Valve Spring 6. O-Ring

7. End Fitting 8. Stem 9. O-Ring 10. Ball Cage 11. Solid Ball 12. Float Ball

Assembly 1. Clean and inspect all parts. If any parts are damaged, replace the entire assembly. 2. Place valve spring (5) into position in body (4). 3. Insert stem (8) into end fitting (7). 4. Screw end fitting (7) into body (4). Ensure the components are properly aligned and seated. 5. Place screen (1) and cover (2) into position on the breather. Install clamp (3). 6. Insert the balls into ball cage (10) with solid ball (11) on top. 7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure the solid ball is able to seat properly on the stem. If not, adjust the cage accordingly.

B04025

Fuel Tank

B4-5

FUEL RECEIVERS (WIGGINS QUICK FILL) Fuel receiver assembly (2, Figure 4-1) is mounted on the front of the fuel tank. Fuel receiver assembly (6, Figure 4-3) is mounted on the left hand frame rail. Keep the cap on each fuel receiver to prevent dirt build up in valve area and nozzle grooves.

1. Refueling Box 2. Filler Hose

B4-6

If fuel spills from the fuel tank breather valve, or if the tank does not completely fill, check the breather valve to see whether the float balls are in place and the outlet screen is clean. If the breather valve is operating properly, the problem will most likely be in the fuel supply system.

FIGURE 4-3. LEFT SIDE QUICK FILL 3. Capscrew 5. Filler Cap 4. Tapped Bar 6. Receiver Assembly

Fuel Tank

7. Fuel Tank 8. Frame Rail

B04025

SECTION C ENGINE INDEX

POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1

POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1

C01014

Index

C1-1

NOTES

C1-2

Index

C01014

SECTION C2 POWER MODULE INDEX

POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 PREPARATION FOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4 REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9 HOOKUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-10

C02028

Power Module

C2-1

NOTES

C2-2

Power Module

C02028

POWER MODULE The radiator, engine and alternator assemblies are mounted on a roller-equipped subframe which is contained within the truck's main frame. It is referred to as a “power module”. This arrangement permits removal and installation of these components with a minimum amount of disconnect and by utilizing the unique “roll in/roll out” feature. Although the instructions in this section are primarily based upon the “roll out” method for major component removal, the radiator and fan may be removed as separate items. Instructions for radiator and fan removal are included later in this section. If any optional equipment is installed on the truck, additional removal and installation steps that are not listed may be required. The procedures outlined in this section of the manual are general instructions for power module removal and installation. It may be necessary to perform some procedures in a different order or use different methods for component removal and installation, depending on the lifting equipment available at the mine site. Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, raise the body and install the safety cable at the rear of the truck. Read and observe the following instructions before attempting any repairs.

SHUTDOWN PRODEURE The truck must be shut down properly to ensure the safety of those working in the areas of the deck, control cabinet and retarding grids. The following procedure will ensure that the electrical system is properly discharged before repairs are started. 1. Stop the truck in position for repairs. Place the directional control lever in PARK. Make sure that the parking brake indicator lamp in the overhead panel is illuminated. Make sure that the engine speed is reduced to low idle. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel to ON. Make sure that the rest mode indicator lamp in the overhead panel is illuminated. 3. Turn off the engine by using the key switch. If the engine does not turn off, use the engine shutdown switch on the center console. 4. Verify that the link voltage lights are off. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Place the GF cutout switch in the CUTOUT position. For switch location, see Figure 3-1 in Section E, Propulsion System. 6. Verify that the steering accumulators have bled down by attempting to steer. 7. Bleed down the brake accumulators by using the manual bleed valves on the brake manifold. 8. Open the battery disconnect switches.

•

Do not attempt to work in the deck area until body safety cables have been installed.

•

Do not step on or use any power cable as a handhold when the engine is running.

•

Do not open any control cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed.

•

All removal, repairs and installation of propulsion system electrical components must be performed by an electrical maintenance technician properly trained to service the system.

•

In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

C02028

9. Tag or mark all hydraulic lines, fuel lines and electrical connections to ensure correct hookup during installation of the power module. Plug all ports and cover all hose fittings and connections when disconnected to prevent contamination. NOTE: It is not necessary to remove the radiator before removing the power module. However, the coolant must be drained and the piping connected to the brake cooling heat exchanger must be removed. If radiator removal is needed or only radiator repair is necessary, refer to Section C, Cooling System.

Power Module

C2-3

PREPARATION FOR REMOVAL 1. If radiator removal is required, refer to Section B, Structural Components, for hood and grille removal instructions. The power module may be removed with the hood installed if desired. 2. Remove bottom drive shaft cover (2, Figure 21). Disconnect pump drive shaft (3) at drive shaft U-joint companion flange (4) mounted on the alternator.

FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT 1. Hydraulic Pump 2. Bottom Drive Shaft Cover

3. Pump Drive Shaft 4. Companion Flange FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT

3. Remove the main alternator blower ducts to provide clearance to raise the engine off the subframe mounts. Refer to Figure 2-2. a. Disconnect cables and hoses as required. b. Remove alternator inlet transition structure (8) and the gasket. c. Remove wheel structure (5).

motor

duct

transition

d. Cover all openings to prevent foreign material from entering the system. 4. Remove engine air intake duct support rods (9, Figure 2-3). Remove any hoses or electrical cables attached to center deck structure.

1. Control Cabinet 2. Intake Duct 3. Alternator Inlet Duct 4. Blower Assembly 5. Wheel Motor Duct Transition Structure

6. Wheel Motor Duct 7. Main Alternator 8. Alternator Inlet Transition Structure

5. Attach an overhead hoist to the center deck structure. Remove the deck mounting hardware. Lift the deck from the truck and move it to a storage area. 6. Disconnect the air cleaner restriction indicator nylon tubes at the inlet ducts. 7. Loosen clamps (5) on hump hoses (4) between the four engine air inlet ducts and air cleaner outlet ducts. 8. Disconnect the inlet ducts at each of the four turbochargers. Remove the inlet ducts from truck. Cover the openings at the turbochargers.

C2-4

Power Module

C02028

FIGURE 2-3. ENGINE AIR INLET PIPING

1. Air Cleaner Assemblies 2. Left Rear Intake Duct 3. Left Front Intake Duct 4. Hump Hose 5. T-Bolt Clamp 6. T-Bolt Clamp

C02028

Power Module

7. Reducer Elbow 8. T-Bolt Clamp 9. Duct Support Rod 10. Right Front Intake Duct 11. Right Rear Intake Duct

C2-5

15. Remove the mounting hardware from the diagonal ladder mounting pads. Lift the ladder from truck and move it to a storage area. 16. Refer to Section N4, Heater/Air Conditioner, for the procedures required to properly remove the refrigerant. After the system has been discharged, disconnect the refrigerant hoses that are routed to the cab at the compressor and receiver/drier (10). NOTE: The system contains HFC-134A refrigerant.

FIGURE 2-4. ENGINE EXHAUST PIPING 1. Capscrew 2. Lockwasher 3. Nut

4. Front Exhaust Pipe 5. Rear Exhaust Pipe 6. Clamp Bands

9. Remove exhaust duct clamps (6, Figure 2-4). Remove capscrews (1), lock washers (2) and nuts (3) retaining the exhaust pipes to the turbocharger outlet flange. Remove exhaust ducts (4) and (5). Cover the opening on the engine exhaust outlets. 10. Remove the alternator power cable protective cover. Disconnect all electrical cables, oil and fuel lines that would interfere with power module removal (see Figure 2-5). Cover or plug all lines and their connections to prevent entrance of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects.

Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.

REMOVAL 1. Remove capscrews, nuts and washers (8, Figure 2-5) that secure the front subframe support to the main frame. 2. Install a safety chain around the engine subframe cross member and the main frame to prevent the power module from rolling when the subframe rollers are installed. 3. Remove the capscrews and caps that secure the subframe mounting bushings to subframe support bracket (3) at the rear of the subframe. 4. Check the engine and the alternator to ensure that all cables, wires, hoses, tubing and linkages have been disconnected.

11. Close the cab heater shutoff water valves, disconnect the water lines and drain the water from the heater core. Secure the water lines away from engine compartment to prevent interference with power module removal. 12. Drain the engine coolant into clean containers for re-use after engine installation. Coolant capacity is approximately 738 L (195 gal). 13. Disconnect and remove heat exchanger piping (6, Figure 2-5) from the engine water pump and the radiator. 14. Remove upper radiator support rod (11) at each side of radiator.

C2-6

Power Module

C02028

FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION 1. Alternator 2. Rear Power Module Lift Eye 3. Rear Frame/Subframe Mount 4. Engine/Alternator Cradle Structure

C02028

5. Power Module Subframe 6. Heat Exchanger Piping 7. Heat Exchanger

Power Module

8. Front Frame/Subframe Mount 9. Front Power Module Lift Eye 10. Receiver/Drier 11. Upper Radiator Support Rod

C2-7

FIGURE 2-7. POWER MODULE LIFTING POINTS 1. Module Lifting Tool 2. Alternator 3. Lifting Points

FIGURE 2-6. SUBFRAME ROLLERS 1. Roller Assembly 2. Subframe 3. Capscrews 5. Place a jack under the rear of the power module. Raise the rear portion of engine subframe and install the subframe rollers (see Figure 2-6). Lower the rear portion of the subframe carefully until the rollers rest on the main frame guide rail. NOTE: Subframe rollers are supplied in the truck tool group and can be installed in the storage position after use as shown in Figure 2-6.

The complete power module, including the hood and grille, weighs approximately 17,000 kg (37,500 lbs). Make sure that the lifting device to be used has adequate capacity.

4. Engine 5. Power Module Subframe

7. Roll the power module forward so that adequate clearance is provided in front of the control cabinet for the lifting device to be attached to engine/alternator cradle structure (2, Figure 2-5) and front subframe lifting points (9). Place stands or blocks under the front of the subframe and lower the hoist until the front of the subframe is supported. Install a safety chain to prevent the subframe from rolling. 8. Attach lifting device (1, Figure 2-7) to the hoist and attach it to the engine/alternator cradle structure and the front subframe lifting points as shown in Figure 2-7. Remove the safety chain. 9. Raise the power module slightly to determine whether it is on an even plane. Move the power module straight out of the truck to a clean work area for disassembly. For further disassembly of the engine, alternator, and radiator, refer to the appropriate section of this manual.

Lift the power module only at the lifting points on the subframe and engine/alternator cradle structure. Refer to Figure 2-5 and 2-7. 6. Position the hoist to front subframe lifting points (9, Figure 2-5). Raise the engine subframe until the engine is on a level plane. Remove the safety chain.

C2-8

Power Module

C02028

INSTALLATION 1. Inspect the main frame guide rails. Remove any debris which would interfere with power module installation. 2. Clean the main frame rear support brackets. Apply a light film of soap solution to each rubber bushing (3, Figure 2-5) located at the rear of the subframe. 3. Check the subframe rollers making sure they roll freely and are in the “roll out” position (see Figure 2-6). 4. Attach a lifting device to engine/alternator cradle structure and front subframe lifting points (Figure 2-7).

The complete power module, including the hood and grille, weighs approximately 17,000 kg (37,500 lbs). Make sure that the lifting device to be used has adequate capacity. 5. Raise the power module and align the subframe rollers within the main frame guide rails.

6. Lower the power module to the subframe guide rails, relax the hoist slightly, and roll the power module into truck frame as far as possible before the lifting chains contact the control cabinet. 7. Place stands or blocks under the front of the subframe to support the assembly while repositioning the hoist. 8. Install a safety chain around the truck frame and the subframe to prevent the power module from rolling forward. 9. Place a small block behind each rear subframe roller to prevent rolling. 10. Lower the hoist to allow the subframe to rest on the stands and rollers. Remove the lifting device. 11. Attach the hoist to the front lifting eyes on the subframe. 12. Remove the small blocks behind the subframe rollers. Remove the safety chain and slowly roll the power module into position over the main frame mounts. Lower the hoist until the front subframe mounts are aligned and seated on the front main frame mounts. Install the safety chain. 13. Place a jack under the rear of the subframe to support the power module. Raise the power module just enough to permit removal of the subframe rollers. 14. Lower the rear portion of the subframe until the subframe rubber bushings are seated in mounting brackets (3, Figure 2-5) on the main frame of the truck. 15. After the subframe is seated in the frame mounts, the safety chain may be removed from the front subframe member. 16. Install the rubber bushings, capscrews, washers and nuts in front mounts (8, Figure 2-5). Tighten the capscrews to 1017 ± 72 N•m (750 ± 53 ft lbs).

FIGURE 2-8. POWER MODULE INSTALLATION

C02028

17. Install the rear subframe mounting caps and secure caps in place with lubricated capscrews. Tighten capscrews to 552 ± 20 N•m (407 ± 15 ft lbs). Refer to Figure 2-5.

Power Module

C2-9

HOOKUP 1. Install all ground straps between the frame and subframe. Reconnect the electrical harnesses at the power module subframe connectors. 2. Install the diagonal ladder on the front platform. 3. Attach a hoist to the front center deck and lift it into position. Install the capscrews, flat washers, lockwashers and nuts at each mounting bracket. Tighten the capscrews to the standard torque. 4. Install the engine air intake duct supports. Install the intake ducts between the turbochargers and air cleaner outlet ducts (see Figure 2-3). Clamp them securely to ensure that a positive seal is made. Refer to Figures 2-3 and 2-9 for correct installation and alignment examples. 5. Install exhaust ducts (4) and (5, Figure 2-4) on the turbocharger outlet flanges and pipes at the frame crossmember. 6. Connect the cab heater inlet and outlet hoses, then open both valves.

7. Install piping (6, Figure 2-5) between heat exchanger (7) and the engine water pump and radiator. 8. Inspect the alternator/wheel motor cooling duct gaskets and replace them if damaged. Install alternator inlet transition structure (8, Figure 22) and wheel motor duct transition structure (5). 9. Connect hydraulic pump drive shaft companion flange (4, Figure 2-1) to alternator (5). Tighten the capscrews to the standard torque. Install driveshaft guard (2). 10. Connect all remaining electrical, oil, and fuel lines. Connect the air filter restriction indicator hoses. 11. Close the battery disconnect switches. 12. Connect the hoses routed from the cab to the receiver/drier and air conditioning compressor. 13. Refill the radiator and service the engine with appropriate fluids. Refer to Section P, Lubrication and Service, for capacity and fluid specifications. 14. Recharge the air conditioner system. Refer to Section N4, Heater/Air Conditioner.

FIGURE 2-9. AIR INLET PIPING CONNECTIONS

C2-10

Power Module

C02028

SECTION C3 COOLING SYSTEM INDEX

RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5 Filling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 Pressure Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9

C03034 7/07

Cooling System

C3-1

NOTES

C3-2

Cooling System

7/07 C03034

COOLING SYSTEM RADIATOR

3. Refer to Section N4, Heater / Air Conditioner, for the procedures required to properly remove the refrigerant from the air conditioning system.

Removal 1. Drain the coolant into clean containers for possible reuse after engine installation. Refer to Section P, Lubrication and Service, for the cooling system capacity.

NOTE: The system is charged with HFC-134A refrigerant. a. Remove the refrigerant hose clamps and receiver/drier (3, Figure 3-1) from the front left side of the radiator shroud. Disconnect the harness from the low pressure switch on the receiver/drier.

2. If the radiator is being removed without the complete power module, remove the grille and hood according to the removal instructions in Section B, Structural Components.

b. Remove the clamps and disconnect inlet hose (4, Figure 3-2) and outlet hose (5) at the condenser. Remove mounting hardware (3) and remove condenser (2) from radiator assembly (1).

Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.

c. Cap all hoses to prevent contamination. Remove any remaining clamps attaching the hoses and wiring to the radiator shroud. Reposition the hoses and wiring to allow removal of the radiator and shroud assembly. 4. Disconnect the lines at the fuel cooler. Remove all clamps that secure the lines to the radiator.

FIGURE 3-1. RECEIVER/DRIER LOCATION 1. Condenser 2. Accumulator

3. Receiver/Drier

FIGURE 3-2. AIR CONDITIONER CONDENSER 1. Radiator Assembly 2. Condenser 3. Mounting Hardware

C03034 7/07

Cooling System

4. Inlet Hose 5. Outlet Hose

C3-3

FIGURE 3-4. FAN GUARDS 1. Fan Guard (LH) 2. Fan Guard (RH) FIGURE 3-3. RADIATOR PIPING, BOTTOM VIEW 1. Drain Cock 2. Outlet Elbow (Front) 3. Radiator Mounting Hardware

4. Outlet Elbow (Rear) 5. Heat Exchanger 6. Engine Subframe

5. Unclamp and separate all upper hoses between the radiator and the engine. 6. Remove outlet elbows (2, Figure 3-3) and (4) at the bottom tanks. Cap all coolant lines to prevent contamination. 7. Remove and cap the hoses from the radiator top tank and surge tank. 8. Remove the capscrews and lockwashers to free fan guards (1, Figure 3-4) and (2) from radiator shroud (3). The two halves of the fan guard may be disassembled and removed or the complete guard may be moved to the rear to clear the shroud during removal of the radiator.

C3-4

3. Radiator Shroud

9. Attach the hoist to the radiator and take up any slack. NOTE: The radiator and shroud assembly weighs approximately 2600 kg (5730 lbs). 10. Remove upper support rods (2, Figure 3-5) and stabilizer bars (3), if equipped. 11. Remove radiator mounting hardware (4, Figure 3-3) that secures the radiator and to the power module subframe. 12. Loosen the radiator bumpers on both decks. 13. Ensure that all hoses and wiring harnesses have been removed. Lift the radiator slightly with the hoist and move the radiator forward until it is clear of the engine fan. Move the radiator to a work area for service.

Cooling System

7/07 C03034

6. Tighten radiator mounting hardware (4) at the lower radiator mounting brackets to the standard torque. 7. For added stability, stabilizer bars (3) may be installed. Install the stablizer bars at the radiator brackets and subframe as shown, then tighten the mounting hardware to the standard torque. 8. Install fan guards (1, Figure 3-4) and (2) using the original mounting hardware. 10. Install the upper hoses between the radiator and the engine. Seat the hoses fully and tighten the clamps securely. 11. Install outlet elbows (2, Figure 3-3) and (4) with new gaskets. 12. Route the lines to the fuel cooler and clamp them in place. Attach the lines to the fuel cooler fittings. 13. Install the air conditioning system components. a. Install condenser (2, Figure 3-2), hoses (4) and (5), and all clamps. b. Install receiver/drier (3, Figure 3-1) and clamp the hoses. Attach the harness to the low pressure switch. c. Clamp all hoses and wiring to the studs using the original clamps. Refer to Section N, Heater / Air Conditioner, for complete instructions on evacuating and recharging the air conditioning system.

FIGURE 3-5. RADIATOR MOUNTING 1. Radiator 4. Radiator Mounting 2. Upper Support Rod Hardware 3. Stabilizer Bar

Installation 1. Attach a hoist to the radiator and lift it into position on the power module subframe. 2. Install radiator mounting hardware (4, Figure 35) at the lower radiator mounting brackets. Do not tighten at this time. 3. Inspect the rubber bushings for upper support rods (2) and replace them if worn or damaged. 4. Install upper support rods (2) and the mounting hardware at both ends. Do not tighten at this time. 5. Adjust the upper support rods until the radiator is positioned perpendicular to the subframe within ± 3.0 mm (0.12 in.) measured at top of radiator. When the position is established, tighten the upper support rod locknuts and recheck the perpendicularity of the radiator.

C03034 7/07

14. Install the grille and hood according to the instructions in Section B, Structural Components. Make sure that both radiator bumpers are adjusted and secured. 15. Make sure that all coolant drains are closed, all pipe plugs are installed, and all hoses are connected securely. Service the cooling system with the proper mixture of antifreeze as recommended in Section P, Lubrication and Service. Check for leaks and correct as needed. 16. Start and operate the engine until the cooling system reaches normal operating temperature. Recheck for leaks during engine operation. Turn off the engine and correct any leaks.

Cooling System

C3-5

REPAIRING THE RADIATOR

Filling Procedure

Internal Inspection

The cooling system is pressurized due to thermal expansion of coolant. DO NOT remove the radiator cap while the engine and coolant are hot. Severe burns may result. 1. With engine and coolant at ambient temperature, remove the radiator cap. Note: If coolant is added using the Wiggins quick fill system, the radiator cap must be removed before adding coolant. 2. Fill the radiator with the proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge.

If desired, an internal inspection can be performed on the radiator before complete disassembly. The inspection involves removing tubes from the radiator core and cutting them open. This type of inspection can indicate overall radiator condition, as well as coolant and additive breakdown. To perform this inspection, remove four random tubes from the air inlet side of the radiator. Remove tubes from both the top and bottom cores, and near each end of the radiator. Refer to Disassembly and Assembly in this section for the proper instructions for removing and installing tubes. Analyze any contaminant residue inside the tube to determine the cause of contamination. Flush the system before returning the truck to service. Contact your nearest L&M Radiator facility for further instructions or visit the L&M website at www.mesabi.com.

3. Install the radiator cap. 4. Operate the engine for five minutes, then check the coolant level. 5. If coolant is not visible in the sight gauge, repeat steps 1 through 4 of this procedure. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature. NOTE: Engine coolant must always be visible in the sight gauge before truck operation.

External Cleaning Many radiator shops use a hot alkaline soap, caustic soda or chemical additives in their boil-out tanks, which can attack solders. These tanks are generally not recommended. Before such tanks are used for cleaning, ensure that the cleaning solutions are not harmful to solder. Otherwise, damage to the radiator will result. Completely rinse the cleaned tube or core in clean water after removing it from the boil-out tank. As an alternative to boil-out tanks, radiators can be cleaned externally with a high pressure washer and soap. In most cases, it may be best to blow out any dry dirt with a high pressure air gun prior to washing the core with the high pressure washer. Pressure washers should not exceed 8275 kPa (1200 psi). Unlike conventional cores, the spray nozzle can be used right up next to the core. Starting from the air exit side, place the high pressure washer nozzle next to the fins. Concentrate on a small area, slowly working from the top down. Spray straight into the core, not at an angle. Continue washing until the exit water is free of dirt. Repeat from the opposite side.

C3-6

Cooling System

7/07 C03034

Disassembly

To aid in removal of the tubes, clean the radiator prior to disassembly. Heating the seals with hot water helps to loosen the grip on the tubes. Cleaning the radiator prior to disassembly also reduces the risk of internal contamination. After cleaning, spray lubricating oil at the top end of the tubes.

FIGURE 3-7. INSTALLATION TOOL (VJ6567) 2. After the tube is loose, position the installation tool (VJ6567) at the bottom of the tube to be removed. Refer to Figure 3-8. The upper jaw of the installation tool should be positioned just below the rectangular section of the tube. The bottom jaw should rest on the seal. Squeeze the installation tool just enough to allow the bottom of the tube to be removed from the bottom seal. NOTE: To ease in the removal of tubes, use the breaker tool and installation tool simultaneously.

FIGURE 3-6. BREAKER TOOL (XA2307)

1. Start at the top row of tubes. Use the breaker tool (XA2307) to loosen the tube to be removed. When using the breaker tool, position it at the top or bottom of the tube. Never position it in the middle of the tube or damage may result. Use the breaker tool to lightly twist the tube back and forth within the seals to loosen the grip. Refer to Figure 3-7.

FIGURE 3-8. ANGLING TUBE DURING REMOVAL 3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only far enough to clear the radiator. Refer to Figure 3-9. Removing the tube at an excessive angle may cause damage to the tube. 4. Remove all the top tubes before removing the bottom tubes. After all of the tubes are removed, use pliers to remove the seals from the tanks. Discard all seals. New seals must be used for assembly.

C03034 7/07

Cooling System

C3-7

Cleaning and Inspection 1. Use a drill with a 19 mm (3/4 in.) wire brush to remove any foreign material from the tube holes, then wipe the holes clean. 2. Clean the inside of the tanks and tubes. In most cases, just flushing the inside with soap and a high pressure hot water washer will be sufficient. If not, contact an L&M manufacturing facility for further instructions or visit the L&M website at www.mesabi.com. 3. Check for signs of internal blockage in the tubes and tanks. If desired, you may cut open tubes for inspection. If contamination is present, the tube should be analyzed. The radiator must be properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to Internal Inspection in this section. 4. Buff the tube ends with a polishing wheel and a copper polishing compound. If any debris can not be removed by buffing, using an emery cloth, steel wool or a wire wheel with a wire size of 0.15 - 0.20 mm (0.006 - 0.008 in.) is acceptable. Be careful not to mar the tube ends. Assembly NOTE: For easier installation, soak the seals in hot water before installing.

FIGURE 3-9. PROPER SEAL INSTALLATION

2. Use a 13 mm (1/2 in.) diameter brush to lubricate the seals with lube/release agent (XA2308). 3. Use a spray bottle to lubricate the tube ends with the lube/release agent. 4. When installing tubes, start at one end and work toward the center. After you reach the center, move to the opposite end, and again work toward the center. If any of the tubes are difficult to install, do not force the tube. Remove the tube and determine the problem. Possible causes may be:

1. Install new tube seals onto the bottom tank and the bottom side of the center tank. Do not install seals in the top core at this time. Seals for the top of the tubes do not have locking grooves; bottom tube seals do. Ensure the correct seals are installed in the proper position. The seal holes must be dry during installation. Use a rubber mallet and a flat metal plate to lightly tap the seals into place. Using excessive force will drive the seals in too far. When installed properly, the seals should be slightly convex. Improperly installed seals are concave with a smaller diameter hole. Refer to Figure 310.

C3-8

Cooling System

•adequate seal/tube lubrication •improperly installed seal •damaged seal or tube end •tube angle excessive during installation and/or tube not centered in seal. Inspect the seals and tube ends for damage before trying to reinstall a tube. Replace as necessary.

7/07 C03034

5. Working from the front of the radiator (opposite of fan side), install the bottom row of tubes starting with the fan side row. When installing the tubes, center the top of the tube in the top seal while angling the tube only as much as necessary. Twist the tube while applying upward force. Push the tube into the seal until enough clearance is available to install the bottom end of the tube into the bottom seal. 6. Center the bottom end of the tube in the bottom seal. Push the tube downward until the formed bead on the tube is seated inside the lock ring groove in the seal. If necessary, use the installation tool (VJ6567) to pull the tube downward into the seal. The tool has a hooking device on the end of one of the handles for aiding in installation. Refer to Figure 3-11.

Pressure Testing The radiator should be pressure tested at 103 kPa (15 psi) for 30 minutes. Various methods of pressure testing include the following: • Pressurize the radiator and submerge into a test tank. Watch for leaks. • Lay the front side of the radiator on the floor. Cap off ports, and fill the radiator with hot water. Pressurize the radiator and check for leaks. • Cap off radiator ports. Install an air pressure gauge and pressurize to 103 kPa (15 psi). Remove the air source and monitor the pressure gauge. • Pressurize the radiator with air, and spray sealed joints with soapy water.

Additional service information can be found on the L&M Radiator website at www.mesabi.com.

COOLANT SYSTEM TROUBLESHOOTING If abnormal coolant temperatures are experienced, perform the following visual inspections and tests: 1. Check the coolant level and thoroughly inspect the system for leaks. a. Check for proper coolant/antifreeze mixture. b. Follow the recommendations of the engine manufacturer regarding use of cooling system additives.

FIGURE 3-10. USING INSTALLATION TOOL TO INSTALL TUBE 7. Ensure that all tube beads are seated in their respective bottom seals. Align and straighten all tubes during the installation of each row to allow maximum air flow through the radiator. 8. Install tube stay ends. Install the felt air baffles behind the front and back rows while completing tube installation.

2. Inspect the radiator fins for restrictions. Ensure the air flow through the radiator is not restricted by debris or bent radiator fins. 3. Inspect the fan blades for damage. 4. Check the radiator cap sealing surfaces. 5. If equipped with a fan clutch, refer to Section N, Operator Comfort, for complete instructions for testing and repairs, if required. 6. Refer to the engine manufacturer's Service Manual for information about testing and replacing the cooling system thermostats.

C03034 7/07

Cooling System

C3-9

NOTES

C3-10

Cooling System

7/07 C03034

SECTION C4 POWER TRAIN INDEX

ALTERNATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 ALTERNATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Joining the Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

C04027 5/08

Power Train

C4-1

NOTES

C4-2

Power Train

5/08 C04027

POWER TRAIN ALTERNATOR REMOVAL The following instructions cover the removal of the main alternator from the engine after the power module has been removed from the truck.

The alternator weighs approximately 3720 kg (8200 lbs). Ensure the lifting device to be used has adequate capacity. Lift the alternator only at the lifting eyes on the alternator. 1. Attach a hoist with two lifting chains to both lifting eyes (8, Figure 4-2) on top of alternator (1). 2. Block up the rear of the engine. 3. Loosen cradle adjustment setscrews (3, Figure 4-1). 4. Loosen engine-to-cradle capscrews (5, Figure 4-2).

FIGURE 4-1. CRADLE STRUCTURE 1. Cradle Structure 2. Jam Nut 3. Adjustment Setscrew

4. Subframe 5. Gap

FIGURE 4-2. ENGINE AND ALTERNATOR 1. Alternator 2. Mounting Hardware 3. Cradle Structure

C04027 5/08

4. Flywheel Housing 5. Capscrews 6. Engine

Power Train

7. Subframe 8. Alternator Lifting Eyes

C4-3

5. Remove the access cover at the front, right side of engine flywheel housing (4). Reach through the access openings and remove 12 capscrews (6, Figure 4-3) that join engine drive ring (7) to alternator rotor (8). Rotate the crankshaft to align each capscrew with the access hole. NOTE: Ensure that all 12 capscrews have been removed. 6. Remove 16 capscrews (3) that secure flywheel housing adapter (2) to alternator housing (1). NOTE: The clearance between the head of capscrew (3) and flywheel housing (4) will not permit complete removal of the capscrews at all locations. Ensure that all of the capscrew threads are completely disengaged from alternator housing (1). 7. Take up any slack in the hoist. Remove mounting hardware (2, Figure 4-2) that secures the alternator to the cradle structures. 8. Keep the alternator as level as possible and move away from engine. 9. Note the location and quantity of the shims. Keep the shims for possible reuse during installation. NOTE: For further disassembly instructions for the alternator, refer to the GE Service Manual.

C4-4

FIGURE 4-3. ALTERNATOR TO ENGINE MOUNTING 5. Capscrew 1. Alternator Housing 6. Capscrews 2. Flywheel Housing 7. Engine Drive Ring Adapter 8. Alternator Rotor 3. Capscrews 4. Flywheel Housing

Power Train

5/08 C04027

ALTERNATOR INSTALLATION

Measuring Procedure 1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting surfaces. 2. Mount a magnetic base on the front of the engine and a dial indicator on the front of the crankshaft. Measure total crankshaft endplay.

The following instructions must be followed to ensure proper alignment and engine crankshaft endplay. Failure to follow these instructions can result in serious damage to the engine and/or alternator. • •

Total Crankshaft Endplay_________________

Never pry on the engine crankshaft damper.

3. Refer to Figure 4-4. Move the engine crankshaft to the rear of its end travel.

Loosen or remove fan belts before measuring crankshaft endplay to ensure that the crankshaft moves easily and completely.

•

When taking measurements, always take four equally spaced readings and average them.

•

Always measure from mating surface to mating surface.

•

A reference to crankshaft rotation - clockwise (CW) or counterclockwise (CCW) - is the direction of rotation when looking at the front (damper end) of engine.

•

Verify end play is within 0.13 - 0.38 mm (0.005 0.015 in.).

a. Carefully measure Dimension “C” at four locations, 90° apart: 1st measurement:___________________ 2nd measurement:__________________ 3rd measurement:___________________ 4th measurement:___________________ Dimension “Cavg”:______________ b. Add 1/2 (one-half) of Total Crankshaft Endplay from step 2 to Dimension “Cavg”. c. Record (Step 3a + Step 3b) as Measurement “C”:___________________

Crankshaft end play: 0.13 - 0.38 mm (0.005 - 0.015 in.)

SERVICE DATA - Eccentricity & Runout Limits Description

T.I.R

Maximum Eccentricity of Flywheel Housing Bore

0.66 mm (0.026 in.)

Maximum Face Runout of Flywheel Housing

0.25 mm (0.010 in.)

Maximum Eccentricity of Flywheel (Coupling Assembly)

0.18 mm (0.007 in.)

Maximum Axial Runout of Flywheel Face (Coupling Assembly)

0.25 mm (0.010 in.)

FIGURE 4-4. SHIM LOCATION 1. Alternator Housing 2. Alternator Rotor 3. Flywheel Housing Adapter 4. Engine Flywheel Housing 5. Engine Drive Ring

C04027 5/08

Power Train

“A” - Dimension “A” “B” - Drive Shims “C” - Dimension “C” “D” - Housing Shims

C4-5

4. Refer to Figure 4-5 to determine alternator endplay: a. Using flat steel bar (3) bolted rigidly to alternator rotor (2), install 5/8" - 11NC capscrew (4) finger tight at each end into alternator housing (1). b. Move alternator rotor (2) axially toward the rear (slip ring end) by alternately tightening capscrews (4) one-half turn at a time. Do not exceed 16 N•m (12.0 ft lbs) on each capscrew. This establishes the maximum permissIble rear travel for the alternator rotor. c. Alternately loosen capscrews (4) one turn at a time until all torque is released. Carefully remove steel bar (3). Refer to Figure 4-4. d. Carefully measure Dimension “A” at four locations, 90° apart, and average the measurements. Do not move the alternator rotor. 1st measurement:___________________ 2nd measurement:___________________ 3rd measurement:___________________ 4th measurement:___________________ Dimension “Aavg”:____________ e. Add 0.25 mm (0.010 in.) to Dimension “Aavg”. f. Record (Step 4d + Step 4e) as Measurement “A”:___________________ 5. To determine the correct shims to use, compare Measurement “C” (Step 3c) with Measurement “A” (Step 4f). a. If C is greater than A, subtract: (C - A) = B B = ______________Shim pack thickness to be installed at location B, Figure 4-4.

Shim Thickness

TM3467

0.10 mm (0.004 in.)

TM3469

0.18 mm (0.007 in.)

C4-6

1. Alternator Housing 2. Alternator Rotor

3. Steel Bar 4. Capscrew

b. If A is greater than C, subtract: (A - C) = D D = ________________Shim pack thickness to be installed at location D, Figure 4-4.

Alternator-to-Flywheel Housing Adapter Location “D”

Rotor-to-Drive Ring Location “B” Shim Part Number

FIGURE 4-5. ALTERNATOR END-PLAY

Power Train

Shim Part Number

Shim Thickness

TM3466

0.10 mm (0.004 in.)

TM3468

0.18 mm (0.007 in.)

5/08 C04027

Joining the Alternator and Engine

The alternator weighs approximately 3720 kg (8200 lbs). Ensure the lifting device to be used has adequate capacity. Lift the alternator only at the lifting eyes. 1. Use two lifting eyes (8, Figure 4-2) provided on the alternator. The top front lifting eye should be equipped with some method of adjusting the alternator to keep it horizontal. 2. Carefully move the alternator into place and engage engine drive ring (6, Figure 4-6) into alternator rotor drive (7) using shims “B”, if required. Refer to step 5a. in Measuring Procedure. 3. Install flywheel housing adapter capscrews (2) into alternator housing (1). Tighten to 237 N•m (175 ft lbs). 4. Install capscrews (5) through engine drive ring (6) into alternator rotor adapter (7). Rotate the crankshaft to access and align holes. Tighten capscrews (5) to 237 N•m (175 ft lbs). 5. Install alternator-to-cradle mounting hardware (2, Figure 4-2). Tighten to 712 N•m (525 ft lbs). 6. Tighten engine-to-cradle capscrews (5) to 465 N•m (345 ft lbs).

Never pry on the engine crankshaft damper. Severe engine damage can result. 7. Mount a magnetic base on the front of the engine and a dial indicator on the front of the crankshaft. Measure total crankshaft endplay.

FIGURE 4-6. ALTERNATOR TO ENGINE MOUNTING 1. Alternator Housing 2. Point Capscrew 3. Flywheel Housing Adapter 4. Engine Flywheel Housing

5. Capscrew 6. Engine Drive Ring 7. Alternator Rotor “B” - Drive Shims “D” - Housing Shims

The total engine crankshaft endplay (step 7) must equal the original measurement or 0.51 mm (0.020 in.), whichever is smaller. If the endplay after the alternator and engine are assembled is less than 0.51 mm (0.020 in.), and less than the original engine crankshaft endplay, reshimming is required. 9. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving components contacting stationary parts.

Total Crankshaft Endplay:________________ 8. Compare the value above to the measurement taken before the alternator was installed on the engine.

10. Install the engine side cover, if removed. Install the lockwire on all alternator mounting capscrews. 11. Install the access cover on the flywheel housing.

C04027 5/08

Power Train

C4-7

ENGINE

Service

Removal NOTE: Refer to previous sections for removal procedures for the power module, alternator, and radiator assembly.

Complete instructions for the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturer's service manual. Installation 1. Align the engine with subframe (7, Figure 4-2) and install the capscrews at the front engine mounts.

The engine weighs approximately 9,300 kg (20,515 lbs). Ensure that the lifting device to be used has adequate capacity.

2. Align and install capscrews (2) through the rear engine mounts and into cradle structure (3), but do not tighten at this time.

1. Disconnect any remaining wiring or hoses between engine (6, Figure 4-2) and subframe (7).

3. Install the alternator on the engine. Refer to Alternator Installation in this section.

2. Remove the capscrews at the front engine mounts. 3. To ensure that the engine stays level while lifting, attach a spreader bar with lifting straps to the engine lifting eyes. Remove engine-tocradle structure mounting capscrews (5).

4. Adjust setscrew (3, Figure 4-1) to equalize gap (5) between cradle structure (1) and subframe (4) at the left side and right side. Lock the setscrew with jam nut (2).

4. Lift the engine from the subframe and move to clean work area for further disassembly.

C4-8

Power Train

5/08 C04027

SECTION C5 AIR CLEANERS INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 SERVICING THE AIR CLEANERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Replacing The Filter Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Cleaning The Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Servicing The Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6 AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7

C05013 11/05

Air Cleaners

C5-1

NOTES

C5-2

Air Cleaners

11/05 C05013

AIR CLEANERS OPERATION

SERVICING THE AIR CLEANERS

Air required by the diesel engine passes through the air cleaner assemblies mounted on each side of the radiator. These air cleaners discharge heavy particles of dust and dirt by centrifugal action and then remove finer particles by passing air through filter cartridges. The engine demand for air creates a vacuum in the air cleaners and causes outside air to be drawn in through air inlets on the air cleaners. Dirty air entering here is drawn through a series of tubes that are designed to produce a cyclonic action. As the air passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles to be thrown from the air stream into dust collectors (1, Figure 5-1). At the same time, the air stream turns and is directed up through the center of the tubes into the filter chamber. Here the air passes through the main filter element and safety filter element and out the clean air outlet to the engine's air intake system. The function of the safety filter is to increase overall reliability and engine protection.

The engine must be turned off before servicing the air cleaner assemblies or opening the engine air intake system. Never start the engine with the filter elements removed. Serious engine damage can result. •

Inspect and empty dust collector cups at regular intervals. Daily inspection is recommended. Never allow the dust level to build up to the tube (precleaner) chamber.

•

During operation or after the engine has been turned off, observe the air filter restriction gauges mounted on the overhead panel in the cab. When a gauge shows maximum restriction, filter service is required.

•

Check all engine air inlet tubes, hoses and clamps. All connections must be air tight to prevent dirt from entering.

•

Air cleaner housing fasteners and mountings must be tight.

•

After the filters have been serviced, reset the air filter restriction gauges by pressing the reset button on the face of the gauge.

Replacing The Filter Element 1. Turn off the engine. Clean any dirt and dust from the area around air cleaner element cover (4, Figure 5-1). 2. Loosen large wing nut (5, Figure 5-2) on the air cleaner cover to free main filter element (10). Pull the main filter element from the assembly. 3. Inspect the main filter element carefully for damage, holes or breaks which might affect reuse of the element. If the element appears serviceable, proceed with the cleaning procedure. If defects are found in the element, wing nut (5) must be removed from the assembly and installed on the new element. 4. Check safety filter indicator (7). If the solid red area is showing, replacement of the safety filter is required. If the center is green, the safety filter does not require replacement.

FIGURE 5-1. ENGINE AIR CLEANERS 1. Dust Collectors 2. Precleaner Section

C05013 11/05

3. Air Intake Cover 4. Element Cover

Air Cleaners

C5-3

6. Reset the safety filter indicator from red to green by gently blowing air into the threaded hole from gasket side of the indicator nut. 7. Install the new safety filter element. Tighten the wing nut to 13 N•m (10 ft lbs). 8. Install main filter element (10) into the air cleaner and secure it with wing nut (5). Tighten the wing nut hand tight. Do not use a wrench or pliers. If the original filter element is being reused, ensure the sealing gasket is not damaged. The gasket must seal completely.

Have a new safety (secondary) filter element on hand before removing the used filter element. Do not keep the intake system open to the atmosphere any longer than necessary. 5. If the safety filter element must be replaced, remove the indicator and remove the safety filter element. Discard the filter element. Do not clean the damaged filter element.

9. Close and latch the dust collectors on the bottom of the air cleaner assembly.

FIGURE 5-2. AIR CLEANER ASSEMBLY 1. Dust Collector 2. Dust Collector Gasket 3. Tube 4. Unfiltered Air Inlet

C5-4

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

9. Safety Filter Element 10. Main Filter Element 11. Main Element Gasket 12. Clean Air Outlet

Air Cleaners

13. Precleaner Gasket 14. Safety Filter Element Gasket

11/05 C05013

Cleaning The Main Filter Element

Only the main filter elements may be cleaned, and then only if they are structurally intact. Do not reuse an element that is damaged. Do not clean and reuse the safety (secondary) filter elements. Replace them with new parts. After inspection, determine the condition of the main filter element and choose either the washing method or compressed air method for cleaning the element. If the element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results.

FIGURE 5-3. INSPECTING FILTER ELEMENT

Clean dust loaded elements with dry filtered compressed air as follows:

Wash elements with water and detergent as follows: 1. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate the element back and forth in the solution to loosen dirt deposits. Do not soak elements for more than 24 hours. 2. Rinse the 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 276 kPa (40 psi). A complete and thorough rinse is essential. 3. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 60°C (140°F) and must be circulated continually. Do not use a light bulb to dry elements.

1. Maximum nozzle pressure must not exceed 207 kPa (30 psi). The distance from the nozzle to the surface of the filter element must be at least 25 mm (1 in.) to prevent damage to the filter material. 2. As shown in Figure 5-4, direct the stream of air from the nozzle against the inside of the filter element. This is the clean air side of the element and air flow should be opposite of normal air flow. 3. Move the air flow up and down vertically with the pleats in the filter material while slowly rotating the filter element. 4. When cleaning is complete, inspect the filter element as shown in Figure 5-3. If holes or ruptures are noted, discard the element and replace with a new element.

4. After cleaning, inspect the element thoroughly for the slightest ruptures and damaged gaskets. A good method for detecting paper ruptures is to place a light inside the filter element, as shown in Figure 5-3, and inspect the outer surface of the filter element. If holes or ruptures are found, do not reuse the element. Discard and replace with a new element.

FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR

C05013 11/05

Air Cleaners

C5-5

Servicing The Precleaner Section The tubes in precleaner section (2, Figure 5-1) should be cleaned at least once per year and at each engine overhaul. More frequent cleaning may be necessary depending upon operating conditions and and the local environment.

NOTE: The precleaner section may be separated from the air cleaner assembly without removing the entire air cleaner from the truck.

To inspect the tubes in the precleaner section, remove the main filter element. Do not remove the safety filter element. Loosen the clamps and remove dust collector (1, Figure 5-2). Use a light to inspect the tubes. All tubes should be clear and the light should be visible. NOTE: 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. Dust can be removed with a stiff fiber brush (see Figure 5-5). Do not use a wire brush. Dust may also be removed effectively using compressed air. Heavy plugging of the tubes may require soaking and washing the entire precleaner section. Refer to the following procedure.

1. Remove air intake cover (3, Figure 5-1). Remove the mounting hardware that secures the precleaner section to the air cleaner assembly. Remove the precleaner section. The safety filter element must remain in place to protect the engine intake. 2. Loosen the clamps and remove dust collector (1) from the precleaner section. Wash the dust collector with a water and liquid soap solution. 3. Submerge the precleaner section in a solution of Donaldson D-1400 and warm water (see Figure 5-6). Mix the solution according to the directions on the package. The tube section must be down. Soak for 30 minutes, then remove the precleaner section from the solution. Rinse thoroughly with fresh water and blow dry. Severe plugging may require the use of an Oakite 202 and water solution instead. The solution should be 50% Oakite 202 and 50% fresh water. 4. Check the precleaner gaskets carefully for any evidence of air leaks. Replace if necessary. 5. Install the precleaner section and gaskets on the air cleaner assembly. Install all mounting hardware that was removed. 6. Install the dust collector and gasket on the precleaner section. Secure the dust collector with mounting clamps.

FIGURE 5-5. REMOVING DUST FROM PRECLEANER TUBES

FIGURE 5-6. WASHING AND SOAKING PRECLEANER SECTION

C5-6

Air Cleaners

11/05 C05013

AIR INTAKE TROUBLESHOOTING To ensure maximum engine protection, all connections between the air cleaners and the engine intake are tight and sealed. If air leaks are suspected, check the following: 1. Check all intake lines, tubes and hump hoses for breaks, cracks, and holes which could allow an intake air leak. 2. Check that all air cleaner gaskets are sealing properly. 3. Check the main and safety filter elements for ruptures, holes or cracks. 4. Check the air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check that all mounting hardware is tightened properly.

C05013 11/05

Air Cleaners

C5-7

NOTES

C5-8

Air Cleaners

11/05 C05013

SECTION C7 FAN CLUTCH INDEX

REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20 TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34

C07001

Fan Clutch

C7-1

NOTES

C7-2

Fan Clutch

C07001

FAN CLUTCH REMOVAL & INSTALLATION TOOLING

TOOL

TOOL

C07001

A

B

-

-

FRONT

SLEEVE

BEARING

REAR

SLEEVE

BEARING

Fan Clutch

C7-3

TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER

TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER; BEARING REMOVER; ASSEMBLY PUSHER TOOL

C7-4

Fan Clutch

C07001

TOOL E - BEARING INSTALLER

TOOL

C07001

F

-

BEARING

Fan Clutch

INSTALLER

C7-5

DISASSEMBLY

FIGURE 7-1. FAN CLUTCH EXPLODED VIEW 1. Orifice Fitting 2. Dowel Pin (Rear) 3. Pitot Tube 4. Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 7. Name Plate Kit 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer (Rear) 12. Bearing Spacer (External Snap Ring) 13. O-Ring Seal 14. Main Bearing (Rear) 15. Internal Snap Ring

C7-6

16. External Snap Ring (Spacer) 17. Seal Ring (Hook-Type) 18. Bolt 19. Washer 20. Pulley 21. Pulley Adapter 22. Seal Ring (Large) 23. Piston 24. Seal Ring (Small) 25. Spring Washer 26. Shim 27. External Snap Ring 28. External Snap Ring 29. Clutch Hub 30. Facing Plate 31. Steel Clutch Plate

Fan Clutch

32. Internal Snap Ring 33. Main Bearing (Front) 34. O-Ring Seal 35. Bearing Retainer (Front) 36. Oil Seal 37. Washer 38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (Rear, Short) 42. Fan Mounting Hub 43. Dowel Pin (Front) 44. Sleeve Bearing (Front, Long) 45. End Cap

C07001

3. Pitot Tube 4. Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer 13. O-Ring Seal

C07001

FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical) 27. External Snap Ring 14. Main Bearing 28. External Snap Ring 15. Internal Snap Ring 29. Clutch Hub 16. External Snap Ring 17. Seal Ring (Hook-Type) 30. Facing Plate 31. Steel Clutch Plate 20. Pulley 32. Internal Snap Ring 22. Seal Ring (Large) 33. Main Bearing 23. Piston 34. O-Ring Seal 24. Seal Ring (Small) 35. Bearing Retainer 25. Spring Washer 36. Oil Seal 26. Shim

Fan Clutch

37. Washer 38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (Rear, Short) 42. Fan Mounting Hub 44. Sleeve Bearing (Front, Long) 45. End Cap

C7-7

FIGURE 7-4.

FIGURE 7-2. 1. Support the fan clutch on a bench with fan mounting hub (42) facing upward. Support the assembly beneath the pulley. Remove bolts (38) and washers (37).

FIGURE 7-5.

FIGURE 7-3. 2. Install lifting eyes, and attach a hoist and chains to front bearing retainer (35). Use a small screwdriver to separate the front bearing retainer from pulley adapter (21), and set it aside on a bench.

C7-8

3. Remove O-ring seal (34).

Fan Clutch

4. Position the bearing retainer and hub assembly on the bench with clutch hub (29) up. Remove external snap ring (28).

C07001

FIGURE 7-8. FIGURE 7-6.

7. Remove front oil seal (36).

5. Remove clutch hub (29).

FIGURE 7-9. FIGURE 7-7. 8. Remove internal snap ring (32). 6. Position the sub-assembly beneath the ram of a press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of the front bearing using tooling (B).

C07001

Fan Clutch

C7-9


9. Turn bearing retainer (35) over on the press bed. Press front bearing (33) out of the bearing retainer using tooling (D).

11. Remove front retainer/seal assembly (40). Wedge a large chisel or other appropriate tool behind the retainer to force it off fan mounting hub (42).

FIGURE 7-13. Use a chisel to make three indentations in wear sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120 degrees apart from one another. Remove the wear sleeve.

FIGURE 7-11. 10. Support beneath the fan mounting hub with end cap (45) down, but approximately 50 mm (2 in.) above the press bed. Using a solid steel bar or equivalent, press the end cap from the fan mounting hub.

C7-10

NOTE: Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.

Fan Clutch

C07001

FIGURE 7-14. 12. Inspect sleeve bearing (44) and sleeve bearing (41). Compare the color of each bearing to the chart above. The lighter the appearance of the bearing, the more worn it is. If either bearing needs replacing, proceed to the next step. If the bearings are in good condition, skip the next step.

FIGURE 7-16. 14. Remove the stack of facing plates (30) and steel clutch plates (31) from inside the pulley.

FIGURE 7-17.

15. Remove external snap ring (27), shim (26), and spring washer (25).

FIGURE 7-15. 13. Position tooling (C) against sleeve bearing (41). Press the front sleeve bearing downward to press it out of the fan mounting hub. Rear sleeve bearing (44) will be pressed out simultaneously.

C07001

Fan Clutch

C7-11

FIGURE 7-20. FIGURE 7-18. 16. Attach wire lifting hooks to piston (23). Use the lifting hooks to pull the piston from pulley adapter (21).

18. Support beneath the pulley to prevent it from dropping to the bench. Remove bolts (9) and lockwashers (8).

FIGURE 7-19. FIGURE 7-21. 17. Remove seal rings (22) and (24) from the piston.

19. Install lifting eyebolts to the shaft and bearing retainer assembly. Use a suitable lifting device to lift the assembly from the pulley. Remove Oring seal (13). NOTE: It may be necessary to use a soft rubber mallet to separate the shaft and bearing retainer from the pulley.

C7-12

Fan Clutch

C07001

FIGURE 7-22. 20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen and remove them from the shaft. Rotate the pitot tube until the sealant holding it tight is broken loose. Then grip the pitot tube with a pair of pliers and gently tap on the pliers to remove the pitot tubes from the hole in the shaft.

FIGURE 7-24.

22. Remove external snap ring (16).


21. Remove both seal rings (17).

C07001

23. Remove internal snap ring (15).

Fan Clutch

C7-13

FIGURE 7-28.

26. Use tooling (E) to press rear bearing (14) out of rear bearing retainer (11).

FIGURE 7-26.

24. Support the bearing retainer as close as possible to the bearing bore. Be careful not to damage the retainer/seal assembly. Press the shaft out of bearing (14) using tooling (E).

FIGURE 7-29. 27. Use a chisel to make three indentations in wear sleeve (4). The indentations should be approximately 120 degrees apart from one another. Remove the wear sleeve.

FIGURE 7-27.

25. Remove oil seal (10) from bearing retainer (11).

C7-14

NOTE: Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.

Fan Clutch

C07001

FIGURE 7-30.

28. Remove rear retainer/seal assembly (5). Drive the assembly off the shaft or wedge a large chisel or other appropriate tool behind the retainer to force it off.

C07001

Fan Clutch

C7-15

CLEANING AND INSPECTION Thoroughly clean all components before inspection. Check each of the following components, and follow the guidelines for reuse: • Ball bearings - Replace at time of rebuild. • Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter. • External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter. • Seal rings - Replace during rebuild. • Oil seals - Replace during rebuild. • Bolts and washers - Reuse unless damaged or worn. • Retainer/Seal assemblies - Replace if damaged or worn. • Wear sleeves - Replace during rebuild. • Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.

FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS 1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions. NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly. 2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter). Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.

C7-16

Fan Clutch

C07001

FIGURE 7-32.

3. Check pulley and adapter dimensions.

FIGURE 7-34.

5. Check piston (23) dimensions.

FIGURE 7-33.

4. Check rear bearing retainer (11) dimensions.

C07001

Fan Clutch

C7-17

FIGURE 7-35. PISTON REWORK (For earlier pistons with the drilled orifice.)

6. Check the piston for a drilled orifice at the inside face. If the piston contains the orifice, modify the piston as shown in Figure 7-35. 7. Inspect clutch hub (29) for wear. Wear marks that may be present on the teeth must not restrict plate movement. If they have smooth entry and exit ramps, the notches will not restrict plate movement and the clutch hub may be reused. 8. Check steel plates (31) for wear. The plates must be smooth and free of grooves or heat related damage. The plates are 3.07 mm (0.121 in.) minimum thickness when new and must be flat within 0.13 mm (0.005 in.). 9. Inspect facing plates (30). Minimum thickness for new facing plates is 2.77 mm (0.109 in.). Grooves are 0.15 mm (0.006 in.) deep. The plates must be flat within 0.13 mm (0.005 in.). Check the teeth for excessive wear. When new, the space between the teeth is approximately 7.11 mm (0.280 in.). FIGURE 7-36.

10. Inspect fan mounting hub (42).

C7-18

Fan Clutch

C07001

FIGURE 7-37.

11. Inspect front bearing retainer (35). 12. Inspect end cap (45) for any wear or raised nicks.

C07001

Fan Clutch

C7-19

ASSEMBLY NOTE: The fan clutch is reassembled using Loctite ® (or equivalent) sealants. Follow manufacturer's recommendations regarding minimum cure time to prevent oil from washing the sealant from the sealing surfaces. 1. Place end cap (45) in a freezer or on dry ice to prepare for installation in the following steps.

2. If removed, install dowel pin (43) into fan mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub, leaving 2.3 mm (0.090 in.) exposed. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-38 and 7-39.

FIGURE 7-39.

FIGURE 7-38.

C7-20

Fan Clutch

C07001

FIGURE 7-40.

FIGURE 7-42. 4. Turn the hub over on the bed of the press. Using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool contacts the shoulder of the hub.

FIGURE 7-41.

3. Using tooling (A), press front (long) sleeve bearing (44) into the fan mounting hub until the tool contacts the shoulder of the hub. Ensure the correct bearing is installed. There are two sleeve bearings, and each one must be installed in the proper area of the hub to ensure the lube passage is not restricted. Refer to Figure 7-40.

C07001

Fan Clutch

C7-21

FIGURE 7-44.

FIGURE 7-43. 5. Press front retainer/seal assembly (40) onto the fan mounting hub (42) using tooling (D). The inner race of the retainer should be recessed 1.0 mm (0.040 in.) below the shoulder. Check carefully to ensure that the retainer/seal assembly is installed straight and is not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.

• Front wear sleeve (39) is NOT interchangeable with rear (notched) wear sleeve (4). The inside diameter of the front wear sleeve is color coded red. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage.

FIGURE 7-45.

6. Coat the inside diameter of front wear sleeve (39) and the wear sleeve diameter of the shaft with Loctite Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft until it is flush with the shoulder.

NOTE: Some fan hubs may have a small hole on the wear sleeve mounting journal. This hole is not used and will be covered by the wear sleeve.

C7-22

Fan Clutch

C07001

FIGURE 7-46.

FIGURE 7-48.

7. Coat the bore of the fan mounting hub (42) with a thin coating of Loctite Primer N and #242.

9. Install internal snap ring (32).

Remove frozen end cap (45) from the freezer. Do not apply Loctite to the end cap. Press the end cap into the hub until the cap bottoms out.

FIGURE 7-47. FIGURE 7-49. 8. Apply Loctite Primer N and #609 to the mating surfaces of front bearing (33) and front bearing retainer (35). Place the bearing into position on the retainer with the notch for the bearing pin facing downward.

10. Turn the retainer over on the press bed. Coat the outside diameter of front oil seal (36) and the mating surface on the bearing retainer with Loctite Primer N and #242 (or equivalent).

Press the front bearing into the bearing retainer using tooling (E) or equivalent. Press ONLY on the outer race of the bearing until it seats at the bottom of the bore.

Use tooling (E) to press the oil seal into the front bearing retainer until it is flush with the front face. Ensure that the lip of the seal is dry. Wipe any excess Loctite from the seal area and remove any rubber strings from the seal.

C07001

Fan Clutch

C7-23

FIGURE 7-50. 11. Coat the inside diameter of the bearing and the fan mounting hub bearing journal with Loctite Primer N and #609 (or equivalent). Place the front bearing retainer sub-assembly into position on the fan mounting hub. Ensure the notch in the bearing is aligned with the bearing dowel pin. Do not allow the seal lip to come in contact with the Loctite. Press the bearing onto the hub using tooling (D) until it contacts the wear sleeve.

FIGURE 7-51.

12. Install clutch hub (29) on the fan mounting hub assembly (42) with the open end down. (No special timing is necessary.)

Wipe any lubricant or sealer from the seal lip. The seal lip is teflon and must remain dry for proper sealing to occur. Spin the bearing retainer at least 25 revolutions to ensure proper rotation of the bearing and to burnish the seal.

FIGURE 7-52. 13. Install external snap ring (28) to hold the clutch hub in place.

C7-24

Fan Clutch

C07001

FIGURE 7-53.

FIGURE 7-55.

15. Use tooling (D) to press rear retainer/seal assembly (5) onto shaft (6). The inner race of the retainer should be recessed 1.0 mm (0.040 in.) below the shoulder. Check carefully to ensure that the retainer/seal assembly is installed straight and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.

FIGURE 7-54.

14. If removed, install rear dowel pin (2) in shaft assembly (6). Press the pin until 2.0 mm (0.080 in.) is left exposed above the surface. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-53 &7-54.

C07001

Fan Clutch

C7-25


17. Coat the outside diameter of rear bearing (14) and the mating surface of bearing retainer (11) with Loctite Primer N and #609 or equivalent. The end of the bearing with the notch is installed first. Using tooling (F) or equivalent, press the bearing into the bearing retainer. Press ONLY on the outer race of the bearing until the bearing bottoms out in the bore.

• Rear (notched) wear sleeve (4) is NOT interchangeable with front wear sleeve (39). The inside diameter of the rear wear sleeve is color coded blue. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage. 16. Coat the inside diameter of rear (notched) wear sleeve (4) and the wear sleeve diameter of the fan mounting hub with Loctite Primer N and #242 (or equivalent). Locate the sleeve so the notch in the sleeve will be aligned with the small lube hole in the shoulder. Using tooling (D), press the wear sleeve onto the fan mounting hub until it is flush with the shoulder.

C7-26

FIGURE 7-58.

18. Install internal snap ring (15).

Fan Clutch

C07001

FIGURE 7-59. 19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used, place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be installed in a later step. Proceed to the next step.

FIGURE 7-60. FIGURE 7-61. 20. Coat the outside diameter of rear oil seal (10) with Loctite Primer N and #242 (or equivalent). Use tooling (E) or an equivalent to install the oil seal in the rear bearing retainer until it is flush with the rear face.

21. If a bearing spacer is used instead of a snap ring (as explained in Step 19), place the spacer into position in the groove on shaft assembly (6). Note the location of the spacer in Figure 761.

Do not lubricate the seal. The seal is made of teflon and must be installed dry.

C07001

Fan Clutch

C7-27


22. Place the shaft sub-assembly on the press bed. Coat the inside diameter of the bearing and the bearing journal on the shaft with Loctite Primer N and #609 (or equivalent).

23. Install external snap ring (16). Ensure that the snap ring is fully seated in the groove. It may be necessary to tap on the snap ring with a screwdriver to fully seat it.

Carefully, lower the rear bearing retainer subassembly in place on the shaft. Do not allow the seal lip to come in contact with the Loctite. Ensure the notch in the bearing and the dowel pin are aligned. If external snap ring (16) was installed in the bearing retainer, ensure the opening is aligned with the dowel pin. Press the bearing onto the shaft until it reaches the shoulder of the wear sleeve. Wipe any excess Loctite from the assembly. Ensure the seal lip is dry. The seal must remain dry for proper sealing. Spin the bearing retainer approximately 25 times to burnish the teflon seal on the wear sleeve. Check for abnormal sounds or other indications of contact between the retainer/seal assembly and the bearing retainer. If interference is found, remove the bearing retainer and eliminate the point of interference.

C7-28

FIGURE 7-64. 24. Ensure that the pitot tube holes in the shaft are clean and free of burrs and staking material to allow the pitot tubes to fit into the holes and seat completely to the bottom. Apply a thin coating of Loctite Primer N and #609 (or equivalent) on the straight end of one pitot tube (3). Coat the tube to approximately 20 mm (0.75 in.) from the end.

Fan Clutch

C07001

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 counterclockwise 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 used as an alignment gage). Install the second pitot tube in the same manner as the first. Stake each pitot tube in three places (at the 9, 12, and 3 o'clock positions) to prevent the tubes from rotating in operation.

FIGURE 7-66.

26. Lubricate the seal ring grooves of piston (23) with an oil-soluble lubricant such as engine assembly grease. Install small seal ring (24) in the inside groove and large seal ring (22) in the outside groove. Refer to Figure 7-66 for proper orientation.

FIGURE 7-65.

25. Install both hook-type seal rings (17) in the grooves in the shaft. Rotate the rings so the slits in the rings are 180 degrees apart from one another.

FIGURE 7-67.

27. Lubricate the external surfaces of seal rings (22) and (24) with an oil-soluble lubricant such as engine assembly grease. Also lubricate the seal mating surfaces in the pulley adapter.

C07001

Fan Clutch

C7-29

Do not push the piston in place. Forcing the piston will usually cause the seal rings to be cut. 28. Carefully place the piston in the pulley. Without pressing down on the piston, rotate it slowly back and forth until it falls into place.

FIGURE 7-69. 30. Install spring washer (25), shim (26), and spirolock ring (27). It will be necessary to press downward to compress the spring washer while forcing the spirolock to properly seat in the groove. The shim must then be centered on the spring washer to prevent it from interfering with the movement of the piston.

FIGURE 7-68.

29. Align the tangs of the piston for final assembly of the fan clutch. Lift the front bearing retainer sub-assembly in place on the pulley. While doing so, the slots of the front bearing retainer will engage the tangs of the piston, and the retainer will rest against the pulley. Then, rotate the bearing retainer (and piston) until the bolt holes align in the bearing retainer and pulley. Carefully remove the bearing retainer sub-assembly.

FIGURE 7-70. 31. Place the front bearing retainer sub-assembly on the bench with the clutch hub up. Install one steel clutch plate (31) in place in the bearing retainer. Dip one facing plate (30) in new engine oil. Allow the excess oil to drain off, then place the facing plate on top of the steel plate. Repeat this step until all 16 plates have been installed.

C7-30

Fan Clutch

C07001

32. Turn the pulley adapter assembly over and install two lifting eyes 180 degrees apart. Install a guide bolt in one bolt hole of the pulley. Refer to Figure 7-71. Coat front O-ring seal (34) with petroleum jelly or an oil-soluble grease. Place the seal in the groove in the pulley. The grease should secure the seal in the groove during installation. Carefully lower the pulley. Ensure that the guide bolt is aligned with a bolt hole in the bearing retainer assembly and the O-ring seal is still securely in place. Lower the pulley until it rests on the front bearing retainer.

FIGURE 7-71.

FIGURE 7-73. 33. Install at least four bolts (38) with lockwashers (37) 90 degrees apart. Snug them down.

FIGURE 7-72.

C07001

Fan Clutch

C7-31


36. Install bolts (9) with lockwashers (8). Tighten each bolt to 49 - 58 N•m (36 - 43 ft lbs).

34. Lubricate O-ring seal (13) with petroleum jelly or an oil-soluble grease and install it in the pulley groove.

FIGURE 7-77. FIGURE 7-75. 35. Lubricate hook-type seal rings (17) on the shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley.

37. If removed, install orifice fitting (1) in the “oil in” port of the bracket.

Use caution when lowering. Damage to the sleeve bearings may result if the shaft is cocked during installation.

C7-32

Fan Clutch

C07001

FIGURE 7-78.

38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to 49 - 58 N•m (36 - 43 ft lbs).

C07001

Fan Clutch

C7-33

TEST PROCEDURE

1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure port. 2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch is engaged.

The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch, maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in the proper direction, internal pressures will become excessive, causing the oil seals to leak.

C7-34

Fan Clutch

C07001

SECTION D ELECTRICAL SYSTEM (24VDC NON-PROPULSION) INDEX 24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1 VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1 INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1 INTERFACE MODULE AND VHMS TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1 VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1

NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:

•DO NOT step on or use any power cable as a handhold. •Never open any electrical cabinet covers or touch the retarding grid elements. Additional procedures are required before it is safe to do so. Refer to Section E for additional propulsion system safety checks to be performed by a technician trained to service the system.

•ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system.

•In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu Factory Representative. The welding ground electrode should be attached as close as possible to the area to be welded. Never weld on the rear of the electrical control cabinet or the retard grid exhaust air louvers. After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The following procedure will ensure that the electrical system is properly discharged before repairs are begun.

D01046 5/08

Index

D1-1

TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make sure that the rest mode indicator light is illuminated. 3. Turn the key switch to the OFF position to turn off the engine. If the engine does not shut down, use the engine shutdown switch on the center console. Pull this switch up until the engine stops. 4. With the key switch OFF and the engine stopped, wait at least 90 seconds. Make sure that the steering circuit is completely depressurized by turning the steering wheel back and forth several times. The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still be turned, notify maintenance personnel. 5. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if the light remains illuminated for longer than five minutes after the engine is shut down. 6. Locate the GF cutout switch in the access panel on the left side of the main control cabinet. Place the switch in the CUTOUT position. This will prevent the alternator from re-energizing and creating system voltage until the switch is returned to its former position.

D1-2

Index

5/08 D01046

SECTION D2 24VDC ELECTRIC SUPPLY SYSTEM INDEX

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

D02033

24VDC Electrical Supply System

D2-1

NOTES

D2-2


D02033

24VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION The truck uses a 24VDC electrical system which supplies power for engine starting circuits and most non-propulsion electrical components. The 24VDC engine starting circuit is supplied by four heavy duty, Type 8D, 12-volt storage batteries. Several components require 12VDC and are supplied by circuits tapped off the starting batteries. The batteries are of the lead-acid type, each containing six 2-volt cells. With the engine off, power is supplied by the batteries. During engine cranking, power is supplied by the four engine cranking batteries only. When the engine is running, power is supplied by a high capacity alternator that is driven by the engine.

DO NOT SMOKE or allow flame around a dead battery or during the recharging process. The expelled gas from a dead cell is extremely explosive. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about 30 to 60 cm3 (1 to 2 oz.) per cell per month. For heavy duty operation (24 hours per day), normal consumption should run about 30 to 60 cm3 (1 to 2 oz.) per cell per week. Any appreciable increase over these figures should be considered a danger signal. Troubleshooting

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 leadacid storage batteries. See the precautions in Section A of this manual to ensure proper handling of batteries and accidents involving sulfuric acid. During operation, the storage batteries function as an electrochemical device that converts chemical energy into the electrical energy that is required for operating the accessories when the engine is off.

An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Some possible causes for an undercharged battery are: • Sulfated battery plates • Loose or corroded battery connections • Defective wire in electrical system • Loose alternator drive belt • Defective alternator Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, the cell covers will push up at the positive ends and, in extreme cases, the battery container will become distorted and cracked.

BATTERIES Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in Section P, Lubrication and Service. Add water if necessary. The proper level to maintain is 10 to 13 mm (3/8 to 1/2 in.) above the plates. To ensure maximum battery life, use only distilled water or other types of 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.

D02033

Two most common problems that occur in the charging system are undercharging and overcharging of the truck's batteries.

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 and other signs of leakage. Check the battery hold down connections to ensure that the tension is not great enough to crack the battery or loose enough to allow vibration to open the seams. A leaking battery must be replaced.


D2-3

To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush and flush with clean water. Make sure that none of the soda solution is allowed to enter the battery cells. Make sure that the terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the charging circuit, which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, make sure that the 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 that the battery is fully charged 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 check specific gravity again. Repeat the above procedure until all cells indicate a specific gravity of 1.260 - 1.265 corrected to 27°C (80°F). 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 27°C (80°F) when the specific gravity is taken, temperature should be corrected to 27°C (80°F) as follows: • For every 5°C (10°F) below 27°C (80°F), 0.004 should be SUBTRACTED from the specific gravity reading.

The rate of self-discharge of a battery kept at 38°C (100°F) is about six times that of a battery kept at 10°F (50°F), and self-discharge of a battery kept at 27°C (80°F) is about four times that one at 10°F (50°F). Over a 30 day period, the average selfdischarge runs about 0.002 specific gravity per day at 27°C (80°F). To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every 30 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 below. The temperatures in the table below indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a charged battery is in no danger of freezing. Therefore, a battery should be kept charged, especially during winter weather.

SPECIFIC GRAVITY Corrected to 27°C (80°F)

FREEZING TEMPERATURE

1.280

-70°C (-90°F)

1.250

-54°C (-60°F)

1.200

-27°C (-16°F)

1.150

-15°C (+5°F)

1.100

-7°C (+19°F)

• For every 5°C (10°F) above 27°C (80°F), 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 it is more pronounced in warm weather than in cold weather.

D2-4


D02033

BATTERY SUPPLY SYSTEM 24VDC Battery Charging Alternator Refer to Section D, Battery Charging Alternator in, for service information regarding the battery charging alternator. Battery Box Four type 8D batteries (3, Figure 2-1) for the 24VDC engine cranking circuit are located in the battery box in the center of the front platform. For access to the batteries, open the two hinged covers by turning the cover latches (1) counterclockwise until released. Lifting eyes are attached to each end of the battery box so that the entire battery box assembly can be removed, if necessary.

A 24VDC to 12VDC converter, located toward the bottom of the inside left wall of the auxiliary control cabinet, is used to convert the 24 volt battery system voltage to 12 volts for various truck components. When maintenance or repairs are performed, the batteries can be quickly disconnected from the starter or control circuits by using disconnect switches (7 & 8) located on battery control box (4). An external battery charger may also be connected to auxiliary battery receptacles (2) located on battery control box (4).

FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX 8. Battery Disconnect Switch 5. Circuit Breaker (50 amp) 1. Battery Box Cover Latch (System) 6. Engine Start Relay 2. Auxliary Battery Receptacles 9. Battery System Isolator Diode 7. Battery Disconnect Switch 3. Batteries (Starter) 4. Battery Control Box

D02033


D2-5

Battery Control Box

24VDC to 12VDC Converter

Battery control box (4) is located to the left of the battery box. This box contains the battery disconnect switches and other components listed below.

24VDC to 12VDC converter (1, Figure 2-2) is used to convert the 24 volt battery system voltage to 12 volts for various truck components such as the radio/ cassette player, cab power windows, and the auxiliary power receptacles in the cab.

Battery Disconnect Switches Battery disconnect switches provide a convenient method of disconnecting the truck batteries from the truck electrical circuits without having to remove any battery cables. Rearward disconnect switch (7) opens the starter battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits, if desired. Forward disconnect switch (8) disconnects the 24VDC system batteries.

The converter is powered by the starter circuit batteries. Converter output circuits are protected by CB101, a 50 amp circuit breaker (5, Figure 2-1) located inside the battery control box.

24VDC Auxiliary Battery Receptacles Two pairs of receptacles (2), located near the battery disconnect switches, are provided to attach battery charger leads for charging the batteries. These receptacles can also be used for connecting external batteries to aid engine starting during cold weather. When external batteries are used, they should be of the same type (8D) as the batteries installed on the truck. Two pairs of batteries should be used. Each pair should be connected in series to provide 24VDC, with one pair connected to the front receptacle and the other pair connected to the rear receptacle on the truck. Isolator Diode A Schottky type isolation diode is used to provide isolation between the electrical system battery circuits and the dual starter motor start command circuits. This device controls the direction of current flow in high current applications. Battery system isolation diode (9) allows current from the battery charging alternator to charge the batteries, but prevents current flow from the batteries to the starter motors when the engine is started. FIGURE 2-2. AUXILIARY CONTROL CABINET (LEFT WALL)

Engine Start Relay Engine start relay (6) receives the signal to begin cranking from the start relay located on relay board RB6. When the engine start relay is activated, it provides current to the starter motors to engage the drives and begin cranking the engine, eliminating the need for magnetic switches.

D2-6


1. 24VDC to 12VDC Converter

D02033

SECTION D3 24VDC ELECTRICAL SYSTEM COMPONENTS INDEX

TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Engine Starter Failure Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Pulse Voltage Modulator (PVM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Relay Boards RB6, RB7, RB8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11 Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13 BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 FUSE BLOCKS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 CIRCUIT BREAKERS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18

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24VDC Electrical System Components

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NOTES

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24 VDC ELECTRICAL SYSTEM COMPONENTS AUXILIARY CONTROL CABINET COMPONENTS

Do not attempt repairs until the truck is properly shut down. Dangerous voltage levels are present in the propulsion system while the engine is running and for a period of time after shutdown. Refer to the Index in Section D for additional warnings.

TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Move the directional control lever in PARK. Make sure that the parking brake applied indicator light in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make sure that the rest mode indicator light is illuminated.

The following 24VDC electrical system components are located in the auxiliary control cabinet, which is mounted on the left side of the main control cabinet behind the cab. The auxiliary control cabinet houses various components for the 24VDC circuits, engine related devices, and terminal strips that connect truck wiring harnesses with the main control cabinet and cab. The following information describes the components in the auxiliary control cabinet and their operation. Additional detailed information for operation and troubleshooting procedures not included below can be found in Section E, Electrical Propulsion System, the engine manufacturer's service publications, and the appropriate GE publications. The electrical schematics in Section R should be used when troubleshooting problems with the following 24VDC electrical system components.

3. Shut down the engine using the key switch. If, for some reason the engine does not shut down, use the shutdown switch on the center console.

Power Distribution Terminals

4. Verify the link voltage lights on the electrical cabinet and next to the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a technician trained to investigate the cause.

24VDC terminal (1, Figure 3-1) and 12VDC terminal (2) are mounted on the left wall of the cabinet. These terminals distribute battery voltage and 12VDC for devices requiring reduced voltage. The 24VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures.

5. Place the GF cutout switch in the CUTOUT position throughout test and troubleshooting procedures. 6. Verify that the steering accumulators have bled down by attempting to turn the steering wheel.

BRAKE WARNING BUZZER The brake warning buzzer provides an audible alarm for the operator if a malfunction occurs in the hydraulic service brake system. This buzzer is located inside the radio module in the overhead panel. Refer to Section J for additional details.

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Engine Starter Failure Delay Timer Engine starter failure delay timer (3) is used in the circuitry which detects a failure of one of the two starter motors. This circuit provides a warning to the operator if either starter does not energize for at least 2 seconds when engine starting is first attempted, or if either starter stops operating during the engine starting process.


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Test the 5 minute idle timer circuits as follows:

5 Minute Idle Timer 5 minute idle timer (4) is activated when the operator presses the 5 minute idle timer engine shutdown switch on the instrument panel. (This is a momentary switch that also latches the 5 minute idle timer in the energized position.) When the timer is energized, internal contacts close and energize the relay.

1. With the key switch ON, press the engine shutdown switch firmly to the momentary position and release (switch will return to the ON position).

The 5 minute idle timer circuit automatically provides approximately five minutes of engine idle time before actual engine shutdown occurs. This system allows the engine cooling system to circulate coolant to reduce and stabilize engine component temperatures, when engine power requirements are minimal, resulting in extended engine life.

Circuit 712 (to ground) remains 24 volts for approximately 5 minutes. After 5 minutes, the voltage drops to 0.

The circuit is controlled by a 3-position rocker switch. Pressing the bottom of the switch will turn the circuit OFF. The engine will shut down by use of the key switch, console mounted engine shutdown switch, or the ground level shutdown switch. With the rocker switch in the middle position, the circuit is ON, but does not activate the 5 minute idle timer circuit. The engine can be shut down immediately using any one of the three switches described above. When the top of the switch is depressed and held momentarily, the idle timer circuit is activated. When released, the switch will return to the ON (middle) position, and the 5 minute idle timer circuit is latched on through the switch. The 5 minute idle timer indicator lamp on the overhead display will also illuminate. The engine will not shut down with the key switch. Moving the key switch to the OFF position, will cause the engine to shut down after the 5 minute time delay is completed. The normal shutdown sequence will then occur. However, if during the 5 minute idle timing sequence, the 5 minute delay switch on the instrument panel is pressed to the OFF position, the center console engine shutdown switch is depressed, or the ground level shutdown switch is activated, the engine will shut down immediately, followed by the normal shutdown of all systems.

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2. Turn the key switch OFF and verify the following:

The 5 minute idle indicator lamp on the overhead display is ON when circuit 712 reads 24 volts. 3. Repeat Step 1. While monitoring voltage at circuit 712, turn the key switch OFF. Turn the engine shutdown switch off. Verify that the voltage at circuit 712 drops to 0 when the shutdown switch is turned to OFF.

Pulse Voltage Modulator (PMV) The Pulse Voltage Modulator (6) receives a load curve signal from the engine controls and converts it to a 0 to 10 volt signal for use by a PSC card in the Integrated Control Panel (ICP).

Control Power Relay Control power relay (8) is energized when the control power switch, located in the main control cabinet, is turned ON. This relay isolates the GE control power from the truck circuits and provides power to nonpropulsion system 24VDC components.

Auto Lube Timer The automatic lubrication system lubrication interval is controlled by auto lube timer (9). Lubrication cycle frequency can be adjusted by removing the timer cover and selecting one of five different timing intervals available. System “on” time is automatically determined by the timer and is not adjustable. Refer to Section P for additional automatic lubrication system details.


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FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL 1. 24VDC Terminal 2. 12VDC Terminal 3. Engine Starter Failure Delay Timer 4. 5 Minute Idle Timer 5. Key Switch Power Relay 6. Pulse Voltage Modulator (PVM)

7. 12V Power Relay 8. Control Power Relay 9. Auto Lube Timer 10.Relay Board - RB1 11.Relay Board - RB3 12.Relay Board - RB4

13.Relay Board - RB5 14.Relay Board - RB6 15.Relay Board - RB7 16.Relay Board - RB8 17.Relay Board - RB9 18.Diode Board - DB1

NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.

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Diode Board - DB1 Diode board (18, Figure 3-1) contains 24 replaceable diodes that are mounted on a plug-in connector for easy replacement. Some of the diodes are used in the coil circuit of various relays to suppress the resultant coil voltage spike when power is removed from the circuit, preventing damage to other circuit components (lamp filaments, etc.). Other diodes are used to control the flow of current in a circuit as required. Resistors or diodes may also be installed in sockets P7 through P12. Refer to the electrical schematic in Section R of this manual for specific circuits.

If a diode failure is suspected, remove and check the diode as follows: 1. Grasp the diode connector, compressing the locking “ears” while pulling the connector off the board. Note the connector “key” used to ensure correct polarity. NOTE: Some digital multimeters are designed to test diodes. If this type is used, follow the manufacturer's instructions for proper test. 2. An analog ohmmeter can be used to test the diode as follows: a. Place the meter on the “X100” scale. b. With the red meter lead (+) on the banded end of the diode and the black lead (-) on the other diode lead, the meter should read between 1000 and 2000 ohms. c. Reverse the meter leads and read infinite resistance. 3. If no resistance is read on the meter, the diode is open and must be replaced. 4. If the meter reads zero ohms, the diode is shorted and must be replaced. 5. Orient the diode assembly for proper polarity (“key” noted in step 1.) and insert connector until locked in position on mating receptacle.

FIGURE 3-2. DIODE BOARD 5. Foam Block 1. Mounting Rail 6. Board 2. Screw 7. Diode 3. Nut 4. Mounting Plate

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Fuse Blocks

Alarm Indicating Device (AID) System

Four fuse blocks (1, Figure 3-3) contain fuses that protect various circuits on the truck. Always replace a blown fuse with a new one of the same rating. For a listing of fuse sizes and circuits, refer to the Fuse Blocks charts at the end of this section.

Alarm indicating device (AID) module (1, Figure 3-4 is connected to the electrical accessories circuits to provide the operator with a warning indication of a malfunction. This system consists of up to eight printed circuit cards located in the auxiliary control cabinet. The actual quantity of cards will depend on the that are options installed on the truck.

FIGURE 3-3. AUXILIARY CONTROL CABINET FRONT VIEW 1. Fuse Blocks

FIGURE 3-4. AUXILIARY CONTROL CABINET RIGHT WALL 1. AID Module

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The AID system enables the indicating lights to be flashing or constant. The AID also has the capability of operating an audible alarm along with the light. The eight printed circuit cards are: • Diode Matrix (With Sound) Card (Slot 1) • Diode Matrix (Without Sound) Card (Slot 2) • Hot Switch Inverter Card (Slot 3) • Hot Switch Inverter Card (Slot 4) (Not Used) • Temperature Card (Slot 5) (Optional) • Oil Level Card (Slot 6) (Optional) • Temperature and Latch Card (Slot 7) • Coolant Level and Flasher Card (Slot 8) NOTE: Each card is identified with a number which corresponds to a mating number on the housing. If any cards are removed, make sure that the card numbers correspond with the housing numbers during installation See Figure 3-5.

The following briefly describe each card and its function. Refer to Section R, Schematics, for the circuit components described below. Diode Matrix (With Sound) The diode matrix with sound card works very much like the other diode matrix card, except that it contains extra diodes to activate the alarm horn in addition to the flasher. The circuits connected to terminals A1 through A8 operate in the same manner. All of the card circuits are connected to the lamp test switch on the overhead display area. In normal operation, these circuits are open and not functional. When the operator pushes the lamp test switch, it activates all the indicator circuits by grounding them. This is used to verify that all lamps are functional. Diode Matrix (Without Sound) The diode matrix without sound card consists of a series of diodes capable of working with eight different indicator circuits. The indicator light can be a flashing light by connecting it to the 12F circuit or a steady light by connecting it to the 12M circuit. In addition, some of the indicator light circuits are routed through a dimmer module to allow the operator to vary the intensity of the lamps. These lamps are fed by circuits 12FD (flashing) and 12MD (steady). When an indicator circuit is not activated, there is no ground circuit for the bulb. When the indicator detecting switch activates the circuit, it grounds the lamp and the flasher circuit through the diodes. Any circuits connected to terminals C1 through C8 will operate in the same manner. The alarm horn is not activated by this card. Hot Switch Inverter

FIGURE 3-5. AID SYSTEM CARD ENCLOSURE 1. Diode Matrix With Sound 2. Diode Matrix Without Sound 3. Hot Switch Inverter 4. Hot Switch Inverter (Not Used) 5. Temperature & Latch 6. Coolant Level & Flasher

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The hot switch inverter card is used to operate and test the service brake indicator light. In normal conditions Q4 transistor is off and the Indicator Light is off. When the stoplight switch is activated, 24 volts is sent to pin “E” of the hot switch inverter card. Transistor Q4 is turned on by this voltage and, in turn, grounds the service brake indicator light. There is no alarm horn operation with this card. A second circuit on this card is used to operate and test the retard speed control indicator light. When RSC is turned OFF, transistor Q7 is off and the indicator light is off. When RSC is turned on, 24 volts is sent to pin “J” of the card. This voltage turns on Q7, grounding the indicator light circuit.


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Hot Switch Inverter (Not Used)

Coolant Level & Flasher

The optional oil level card is used to turn on the low oil level indicator light to warn the operator that the engine oil/hydraulic tank oil level is below acceptable levels. The oil float is connected to a variable resistor. As the oil level decreases, the resistance goes down, causing Q3 to turn on and grounding the indicator light and alarm horn.

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 24 volt positive output on pin “H” of the card and on wire 12F. When an indicating circuit is activated, the ground side of the circuit connected to card pin “K” is grounded. Q12 will turn off initially and then after a delay, adjusted by R20, will turn on and off to give the intermittent 24 volt output.

The optional temperature card 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 121°C (250°F). As the temperature goes up, the resistance in the probe decreases providing a ground path for the indicator light and alarm horn. Temperature and Latch The temperature and latch card has two circuits to operate two different indicator 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 85°C (185°F) and 500 ohms at 121°C (250°F). The normal setting is 96°C (204°F). When the temperature is low and the resistance is high, Q1 is off and no high temperature indication occurs. When the coolant temperature is excessive, resistance decreases to a point where Q1 will turn on and ground the flasher through D8, the alarm horn through D12, and the high temperature light through terminal D8. R14 can adjust the temperature (resistance) at which the circuit is activated.

The other half of the circuitry on the coolant level and flasher card operates the coolant level light. The water level probe connected to terminal B11 grounds the 31L circuit when the coolant in the radiator is above the probe position. The coolant saturates the probe and electrically grounds the circuit. When the circuit is grounded, Q6 transistor is off, resulting in no indication. When the coolant level drops below the probe, 31L is no longer grounded and Q6 turns on to ground the flasher through D5, the coolant level light through terminal D11, and the alarm horn through D6. The light and alarm horn will operate intermittently as their 24 volt supply is from circuit 12F, the flasher output. NOTE: Some electronic engine controls monitor coolant level. If the engine controls monitor the circuit, a 2KΩ resistor is installed to replace the probe and disable the AID system circuit.

NOTE: Some electronic engine controls monitor coolant temperature. If the engine controls monitor the circuit, a 2K ohm resistor is installed to replace the temperature sensor and disable the AID system circuit. The latch circuit monitors the accumulator precharge pressure switches. When one of the pressure switches closes, Q5, which supplies power to the gate of SCR Q7, will be turned off. 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.

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RELAY BOARDS

Relay Boards RB1, RB3, RB4, RB5

The auxiliary control cabinet contains eight relay boards to provide control for many of the 24VDC circuits. Two types of boards are used. One type of board contains circuit breakers in addition to 24VDC relays and a PC board for special functions. The second type of board contains relays only.

Each relay board of this type is equipped with four green lights (9, Figure 3-6) and one red “breaker open” light (7). Each relay board has a fifth green (8) light that has a different function on each board.

All relays are interchangeable. The circuit breakers are interchangeable, providing that the circuit breaker capacity is the same.

Do not interchange or replace any circuit breaker with one of a different capacity than specified for the circuit. Serious damage or a fire may result if the wrong capacity breaker is used.

The relay boards are identified as follows: Relay Board

Functions

RB1

Clearance/Turn Signal Lights

RB3

Stop, Retard, Backup Lights

RB4

Parking Brake, Horn, Body-Up, Engine Cranking

RB5

Headlights (standard)

RB6

Backup Horn, Start Relay, Engine Interlock, 5 Minute Idle Timer, Ether Start

RB7

Starter Relays, Bleeddown Power, Auto Lube Solenoid & Timer, Starter Failure Relays #1 and #2, Headlights (HID)

RB8

PLMIII Lights, Shutter Control, TCI

RB9

Engine Start, Start Lockout, Starter Failure Relays #3 and #4, Parking Brake OFF

Four green lights (9) 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. If illuminated, red “breaker open” light (7) indicates that a circuit breaker on that relay board is in the OFF position. A light on the overhead display panel will also illuminate, informing the operator that a circuit breaker is in the OFF position. The red “breaker open” light will turn ON whenever there is a voltage difference across the two terminals of a circuit breaker. If a control switch has been turned ON and a green (K) light is on, but that component is not operating, check the following on the relay board for that circuit: If a circuit breaker light is on, press all the circuit breakers to make sure that they are all on. There is no visual indication as to which circuit breaker has been tripped. Check the operation of the component. If it trips again, check the wiring or component for the cause of the overload. The contacts inside the relay may not be closing, or the contacts may be open, preventing an electrical connection. Swap relays and check again. Replace defective relays. Relays may take one minute to trip and 30 seconds before they can be reset. Check the wiring and all of the connections between the relay board and the component for an open circuit. The component may be defective. Replace the component. There is a poor ground at the component. Repair the ground connection.

Refer to Figure 3-1 for the location of each relay board. Refer to the Circuit Breakers chart at the end of this section for electrical circuit identification numbers.

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1. Relay Board 2. Screw 3. Screw 4. Circuit Breaker 5. Circuit Panel Card 6. Screw 7. Breaker Open Light (RED) 8. Bleed Down Light (GREEN) (Relay Board 4 Only) 9. K1, K2, K3, K4 Lights (GREEN) 10. Screw 11. Relay 12. Circuit Harness Connector

FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5 To replace a relay: NOTE: The relays are labelled to identify the applicable circuits and components Also, refer to the Fuse Blocks charts at the end of this section. 1. Remove one screw (10, Figure 3-6) holding the crossbar in place and loosen the other screw. 2. Swing the crossbar away. 3. Gently wiggle and pull outward to remove relay (11). 4. Line up the tabs and install a new relay. 5. Place the crossbar in its original position and install screw (10). Tighten both screws.

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To replace a circuit breaker:

Relay Board RB6, RB7, RB8, RB9

NOTE: Always replace a circuit breaker with one of the same amperage capacity as the one being removed.

Relay boards 6, 7 and 8 (Figure 3-7) do not contain circuit breakers or modular cards. Additional circuits may be added by utilizing a spare relay socket as described below:

1. Activate the battery disconnect switches. 2. Unplug all wiring harnesses from the relay board. Remove the four relay board mounting screws. Remove the relay board from the truck. 3. Remove four hold down screws (2, Figure 3-6) (one in each corner) in the circuit breaker cover plate. Remove two screws (6) and card (5). 4. Remove the nuts on the wire terminal leads on the circuit breaker to be replaced. Remove mounting screws on circuit breaker to be replaced. 5. Lift out circuit breaker. Retain flat washers from wire terminals.

The control circuit for the relays are the “+” and “-” terminals: • “+” terminal is for positive voltage. • “-” terminal is for grounding of the control circuit. • Either circuit can be switched “open” or “closed” to control the position of the relay. The terminals of the switched circuit from the relay contacts are labeled as follows: • NC - Normally Closed • COM - Common • NO - Normally Open

6. Install new circuit breaker of the same capacity rating as the one removed. Install one nut and two flat washers for each wire connection to the new circuit breaker.

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.

7. Install cover plate and all screws removed during disassembly.

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).

8. Carefully install card (5) with screws (6). 9. Install relay board in truck and connect all wiring harnesses.

NO terminal is connected (through the relay) to the “COM” terminal when the relay is energized (by the control circuits “+” & “-” being energized).

To replace a circuit panel card: NOTE: DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly. 1. Place battery disconnect switches in the OFF position. 2. Remove the two mounting screws (6, Figure 36) and carefully remove the circuit panel card from the relay board. 3. Line up the new circuit panel in slots and with the socket on the relay board and install carefully. 4. Install two mounting screws (6). FIGURE 3-7. AUXILIARY RELAY BOARD RB6, RB7, RB8, RB9 1. Circuit Board 2. Mounting Rail 3. Screw 4. Nut

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5. Mounting Plate 6. Foam Block 7. Relay

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Relay Board 4 (RB4)

Relay Board Functions The following describes the functions of each relay board.

components

and

Relay Board 1 (RB1) 1 - Flasher Power Light (Green): This light will be illuminated when the turn signals or hazard lights are activated. 1 light will be illuminated during right turn signal operation 2 light will be illuminated during left turn signal operation 3 light will be illuminated when clearance lights are activated. 4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers (CB13 & CB15) are in the off position, no warning will be noticed until the clearance light switch is turned ON. 1 - Flasher Module card 2 - 12.5 amp circuit breakers (CB13, CB15) 4 - Relays

1 - Steering Pressure Bleed Down Timer Module card 1 - Bleed Down Light (Green): This light is illuminated when the bleeddown solenoid is being energized. The bleeddown timer will energize the solenoid for 90 seconds after the key switch is turned OFF. 3 - 12.5 amp circuit breakers (CB20, CB21, CB22) 4 - Relays Parking Brake Status Relay (K1) Engine Cranking Oil Pressure Interlock Relay (K2) Horn Relay (K3) Body-Up Relay (K4)

Relay Board 5 (RB5) 1 - Light Display Module card 1 - Lights Control Light (Green): This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch.

Left Turn Light Relay (K1)

5 - 12.5 amp circuit breakers (CB23, CB24, CB25, CB26, CB27)

Right Turn Light Relay (K2)

4 - Relays

Clearance Lights Relay (K3) Flasher Relay (K4)

Left Low Beam Relay (K1) Right Low Beam Relay (K2) Left High Beam Relay (K3) Right High Beam Relay (K4)

Relay Board 3 (RB3) 1 - Light Module Display card 1 - Rev Light (Green): This light is illuminated whenever the directional control lever is in the REVERSE position and the key switch is in the ON position. 4 - 12.5 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays Manual Backup Lights Relay (K1) Stop Lights Relay (K2) Retard Lights Relay (K3)

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Relay Board 6 (RB6)

Relay Board 8 (RB8)

The following relays are installed on RB6:


Backup Horn Relay (K1)

70% Load Signal to PSC Relay (K1)

Engine Interlock Relay (K2)

Full Load Signal to PSC Relay (K2)

Engine Start Relay (K3)

Shutter Control Relay (K3)

Spare Relay (K4)

PLMIII Lights Relay (K4)

Ether Start Relay (K5)

A/C Shutter Control Relay (K5)

5 Minute Idle System Relay (K6)

PLMIII Red Lights Relay (K6)


PLMIII Amber Lights Relay (K7)


PLMIII Green Lights Relay (K8)

Relay Board 7 (RB7)

Relay Board 9 (RB9)



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Starter Motor #2 Relay (K1)

Spare Relay (K1)

Starter Motor Failure #1 Relay (K2)

Spare Relay (K2)


Spare Relay (K3)

Starter Motor #1 Relay (K4)

Park Brake Off Relay (K4)

Auto Lube Solenoid Relay (K5)


HID Headlights Relay (K6)

Engine Start Relay (K6)

Bleeddown Power Supply Relay (K7)

Engine Start Lockout Relay (K7)

Auto Lube Timer Relay (K8)



12/07 D03035

BODY-UP SWITCH

Adjustment

Body-up switch (3, Figure 3-8) is located inside the right frame rail near the front of the body. It must be adjusted to specifications to ensure that the proper electrical signal is obtained when the body is raised or lowered. The body-up switch is designed to prevent propulsion in REVERSE when the dump body is not resting on the frame rails. The switch also prevents forward propulsion with the body up unless the override button is depressed and held.

Before adjusting the body-up switch, inspect the body pads for wear and damage. Replace the body pads if required. The body must be resting on the frame in the normal body down position when adjustments are made.

Operation When the body is resting on the frame, actuator arm (4) causes the electrical contacts in the magnetically operated switch to close. When the body is raised, the arm moves away from the switch, opening the contacts. The electrical signal is sent to the control system and the body-up relay. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly.

1. Loosen capscrews (2, Figure 3-8) and adjust proximity switch bracket (3) to achieve an air gap (dimension “A”) of 12.7 to 15.9 mm (0.50 to 0.62 in.) between the sensing area (crosshatched area as marked on the switch) and actuator arm (4). Tighten the capscrews after the adjustment. 2. If necessary, loosen actuator arm mounting capscrews (5), and position arm until centered over sensing area of switch. Vertical set up dimension (“B”) should be 1.63 in. (41.5 mm). Tighten the capscrews. Service Keep the sensing area clean and free of metallic dust and other debris that may damage or inhibit operation of the switch. If the switch is damaged or not functioning, the switch must be replaced.

1. Switch Mounting Bracket 2. Adjustment Capscrews 3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews

FIGURE 3-8. BODY-UP SWITCH

D03035 12/07


D3-15

HOIST LIMIT SWITCH Hoist limit switch (5, Figure 3-9) is located inside the right frame rail above the rear suspension, near the body pivot pin. The hoist limit switch is designed to stop the hoist cylinders before they reach full extension, preventing possible damage to the dump body or hoist cylinders. Operation When the hoist cylinders approach maximum stroke and the body pivots on the pins, actuator arm (3) moves close enough to the magnetically-operated switch to close the electrical contacts. When the contacts close, an electrical signal is sent to the hoist-up limit solenoid valve, located in the hydraulic brake cabinet, to prevent further oil flow to the hoist cylinders. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly. Adjustment 1. Raise the body so that the hoist cylinders are within 152 mm (6 in.) of maximum travel. 2. Adjust the hoist limit switch to achieve an air gap (dimension “A”) of 12.70 to 14.30 mm (0.50 to 0.56 in.) between the sensing area and actuator arm (3). Tighten the capscrews. Service Keep the sensing area clean and free of metallic dust and other debris that may damage or inhibit operation of the switch. If the switch is damaged or not functioning, the switch must be replaced. FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT 1. Body 2. Frame 3. Actuator Arm

D3-16


4. Switch Mounting Plate 5. Hoist Limit Switch

12/07 D03035

FUSE BLOCK #1 LOCATION

AMPS

DEVICES(S) PROTECTED

1

15

A/C, Heater Blower Motor

2

10

Windshield Washer / Wiper

CIRCUIT 12H 63

3

5

Instrument Panel Gauges

712G

4

10

Key Switch Power

712P

5

10

Hoist Solenoid

712H

6

15

Turn Signal / Clearance Lights

712T

7

10

Engine Options

712E

8

10

AID and Indicator Lights

12M

9

5

Engine Start Failure

712SF

10

10

Engine Shutters

712R

11

10

Dome Light Switch

712A

17

15

Key Switch Supplemental Power

11KS

18

15

PLMIII

39J

19

5

PLMIII

39G


AMPS


CIRCUIT

1

15

Service Lights

2

15

Cab Dome, Fog, Ladder Lights

3

15

Hazard Lights

4

10

Interface Module

5

10

VHMS & Orbcomm Controllers

6

20

Modular Mining System

7

15

Display Module

11DISP

8

15

Headlights

11HDL

11SL 11L 4G

9

15

Oil Reserve System Pump

10

15

Oil Reserve System Control

11

20

Hydraulic Bleed Down

17

10

Radio Memory

11INT 85 11M

11ORS 11RCNT 11BD 65


AMPS

1

15

Cab Drive System

71P

2

10

Automatic Lube Pump

68A

13

10

Right Front Wheel Speed Sensor

15RFWS

14

10

Left Front Wheel Speed Sensor

15LFWS

17

10

Cigarette Lighter

67C

18

20

R.H. Cab Window

67R

19

20

L.H. Cab Window

67P

D03035 12/07



CIRCUIT

D3-17


AMPS


CIRCUIT

1

10

Brake Circuits

2

5

PLMIII

3

5

Interface Module

4

5

VHMS

71VHM

5

5

Modular Mining System

712MM

71BC 712K, 712PL

6

5

Display Module

17

5

Temperature Gauge

87

86 15V

18

5

Pedal Voltage

15PV

19

5

Engine Interface

15VL

CIRCUIT BREAKERS LOCATION

AMPS

RB1 - CB13

12.5

DEVICES(S) PROTECTED Turn Signals / Clearance Lights

CIRCUIT 11CL

RB1 - CB15

12.5

Tail Lights

41T

RB3 - CB16

12.5

Retard Lights

44D

RB3 - CB17

12.5

Manual Backup Lights

47B

RB3 - CB18

12.5

Stop Lights

44A

RB3 - CB19

12.5

Backup Lights and Horn

79A

RB4 - CB20

12.5

Engine Control Power

23D

RB4 - CB21

12.5

Service Lights, Horn, Solenoid

RB4 - CB22

12.5

Engine Run Relay

RB5 - CB23

12.5

Headlights, Left Low Beam

11DL

RB5 - CB24

12.5

Headlights, Right Low Beam

11DR

RB5 - CB25

12.5

Headlights, Left High Beam

11HL

RB5 - CB26

12.5

Headlights, Right High Beam

11HR

RB5 - CB27

12.5

Headlights and Dash Lights

D3-18


11A 439E

11D

12/07 D03035

SECTION D10 BATTERY CHARGING ALTERNATOR INDEX

BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Acid Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Non-Use or Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6 Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7 BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8 Terminal Identification and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Battery Positive (B+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Battery Negative (B-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 DC Output (D+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 AC Output (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Regulator Harness Plug Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Performance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9 Battery/Alternator Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10 WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12

D10003 07/06

Battery Charging Alternator

D10-1

DIMENSIONS AND TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13 PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 Troubleshooting Alternator (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14 Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-16 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17 REGULATOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18 Regulator Bypass Test (No Output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18 Regulator Bypass Test (Amp Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19 BENCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Bench Test 1: No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20 Bench Test 2: Full Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21 Bench Test 3: Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21 STATIC TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22 Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22 Regulator Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22 Check For Shorted Power Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22 Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23 FIELD COIL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24 Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24 Field Coil Test 2: Check For Grounded Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24 STATOR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25 Stator Test 1: Check For Stator-To-Stator Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25

D10-2


D10003 07/06

Stator Test 2: Check For Grounded Stators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26 THERMAL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26 Initial Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26 Verifying a Faulty Thermal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-27 TROUBLESHOOTING TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28 ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32 ALTERNATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34 Special Tools and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34 Epoxy Adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35 Liquid Threadlockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35 Elastoplastic Silicone Resin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35 ALTERNATOR EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38 ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40 Regulator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40 Fan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-41 Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42 Anti-Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42 Anti-Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-44 Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-46 Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-52 Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-53 Drive End and/or Anti-Drive End Stator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-55 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57 ALTERNATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57 Anti-Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57 Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-59 Field Coil Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-62 Drive End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-64

D10003 07/06


D10-3

Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66 Rotor and Rotor Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66 Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-67 Anti-Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-71 Anti-Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-72 Regulator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-75 THERMAL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78 SUPPORT STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78

D10-4


D10003 07/06

BATTERY CHARGING SYSTEM BATTERY CHARGING SYSTEM ELECTRICAL SYSTEM DESCRIPTION The Komatsu truck utilizes a 24VDC electrical system which supplies power for all non-propulsion electrical components. The 24VDC power is supplied by two pairs of 12-Volt storage batteries wired in series. The batteries are a lead-acid type, each containing six 2-Volt cells. With the key switch on and the engine off, power is supplied by the batteries. When the engine is operating, the electrical power (nonpropulsion) is supplied by a 28-Volt alternator. Refer to Schematics, Section R, for specific electrical hookup information.

Lead-acid storage batteries contain sulfuric acid, which if handled improperly, may cause serious burns on the skin or other serious injuries. Wear protective gloves, aprons, and eye protection when handling and servicing lead-acid storage batteries. See the precautions in General Information, Section A, of this manual to ensure proper handling of the batteries and/or accidents involving sulfuric acid. Maintenance and Service

CHARGE VOLT AND AMP VALUES The volt and amp levels are a function of the battery state-of-charge. If the batteries are in a state of discharge, as after extended cranking time to start the engine, system voltage, when measured after the engine is started, will be lower than the regulator set point. The system amperage will also be high. This is a normal condition for the charging system. The measured values of system Volts and amps will depend on the level of battery discharge. In other words, the greater the battery discharge level, the lower the system Volts and the higher the system amperage will be. The Volt and amp readings will change; system Volts reading will increase up to the regulator set point and the system amperage will decrease to a low level (depending on other loads) as the batteries recover and become fully charged.

BATTERY During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is off.

D10003 07/06

Check the electrolyte level of each cell at the interval specified in Lubrication and Service, Section P. Add water, if necessary. The proper electrolyte level is 10 to 13 mm (0.375 - 0.50 in.) to above the plates. To ensure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing temperature, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.

DO NOT smoke or allow a flame around a dead battery or during recharging. The expelled gas from a dead battery cell or a charging battery is extremely explosive and can cause serious bodily injury. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a truck operating eight hours per day is about 30-60 ml (1-2 oz) per cell, per month. For heavy-duty operation (24 hours per day), normal consumption is about 30-60 ml (1-2 oz) per cell, per week. Any appreciable increase in water consumption is considered a danger signal. No water consumption may indicate undercharging or sulfated battery plates.


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Troubleshooting The two most common problems that occur in the charging system are undercharging and overcharging of the truck's batteries. Undercharging An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Some possible causes for an undercharged battery are: Sulfated battery plates Loose or corroded battery connections Defective wire in the electrical system Loose alternator drive belt Defective alternator or regulator Defective battery equalizer Overcharging Overcharging, which causes battery overheating, is first indicated by excessive use of water. If allowed to continue, the cell covers will push up at the positive ends of the battery case. In extreme situations, 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 damage. Check the battery hold-down connections to ensure they are not overtightened, which could cause a crack in the battery. If the battery connections are too loose, it could allow vibration, causing the battery case seams to break open. A leaking battery must be replaced. Corrosion Corrosion creates resistance in the charging circuit, which causes undercharging and gradual starvation of the battery. To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush. Then rinse the battery with clean water. DO NOT allow the baking soda solution into the battery cells. Dry the battery and ensure the battery terminal connections are clean and tight. Clean terminals are very important in a voltage regulated system.

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NOTE: When washing the batteries, ensure the cell caps are tight, preventing any cleaning solution from entering the battery cells. Acid Levels The addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, ensure the battery is fully charged. This is accomplished by putting the battery on a battery charger and taking hourly specific gravity readings on each cell. When all the cells are charged (gassing freely) and three successive hourly readings show no rise in specific gravity, the battery is considered fully charged. Additional acid may now be added. Continue charging for another hour and again check the specific gravity. Repeat the above process until all cells indicate a specific gravity of 1.260 to 1.265 corrected to 27°C (80°F). 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 27°C (80°F) when the specific gravity is taken, the temperature factor must be corrected to 27°C (80°F): •

For every 5°C (10°F) below 27°C (80°F), subtract 0.004 from the specific gravity reading.

•

For every 5°C (10°F) above 27°C (80°F), add 0.004 to the reading.

Non-Use or Storage Remove idle batteries (unused for more than two weeks) from the truck and place in a cool, dry place. Periodically check and charge, 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 warmer weather than in cold. The rate of self-discharge of a battery kept at 38°C (100°F) is about six times faster than that of a battery kept at 19°C (50°F). Self-discharge of a battery kept at 27°C (80°F) is about four times faster than that of one at 10°C (50°F). Over a thirty day period, the average self-discharge is about 0.002 specific gravity per day at 27°C (80°F).


D10003 07/06

To offset the results of self-discharge, booster-charge idle batteries (not a quick charge) at least once every thirty days. Batteries not used 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). Freezing An undercharged battery is extremely susceptible to freezing when stored in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in Table 10-1. The temperatures in Table 10-1 indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. A battery with at least a 75% charge is in no danger of freezing, especially during winter weather. Table 10-1: OPERATING TEMPERATURES Specific Gravity Corrected to 27°C (80°F)

Freezing Temperature Degrees

1.280

-70°C (-90°F)

1.250

-54°C (-60°F)

1.200

-27°C (-16°F)

1.150

-15°C (+5°F)

1.100

-7°C (+19°F)

NOTE: If the temperature of the electrolyte is not reasonably close to 27°C (80°F) when the specific gravity is taken, adjust the temperature factor to 27°C (80°F).

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BATTERY CHARGING ALTERNATOR GENERAL INFORMATION General Description The Niehoff model C653A 28-Volt (260 Amp) alternator is self-rectifying. All windings and current-transmitting components are non-moving, so there are no brushes or slip rings to wear out. When controlled by voltage regulator (5), these alternators become self-energizing through an internal dual diode trio. A residual magnetic field induces a small voltage in the stator and energizes the field coil. The field coil continues receiving incremental voltage until full voltage is achieved. Alternating current (AC) is rectified into a direct current (DC) output through the diodes. The regulator controls voltage output and has a D+ terminal to provide a DC output signal to the truck’s electrical system, confirming alternator operation. An R terminal provides optional AC output.

This is a basic dual stator alternator constructed from shell assembly (8) containing one stator at each end and a field coil between the stators. Drive end housing (9) and anti-drive end housing (6) each contain a bearing to support drive and rotor shaft (1). They are attached to each end of the shell assembly by long threaded studs. Drive end housing assembly (9) has an area called control housing (2), containing all the required internal electrical connections for the alternator. It also contains a thermal switch used to protect the B+ terminal. Battery positive terminal (4) is located on the face of control housing (2) for connection to the truck’s battery positive circuit. The ground circuit cable can be attached to either of two ground terminals (10) located on the front housing. Fan guard (7) protects maintenance personnel from the rotating fan when the engine is operating. Identification plate (3) contains general alternator information, including model number and serial number. .

FIGURE 10-1. ALTERNATOR EXTERIOR 1. Drive Shaft with Woodruff Key 2. Control Housing 3. Identification Plate 4. Battery Positive Terminal (B+) 5. Voltage Regulator

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6. Anti-Drive End Housing 7. Fan Guard and Cooling Fan Assembly 8. Shell Assembly 9. Drive End Housing 10. Ground Terminals (B-)


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Regulator Harness Plug Identification

Terminal Identification and Location

FIGURE 10-3. PIN CONNECTION IDENTIFICATION Alternator Specifications Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative FIGURE 10-2. TERMINAL LOCATIONS B+. Battery Positive B-. Battery Negative

D+. DC Output R. AC Output

Battery Positive (B+) Main positive power terminal on the alternator. Located on the control housing. Battery Negative (B-) Main negative power terminal (ground) on the alternator. Located on the drive end housing.

Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Regulator Settings . . . . . . . . . . . . . . . . . . . . . . . ...................................... ...................................... ......................................

27.5 28.5 28.0 29.0

Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs) Performance Curve Measurements listed on the curves are for a stabilized machine at maximum output at temperatures indicated for each curve.

DC Output (D+) Positive DC voltage output from the alternator. May be used for specific control circuit. Located on the regulator. Limited to one or two amp output. AC Output (R) Relay terminal. AC current output terminal for the tachometer or for relay use. Located on the regulator.

FIGURE 10-4. ALTERNATOR PERFORMANCE CURVE

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Battery/Alternator Terminology NOTE: Charge voltage and amp rates vary from battery type to battery type, based on battery construction technology and physical size of the battery. AC: Alternating current (AC) output of the alternator. Alternator: General term for a vehicle generator using solid-state devices to rectify output power and provide DC output. Amps, Low: A minimum or lowest charging system amp value required to maintain the battery state of charge, obtained when testing the charging system with a fully charged battery and no other loads applied. This value will vary with battery type. Amps, Medium: A system amp value which can cause the battery temperature to rise above the adequate charging temperature within 4-8 hours of charge time. To prevent battery damage, the charge amps must be reduced when the battery temperature rises. Check the battery manufacturer’s recommendations for proper rates of charge amps. Amps, High: A system amp value which can cause the battery temperature to rise above adequate charging temperature within 2-3 hours of charge time. To prevent battery damage, the charge amps must be reduced when the battery temperature rises. Check the battery manufacturer’s recommendations for proper rates of charge amps. Anti-Drive End: End of alternator farthest from drive end (drive pulley). Charge Voltage: Nominal value to which the regulator is set. The actual charge voltage level is determined by the battery type and the system duty cycle and may vary slightly. Control Housing: Part of the housing assembly containing internal electrical connections of the alternator and mounting area for the control unit.

Diode Trio: Assembly of three diodes, one diode connected to each stator phase tap. Used typically to operate as a signaling source, once the alternator is rotating, to tell the regulator to turn on (self-energizing signal), or to provide current for the field coil operation. Diode Trios: Dual use of two diode trios, one trio per stator, on dual stator alternators. DMM: Digital Multimeter. A handheld test instrument to digitally display test values. The preferred test meter has high impedance value (10 Meg-ohms). Drive End: End of the alternator is equipped to receive mechanical power from the primary power source via the pulley or drive coupling. Fan: Fan located at the anti-drive end of the alternator. Ground: Return path of electrical circuit. May be separate wire, component housing, or vehicle chassis. (B-) is considered the ground on modern vehicle systems. Harness: Enclosed bundle of wires used to connect electrical devices. Phase: Single output winding of an alternator. Most dual stator alternators have six phases, three phases per stator. Polarity: Distinguishes between positive (+) and negative (-) in an electrical circuit. Rectifier Assemblies: Assembly of power diodes that convert AC current output of the alternator stator phases to DC current output. Rectifier assemblies are modular designed. Rectifier modules are grouped in single blocks mounted in an end housing. Modular rectifier blocks can be replaced individually. Self-energized: The alternator turns itself on and begins to produce electricity at predetermined rotor speed through special circuits designed into the regulator or the alternator.

DC: Direct current (DC) output of the alternator.

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Set Point: The voltage value to which the regulator is set. The voltage value is established by the battery type and the vehicle duty cycle. There are four values available on the regulator. The set point valve may be fixed (flat compensation) or variable, based on operating temperature (negative temperature compensation). Significant Magnetism: A change in the strength or intensity of a magnetic field present in the alternator rotor shaft when the field coil is energized. The magnetic field strength when the field coil is energized must feel stronger than when the field is not energized. Surface Charge: A higher than normal battery voltage occurring when the battery is removed from a battery charger. The surface charge must be removed to determine true battery voltage and state of charge. Voltage B+: A voltage value obtained when measuring voltage at the battery positive terminal or alternator (B+) terminal. Voltage, Battery: The steady-state voltage value as measured with the battery in an open circuit with no battery load. This value relates to the battery state of charge. Voltage, Charge: A voltage value obtained when the charging system is operating. This value will be higher than the battery voltage and must never exceed the regulator voltage set point. Voltage Droop or Sag: A normal condition which occurs when the load demand on the alternator is greater than rated alternator output at a given rotor shaft rpm. Voltage Regulator (also Regulator): Device to control the alternator output voltage. Modern regulators are solid-state devices. The regulator is mounted on the alternator. Some regulators have several voltage set points available for different operating conditions or battery types.

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WIRING DIAGRAM

FIGURE 10-5. WIRING DIAGRAM

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DIMENSIONS AND TORQUE VALUES

FIGURE 10-6. TORQUE SPECIFICATIONS AND OVERALL DIMENSIONS

TORQUE SPECIFICATIONS Item

Description

Metric

SAE

1

Ground Bolt (B-), M10 X 1.5

15 N·m

11 ft lbs

2

Pulley Nut, M20 X 1.5

163 N·m

120 ft lbs

3

Output Bolt (B+), M12 X 1.75

32 N·m

24 ft lbs

4

Fan Nut, M16 X 1.5

67 N·m

50 ft lbs

5

Regulator Hold Down Screw, M5 X 0.8

8.5 N·m

75 in. lbs

6

Regulator Terminal (R), M6 X 1

4.5 N·m

40 in. lbs

7

Regulator Terminal (D+), M5 X 0.8

4.5 N·m

40 in. lbs

DIMENSIONS A

Housing Diameter

203.2 mm

8.0 in.

B

Overall Length Minus Drive Shaft

292.0 mm

11.5 in.

C

Shaft Diameter

22.22 mm

0.875 in.

D

Height (Centerline to Top)

142.0 mm

5.59 in.

E

Height (Centerline to Bottom)

135.6 mm

5.34 in.

F

Width (Centerline to Regulator)

139.2 mm

5.48 in.

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D10-13

TESTING

PERIODIC MAINTENANCE Alternator performance depends on the condition of the components in the charging system. The most important components in the charging system are the alternator drive belt, battery, and related cables and connections. A loose drive belt, weak battery, or corroded cables and connections can cause the alternator to work extra hard, leading to overheating and a reduction in performance. When performing any scheduled maintenance on your vehicle, ensure these components are working properly. The alternator itself requires little maintenance. 1. The most important maintenance requirement for an alternator is to keep the air cooling passages free of dirt and obstruction. 2. To ensure that air cooling passages are clean, the alternator can be washed using a garden hose. 3. During washing, avoid spraying high pressure water directly on the regulator and regulator connector. This can cause moisture to get past the seals in the connector and cause performance problems. 4. After washing, dry the alternator by operating the engine and alternator a few minutes. Maintenance requirements for internal components, such as alternator bearings, depend on the application, usage, and environment.

GENERAL INFORMATION Troubleshooting Alternator (On-Truck) Most 24-Volt charging system problems can be diagnosed with the alternator installed on the truck, operating under normal conditions. Many problems can be attributed to loose or corroded cable connectors. It is essential that all battery charging cables are in satisfactory condition and all connections are clean and securely tightened. Equipment Required • Voltmeter, 0-40 Volt range (Digital type preferred) • Ammeter, 0-400 amp range (Digital, inductive type preferred) • Jumper wires Preliminary Checks Ensure that an undercharged battery condition has not been caused by accessories having been left on for extended periods. 1. Check the alternator drive belt. 2. Ensure the automatic belt tensioner is working correctly. 3. If a battery defect is suspected, check the battery. 4. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and clean the battery cables. 5. The truck is equipped with a battery equalizer system. Verify the proper operation of the equalizer and the individual battery voltages. Refer to Battery Equalizer, Section D, 24VDC Electrical Supply System. 6. Check the (B-) cable, (B+) cable, and alternator-to-regulator wiring harness connections. Repair or replace any damaged component before troubleshooting. 7. Ensure the thermal switch is functioning properly. Refer to the Thermal Switch section in this chapter for additional information.

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8. Check the battery. The batteries must be in good condition and fully charged. If any battery condition is marginal, replace it with one known to be in good condition. For split battery pack, dual voltage systems, battery rest voltages with 0.3 V. When the 12V battery voltage is more than 0.3 V lower than 24V battery voltage, check the 12V battery circuit to verify adequate charge. Polarity of the battery and the alternator must agree; reverse polarity will damage the alternator. The alternator is negative ground. 9. Check the voltage output and use the information below to determine possible cause. a. Causes of low voltage 1). Loose or broken drive belt 2). Batteries low state of charge 3). Current load on system greater than the alternator can produce 4). Defective wiring or poor ground path 5). Low regulator set point 6). Defective voltage regulator 7). Defective alternator 8). Lost residual magnetism b. Causes of high voltage 1). Wrong regulator 2). High regulator set point 3). Defective regulator 4). Defective alternator c. Causes of no voltage output. See Regulator Bypass Test (No Output) for additional testing information. 1). No drive belt 2). No battery (B+) voltage at alternator's (B+) terminal 3). Defective regulator 4). Defective alternator 5). Lost residual magnetism 10. Check the condition of the battery and the charge voltage reactions.

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NOTE: Until electrical system component temperatures stabilize, the conditions listed here may be observed during cold start voltage tests. a. Maintenance-type batteries display the following characteristics. 1). Immediately after engine start, the system Volts are lower than regulator set point with medium amps. 2).Three to five minutes into the charge cycle, higher system Volts and reduced amps. 3). Five to ten minutes into the charge cycle, system Volts are at, or nearly at, the regulator set point, and the amps are reduced to a minimum. b. Low maintenance-type batteries display the same characteristics as maintenance-type batteries, except cycle times may be longer. c. Maintenance free-type batteries display the following characteristics. 1). Immediately after engine start, the system Volts are lower than the regulator set point with low charging amps. 2). Fifteen to thirty minutes into the charge cycle, still low Volts and low amps. 3). Fifteen to thirty minutes into the charge cycle, Volts increase several tenths, amps increase gradually, then increase quickly to medium to high amps. 4). Twenty to thirty-five minutes into the charge cycle, Volts increase to the set point and amps decrease. d. High-cycle, maintenance-free type batteries display the following characteristics. 1). These batteries respond much better than the standard maintenance-free batteries. 2). The charge acceptance of these batteries may display characteristics similar to standard, maintenance-type batteries.


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Test Set-up 1. Discharge the battery as follows: a. Disable the fuel system. b. Turn all lights and accessories on. Crank the engine for 10-15 seconds to discharge the battery. c. Turn all lights and accessories off. d. Enable the fuel system. 2. Determine which set point is used on the regulator (27.5, 28.0, 28.5, 29.0). The set point of the alternator is 28V. Normal range is within ± 0.3V of set point, as shown in Table 10-2. Table 10-2: VOLTAGE REGULATOR System Voltage

24

Factory Setting

Normal Range

27.5

27.2 - 27.8

28.0

27.7 - 28.3

28.5

28.2 - 28.8

29.0

28.7 - 29.3

FIGURE 10-7. TROUBLESHOOTING Refer to Figure 10-7 for the following steps. Install meters directly at the alternator, as shown, to eliminate variations in readings due to cable lengths, etc. 3. Open the battery disconnect switch. Remove the battery cable from the alternator (B+) terminal.

1. Alternator Under Test 2. 0 to 400 AMP Ammeter 3. 0 to 40VDC Voltmeter

4. Alternator (B+) Terminal 5. Alternator (B-) Ground Terminal 6. Truck Batteries

4. Attach the meters as indicated by Figure 10-7. Measure the voltage and amperage at the alternator, not at the batteries or an intermediate point. a. Connect the ammeter negative lead to the end of the cable removed in Step 3. Connect the ammeter positive lead to the alternator (B+) terminal. b. Connect the red lead of a voltmeter to the alternator (B+) terminal, and the black lead of the voltmeter to the (B-) terminal on the alternator. 5. Secure all the test equipment leads to prevent damage or short circuits when the engine is started. 6. Reconnect the battery disconnect switch.

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Test Procedure

The following tests require working near the engine when it is on. Use caution when working near the engine fan, alternator fan, and fan belts.

1. Start the engine and accelerate to high idle.

If the charge voltage is above 33-Volts, immediately shut the engine off. Electrical system damage may occur if the charging system is allowed to operate at high voltage.

2. Watch the meter reading(s). If the battery is sufficiently discharged, the amps must be high within ± 10% of the output specified by the performance curve. Volts must be within or below the normal range as the battery approaches full charge. Amps must fall as the voltage rises. When the amps and Volts stabilize, note the readings and refer to Table 10-3. Table 10-3: AMP/VOLTAGE READINGS Amps

Volts

Diagnosis

HIGH

LOW

Charging system is good. Battery is not yet fully charged. Wait for charging system to bring to full charge: Amps must decrease and Volts must stabilize within normal range.

HIGH

NORMAL Watch until amps fall, or Volts exceed normal range. If amps decrease and Volts remain normal, charging system is good. If Volts exceed normal, regulator and/or field coil must be replaced. Go to Static Tests.

HIGH

HIGH

Stop the test. Regulator and/or field coil replaced. Go to Static Tests.

LOW

LOW

Ensure voltmeter leads are attached at the alternator. If the connections are good, the alternator and/or regulator must be repaired or replaced. Go to Bench Test 3.

LOW LOW

NORMAL Regulator is good. Go to Bench Test 2. HIGH

Stop the test. If battery and voltmeter check good, the regulator and/ or field coil must be replaced.

3. The batteries are considered fully charged if the charge voltage is at the regulator set point, and the charge amps remain at the lowest value for 10 minutes. 4. If the charging system is not performing properly, go to the Regulator Bypass test in the next section.

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REGULATOR TESTING

3. If the shaft is still not magnetized, remove the jumper from the alternator (D+) terminal on the regulator and go to Step 4.

Regulator Bypass Test (No Output) If the Troubleshooting Alternator test procedure indicates low or no output, perform the following test to determine if the voltage regulator is defective or if the alternator is defective. 1. A self-energized alternator may have lost its magnetism. a. Touch a steel tool to the shaft on the antidrive end to detect any magnetism.

4. If the shaft is not magnetized: a. If connected, unplug the alternator-to-regulator wiring harness connection. b. Install a jumper wire from the alternator (B+) terminal to pin F in the wiring harness plug. c. Momentarily (1 second), connect a jumper wire from pin A to the alternator (B-) terminal.

b. If the shaft is magnetized, proceed to Step 5.

d. Touch the shaft with the steel tool to detect significant magnetism.

c. If the shaft is not magnetized, proceed to Step 2.

e. If the shaft is not magnetized, the alternator is defective.

2. If the shaft is not magnetized: a. Momentarily (1 second), connect a jumper wire from the regulator (D+) terminal to the alternator (B+) terminal.

f. If the shaft is magnetized, the regulator is defective.

b. Touch the shaft with the steel tool to detect significant magnetism. c. If the shaft is magnetized, proceed to Step 5; otherwise go to Step 3.

FIGURE 10-9. WIRING HARNESS PLUG JUMPER WIRE CONNECTION 1. Wiring Harness Plug 2. Regulator

FIGURE 10-8. JUMPER WIRE CONNECTION 1. Plug

2. Regulator

5. Connect a voltmeter across pin D and pin C in the wiring harness plug. Does battery voltage exist? a. If no voltage, the alternator is defective. b. If voltage is present, proceed to Step 6.

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6. Set the voltmeter to the diode test scale. a. Connect the black lead of the voltmeter to pin E in the wiring harness plug. b. Connect the red lead to the (B-) terminal on the alternator. c. The voltmeter must read a voltage drop.

Limit the time the terminal is connected to a few seconds. Doing so can protect the charging system from excessive voltage increase.

d. Reverse the leads. The voltmeter must read OL. e. If there is no voltage drop, the alternator is defective. f. If there is a voltage drop, proceed to Step 7. 7. Install a jumper from the alternator (B+) terminal to pin F in the wiring harness plug.

Table 10-4: REGULATOR BYPASS TEST Connect

Disconnect

Amps increase Amps decrease

Alternator is good. Replace the regulator only if low amps/ low Volts are indicated by Bench Test 1 or 2.

No change

The alternator must be repaired. Go to Static Tests.

a. Momentarily (1 second), connect a jumper wire from pin A to the alternator (B-) terminal. b. Again, touch the shaft with a steel tool to detect significant magnetism. Is the shaft magnetized?

Diagnosis

No change

c. If the shaft is not magnetized, the alternator is defective. d. If the shaft is magnetized, the regulator is defective. Regulator Bypass Test (Amp Rating) 1. Disconnect alternator-to-regulator wiring harness plug (1, Figure 10-9). 2. Connect a jumper wire from pin F (F+ terminal) in the alternator-to-regulator harness plug to the alternator (B+) terminal. 3. Start the engine and accelerate to high idle. 4. Momentarily touch pin A (F- terminal) wiring harness plug to the alternator ground terminal (B-). Observe whether the amps increase or decrease. a. If the amps increase to within ± 10% of the rated output when connecting (F-) to ground (B-), the alternator is good. Refer to Table 10-4. b. If the amps decrease when disconnecting pin A (F-) from alternator ground (B-), the alternator is good. Refer to Table 10-4.

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BENCH TESTING

Bench Test 1: No-Load Test 1. With the battery connected and no electrical load, operate the alternator at 5000 rpm.

Perform the following on-bench tests when:

2. Compare the test results to the No Load Test, Table 10-5, and take the appropriate action, as stated in the table.

• On-vehicle test results are not available. Table 10-5: NO LOAD TEST

• Confirming on-vehicle test results. Equipment

Amps

Volts

HIGH

LOW

• Voltmeter, 0-40 Volt range (Digital type preferred) • Ammeter, 0-400 ampere range (Digital, Inductive type preferred.)

HIGH

• Test bench with 30-40 hp motor able to drive the alternator to 8000 rpm. Mount the alternator on the test bench per the bench manufacturer’s instructions. Ensure the test bench batteries are at 95% or higher state of charge. Identification Record

NORMAL Allow time to stabilize while monitoring the Volts. If the Volts increase above the normal range, the regulator and/or field coil must be replaced. If the amps decrease, the charging system is good.

HIGH

HIGH

The regulator and/or field coil must be replaced. Go to Static Testing.

LOW

LOW

The alternator and/or regulator must be repaired or replaced. Go to Bench Test 3.

List the following items for troubleshooting: Alternator model number ______________ Regulator model number ______________ Set point(s) listed on regulator __________ Advanced Troubleshooting

LOW LOW

a. A voltage reading at the regulator set point of ± 0.2 Volts is considered normal. b. The alternator rated output (listed on the nameplate) within ± 10% is determined at 5000 rpm.

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Diagnosis Test bench battery is discharged or defective. Allow to charge or replace.


NORMAL The regulator is good. Go to Bench Test 2. HIGH

Stop the test. The alternator is defective, bench is not working properly, or the alternator is wired improperly to the bench.

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Bench Test 2: Full Load Test 1. With the load set to the rated output (listed on the nameplate) ± 10%, operate the alternator at 5000 rpm. 2. Compare the test results to Table 10-6, and take the appropriate action, as stated in the table. Table 10-6: FULL LOAD TEST Amps

Volts

HIGH

LOW

HIGH

Diagnosis The test bench battery is discharged or defective. Allow the battery to charge or replace the battery.

NORMAL The charging system is good.

HIGH

HIGH

Stop the test. The regulator and/ or field coil replaced. Go to Static Testing.

LOW

LOW

The alternator and/or regulator must be repaired or replaced. Go to Bench Test 3.

LOW

HIGH

2. Set up the load on the alternator the same as Bench Test 2. 3. Note whether the amps increased to within ± 10% of the rated output when connecting pin A (F-) to alternator ground (B-.) 4. Note whether the amps decrease when disconnecting pin A (F-) from the alternator ground. Compare the test results to Table 10-7, and take the appropriate action, as stated in the table.

Limit the time the terminal is connected to a few seconds. Doing so can protect the charging system from excessive voltage increase. Table 10-7: REGULATOR BYPASS TEST Connect

Disconnect

Amps increase Amps decrease The alternator is good. Replace the regulator only if low amps/low Volts are indicated by Bench Test 1 or 2.

Stop the test. The alternator is defective, the bench is not working properly, or the alternator is wired improperly to the bench.

No change

Bench Test 3: Regulator Bypass Test

Diagnosis

Perform this test only when directed by other tests.

No change

The alternator must be repaired. Go to Static Testing.

1. Bypass the regulator by installing a jumper between pin A (F-) and pin F (F+).

FIGURE 10-10. PIN CONNECTION IDENTIFICATION

D10003 07/06


D10-21

STATIC TESTING

Check For Shorted Power Transistor 1. Set the DMM to the diode test scale and zero the meter.

Static tests must confirm on-vehicle and bench tests. For best results, disassemble the alternator, as needed, to access the parts. Equipment • Digital Multimeter (DMM) • Ammeter (digital, inductive) • Regulator tester FIGURE 10-11. PIN CONNECTION IDENTIFICATION

Identification Record Alternator model number ______________ Regulator model number ______________ Set point(s) listed on regulator __________ Regulator Tester A regulator tester can test all regulator functions. If a regulator tester is used, follow the regulator tester manufacturer’s instructions. If a regulator tester is not available, the regulator can only be tested for a shorted power transistor.

2. Connect one meter lead to pin A (F-, Figure 1011) connector socket in the regulator, and connect the other lead to pin C (B-) connector socket in the regulator. Observe the meter reading. 3. Reverse the leads and observe the meter reading. 4. In one direction, the DMM must register a tone. In the other direction, the DMM must show OL (out of limits). 5. If the DMM shows zero in both directions, the power transistor is shorted and the regulator must be replaced.

NOTE: If regulator failure is indicated, field coil failure must also be suspected.

D10-22


D10003 07/06

Circuit Tests 1. Before testing, check for visible signs of damaged components. 2. Conduct the tests described in Alternator Pinto-Pin Tests, Table 10-8.

3. The expected reading listed for each test must be obtained. 4. Replace any component that fails. 5. Remove wiring harness (1, Figure 10-12) before any test.

Table 10-8: ALTERNATOR PIN-TO-PIN TESTS Test No.

Meter Scale

Meter (+) Lead Connection

Meter (-) Lead Connection

Tested Circuit

Expected Reading

1

Ohms

Pin C

Alt. B- Terminal

Regulator ground circuit

0 ohms

2

Ohms*

Pin A

Pin F

Field coil resistance

1.5 ± 0.2 ohms

3

Ohms

Pin F

Alt. B- Terminal

Insulated

OL (out of limits)

4

Ohms

Pin A

Alt. B- Terminal

Insulated

OL (out of limits)

5

Diode Test

Pin B

Alt. B+ Terminal

Phase winding and diode <0.7 Volts (flow)**

6

Diode Test

Alt. B+ Terminal

Pin B

Phase winding and diode OL (blocking)**

7

Diode Test

Pin B

Alt. B- Terminal

Phase winding and diode OL (blocking)*

8

Diode Test

Alt. B- Terminal

Pin B

Phase winding and diode <0.7 Volts (flow)**

9

Ohms

Pin D

Alt. B+ Terminal

Regulator power circuit

0 ohms

10

Diode Test

Alt. B+ Terminal

Alt. B- Terminal

All diodes in parallel

OL (blocking)

11

Diode Test

Alt. B- Terminal

Alt. B+ Terminal

All diodes in parallel

<0.8 Volts (flow)

12

Diode Test

Alt. B- Terminal

Pin E

Dual diode trio

<0.7 Volts (flow)

13

Diode Test

Pin E

Alt. B- Terminal

Dual diode trio

OL (blocking)

* Applies only when the field coil is attached to the rectifier/housing assembly. ** If the expected reading is not achieved, check the thermal switch inside the rectifier/housing assembly and test the switch for continuity.

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D10-23

FIELD COIL TESTS This test is used to check for an open or shorted field coil. Field Coil Test 1: Check for Open or Shorted Field Coil 1. Set the digital multimeter DMM to x1 scale. Ensure the DMM is zeroed. 2. Connect the meter leads from pin A (F-, Figure 10-13) and pin F (F+) in the regulator harness plug. The DMM must show 1.2 ± 0.2 ohms. a. If the meter shows more than 1.5 ohms, the field coil is open. b. If the meter shows less than 0.5 ohm, the field coil is shortened. Replace the field coil.

FIGURE 10-12. WIRING HARNESS PLUG JUMPER WIRE CONNECTION 1. Wiring Harness Plug 2. Regulator

FIGURE 10-13. PIN CONNECTION IDENTIFICATION Field Coil Test 2: Check For Grounded Field Coil 1. Set the digital multimeter (DMM) to x10K scale. Ensure the DMM is zeroed. 2. Connect one meter lead to pin A (F-, Figure 1014) in the regulator harness plug. Connect the other lead to the alternator ground (B-) terminal. The DMM must show a very high resistance. If the DMM reads less than 100K ohms, the field coil is grounded. Replace the field coil.

D10-24


D10003 07/06

3. Move the drive lead from pin A (F-) to pin F (F+) in the harness plug. The DMM must show a very high resistance. If the ohmmeter shows less than 100K ohms, the field coil is grounded. Replace the field coil.

STATOR TESTS These alternators have delta-wound stators. Test 1 will show the condition of the phase lead from the ring terminal at the diode end of the lead to the soldered connection at the phase winding. Test the phase coil windings on a bench stator tester, following the tester’s instructions. Before performing tests: 1. Check the stator for signs of damage, such as burnt insulation or a loose coil. 2. Disconnect the phase lead wire from the mounting terminals.

FIGURE 10-14. WIRING HARNESS PLUG JUMPER WIRE CONNECTION 1. Wiring Harness Plug

2. Regulator

FIGURE 10-15. PHASE LEAD LOCATIONS Stator Test 1: Check For Stator-To-Stator Continuity 1. Set the DMM to the ohms scale and zero the meter. 2. Connect one meter lead to phase lead P1 (Figure 10-15), connect other meter lead (one at a time) to each phase lead P4, P5, and P6. Repeat for P2 and P3. 3. The DMM must show OL (out of limits) each time. If the DMM shows a value, replace the stator.

D10003 07/06


D10-25

Stator Test 2: Check For Grounded Stators

Initial Test

1. Set the DMM to the ohms scale and zero the meter.

1. Disconnect the wiring harness plug from the regulator.

2. Connect one DMM lead to the (B-) terminal on the alternator, and connect the other meter lead to each phase lead P1, P2, and P3 (Figure 1015).

2. If necessary, remove the cover from the drive end housing.

3. If the resistance reading is other than OL (out of limits) at any connection, the stator is grounded to the shell. Replace the stator. 4. Connect one DMM lead to the (B-) terminal on the alternator, and connect the other DMM lead to each phase lead P4, P5, and P6. 5. If the resistance reading is other than OL (out of limits) at any connection, the stator is grounded to the shell. Replace the stator.

3. Check for continuity between pin B (phase 1) of the wiring harness plug and the phase lead (diode) connection (2), shown in Figure 10-16. This connection is just left of the 11 O'clock position when looking at the alternator from the drive end. a. If continuity exists, there is a problem with the alternator and not with the thermal switch. b. If there is no continuity, the thermal switch is probably faulty.

THERMAL SWITCH TEST If the alternator is not operating properly, check the thermal switch. This switch is a normally closed (NC) switch which must have continuity between the wires from the switch.

FIGURE 10-16. 1. Pin B (Phase)

D10-26


2. Phase Lead Connection

D10003 07/06

Verifying a Faulty Thermal Switch 1. Remove the cover from the control box on the drive end housing. 2. Locate the thermal switch inside the control box. 3. Test the two wires from the thermal switch for continuity. a. If there is no continuity, the switch is faulty. b. If there is continuity, there may be a problem with either the alternator or the wiring harness.

D10003 07/06


D10-27

TROUBLESHOOTING TIPS PROBLEM

CAUSE/SOLUTION

A self-energizing type alternator can lose its residual magnetism and not work properly. Residual magnetism is the small amount of magnetic field that remains in the alternator when there is no field current present. This residual magnetism is Refer to the Regulator Bypass test (No Output) necessary to start the alternator. Once established, the residsection for additional testing information. ual magnetism slowly declines over time when the alternator is not used. In practical terms, this time period is months. To test for the presence of residual magnetism, touch a steel wrench or screwdriver to the rotor shaft on the anti-drive end of the alternator. If a light magnetic attraction is present, the residual magnetism is present. If there is no attraction, the residual magnetism is lost and must be restored or the alternator may not self-energize. See 2. Self-energizing alternator loses residual magnetism. 1. Installed the alternator and connected the cables (B+/B-(GND)) but the alternator has no output. What could be wrong?

Once an alternator is magnetized at the factory, it must hold its residual magnetic field for the duration of its life. In rare instances, residual magnetism can be lost either during an Refer to the Regulator Bypass test (No Output) extended period of inactivity (shelf time) or if the alternator section for additional testing information. was exposed to a strong external magnetic field. Momentarily (1 second), connect a jumper wire from the jumper (D+) terminal on the regulator to the (B+) alternator output terminal. The alternator must operate normally. If not, further troubleshooting is required. 2. Self-energizing alternator loses residual magnetism.

3. How can voltage regulators be tested?

Voltage regulators can be tested using several methods.

Refer to the Regulator Bypass test (No Output) section for additional testing information.

1. The first method is to remove the suspect regulator and substitute a known good regulator and then conduct the alternator output test. If the alternator performs properly, the suspect regulator is confirmed defective and must be replaced. 2. The second method, incorporating the process of elimination, is to follow a diagnostic sequence and test the individual alternator component functions to determine if the components are good or bad. After systematically eliminating the alternator components as the cause of the problem, most likely, the regulator is defective. Replace the regulator. 3. The third method involves utilizing a direct regulator tester which is commercially available. When using a tester to test a regulator, follow the instructions supplied by the tester manufacturer and service manual for proper terminal connections. If the regulator is not properly connected, the tester or the regulator may be damaged. Refer to the regulator tester manufacturer's instructions to determine if the regulator is defective.

D10-28


D10003 07/06

PROBLEM

CAUSE/SOLUTION

4. The regulator has four different voltage settings The voltage regulator is equipped with a selectable voltage set point. This feature allows the choice of the regulated voltfrom 27.0V to 29.5V on the 28.0V systems. age output of the alternator according to the type of batteries Which is used? in use on the truck. Refer to the Regulator Removal procedure in the Alternator Disassembly section for additional infor- The lower voltage settings are used for maintenance-type batteries. The maintenance-type batteries require slightly mation. lower charge voltage to maintain performance. Excessive voltage settings on the maintenance-type batteries will lead to overcharging and premature failure of the batteries. The higher voltage settings are used for maintenance-free batteries. In general, a vehicle equipped with maintenancefree batteries must have the regulator charge voltage set point adjusted to one of the two higher settings on the regulator. If the voltage setting is set too low for the maintenancefree batteries, the insufficient charge voltage will keep the battery from reaching full charge. Over time, this can lead to a no start condition and reduce the battery life. An incorrectly adjusted regulator voltage set point will result in either a continuous overcharging or undercharging condition, which can affect battery performance and shorten the battery life. The highest regulator voltage setting can be used only on vehicles equipped with battery isolators. The battery isolators are generally used on vehicles with two or more batteries. The isolator set-up allows for independent discharge of one battery, while the other battery remains fully charged for engine restart. Due to the design nature of the isolator, the alternator voltage setting must be increased to overcome a voltage drop that occurs as the current flows through the isolator. This voltage drop can be as high as one Volt. If the voltage is set lower than the battery type requires, it will lead to an undercharge condition, a no start situation, and will reduce the battery life. If regulator replacement is necessary, set the new regulator charge voltage set point to the same voltage setting as on the regulator being replaced. Confirm that this is the correct setting for the type of battery being used. The ambient temperature may also play a role in determining the correct regulator charge voltage set point. When the vehicle is operated continuously in cold climates, and the battery is not maintaining a state of full charge, the regulator voltage set point may be adjusted to the next higher set point appropriate for the given battery type.

D10003 07/06


D10-29

PROBLEM

CAUSE/SOLUTION

The alternator field coil acts as an electromagnet when field current is applied. The stronger the magnetic field, the higher the alternator output when the Refer to the Field Coil tests section for additional testing shaft is turned. The strength of the magnetic field is information. dependent on the resistance of the field coil winding (which determines the amperes of current the field coil draws) and the number of wire turns in the field coil. The most common symptoms associated with alternator field coil failure are a no output condition, reduced output, and sometimes an over-charge condition. 5. What is an alternator field coil, and how can the coil be tested?

The field coil can be tested for resistance value or short to ground using an ordinary multi-meter. To test the alternator's field coil resistance, refer to the Field Coil Tests for additional testing information. 6. What is the function of the R terminal on the regulator and what can be measured there?

The R terminal represents a tap or direct connection to the alternator stator that has electric power only when the alternator is turning and producing power. The terminal output is utilized on some applications for rpm or tachometer function. This requires a calibration circuit that relates the alternator shaft speed to the engine speed. The output at the R terminal is AC voltage. The average voltage output can be measured with an ordinary multi-meter. The R terminal output, depending on the electrical load, will be equivalent to approximately one-half of the alternator regulated voltage output. In other words, on the 28-Volt system, the average voltage reading will be about 14Volts.

7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the not reach its full-rated output. What could be wrong? alternator shaft speed. If the test bench motor is not properly rated, the alternator shaft will turn too slowly. The alternator will not reach its rated output. When testing an alternator on a test bench, ensure the test bench motor is powerful enough to drive the alternator shaft at full load. To properly test the alternator rated at 28-Volts and more than 200 amps, a bench motor rated at 30 hp is required. Testing an alternator using an underrated bench motor can lead to misdiagnosis and unnecessary component replacement.

D10-30


D10003 07/06

PROBLEM

CAUSE/SOLUTION

8. When the alternator voltage is measured at the alternator (B+) terminal, it is considerably higher than alternator voltage measured at the battery (B+) terminal. What could be wrong?

When there is a difference in voltage measured between two places in the same circuit, the most likely cause is excessive resistance in that circuit. This difference, as measured between two points, is called a voltage drop. The excessive resistance in the circuit can be a result of poor connections at the terminals or undersize gauge of the connecting cable. All connecting cables in any electrical system must be of sufficient gauge for the length of the cable to be able to carry the necessary current within the circuit. If the gauge is too small, the resulting voltage drop will impair electrical system performance. This is a critical issue for the charging system because excessive voltage drops in the system, on the positive or the negative side, can prevent the batteries from recharging properly. The maximum difference between the measurements must not exceed 0.8Volts for the 28-Volts system. To maintain accuracy when testing the charging system, measure the voltage drop with the alternator at no load and at maximum load to check how the load current can affect the voltage. Undersized cables also heat up when conducting electrical current. This causes the insulation to either soften or get brittle, and represents a safety hazard in the system.

D10003 07/06


D10-31

ALTERNATOR ALTERNATOR REPAIR

The charging system is capable of causing physical harm. Use caution during the removal/installation procedures to protect personnel from injury.

The alternator weighs approximately 32 kg (70 lbs). To prevent personal injury, it is recommended that a sling and overhead lifting device be used when removing the alternator. 1. Disconnect the battery power: a. If the truck is equipped with a battery equalizer, open the battery disconnect switch to remove power from the system. b. Remove the battery cables using the following sequence: 1). Remove the battery positive (+) cables first. 2). Remove the negative (-) cables last. 2. Securely attach a sling around the alternator, and hook the sling to an overhead lifting device. 3. Remove battery cable (1, Figure 10-18) from the (B+) terminal on alternator (2).

FIGURE 10-17. BATTERY CHARGING ALTERNATOR 1. Alternator 2. Radiator Removal The following instructions cover the removal of alternator (1, Figure 10-17) from a Komatsu engine. Radiator (2) has been removed from the truck in some pictures to clearly show the removal process. However, the radiator does not need to be removed to remove the alternator.

To prevent shorting of the electrical system, disconnect the positive battery cable from the battery before starting this procedure.

D10-32

FIGURE 10-18. REMOVE BATTERY CABLE 1. Battery Cable (B+) 2. Alternator Terminal


D10003 07/06

4. Remove ground strap (1, Figure 10-19) from the alternator by removing cap screw (1, Figure 10-20). It is not necessary to completely remove the ground cable unless it is damaged and must be replaced.

5. Remove eight lock nuts (1, Figure 10-21) from the front cover of the belt guard assembly. 6. Remove cover (2).

FIGURE 10-21. BELT GUARD ASSEMBLY FIGURE 10-19. GROUND STRAP 1. Ground Strap

2. Sub Frame

1. Lock Nuts

2. Cover

7. Use a ¾ inch square drive breaker bar to release the tension on automatic belt tensioner (1, Figure. 10-22.) 8. Remove belt (2). Replace the belt if signs of wear or damage are found.

FIGURE 10-20. GROUND STRAP CONNECTION 1. Ground Strap

2. Cap Screw FIGURE 10-22. AUTOMATIC BELT TENSIONER ASSEMBLY 1. Automatic Belt Tensioner

D10003 07/06


2. Belt

D10-33

9. Remove outer alternator bracket half (1, Figure 10-23) by removing four lock nuts (2). 10. Remove the alternator from the inner bracket half.

4. Use a ¾ inch square drive breaker bar to release the tension on automatic belt tensioner (1, Figure 10-22) and install belt (2). 5. Install cover (2, Figure 10-21) using eight lock nuts (1). 6. Install ground strap (1, Figure 10-19) to the alternator. Tighten ground cable cap screw (2, Figure 10-20) to 15 N·m (11 ft lbs). If the ground strap cable was removed from the frame, reattach it. 7. Install battery cable (B+) to the terminal on alternator (2, Figure 10-18). Tighten the nut to 32 N·m (24 ft lbs). 8. Connect the battery cable to the battery. a. If the truck is equipped with a battery equalizer, close the battery disconnect switch.

FIGURE 10-23. MOUNTING BRACKET 1. Alternator Bracket (Top Half)

2. Lock Nut

For additional information on disassembling the alternator, see the Alternator Disassembly procedure in this chapter.

b. If the truck is not equipped with a battery equalizer, install the negative cable to the negative battery post. Then, install the positive cable to the positive battery post. Special Tools and Lubricants Table 10-9: REQUIRED LUBRICANTS AND SEALANTS Komatsu Part # XA3401

Installation

The alternator weighs approximately 32 kg (70 lbs). To prevent personal injury, it is recommended that a sling and overhead lifting device be used when removing the alternator.

Description

Use

Grease

Lubricate spiral rings

—

Liquid Threadlockers

Thread lock screws

—

Elastoplastic Silicone Resin

Insulate electrical connections

—

Epoxy Adhesive

Install new stator wedges

1. Securely attach a sling around the alternator and hook the sling to an overhead lifting device. 2. Place the alternator on the inner bracket half. 3. Install outer alternate bracket half (1, Figure 1023). Install four lock nuts (2) and tighten to standard torque.

D10-34


D10003 07/06

Epoxy Adhesive

Elastoplastic Silicone Resin

Master Bond, Inc. 154 Hobart Street Hackensack, NJ 07601 USA Phone: 201-343-8983 Fax: 201-343-2132 www.masterbond.com

Dow Corning 1-2577 Low VOC RTV is a one-part clear, RTV cure with mild heat acceleration possible. It has a hard slick finish with abrasion resistance, solvent-borne with low VOC which is ozone-safe. This silicon meets UL and MIL Specs and contains a UV indicator.

Epoxy adhesive, EP11HT, is a one component, heat curing, structural epoxy adhesive with high shear strength, easy handling, and high temperature resistance. Cures at elevated temperatures, e.g. 90-120 minutes at 121°C (250°F) or 60-90 minutes at 149°C (300°F). The minimum cure temperature is 121°C (250°F). EP11HT attains tensile shear strengths in excess of 22753 kPa (3,300 psi) and forms rigid and dimensionally stable bonds. The service temperature range is -51°C to 204°C (-60°F to 400°F). As a one part system, it does not require mixing prior to use and has an unlimited working life at room temperature. EP11HT bonds well to a wide variety of substrates, including metals and most plastics. It has excellent resistance to a wide range of chemicals including acids, bases, oils, salts, and many solvents. This adhesive is 100% reactive and does not contain any solvents or volatiles. The standard color is tan. The cured adhesive fully meets the requirements of MIL-MMM-A-132.

Typical Properties: Viscosity/Flowability (cps or mPa sec) = 1,250; Durometer = 25 D; Specific Gravity = 0.88; RT Tack Free Time = 6 minutes; Room Temp Cure Time = 60 minutes; Heat Cure Time = 2 minutes @ 60°C (140°F; Agency Listing = UL 94 V-0 or HB & 746C / Mil Spec; Dielectric Strength, Volts/mil = 340; Dielectric Strength kV/mm = 13.4; Volume Resistivity ohm-cm = 1.9E+14 Dow Corning Corporation Corporate Center PO Box 994 Midland MI 48686-0994 USA Phone: 989-496-7881 Fax: 989-496-6731 www.dowcorning.com

Liquid Threadlockers Loctite 222 Low Strength Threadlocker is an anaerobic sealant. This low-strength threadlock is used for small screws less than 6 mm (.25 in.) in diameter. The parts can be separated using hand tools.

Henkel Corporation 1001 Trout Brook Crossing Rocky Hill, Connecticut 06067 USA Phone: 860-571-5100 Internet: www.loctite.com

D10003 07/06


D10-35

Table 10-10: REQUIRED TOOLING XA3320 Field Coil Removal/Installation Tool XA3322 Stator Installation Tool Customer-supplied dealer manufactured support stand Three jaw gear puller (rotor removal, anti-drive end housing, and anti-drive end shaft bearing) Air impact wrench (pulley nut and fan nut) Air chisel with a rounded point hammer bit (to loosen rust from rotor, item 47) Torque wrench (inch pounds) Torque wrench (foot pounds)

FIGURE 10-25. XA3322 STATOR INSTALLATION TOOL

Torx bit T15 (field coil screws, item 53) Torx bit T20 (drive end cover plates and control unit cover plates, item 6) Torx bit T25 (rotor screws, item 46) Allen socket wrench 3 mm (fan guard, item 69) Deep well socket 6 mm (nut, item 54) Socket 8 mm (voltage regulator screws, item 38) Socket 9 mm (drive end and anti-drive end housings lock flange nuts, item 14) Socket 11 mm (stator wire hex jam nut, item 11) Socket 24 mm (fan nut, item 67) Socket 30 mm (pulley nut, item 1) Small screwdriver (to release sockets in electrical plug, item 30) Expandable pliers (studs, item 61, and pulley bushing, item 4) Internal heavy-duty snap ring pliers (items 8, 10)

FIGURE 10-26. CUSTOMER-SUPPLIED DEALER MANUFACTURED SUPPORT STAND

Hydraulic Press

FIGURE 10-27. THREE JAW GEAR PULLER FIGURE 10-24. XA3320 FIELD COIL REMOVAL/INSTALLATION TOOL

D10-36


D10003 07/06

NOTES

D10003 07/06


D10-37

ALTERNATOR EXPLODED VIEW

FIGURE 10-28. ALTERNATOR

D10-38


D10003 07/06

1. Lock Nut

36. Harness, Wiring

2. Flat Washer

37. Regulator

3. Pulley (supplied with engine)

38. Screw, Hex

4. Bushing, Pulley 5. Ring, Spiral 6. Screw, Pan 7. Plate, Cover

39. Washer, Stainless Steel Bellville 40. Washer, Bellville 41. Lock Nut

8. Ring, Beveled Retainer

42. Nut

9. Bearing, Front

43. Washer, Bellville

10. Ring, Flat Retainer

44. Bushing, Pulley

11. Nut, Hex Jam

45. Shaft and Core, Rotor Assembly

12. Flat Washer

46. Screw, Torx

13. Insulator

47. Rotor Assembly

14. Nut, Lock Flange

48. Rotor Shaft and Core Assembly

15. Flat Washer

49. Key, Woodruff

16. Cap Screw, Stainless Steel

50. Ring, Spiral

17. Lock Washer

51. Ring, Carrier

18. Lock Washer, Stainless Steel

52. Coil and Stator Assembly, Field

19. Cap Screw

53. Screw, Torx

20. Housing, Drive End

54. Nut

21. Cover, Control Unit

55. Wedge, Stator (attached to stator with epoxy glue)

22. Switch, Thermal 23. Cap Screw, Hex Head 24. Lock Washer, Stainless Steel 25. Flat Washer 26. Cover Plate, Stud Assembly 27. Cap Screw, Stainless Steel 28. Lock Washer 29. Flat Washer 30. Shell Connector (Plug) 31. Pin Connector, Female 32. Plug, Wedge Lock 33. Shell Connector (Receptacle) 34. Receptacle, Wedge Lock 35. Pin Connector, Male

56. Stator, Drive End 57. Bushing, Tension (not used in mounting) 58. Shell 59. Stator, Anti-Drive End 60. Coil, Field 61. Stud 62. Bearing, Anti-Drive End 63. O-Ring 64. Housing, Anti-Drive End 65. Fan 66. Washer, Bellville 67. Nut 68. Guard, Fan 69. Screw, Pan 70. Grommet

D10003 07/06


D10-39

Regulator Removal 1. Remove voltage regulator (37). a. Disconnect wiring harness (36) from voltage regulator (37). Wedges must be reinstalled and sealed in place correctly to prevent damage to the internal parts during operation.

b. Remove and save four screws (38) and four Bellville washers (39) using an 8 mm socket.

ALTERNATOR DISASSEMBLY NOTE: Disassemble the alternator only as far as necessary to replace any defective part(s).

The alternator weighs approximately 32 kg (70 lbs). Be careful when moving or positioning the alternator to prevent personal injury.

FIGURE 10-29. 36. Wiring Harness

37. Voltage Regulator

The following replacement parts are mandatory: spiral rings (5, 50), O-rings (63), lock nuts (14), bearings (9, 62), and all lock washers. All small hardware is included in a kit. Refer to the Parts book.

FIGURE 10-30. 38. Screw

D10-40


39. Bellville Washer

D10003 07/06

2. If replacement of the voltage regulator is necessary, record the setting of the selectable voltage set point switch on the back side of the voltage regulator. When installing a new voltage regulator, set the selectable voltage set point switch to the same switch position as the faulty regulator.

NOTE: DO NOT lose the metal portion of grommet washers (70). 2. Remove fan (65) by removing nut (67) using an air impact wrench and a 24 mm socket. Also, remove Bellville washer (66).

FIGURE 10-33. FIGURE 10-31. NOTE: The setting of this switch can depend on the type of battery being used. Refer to the Battery section for additional information.

65. Fan 66. Bellville Washer

67. Nut

Fan Removal 1. Remove fan guard (68) by removing six Allen head screws (69) using a 3 mm Allen wrench.

When removing nut (67), the use of an air impact wrench is recommended.

FIGURE 10-32. 68. Fan Guard 69. Allen Head Screw

D10003 07/06

FIGURE 10-34.

70. Grommet Washer


D10-41

3. Remove and discard spiral ring (50) from fan (65).

Anti-Drive End Housing Removal 1. Scribe a single mark on side of shell (58) and drive end housing (20). Scribe a double mark on the side of shell (58) and anti-drive end housing (64). This will ensure the proper reassembly of the end housings.

FIGURE 10-35. 50. Spiral Ring

65. Fan

Pulley Removal 1. Remove pulley (3, Figure 10-24) from the drive end by removing nut (1) using an air impact wrench and a 30 mm socket. Also, remove washer (2) and woodruff key (49).

FIGURE 10-37. 20. Drive End Housing 64. Anti-Drive End 58. Shell Housing

FIGURE 10-36. 1. Nut 2. Washer

49. Woodruff Key

NOTE: Removal of the pulley may require a three jaw gear puller.

D10-42


D10003 07/06

NOTE: Disassembly of the alternator can be made easier by using a support stand, as shown. The Support Stand section in this chapter provides dimensions to manufacture the stand.

3. Remove and discard nine lock flange nuts (14) from anti-drive end housing (64) using a 9 mm socket.


14. Lock Flange Nuts

64. Anti-Drive End Housing

4. Remove anti-drive end housing (64) from shell (58). The alternator weighs approximately 32 kg (70 lbs). Be careful when moving or positioning the alternator to prevent personal injury.

NOTE: Removal may require the use of a three jaw gear puller.

2. Position the alternator in the support stand with the anti-drive end facing up.

FIGURE 10-41. 58. Shell 64. Anti-Drive End Housing

74. Three Jaw Gear Puller

FIGURE 10-39.

D10003 07/06


D10-43

5. Remove and discard two O-rings (63) from inside diameter of anti-drive end housing (64).

7. Remove and discard spiral ring (50) from carrier ring (51). .

63. O-Rings

FIGURE 10-42. 64. Anti-Drive End Housing

6. Remove bearing (62) from rotor shaft (48) along with ring carrier (51) using a three jaw gear puller.


51. Carrier Ring

Anti-Drive End Rotor Removal 1. Remove one Torx screw (46) using a number T25 Torx bit. Scribe a mark on the face of the rotor at the center of the screw hole. This will be used to correctly position the rotor during assembly.

48. Rotor Shaft 51. Ring Carrier

FIGURE 10-43. 62. Bearing


D10-44


47. Rotor

D10003 07/06

NOTE: If necessary to loosen rust, use an air chisel with a rounded-point hammer bit to vibrate the area between screw holes on the rotor face. The rotor retaining screws have been installed with a thread lock compound (Loctite). DO NOT use air impact tools to remove screws (46). Use only hand tools to carefully remove these screws. Using air tools can cause the screws to break, resulting in damage.

4. Thread three screws (46) into the puller holes. Tighten the screws evenly to start removing rotor (47) from rotor shaft (48). .

FIGURE 10-48. 46. Screw 47. Rotor

48. Rotor Shaft


47. Rotor

2. Remove remaining five Torx screws (46) using a number T25 Torx bit. 3. Clean out three threaded puller holes in top of rotor (47).

Threaded screws (46) may not be long enough to completely remove rotor (47) from the rotor shaft. If necessary, use a three jaw gear puller to completely remove the rotor. Using the three jaw gear puller may damage the rotor if it is rusted to the rotor shaft.


47. Rotor 47. Rotor.

D10003 07/06


FIGURE 10-49. 74. Three Jaw Gear Puller

D10-45

2. Place the alternator in the support stand with the drive end facing up.

5. Remove the rotor from the rotor shaft.

FIGURE 10-50. FIGURE 10-52. Drive End Housing Removal 3. Remove cover plate (7) by removing six Torx screws (6) using a number T20 Torx bit. Ensure the single mark has been scribed between drive end housing (20) and shell (58). This mark will be used during the assembly process to correctly align the two parts.

1. Position the support stand so the large diameter hole is facing up.


7. Cover Plate

FIGURE 10-51.

D10-46


D10003 07/06

4. Remove six hex jam nuts (11, Figure 10-54) using an 11 mm socket. Remove the phase leads from the terminals. If necessary, remove flat washers (12, Figure 10-55) and insulators (13).

5. Mark the location of the six phase leads for proper reassembly. Place a different identification mark on both the housing and each phase lead terminal.

FIGURE 10-56. FIGURE 10-54. 11. Hex Jam Nuts

20. Drive End Housing

FIGURE 10-55. 12. Flat Washers 13. Insulators

D10003 07/06

6. Remove and discard nine lock flange nuts (14) using a 9 mm socket.

FIGURE 10-57. 14. Lock Flange Nuts



D10-47

7. Remove the sealing compound from the face of the drive end housing where the field coil leads enter the control unit

9. Carefully pull out and disconnect plug (30) from receptacle (33) by releasing the lock and disconnecting the gray plug assembly.

.

FIGURE 10-58.

FIGURE 10-60.

8. Remove five Torx screws (6) from control unit cover (21) using a T20 Torx bit. Remove control unit cover (21).

30. Plug

33. Receptacle

10. Remove orange wedge lock (32).

FIGURE 10-61. 30. Plug

6. Screw

D10-48

32. Wedge Lock

FIGURE 10-59. 21. Control Unit Cover


D10003 07/06

11. Using a small flat-blade screwdriver, release the female pin connectors from the plug assembly.

13. Pull the field coil leads through the opening in the drive end housing.

FIGURE 10-62.

FIGURE 10-64.

12. Remove the two field coil leads from plug (30), and remove the orange seal from the field coil leads.

14. Lift drive end housing (20), along with rotor (47) and rotor shaft (48), off of shell assembly (58). This may require two people; one to lift the housing, and the other to guide the phase leads out of the housing.

FIGURE 10-63. 20. Drive End Housing 30. Plug FIGURE 10-65. 20. Drive End Housing 48. Rotor Shaft 47. Rotor 58. Shell Assembly

D10003 07/06


D10-49

16. Remove spiral ring (5) from pulley bushing (4) and discard.

15. Remove pulley bushing (4).

4. Pulley Bushing

FIGURE 10-66. 20. Drive End Housing 4. Bushing

NOTE: Use a pair of expandable pliers and gently wiggle (move side-to-side) the pulley bushing out of the housing.

4. Pulley Bushing

D10-50

FIGURE 10-67. 75. Expandable Pliers


17. Place drive end housing (20) into a hydraulic press with the outer surface of the housing supported by the press table.

FIGURE 10-69. 20. Drive End Housing 77. Hydraulic Press


D10003 07/06

18. Press rotor shaft (48) out of front bearing (9).

20. Remove flat retainer ring (10) using heavy-duty internal snap ring pliers. Save the ring.

FIGURE 10-70. 9. Front Bearing

FIGURE 10-72.

48. Rotor Shaft

10. Flat Retainer Ring 19. Remove beveled retainer ring (8) using heavyduty internal snap ring pliers. Save the retainer ring.

21. Place the drive end housing face down on a hydraulic press with the outer surface of the housing supported by the press table.

FIGURE 10-71. 8. Beveled Retainer Ring

D10003 07/06

9. Front Bearing

FIGURE 10-73.

9. Front Bearing


D10-51

Use a bearing driver with a slightly smaller diameter than the outer race of the bearing. Pressing against the inner race of the bearing will cause bearing damage.

2. Remove one Torx screw (46) using a number T25 Torx bit. Scribe a mark on the face of the rotor at the center of the screw hole. This will be used to correctly position the rotor during assembly.

22. Use a bearing driver to remove the bearing from the housing. Discard the bearing.

46. Screw

FIGURE 10-76. 47. Rotor

FIGURE 10-74. Drive End Rotor Removal 1. If necessary, remove drive end rotor (47) from rotor shaft (48), using the following steps.

The rotor retaining screws have been installed with a thread lock compound (Loctite). DO NOT use air impact tools to remove screws (46). Use only hand tools to carefully remove these screws. Using air tools can cause the screws to break, resulting in damage. 3. Remove remaining five Torx screws (46) using a number T25 Torx bit. 4. Place rotor (47) and rotor shaft (48) into a hydraulic press and remove the shaft. Ensure the rotor is fully supported by the press table.

FIGURE 10-75. 47. Drive End Rotor

D10-52

48. Rotor Shaft


D10003 07/06

4. Reposition the alternator in the support stand with the drive end facing up.

Field Coil Removal

DO NOT damage or bend studs (61). 1. Position the alternator in the support stand with the anti-drive end facing up. 2. Permanently mark the letters ADE on the surface of field coil (60) in the location of the missing screw. 3. Remove eight Torx screws (53) using a number T15 Torx bit.

FIGURE 10-78. 5. Permanently mark the letters DE on the surface of field coil (60) in the location of the missing screw. 6. Remove eight Torx screws (53) using a number T15 Torx bit.

FIGURE 10-77. 53. Screws

60. Field Coil

Field coil retaining screws (53) have been installed with a thread lock compound (Loctite). DO NOT use air impact tools to remove screws. Use only hand tools to carefully remove these screws. Using air tools can cause the screws to break, resulting in damage.

D10003 07/06



60. Field Coil

D10-53

7. Place XA3320 field coil removal/installation tool on top of the field coil.

DO NOT damage the field coil leads during the removal process. NOTE: If a new field coil will be installed, mark the letters (in the same location and orientation) from Steps 2 and 5 on the new replacement field coil. 9. Carefully remove the field coil from the stator. The clearance between the field coil and stator is minimal. Use caution during the removal process. As the field coil is removed, ensure the two field coil leads are removed without damage.

FIGURE 10-80. 8. Engage the recessed areas of the tool with the field coil bobbin ears. Rotate the tool clockwise approximately five degrees to release the field coil from the stator tabs.

NOTE: In some instances, removal of the field coil may be easier by placing the anti-drive end of the alternator in an upward position and pulling the field coil out of the stator.

FIGURE 10-82.

FIGURE 10-81.

D10-54


D10003 07/06

Drive End and/or Anti-Drive End Stator Removal

4. Permanently scribe or etch a single mark aligned with the center of two stud holes, across the top surface of anti-drive end stator (59) and end of shell (58). Repeat at an adjacent hole.

Remove and replace one faulty stator at a time. This process will ensure the alignment of stators (56, 59) to shell (58). Refer to the appropriate Installation section for specific installation instructions. 1. Position the alternator in the support stand with the drive end facing up. 2. Permanently scribe or etch a single mark, aligned with the center of a stud hole, across the top surface of drive end stator (56) and end of shell (58).

FIGURE 10-84. 58. Shell

FIGURE 10-83. 56. Drive End Stator

58. Shell

3. Reposition the alternator in the support stand with the anti-drive end facing up.

D10003 07/06

59. Anti-Drive End Stator

A single scribe mark identifies the stator as the drive end stator. The double mark identifies the stator as the anti-drive end stator. It is critical that these marks be precisely aligned during assembly. If the marks are not precisely aligned, the phase leads, field coil leads, and the mounting holes will not properly align. If a new stator is being installed, it is critical to precisely transfer the location of the mark(s) to the new part.


D10-55

5. Remove the shell assembly from the support stand. Remove hex head nuts (54) from studs (61) using a deep well 6 mm socket. Discard nuts (54). Use expandable pliers to hold the enlarged portion of the stud.

8. Position the shell in the support stand with the faulty stator in a downward position. Place stator installation/removal tool XA3320 on top of the tabs of the stator being removed. Ensure the recessed portion of the tool is fully engaged with the stator tabs

Ensure the stator installation/removal tool is engaged with the stator tabs of the part being removed and not the stator in the upper position. The shell assembly is manufactured with a raised area in the center of the shell. The stators can only be removed by pushing them out through the end of the shell. 9. Place the shell assembly into a hydraulic press and remove the faulty stator. Figure 10-86 shows the drive end stator being removed.

FIGURE 10-85. 54. Hex Head Nuts

61. Studs

NOTE: Hex head nuts (54) have been installed using a thread locking compound. Use care when removing. 6. Remove and save nine studs (61) from the stators. 7. If a stator needs to be replaced, remove only the faulty stator. a. If removing the anti-drive end stator, place a mark on the drive end stator where each anti-drive end phase lead is located. Cut the three terminals off the anti-drive end phase leads and discard. b. If removing the drive end stator, break out the six glued in wedges on the drive end stator with the anti-drive end phase leads behind them.

D10-56

FIGURE 10-86. NOTE: The tabs of the stator may bend slightly downward during the removal process. Continued downward pressure will push the stator out of the shell.


D10003 07/06

10. Carefully pull the three anti-drive end stator phase leads through the spaces between the stator windings.

CLEANING AND INSPECTION 1. Ensure all parts being reused are thoroughly clean. 2. Ensure all parts being reused are in good condition. Replace any damaged parts.

ALTERNATOR ASSEMBLY Before starting the installation procedure, ensure all the parts are available and in good condition. Replace any damaged parts before assembly.

FIGURE 10-87. 11. If it is necessary to remove the other stator, first reinstall a new stator in place of the removed stator. Then, reposition the shell in the hydraulic press with the remaining stator in a downward position.

All electrical wiring connections are coated with a Dow Corning® 1-2577 low VOC RTV coating or equivalent. DO NOT use a coating containing acetic acid (vinegar smell) on any electrical components. Using any other coating will cause part damage.

The following replacement parts are mandatory: spiral rings (5, 50), O-rings (63), lock nuts (14), bearings (9, 62), and all lock washers. All small hardware is included in a kit. Refer to the Parts book. Anti-Drive End Stator Installation This procedure assumes the drive end stator is already installed in the shell, and a new anti-drive end stator is being installed. NOTE: New stators do not have terminals on the phase leads. The leads must be cut to length, insulation sleeves installed, and terminals soldered onto the wires during final assembly.

FIGURE 10-88. 12. Place the shell assembly into a hydraulic press and remove the other faulty stator (56 or 59).

1. Precisely transfer the two scribed assembly marks from faulty anti-drive end stator (59) to the replacement stator. 2. Place the stator in the opening of shell (58).

D10003 07/06


D10-57

NOTE: If the drive end stator will not be replaced, route the phase leads from the replacement antidrive end stator through the corresponding spaces (marked in Step 7a of the Disassembly procedure, page 55) between the drive end stator windings. New insulation sleeves and terminals will be installed on the phase leads during final assembly.

4. Insert six alignment studs through the holes in anti-drive end stator (59) aligning them with the holes in drive end stator (56). .

FIGURE 10-91. 56. Drive End Stator FIGURE 10-89.

59. Anti-Drive End Stator

5. Place the shell with the stator into a hydraulic press. Place stator installation tool XA3322 on top of the stator.

3. Align the two scribed marks on the stator with the scribed marks on shell (58). It is critical that these scribed marks be carefully aligned. If the marks are not precisely aligned, the wiring and the mounting holes will not properly align.

FIGURE 10-92.

FIGURE 10-90.

D10-58


D10003 07/06

8. If the drive end stator needs to be replaced, follow the steps in the next section. If the drive end stator does not need replacement, go to the Field Coil Installation section in this manual. Ensure the shell is supported in a hydraulic press so the alignment studs are not damaged by the supports. 6. Press the stator into the shell. The top surface of stator (59) will be flush with the end of shell (58) when fully installed. .

Drive End Stator Installation This procedure assumes the anti-drive end stator is already installed in the shell, and a new drive end stator is being installed. 1. Precisely transfer the scribed assembly mark from faulty drive end stator (56) to the replacement stator. 2. Place the stator in the opening of the shell. 3. Route three anti-drive end stator phase leads through the corresponding spaces between the drive end stator windings. NOTE: There are two methods for routing the antidrive end phase leads. Follow either Step 3a or 3b.

a. Primary method (recommended): Break out the six wedges on the replacement drive end stator. Route the phase leads through the corresponding spaces between the drive end stator windings. Glue the six replacement wedges in place using the recommended epoxy adhesive after the drive end stator is pressed in place.


59. Stator

7. Remove the shell and stator assembly from the press. Remove the installation tool. Remove the six alignment studs.

FIGURE 10-95.

FIGURE 10-94.

D10003 07/06


D10-59

b. Alternative method: Remove the insulation sleeves from the three anti-drive end phase leads. DO NOT damage the insulation sleeves during removal. Carefully feed the terminal ends up through the corresponding spaces between the drive end windings. Use a pick tool to pull the terminals though the windings. Reinstall insulation sleeves after the drive end stator is pressed in place.

4. Place the stator in the opening of the shell. Precisely align the scribed mark. It is critical that this scribed mark be carefully aligned. If the mark is not precisely aligned, the wiring and the mounting holes will not properly align.

FIGURE 10-97. 5. Insert six alignment studs through the holes in the drive end stator aligning them with the holes in the anti-drive end stator.

FIGURE 10-96.

If the insulation sleeves are damaged or not installed properly, excessive damage can be caused to the alternator when current is produced during operation.

FIGURE 10-98.

D10-60


D10003 07/06

6. Place the shell with the stator in a hydraulic press. Place stator installation tool XA3322 on top of the stator. Position the studs in the openings of the tool.

8. Remove the shell and stator assembly from the press. Remove the installation tool. Remove the six alignment studs.

FIGURE 10-101. FIGURE 10-99. NOTE: Precisely align the alignment marks on both stators and the shell. If they are not aligned, remove the stator(s) and reinstall.

Position the shell in a hydraulic press so the alignment studs are not damaged by the supports.

9. Install nine studs (61) through stators (56 and 59). Install the studs from the anti-drive end of the alternator with the enlarged portion of the stud on the anti-drive end.

7. Press the stator into the shell. The top surface of drive end stator (56) will be flush with end of shell (58) when fully installed.

FIGURE 10-102. 56. Drive End Stators 59. Anti-Drive End Stators

61. Studs

FIGURE 10-100. 56. Drive End Stator

D10003 07/06

58. Shell


D10-61

10. Install hex head nuts (54) onto the studs. Use a suitable thread lock compound such as Loctite 222. Tighten the nuts to 3 N·m (30 in. lb) in an alternating pattern.

2. Align the letters ADE on the field coil with the non-tabbed portion of the stator, and route the two field coil leads through the corresponding space between the stator windings.

Field Coil Installation NOTE: If a new field coil is being installed, transfer the letters ADE (anti-drive end) and DE (drive end) from the faulty field coil to the corresponding locations on the replacement field coil.

1. Position shell (58) on the support stand with the drive end facing down.

FIGURE 10-104. NOTE: New field coils do not have terminal pins installed on the leads. The leads must be cut to length and the new terminal pins crimped on during final assembly.


D10-62

73. Support Stand


D10003 07/06

3. Carefully push the field coil downward through stator tabs (59). The clearance between the field coil and stator is minimal and will require care during the installation process. As the field coil is installed, ensure the two wires are not damaged. Push the field coil downward until the mating surfaces between the field coil bobbin ears and the stator tabs are vertically aligned.

5. Engage the recessed areas of the tool with the field coil bobbin ears. Rotate the tool clockwise approximately five degrees to engage the field coil with the stator tabs. Ensure the letters ADE are now aligned with the non-tabbed area of the stator.

FIGURE 10-107. FIGURE 10-105. 59. Stator Tabs

6. Install eight field coil screws coated with a thread locking compound (such as Loctite 222 or equivalent). Tighten the screws to 2 N·m (20 in. lb).

60. Field Coil

4. Place field coil removal/installation tool XA3320 on top of the field coil.


D10003 07/06


D10-63

DO NOT install a screw in the marked hole because there is no corresponding stator tab. If installed, the screw will fall into the stator cavity, damaging internal parts during operation.

DO NOT install a screw in the marked hole because there is no corresponding stator tab. If installed, the screw will fall into the stator cavity, damaging internal parts during operation. Drive End Bearing Installation

7. Reposition the shell assembly in the support stand with the drive end facing up.

1. Install flat retainer ring (10) into the drive end housing, as shown, using heavy-duty, internal snap ring pliers.

FIGURE 10-109. FIGURE 10-111. 8. Install eight field coil screws coated with a thread locking compound (such as Loctite 222 or equivalent). Tighten the screws to 2 N·m (20 in. lb).

10. Flat Retainer Ring

76. Snap Ring Pliers

Fully support the housing before pressing the bearing into the housing. Position the diameter of the bearing driver against the outer bearing race. Pressing on the inner race of the bearing will result in bearing damage.

FIGURE 10-110.

D10-64


D10003 07/06

2. Place drive end housing (20) and front bearing (9) in a hydraulic press. Press the bearing into the bore until completely seated against the flat retainer ring.

4. Lubricate the spiral ring with Komatsu grease XA3401. Wind new spiral ring (5) into the groove around pulley bushing (44).

FIGURE 10-114. FIGURE 10-112. 9. Front Bearing

5. Spiral Ring

44. Pulley Bushing


3. Install beveled retainer ring (8) using heavyduty, internal snap ring pliers. Position the beveled portion of the retaining ring facing up.

5. Compress spiral ring (5) and install pulley bushing assembly into the inside bore of the drive end housing. Position the thickest flange of the pulley bushing facing up (towards the inside of the alternator).

FIGURE 10-113. FIGURE 10-115. 8. Beveled Retainer Ring

D10003 07/06

76. Snap Ring Pliers 5. Spiral Ring



D10-65

Rotor and Rotor Shaft Installation

Drive End Rotor Installation

1. Press rotor and rotor shaft assembly (47, 48) into drive end housing (20).

1. If removed, install drive end rotor (47) onto shaft assembly (48).

a. Place the rotor and rotor shaft assembly into a hydraulic press with the rotor shaft fully supported. b. Place drive end housing (20) onto rotor shaft (48). c. Press the drive end housing onto the rotor shaft. Press the housing onto the shaft using a bearing driver, which will press against the inner bearing race.


48. Shaft Assembly

2. Center the screw hole in rotor shaft (48) with the slot in rotor (47).

FIGURE 10-118. 20. Drive End Housing 47. Rotor Assembly

48. Rotor Shaft Assembly

.

When installing the drive end housing, press only on the inner race of the bearing. Pressing on any other surface will result in bearing damage.


48. Shaft Assembly

3. Install five Torx screws (46) using a T25 Torx bit. Apply thread lock compound (Loctite 222) and tighten to 7 N·m (65 in. lb). DO NOT install a screw in the marked hole at this time.

2. Rotate the shaft to verify the bearing moves freely.

4. Ensure the screw hole has remained centered in the slot on the face of the rotor. Apply thread lock compound (Loctite 222) and install the screw. Tighten to 7 N·m (65 in. lb).

D10-66


D10003 07/06

Drive End Housing Installation 1. Place shell assembly (58) into the support stand with the drive end facing up.

3. As the drive end housing is installed, guide the two field coil leads and the six stator phase leads through the proper openings in the drive end housing. NOTE: If necessary, install new terminal ends on the wires. On the stator phase leads cut the wires to length, strip the correct amount of wire insulation, install insulating sleeves over the wires, and solder on the new terminal ends. On the new field coil leads, cut the wires to length, strip the correct amount of wire insulation, and crimp on the new terminal pins.

FIGURE 10-119. 58. Shell Assembly

73. Support Stand

DO NOT damage the stator windings or studs while repositioning the alternator.

FIGURE 10-121.

2. Align the scribed marks on the drive end housing and the shell. Install the rotor shaft and housing assembly onto the shell. A rod can be used to verify the mounting tabs on the shell and the drive end housing are properly aligned.

FIGURE 10-120.

D10003 07/06


D10-67

4. Install nine new lock flange nuts (14) onto studs (61). Tighten the nuts to 5 N·m (45 in. lb) using an alternating pattern.

6. Place the stator phase leads onto the stator phase lead studs and install new hex jam nuts (11). Tighten the nuts to 3 N·m (30 in. lb).

FIGURE 10-122. 14. Lock Flange Nuts

FIGURE 10-124.

61. Studs

11. Jam Nuts


5. Install insulator (13) and then flat washer (12) on the stator phase lead studs. Position the insulation sleeves on the stator phase leads over the arm of each terminal ring to avoid a possible short circuit.

FIGURE 10-123. 12. Flat Washer

D10-68

13. Insulator


D10003 07/06

7. Lubricate the spiral ring with Komatsu grease XA3401. Wind new spiral ring (5) into the groove around pulley bushing (4).

9. Guide the two field coil leads through the opening in the drive end housing and into the control housing.

FIGURE 10-127.

FIGURE 10-125. 4. Pulley Bushing

5. Spiral Ring

8. Compress spiral ring (5) and install pulley bushing assembly (4) into the outside of drive end housing (20). Position the thickest flange of the pulley bushing facing up (towards the outside of the alternator).

FIGURE 10-126. 4. Pulley Bushing Assembly 5. Spiral Ring

D10003 07/06



D10-69

10. Install the orange wire seal over the field coil leads. Install the two terminal sockets into plug assembly (30). Install orange wedge (32) to lock the sockets into the plug.

11. Connect plug assembly (30) with receptacle assembly (33).

FIGURE 10-129. 30. Plug Assembly

33. Receptacle Assembly

12. Apply Dow Corning® 1-2577 low VOC RTV, or equivalent, onto all electrical connections. Also, seal the opening where the field coil leads enter the control unit.

FIGURE 10-128. 30. Plug Assembly

32. Wedge

NOTE: Ensure the brown wire in the plug assembly corresponds to the white wire in the receptacle assembly. Ensure the red wire corresponds with the black wire. FIGURE 10-130.

D10-70


D10003 07/06

13. Install cover plate (7). Apply thread lock compound (Loctite) and install six Torx screws (6) using a T20 Torx bit. Tighten the screws to 3 N·m (30 in. lb).

Anti-Drive End Rotor Installation 1. Reposition the alternator in the support stand with the anti-drive end facing up.

FIGURE 10-133. FIGURE 10-131. 6. Screws

7. Cover Plate

14. Apply Dow Corning® 1-2577 low VOC RTV, or equivalent, onto the cover before installing. Install control unit cover (21). Apply thread lock compound (Loctite) with five Torx screws (6) using a T20 Torx bit. Tighten to 3 N·m (30 in. lb).

2. Install anti-drive end rotor (47) onto shaft assembly (48). Align the previously-scribed mark on the face of the rotor with the center of the screw hole.

FIGURE 10-134. 47. Anti-Drive End Rotor

48. Shaft Assembly


D10003 07/06

21. Control Unit Cover


D10-71

3. Apply thread lock compound (Loctite) and install five Torx screws (46) using a T25 Torx bit. DO NOT install a screw in the scribed hole at this time. Tighten the five screws to 7 N·m (65 in. lb).

Anti-Drive End Housing Installation 1. Lubricate the spiral ring with Komatsu grease XA3401. Wind new spiral ring (50) into the groove of carrier ring (51).

FIGURE 10-137.


50. Spiral Ring

47. Rotor

4. Ensure the alignment mark has remained centered with the screw hole. Apply thread lock compound (Loctite), install the screw. Tighten to 7 N·m (65 in. lb).

51. Carrier Ring

2. Install two new O-rings (63) in anti-drive end housing (64).

FIGURE 10-138. 63. O-Rings 46. Screw

D10-72

FIGURE 10-136. 47. Rotor



D10003 07/06

3. Compress spiral ring (50) and install carrier ring assembly (51) into the anti-drive end housing, (towards the inside of the alternator). This part can be installed in either direction.

5. Apply thread lock compound (Loctite 222) and install nine new lock flange nuts (14). Tighten to 5 N·m (45 in. lb) in an alternating pattern.

FIGURE 10-141. FIGURE 10-139. 50. Spiral Ring

14. Lock Flange Nuts

51. Carrier Ring Assembly

4. Align the installation scribe marks on shell (58) and anti-drive end housing (64). Install the antidrive end housing over rotor shaft (48) and nine studs (61).

48. Rotor Shaft 58. Shell

D10003 07/06

FIGURE 10-140. 61. Studs 64. Anti Drive-End Housing


6. Install anti-drive end bearing (62) over the rotor shaft. Place the shell assembly into a hydraulic press. Press the bearing into the bore of antidrive end housing (64) until it is completely seated against the pulley bushing.

FIGURE 10-142. 62. Bearing



D10-73

10. Install fan guard (68). Apply thread lock compound (Loctite). Install Allen head screws (69) using a 3 mm Allen socket wrench. Tighten the screws to 7 N·m (65 in. lb). When installing the anti-drive end bearing, press only on the inner race of the bearing. Pressing on any other surface will result in bearing damage. 7. Rotate the shaft to verify the bearing moves freely. 8. Lubricate the spiral ring with Komatsu grease XA3401. Wind new spiral ring (50) into the groove around fan (65).


65. Fan

9. Install the fan onto the rotor shaft with Bellville washer (66) and nut (67). Use an air impact wrench and a 24 mm impact socket to tighten the nut to 6 N·m (50 ft lb).

FIGURE 10-145. 68. Fan Guard 69. Allen Head Screws

70. Grommets

. NOTE: Verify the metal grommet washers are still in grommets (70).

FIGURE 10-144.

D10-74


D10003 07/06

11. Remove the alternator from the support stand. Install woodruff key (49) in the rotor shaft. Install pulley (3) with flat washer (2) and nut (1). Use an air impact wrench and a 30 mm impact socket to tighten the nut to 163 N·m (120 ft lb).

NOTE: The setting of this switch can depend on the type of battery being used. Refer to Battery in this chapter for additional information. 2. Place the regulator on the alternator. Install four screws (38) with Bellville washers (39) using an 8 mm socket. Tighten the screws to 8 N·m (70 in. lb).

FIGURE 10-146. 1. Lock Nut 2. Flat Washer

49. Woodruff Key FIGURE 10-148.

Regulator Installation 1. Set the selectable voltage set point switch on the back side of the regulator to the correct position.

38. Screws

39. Bellville Washers

3. Connect wiring harness (36) to voltage regulator (37).

FIGURE 10-147. FIGURE 10-149. 36. Wiring Harness

D10003 07/06



D10-75

THERMAL SWITCH

3. Remove the plastic tie strap securing the wires together.

Removal 1. Disconnect wiring harness plug (36) from voltage regulator (37).

FIGURE 10-152.

FIGURE 10-150. 36. Wiring Harness Plug


4. Remove all the sealant from around thermal switch (22).

2. Remove nine Torx screws (6) using a T20 Torx bit. Remove covers (21, 26).

FIGURE 10-153. 22. Thermal Switch

FIGURE 10-151. 6. Screws 21. Control Unit Cover

26. Stud Assembly

NOTE: If desired, disconnect field coil plug (30) from receptacle (35). This will provide additional clearance when removing the thermal switch.

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D10003 07/06

5. Remove hex head bolt (23) using a 13 mm socket. Also, remove Bellville washer (24) and flat washer (25).

7. Remove thermal switch (22). a. Reposition the two insulation sleeves to expose the wiring connections. b. Remove the heat shrink insulation from both wiring connections. c. Unsolder each wire from the wiring terminal sleeves.

FIGURE 10-154. 23. Hex Head Bolt 24. Bellville Washer

25. Flat Washer

6. Identify and mark the wiring terminals for proper reassembly. These terminals must be reinstalled in the same location as they were removed.

FIGURE 10-156.

The order of the connections from top to bottom is: rectifier terminal (1) rectifier terminal (1), B+/sense terminal (2), thermal switch terminal (3), flat washer, Bellville washer, and bolt

FIGURE 10-157.

FIGURE 10-155.

D10003 07/06


D10-77

SUPPORT STAND

Installation 1. Place the appropriate diameter heat shrink insulation onto the thermal switch wires. 2. Solder the new thermal switch wires into the wiring terminal sleeves.

Disassembly of the alternator can be made easier by using a support stand, as shown. This drawing provides the dimensions to manufacture the stand.

3. Position the heat shrink insulation over each wiring connection and apply heat to seal the connection. 4. Reposition the insulation sleeve over each wiring connection. 5. Place the wiring terminal connections in the correct order. Refer to Step 6, Removal, for the proper installation order. Install hex head bolt (23) with lock washer (24) and flat washer (25). Tighten the bolt to 28 N·m (20 ft lb).

The thermal switch connection is coated with a Dow Corning® 1-2577 low VOC RTV coating, or equivalent. DO NOT use a coating containing acetic acid (vinegar smell) on any electrical components. Using any other coating will cause part damage.

FIGURE 10-158.

6. Coat the thermal switch connection with Dow Corning® 1-2577 low VOC RTV coating, or equivalent. 7. Secure the wires together using a plastic tie strap. 8. Apply Dow Corning® 1-2577 low VOC RTV coating, or equivalent, onto the cover plates before installing. Install control unit cover plates (21, 26). Apply a thread lock compound (Loctite) to the screws with nine Torx screws (6) using a T20 Torx bit. Tighten to 3 N·m (30 in. lb). 9. Connect wiring harness (36) to voltage regulator (37).

D10-78


D10003 07/06

SECTION D11 VEHICLE HEALTH MONITORING SYSTEM (VHMS) INDEX VHMS BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4 USING VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Turning VHMS ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Normal VHMS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Turning VHMS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6 Downloading from the VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6 VHMS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 VHMS History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8 Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8 Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10 Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10 Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11 Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12 Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12 VHMS DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 VHMS LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15 VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16 VHMS Tool Box Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16 VHMS Setting Tool Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16 VHMS INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17 VHMS Controller Setup Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17 VHMS Snapshot Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20 VHMS Download Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21 VHMS FTP Upload Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22 VHMS Initialization Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23 WHEN REPLACING A VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24

D11010

VEHICLE HEALTH MONITORING SYSTEM (VHMS)

D11-1

VHMS CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29 Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29 Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29 VHMS Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30 ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32

D11-2


D11010

VEHICLE HEALTH MONITORING SYSTEM (VHMS) VHMS BASIC FEATURES

Convert and Record Data

The center of the Vehicle Health Monitoring System (VHMS) is the VHMS controller, which gathers data about the operation of the truck from sensors and other controllers installed on the truck. Refer to Figure 11-1 for an overview of the VHMS components.

VHMS controller (2, Figure 11-1) processes data received from external controllers and stores the following data in internal memory:

For instructions on how to use VHMS software programs, refer to VHMS Software elsewhere in this section. For error codes, check-out and troubleshooting procedures, refer to VHMS Troubleshooting and Check-out Procedures elsewhere in this section.

• Fault codes from the engine, Interface Module, and PLM III • Snapshots of data when specific fault codes occur • Trends of parameters

specific

engine

and

chassis

• Load map and other measures of engine and chassis usage • Haul cycle summary information, including payload, distance traveled, and travel times

Gather Data The VHMS controller gathers data from three sources. Real-time and alarm data from each controller is gathered continually. In addition, haul cycle summary data from the PLM III is requested by the VHMS controller one time per day.

In addition to data gathered from external controllers, the VHMS records information about the vehicle and VHMS usage, including: • Key ON and engine ON record • VHMS configuration changes.

The system performs three primary functions: 1. Gathers data from on-board sources: • PLM III controller • Interface Module (IM) • Engine controllers 2. Converts data into usable formats and records it into permanent memory. 3. Communicates data to off-board systems: • Satellite (OrbComm) • PC download NOTE: The electric drive system does provide a limited number of faults to the interface module. Refer to VHMS Troubleshooting later in this section for a complete listing of fault codes that are generated by the drive system.

FIGURE 11-1. VHMS COMPONENTS 1. Orbcomm Controller 4. Red LED Digits 2. VHMS Controller 5. Green LED Light 3. Interface Module

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D11-3

FIGURE 11-2. VHMS COMPONENT FLOW CHART

Communicate Data to Off-Board Systems VHMS has two methods to communicate data to offboard systems: • Via satellite to the WebCARE database • Download to a laptop PC running the VHMS Technical Analysis Toolbox software Communication to the satellite (using OrbComm) occurs automatically, but only sends critical data items. OrbComm controller (1, Figure 11-1) is located inside the auxiliary control cabinet. OrbComm antenna (1, Figure 11-3) is mounted on the front left corner of the cab by magnetic mount (2).

In order to collect all the necessary machine data, a preventive maintenance (PM) snapshot needs to be recorded every 500 hours of operation. The snapshot and other data is then downloaded into a laptop PC. This data is to be sent to Komatsu via the FTP program which is a part of the VHMS Technical Analysis Tool Box program. Refer to the check-out procedure for more detailed information regarding a PM snapshot.

Communication to a laptop PC occurs whenever a user connects a laptop PC to the VHMS controller and requests a data download. All VHMS data is available for download to a laptop PC. Once downloaded to a laptop PC, the information is then sent to Komatsu via FTP. This data is then compiled at the Komatsu computer server. Based on this information, the local Komatsu distributor will suggest improvements and provide information aimed at reducing machine repair costs and downtime.

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D11010

Turning VHMS ON The VHMS controller is turned on by the truck key switch (circuit 712). Immediately after receiving input from the key switch signal, the VHMS controller begins its power-up initialization sequence. This sequence takes about three seconds, during which time red LED digits (4, Figure 11-1) on the top of the VHMS controller unit will display a circular sequence of flashing LED segments. The VHMS controller will not support a connection from a laptop PC or a manual snapshot during this initialization time. The VHMS controller is connected directly to the battery circuit, which provides a constant 24 volt signal from the truck batteries. However, the VHMS controller has the ability to turn itself off and will do so automatically within three minutes after the key switch is turned off.

FIGURE 11-3. ORBCOMM ANTENNA 1. Orbcomm Antenna

2. Magnetic Mount

The battery disconnect switch, located at the truck battery box, will remove 24 volt power from the VHMS controller and cause the VHMS controller to lose all data gathered since the key switch was last turned on. DO NOT disconnect the batteries until the VHMS controller has completed its shutdown operations and has turned off its LED digits.

USING VHMS The primary tool for configuring, downloading, and viewing VHMS data is the VHMS Technical Analysis Toolbox software. Use of this software requires: • A laptop PC running Windows 95/98/2000/ME/ XP operating system. • A serial cable to connect the laptop PC to the VHMS controller. Refer to the VHMS Technical Analysis Tool Box instruction manual for additional information about using this software. NOTE: It is recommended that the engine be OFF when downloading or configuring the VHMS controller.

Normal VHMS Operation The red LED digits on the top of the VHMS controller indicate the current condition of the system. The possible conditions are shown in Table 1.

Table 1: VHMS Status LED DISPLAY Flashing LED segments in circular sequence

DESCRIPTION Power-on initialization

Numeric display, counting 00 - 99 at rate of 10 Normal Operation numbers per second Flashing Fault Codes

Normal operation, but a fault code is active

NOTE: Only a limited number of fault codes are displayed on the LED display. Most fault conditions are recorded internally in the VHMS controller, but are not indicated on the LED digits.

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D11-5

Turning VHMS OFF

Downloading from the VHMS Controller

The VHMS controller is connected directly to the truck batteries, but will remain in normal operation only if the truck key switch input (circuit 712) is on. When the VHMS controller senses that the truck key switch has been turned off, it finishes its internal processing and then saves recent data into permanent memory. This process can take up to three minutes.

Downloading data requires a laptop PC running Windows 95/98/2000/ME/XP operating system, the VHMS Technical Analysis Toolbox software, and a serial cable to connect the laptop PC to the VHMS controller. Refer to the VHMS Technical Analysis Tool Box instruction manual for additional information about using this software.

If 24 volt power is removed from the VHMS controller before it has time to save data to permanent memory, data loss or corruption may occur. The VHMS controller will turn off the red LED digits when it is off.

When a download to a laptop PC is performed, certain files are generated to store data. A listing of the file types and data is shown in Table 2. VHMS diagnostic port (2, Figure 11-4), located on the D.I.D. panel at the rear of the operator cab, is used to download from the VHMS controller.

Do not remove 24 volt power from the VHMS controller unless the red LED digits on the VHMS controller are off!

FIGURE 11-4. DIAGNOSTIC PORTS 1. IM Diagnostic Port 2. VHMS Diagnostic Port

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Table 2: File Types of Download Data File Name

Data Type

Description

cyc_int0

Cycle Interval

Changes in engine speed

csvdata_3f.csv

Temporary Brake Load Map

Fault0.csv

Fault History

Records all faults

index00.csv

Index

Lists all common data files

loadm1.csv

Temporary Load Map

mcn_his0.csv

Machine History

Key On, Key Off

m_area0.csv

Running Area Map

Records engine operation distribution

m_drct0.csv

Running Direction Map

Records engine performance movement

snap00.csv

Snapshot

Records snapshot data over time period

vhmshis0.csv

VHMS History

Records changes to VHMS

*.k

Zipped File

Contains all data files

VHMS DATA ITEMS

Machine History

Fault Codes

The VHMS controller maintains a history of the most recent 400 Key ON and Engine ON conditions.

The VHMS controller maintains a history of the most recent 600 fault codes. For each fault code, the VHMS controller records the following information: • Fault Code Number • SMR (service meter reading) when the fault occurred • Time/Date when the fault occurred

VHMS History The VHMS controller maintains a history of the most recent 400 VHMS configuration changes. The VHMS controller will record a history entry each time one of the following configuration changes occurs:

• SMR (service meter reading) when the fault cleared

• Changing the date or time of the VHMS controller

• Time/Date when the fault cleared

• Changing the OrbComm satellite settings • Performing a VHMS memory clear operation

If a fault occurs more than once within 30 minutes, the VHMS controller will only maintain a single fault entry, but it will count the number of times the fault occurred and was cleared. This feature prevents an intermittent fault that occurs repeatedly from filling up the fault memory. Serious fault conditions will be sent to WebCARE via the OrbComm satellite network as well as being recorded in permanent memory. Some fault codes are configured to generate a snapshot when they occur. Refer to Table 6 for detailed information showing which fault codes will send data to WebCARE and which ones trigger a snapshot.

D11010


D11-7

Snapshots

Manual Snapshots

A snapshot is a time history of real-time data that is recorded before and after the instant that a fault code occurs. The VHMS controller is continually recording real-time data for various engine data items. This allows the VHMS controller to record data for the time period before and after a fault code occurred.

A manual snapshot is taken by pressing the data store button (1, Figure 11-5), located at the rear of the center console. When the 7.5 minute snapshot is being recorded by the VHMS controller, VHMS snapshot in progress light (2) will be illuminated. During the first five minutes, the LED will be on continuously. During the next two minutes, the LED will flash slowly. During the last 30 seconds, the LED will flash rapidly.

Only certain fault codes generate snapshots. When a snapshot enabled fault code occurs, the VHMS controller will record data for 330 seconds (5.5 minutes) before the fault to 120 seconds (2 minutes) after the fault. In order to conserve storage memory, the VHMS controller records snapshot data at two different sample rates. Each data item is recorded at a rate of one sample every 10 seconds up until 30 seconds prior to the fault occurrence. Each data item is then recorded at a rate of one sample per second from 30 seconds prior to 120 seconds after the fault occurrence.

Manual snapshots are used to record current machine data that can then be downloaded and stored on a laptop PC. These snapshots can be used to observe current conditions on a machine. Over time, these snapshots can be compared and trends can be monitored. During the snapshot recording period, the machine should be driven over a variety of conditions so useful data can be collected.

If a snapshot enabled fault condition occurs more than one time, the VHMS controller will record the snapshot for the first (earliest) fault occurrence. The only exception is the manual snapshot button, in which case the VHMS controller will record the latest (most recent) snapshot. Refer to Table 3 for all the items that are recorded in each snapshot.

FIGURE 11-5. REAR OF CENTER CONSOLE 1. Data Store Button 2. VHMS Snapshot In Progress Light

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Table 3: Snapshot Data Data Item

Data Source

Engine Coolant Temperature

Cummins QUANTUM Controller

Engine Oil Pressure


Accelerator Position%


Engine Speed


Exhaust Gas Temperature (Left Front)

Cummins CENSE Controller

Exhaust Gas Temperature (Left Rear)


Exhaust Gas Temperature (Right Front)


Exhaust Gas Temperature (Right Rear)


Engine Oil Temperature


Fuel Rate


Boost Pressure


Blow-by Pressure


Vehicle Speed

PLM III

Sprung Weight

PLM III

haul cycle State

PLM III

Brake Pressure

Interface Module

Hoist Pressure 1

Interface Module

Hoist Pressure 2

Interface Module

Steering Pressure

Interface Module

Front Left Brake Oil Temperature

Interface Module

Front Right Brake Oil Temperature

Interface Module

Rear Left Brake Oil Temperature

Interface Module

Rear Right Brake Oil Temperature

Interface Module

Ambient Temperature

Interface Module

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D11-9

Trends The VHMS controller develops trends by monitoring real-time data and reducing the data into 20 hour statistical values. For each trended data item, the VHMS controller can determine the maximum value, minimum value, and average value during the preceding 20 hour period. Table 4 shows the type of statistical data recorded for each item. NOTE: Trend data is only collected when the engine is running. Histogram (Load Map) Data The VHMS controller develops histograms by sampling data every 100ms while the engine is running. The data is presented as a two dimensional histogram showing time-at-level for various combinations of the two input data items.

The VHMS controller maintains an engine speed vs. fuel rate histogram called the Engine Load Map, and a brake pressure vs. speed histogram. The Engine Load Map histogram shows time-at-level for specific engine speed and fuel rate combinations. The Brake Pressure vs. Speed histogram shows time-at-level for specific brake pressure and vehicle speed combinations. Two engine load maps are maintained in the VHMS controller. The Permanent Load Map contains load map data for the life of the engine. The Temporary Load Map contains load map data since the most recent memory clear action. Although the engine data is sampled every 100ms internally, the histograms are only updated every two hours.

Table 4: Trend Data Data Item

Data Source

MAX

AVG

Engine Coolant Temperature

QUANTUM Controller

X

X

Engine Oil Pressure

QUANTUM Controller

X

X

Engine Speed

QUANTUM Controller

X

Atmospheric Pressure

QUANTUM Controller

X

Exhaust Gas Temperature

CENSE Controller

X

Engine Oil Temperature

CENSE Controller

X

Fuel Rate

QUANTUM Controller

Boost Pressure

QUANTUM Controller

X

Blow-by Pressure

QUANTUM Controller

X

Brake Pressure

Interface Module

X

Hoist Pressure 1

Interface Module

X

Hoist Pressure 2

Interface Module

X

Steering Pressure

Interface Module

X

Front Left Brake Oil Temperature

Interface Module

X

X

Front Right Brake Oil Temperature

Interface Module

X

X

Rear Left Brake Oil Temperature

Interface Module

X

X

Rear Right Brake Oil Temperature

Interface Module

X

X

Ambient Temperature

Interface Module

X

X

D11-10

MIN

X


X

X

D11010

Haul Cycle Data The VHMS controller downloads haul cycle data from Payload Meter III one time every 24 hours, at a time specified by the VHMS Setting Tool software. The data consists of a summary report of all haul cycles completed in the past 24 hours. The summary data items are listed in Table 5. After receiving the haul cycle summary data from Payload Meter III, the VHMS controller immediately attempts to send the data to WebCARE via the OrbComm satellite. The haul cycle summary data is also stored in VHMS controller internal memory. The

VHMS controller maintains a record of the payload summary data from the past 100 daily transmissions to OrbComm. NOTE: The haul cycle summary statistics exclude haul cycles that the Payload Meter III controller has marked as 'not trusted'. The total number of haul cycles that occurred during the summary period, but were excluded from the summary, are indicated in the 'Total Excluded Cycles' field. See the Payload Meter III coverage in Section M, Options, for more information on excluded cycles.

Table 5: Haul Cycle Data Summary Data Item

Description

Summary Start Time

Start time of first haul cycle in summary

Summary End Time

Start time of last haul cycle in summary

Total Cycles

Total haul cycles included in this summary

Total Excluded Cycles

Total haul cycles occurring during summary period, but excluded from the statistics

Average Carried Load

Average Gross Payload

Standard Deviation of Carried Load

Standard Deviation of Gross Payload

Number of Loads Over Rated

Number of haul cycles with carried load > rated payload for this truck.

Number of Loads Over 110%

Number of haul cycles with carried load > 110% of rated payload for this truck.

Number of Loads over 120%

Number of haul cycles with carried load > 120% of rated payload for this truck.

Maximum Carried Load

Maximum carried load during this summary

Maximum Speed EMPTY

Maximum truck speed while truck was empty

Average Speed EMPTY

Average truck speed while truck was empty

Maximum Speed LOADED

Maximum truck speed while truck was loaded

Average Speed LOADED

Average truck speed while truck was loaded

Maximum Sprung Load

Maximum instantaneous sprung weight recorded during this summary

Average Maximum Sprung Load

Average of all 'Maximum Sprung Load' values recorded in each haul cycle

Maximum Frame Torque

Maximum instantaneous frame torque recorded during this summary

Average Maximum Frame Torque

Average of all 'Maximum Frame Torque' values recorded in each haul cycle.

Right Front Tire TKPH

Total tire ton kilometer per hour recorded for the right front tire.

Left Front Tire TKPH

Total tire ton kilometer per hour recorded for the left front tire

Rear Tires TKPH

Total tire ton kilometer per hour recorded for the rear tires

Relative Application Severity

Total frame damage recorded during this summary

Reserved_1

Future Use

Reserved_2

Future Use

Reserved_3

Future Use

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D11-11

Alarm and Snapshot Triggers

Satellite Features

Serious fault conditions will be sent to WebCARE via the OrbComm satellite network, as well as being recorded in permanent memory. Some fault codes are configured to generate a snapshot when they occur.

The VHMS controller sends data to WebCARE via the OrbComm satellite network in the following conditions:

Table 6 shows which fault codes trigger a snapshot and which fault codes will be sent to WebCARE via satellite.

• A periodic event occurs, such as reception of daily PLM III summary data or a 20 hour trend.

• A fault code occurs that has been configured for transmission via OrbComm.

• A remote request for data is received via the satellite network.

Table 6: Alarm and Snapshot Triggers VHMS Fault Code

VHMS Fault Description

Source

Sent via OrbComm

Snapshot Trigger

#A018

RR Flat Cylinder Warning

PLM III

X

#A019

LR Flat Cylinder Warning

PLM III

X

#A101

Pump Filter Switches

IM

X

#A107

Propel System Caution

IM

X

#A108

Propel System Temp Caution

IM

X

#A109

Propel System Reduced Level

IM

X

#A115

Low Steering Precharge

IM

X

#A124

No Propel / Retard

IM

X

#A125

No Propel

IM

X

#A126

Hydraulic Tank Level

IM

X

#A127

IM Sensor +5V Low

IM

X

#A128

IM Sensor +5V High

IM

X

#A190

Auto Lube Switch

IM

X

#A194

High FL Brake Oil Temp

IM

X

X

#A195

High FR Brake Oil Temp

IM

X

X

#A196

High RL Brake Oil Temp

IM

X

X

#A197

High RR Brake Oil Temp

IM

X

X

MFA0

Manual Trigger

Manual

X

X

C00115

Speed Signal Lost

Engine

X

X

C00135

Oil Pressure Circuit Failed High

Engine

X

X

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Table 6: Alarm and Snapshot Triggers (continued) VHMS Fault Code


Source

Sent via OrbComm

Snapshot Trigger

C00143

Low Oil Pressure

Engine

X

X

C00151

High Coolant Temperature

Engine

X

X

C00155

High IMT LBF

Engine

X

X

C00158

High IMT LBR

Engine

X

X

C00162

High IMT RBF

Engine

X

X

C00165

High IMT RBR

Engine

X

X

C00214

High Oil Temperature

Engine

X

X

C00219

Remote Oil Level Low

Engine

X

X

C00233

Low Coolant Pressure

Engine

X

X

C00234

Engine Overspeed

Engine

X

X

C00235

Low Coolant Level

Engine

X

X

C00261

High Fuel Temperature

Engine

X

X

C00292

OEM Temp out of Range

Engine

X

X

C00293

OEM Temp Failed High

Engine

X

C00294

OEM Temp Failed Low

Engine

X

C00296

OEM Pressure Out of Range

Engine

X

C00297

OEM Pressure Failed High

Engine

X

C00298

OEM Pressure Failed Low

Engine

X

C00473

Remote Oil Level Signal Invalid

Engine

X

X

C00555

High Blow-by Pressure

Engine

X

X

C00639

Intake Air Leak LBR

Engine

X

X

C00641

High Exh Temp #1 LB

Engine

X

C00642

High Exh Temp #2 LB

Engine

X

C00643

High Exh Temp #3 LB

Engine

X

C00644

High Exh Temp #4 LB

Engine

X

C00645

High Exh Temp #5 LB

Engine

X

C00646

High Exh Temp #6 LB

Engine

X

C00647

High Exh Temp #7 LB

Engine

X

C00648

High Exh Temp #8 LB

Engine

X

C00651

High Exh Temp #1 RB

Engine

X

C00652

High Exh Temp #2 RB

Engine

X

C00653

High Exh Temp #3 RB

Engine

X

C00654

High Exh Temp #4 RB

Engine

X

C00655

High Exh Temp #5 RB

Engine

X

C00656

High Exh Temp #6 RB

Engine

X

C00657

High Exh Temp #7 RB

Engine

X

C00658

High Exh Temp #8 RB

Engine

X

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X

D11-13

VHMS DIAGNOSTIC FEATURES

VHMS CONTROLLER

VHMS provides several basic data items that are useful for troubleshooting failures in the VHMS itself.

The VHMS controller collects and stores signals from sensors and data from other controllers. It also gives commands for transmitting the accumulated data through the communications system. The controller operates on 20VDC - 30VDC.

Fault History The fault history recorded in the VHMS controller can help identify failures within the system and in the communications network to the engine controllers, interface module, or PLM III. For a complete listing of all the error codes, refer to the VHMS Troubleshooting and Checkout Procedures in this section.

VHMS LED Digits The VHMS controller indicates some system errors or communication errors on two red LED digits (2, Figure 11-6) on the controller. Error codes are flashed as a two-part sequence. If no errors are occurring, the VHMS LED's count from 00 - 99 continuously at a rate of 10 numbers per second. For a complete listing of all the error codes, refer to the VHMS Troubleshooting and Checkout Procedures in this section. The VHMS controller also has two red LED lights (10 and 11, Figure 11-6). Light (10) PLM III communication • OFF - no communication with the PLM III controller • ON - is communication with the PLM III controller Light (11) OrbComm • OFF - no communication with OrbComm controller • ON - communication with OrbComm controller • FLASHING - satellite in view

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FIGURE 11-6. VHMS CONTROLLER 1. VHMS Controller 2. LED Digit Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A


7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. OrbComm Light

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Installation

Removal If the VHMS controller has to be replaced, the following steps must be performed in order to maintain accurate information after the controller has been replaced. If the new VHMS controller is not set up correctly (like the one being removed), the data in the controller and at WebCARE may not be usable. Some steps will require using a laptop PC and the VHMS Setting Tool software or the VHMS Technical Analysis Tool Box software. For more detailed instructions on performing these steps with a laptop PC and software, refer to “VHMS Software” later in this section. During the controller replacement process, two data downloads will have to be taken (one before, one after) and sent to WebCARE. Also, a VHMS Initialization form will have to be filled out and sent to Komatsu North America as shown on the form.

1. With the key switch OFF, connect a laptop PC to the VHMS controller using the serial cable. 2. Using a laptop PC and the VHMS Technical Analysis Tool Box software, perform a complete data download from the VHMS controller. Refer to “When Replacing a VHMS Controller” later in this section. 3. Save this data so it can be sent to WebCARE at a later time when a connection to the internet is available. 4. Using the VHMS Setting Tool software, enter the Service ID and choose the “Save/Load” function. 5. From the File menu, select “Save”. 6. Capture a screen shot (“Alt” and “Print Screen” keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it. 7. Click the “OK” button to save the settings. 8. Exit the VHMS Setting Tool program. 9. Turn the key switch OFF. 10. Wait three minutes, then disconnect battery power. 11. After the two LED lights are off, disconnect the wiring harnesses and remove the VHMS controller.

1. Install the new VHMS controller and connect the wiring harnesses to it. Connect the laptop PC to the VHMS controller with the serial cable. 2. Connect battery power. Turn the key switch ON, but do not start the engine. 3. With the VHMS Setting Tool software, enter the Service ID and choose the “Save/Load” function. 4. From the file menu, select “Load”. 5. Capture a screen shot (“Alt” and “Print Screen” keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it. 6. Click the [OK] button to load the settings. 7. Click the [Apply] button to reset the controller, then click the [OK] and [Yes] buttons to confirm. Then select the [Close] button. 8. Fill out a “VHMS Initialization” form and send it to Komatsu as instructed on the form. 9. Exit the VHMS Setting Tool program. 10. Turn the key switch OFF and wait three minutes. 11. Turn the key switch ON. Wait three minutes and watch for any error messages on the VHMS controller LED lights that might indicate a problem in the system. 12. If there are no error messages, continue to Step 13. If there are error messages, refer to the VHMS Troubleshooting and Checkout procedures elsewhere in this section. 13. Using a laptop PC and the VHMS Technical Analysis Tool Box software, perform a complete data download from the VHMS controller. 14. Confirm the download data is good by using the VHMS Technical Analysis Tool Box software. Make sure the settings are correctly applied by looking at the date, time, SMR, etc. 15. Turn the key switch OFF. Disconnect the laptop PC from the VHMS controller. 16. Use internet access available to the laptop PC to send the download data set that was taken before the VHMS controller was removed from the truck to WebCARE. Use the FTP feature built into the VHMS Technical Analysis Tool Box program to send the files. 17. Use the FTP program to send the download data set that was taken after the new VHMS controller was installed to WebCARE.

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D11-15

VHMS SOFTWARE To work with the Vehicle Health Monitoring System (VHMS), several special tools and software programs are required. Refer to Tables 1 and 2 for detailed information on VHMS software and tools. Refer to the following pages for detailed information on how to perform certain procedures using VHMS specific software.

The data files, application code and flashburn software are only required if the interface module is being replaced. Replacement interface modules from Komatsu do not have any software installed in them. NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.

Table 7: VHMS Software Part Number Version 3.04.03.01

Name VHMS Technical Analysis Tool Box

Description

Source

To maintain VHMS system

Komatsu Distributor

Version 3.06.00.00 VHMS Setting Tool

To initialize VHMS system

Komatsu Distributor

1.4.7.39

PDM

Payload Meter III Data Manager

Komatsu Distributor

EJ0575-5

PLM III

PLM III Controller Software to work with VHMS Komatsu Distributor

Table 8: VHMS Tools Name

Description

Source

Laptop PC

200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Disk Drive Windows 95/98/2000/ME/XP

Purchase Locally

Serial cable (RS232 port)

Male DB9 connector at one end Female DB9 connector at other end

Purchase Locally

Adaptor

USB port to RS232 serial port (If the laptop PC does not have an RS232 port, this adaptor is required.)

Purchase Locally

VHMS Setting Tool Installation

VHMS Tool Box Installation 1. Insert the CD. The VHMS Technical Analysis Tool Box software will begin installing automatically. 2. Accept the recommended defaults and finish installing VHMS Technical Analysis Tool Box.

1. Insert the CD. If the VHMS Technical Analysis Tool Box software begins installing automatically, select the [Cancel] button to stop the installation process. 2. Open My Computer.

3. Double-click on the new icon on the desktop, VHMS Technical Analysis Tool Box.

3. Right-click on the CD drive and select Open.

4. Initialize the software by inserting the Set Up Disk.

5. Double-click on the Setup.exe file.

5. Enter the User Name. The User Name is user.

4. Open the Setting Tool folder. 6. Accept the recommended defaults and finish installing VHMS Setting Tool.

6. Enter the Password. The Password you entered the first time will be your Password from then forward, unless you change it. 7. VHMS Technical Analysis Tool Box is installed.

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VHMS INITIALIZATION PROCEDURE

VHMS CONTROLLER SETUP PROCEDURE

When a new VHMS-equipped truck is being assembled, there are several procedures to perform in order to initialize the system. Following the procedures will ensure a smooth initialization process which should not take longer than an hour to complete. To ensure the initialization process has been completed properly, check off each item on the list below as it is done. It is important to complete the entire procedure at one time. Submitting a data download with a date and SMR that does not match the VHMS Initialization form will not allow the system to be initialized.

VHMS Setting Tool software program 1. Start the VHMS Setting Tool software program. There will be three choices to choose from. • Use the [VHMS Setting] function to initialize a truck or change a truck's settings. • Use the [When VHMS needs to be replaced] function when replacing a truck's VHMS controller. • Use the [Review setting information] function when only needing to view a truck's settings.

NOTE: The interface module must be fully operational before initializing the VHMS controller. The initialization procedure consists of the following: VHMS Controller Setup Procedure

Select Operation 2. Select VHMS Setting, then click [Next].

VHMS Snapshot Procedure VHMS Download Procedure VHMS FTP Upload Procedure VHMS Initialization Forms

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Machine Information Setting(2)

VHMS Setting Function 3. Select Set up & All clear if initializing a truck, then click [Next].

Machine Information Setting(1) 4. Verify that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].

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5. Verify that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].

Date & Time Setting 6. Enter the correct Time Zone, Date and Time. Check [DST (Summer Time)] if the truck's location uses Daylight Savings Time. Then click [Next].


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Setting Summary

GCC Setting 7. Choose the correct GCC code. The GCC code tells trucks that are equipped with Orbcomm which satellite ground station to use. Then click [Next].

8. Verify that all the setting information is correct and click [Apply].

9. Click [YES].

10. Click [OK].

11. Click [OK]. The VHMS Setting Tool program will close.

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D11-19

VHMS SNAPSHOT PROCEDURE A snapshot through VHMS records important data about different systems on the truck. Take snapshots on a periodic schedule and store them as part of the truck history. These snapshots can then be compared and trends can be analyzed to predict future repairs. A single snapshot records truck data for 7.5 minutes. NOTE: On AC drive trucks, a laptop PC should also be connected to the GE drive system to allow for maximum horsepower check of the engine during the snapshot recording process.

3. While the manual snapshot is being taken, operate the truck. a. Operate the engine at high and low idle. b. Raise the dump body to the full dump position. c. Lower the dump body to the frame, then hold it in the power down position momentarily. d. Turn the steering wheel to full left, then full right against the stops momentarily. e. Travel forward to maximum speed and apply the brakes hard. f. Travel in reverse.

1. Allow the truck to run until it is at normal operating temperatures. 2. Press and hold the GE data store switch for three seconds, then release it. The white data store in progress LED should illuminate.

g. Perform a horsepower check using a laptop PC connected to the GE drive system. 4. The white LED will begin flashing slowly after five minutes has elapsed, then flash rapidly during the last 30 seconds. 5. Wait until the LED has finished flashing. After one more minute, turn the key switch OFF to stop the engine. Verify that the VHMS controller red LED display is off. 6. Use VHMS Technical Analysis Tool Box program to download the snapshot data into a laptop PC. Use the FTP feature to send the download data to WebCARE.

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VHMS DOWNLOAD PROCEDURE NOTE: Always verify a full download has been taken before disconnecting the laptop PC from the truck. 1. Turn the key switch to the OFF position to stop the engine. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the VHMS controller to start up. This should take about one minute. Verify the red LED display starts counting up. 4. Attach the VHMS serial cable to the truck's VHMS port and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 6. Enter the appropriate User Name Password and click the [OK] button.

and

7. Double-click on the [Download] icon. 8. Select the COM port in the Port No. drop-down box and click the [Connection] button. 9. Verify that the date and time is correct for current local date and time. Also verify that the displayed service meter hours are equal to the value entered previously. 10. If this is the first time this laptop PC has been connected to the truck, you will need to download its definition file by clicking the [OK] button. 11. Verify that a manual snapshot (MFAO) has been recorded. The display should show an item named “Snapshot” with the code MFAO and text “Manual Trigger”.

16. Select the [Machine History] option from the list on the left side of the screen. 17. Verify that the key ON/OFF and engine ON/OFF records are recorded correctly. 18. Exit any open windows on the laptop PC. 19. Verify that a full download has been taken. Refer to Location of Downloaded Files on Computer for more detailed instructions. 20. Disconnect the VHMS cable from the laptop PC and from the truck. 21. Turn the key switch to OFF. Location of Downloaded Files When a download using VHMS Technical Analysis Tool Box is performed, several files are downloaded onto the computer. They are organized in a specific way so that they can be used by VHMS Technical Analysis Tool Box at a later time. This structure is created automatically when the computer is used to perform the download from the VHMS controller. The situation may arise where the files need to be sent to someone, or someone gives these files to you. 1. Open Windows Explorer by right-clicking on the Start button and choosing Explore. 2. In the left frame, the computer's file structure will be displayed. The right frame will show the details for the folder that is highlighted in the left frame. 3. In the left frame, navigate to the download files.

The basic path is as follows:

14. Click the [OK] button to complete the download.

- Desktop - My Computer - Local Disk (C:) - VHMS_Data - Model - Serial Number - Date - Check Number

15. Verify that the “Download Completed” message is displayed. Click on [Exit].

NOTE: The Date folder is named in the format YYYYMMDD.

12. On the Download screen, click the [Select All] button. All items will become checked. 13. Click the [Download] button. The download may take one to ten minutes. Generally, if there are several snapshots in the download items, the download will take longer.

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D11-21

VHMS FTP UPLOAD PROCEDURE After downloading, the VHMS data resides on the laptop PC that performed the download. At this point, it can be reviewed and analyzed using VHMS Technical Analysis Tool Box on this laptop PC only. In order to make this data available to others, it must be sent to an online database named WebCARE. Once the data has been uploaded via FTP to WebCARE, it is accessible to anyone with an internet connection and an ID and password. VHMS Technical Analysis Tool Box is used to perform the FTP upload. Perform an FTP upload as soon as the person who performed the download can obtain an internet connection. All downloads should be uploaded to WebCARE.

1. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. The screenshot shows the location the VHMS download files on a computer. The Check Number folder is named in the format CHK000#. Each time a download is taken, it is placed in one of these folders. The first download will be in the CHK0001 folder. If a second download is taken on the same day, will be in the CHK0002 folder, etc.

2. Enter the appropriate user name and password and click the [OK] button. 3. Double-click the [FTP] icon.

Once the appropriate folder is selected, the contents will be shown in the right frame. These files can then be e-mailed or copied to a disk. If someone provides VHMS download files through e-mail or on a disk, the same folder organization must be created in order to view them in VHMS Technical Analysis Tool Box.

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4. At the FTP Client Login window, enter the FTP User ID and Password. User ID = komatsu Password = vhms


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5. The target directory should be set to the laptop PC's hard drive (usually drive C:\).

7. After selecting the correct file to send, click the [Send (FTP)] button.

a. Double-click the VHMS_Data folder to drop down the model folders.

8. Click the [Yes] button to verify that you want to upload the data to WebCARE.

b. Double-click the appropriate model folder to drop down the serial number folders. c. Double-click the appropriate serial number folder to drop down the date folders. d. Double-click the appropriate date folder to drop down the check number folders. e. Double-click the appropriate check number folder to display its contents in the files window.

6. Some models will automatically create a sending file during the download process. Others need to have the sending file created at this time. A sending file is just a compressed version of all the other downloaded files. If there is already a sending file in the Send File window, you do not need to perform this step. If there is not a sending file in the Send File window, click the [Make Sending File] button.

NOTE: The compressed sending file will look similar to this file name, and will always end with a “.K”. P_930E_-_A30462_1105208857.K

9. If the sending file was uploaded successfully, the file will appear in the OK window. If the sending file was not uploaded successfully, the file will appear in the NG (No Good) window. Make sure that the laptop PC has an internet connection.

10. Click the [OK] button, then the [Exit] button. Close all other open windows.

VHMS INITIALIZATION FORMS Complete the initialization check list and initialization forms found later in this section. Send the initialization form to Komatsu.

Initialization is now complete.

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D11-23

WHEN REPLACING A VHMS CONTROLLER

3. Click the [Save] button.

Refer to the VHMS controller removal and installation instructions earlier in this section to replace a VHMS controller. Follow the steps below when using the VHMS Setting Tool software to save the data and settings so they can be transferred from the old controller to the new controller.

1. Select the [When VHMS Replaced] function.

Needs

To Be

4. Click the [OK] button.

5. Replace the VHMS controller. 2. Select the [Save current setting before replacement of VHMS controller] function.

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6. Select the [Use previous setting after replacement of VHMS controller] function.

8. If the correct data is not showing, click the [Select File] button and choose the correct data. Then click the [Next] button.

7. Verify that the data showing is the data to be loaded and then click the [Next] button.

9. Enter the correct Time Zone, Date and Time information. Check [DST (Summer Time)] if the truck's location uses Daylight Savings Time. Click the [Apply] button.

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10. Click the [OK] button.

Setting Date & Time, Satellite & Payload Meter 1. Select the [VHMS Setting] function, then click the [Next] button.

11. Click the [OK] button. The Setting Tool Program will close.

2. Select the [Set up only] function, then click the [Next] button.

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3. After selecting one of the following choices, click the [Next] button. • Date & Time

b. Satellite: Select the correct country location from the drop-down menu, then click the [Apply] button to change the setting.

• Satellite • Payload Meter

a. Date & Time: Should be set to current date and time. If not correct, set the correct Time Zone, Date and Time to current time zone, date and time. Select [DST Summer Time)] if it applies. Click the [Apply] button.

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c. Payload Meter: Set Start Time to “0”, and Interval to 1. Then click the [Apply] button to save the setting.


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Review Setting Information 1. Select the [Review setting information] function and then click the [Next] button.

2. Review the settings for accuracy. If something is not correct, click the [Back] button, select the appropriate category and reset the information to the correct settings. If everything is correct, click the [Exit] button.

3. Click the [Yes] button to close the Setting Tool Program.

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VHMS CONTROLLER CHECKOUT Necessary Equipment • Checkout procedure • System schematic • Laptop personal computer (PC) • VHMS Technical Analysis Toolbox software • VHMS Setting Tool software • Tera Term Pro software • Serial cable (RS232) (male DB9 connector on one end, female connector on the other end)

NOTE: Before performing this procedure, the interface module must be fully functional and the VHMS controller must be initialized and fully functional.

Preliminary 1. Turn the key switch to the OFF position to stop the engine. Verify that the seven segment LED display on the VHMS controller is off. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the VHMS controller to boot up. Watch the red, two digit LED display on the VHMS controller to show a circular sequence of seven flashing segments on each digit. After a short time the two digit display should start counting up from 00 - 99 at a rate of ten numbers per second.

FIGURE 13-7. VHMS CONTROLLER 1. VHMS Controller 2. LED Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A

7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. OrbComm Light

4. Attach the VHMS serial cable to the truck's VHMS diagnostic port (2, Figure 13-3) and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 6. Enter the appropriate User Name Password and click the [OK] button.

and

7. Check for any active fault codes. If any are found, these circuits should be analyzed to determine the cause of the fault and they must be repaired before continuing.

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D11-29

8. Start the VHMS Setting Tool program by clicking on the icon on the laptop PC screen. 9. Select the [Review setting information] function and then click the [Next] button.

11. If any one of the following settings was changed, a new VHMS Initialization Form must be filled out and submitted to Komatsu America Service Systems Support Team. •VHMS controller replaced •Engine or alternator replaced •Adjusted time or time zone 12. Select [Apply] and exit the VHMS Setting Tool program. Click [YES] when prompted to reset the controller. 13. E-mail or fax the completed VHMS Initialization form to Komatsu America Service Systems Support Team.

VHMS Controller Checkout Procedure 10. Review the settings for accuracy.

1. Connect the serial cable from the PC to the serial port of the VHMS controller.

• If everything is correct, click the [Exit] button. The checkout procedure is complete.

2. Start the serial communications software (Tera Term).

• If a setting is not correct, click the [Back] button, select the appropriate category and reset the information to the correct settings. Then proceed to the next step.

3. Setup the serial communications software by selecting the appropriate serial COM port, and baud rate equal to 19200. 4. After completing the setup, wait for 5 seconds then while holding the CTRL key, type VHMS (Notice that nothing will display on the screen while typing). 5. After VHMS has been typed, some text followed by a prompt, >, will be displayed. This confirms that proper communication between the pc and VHMS has been established. 6. At the prompt, >, type "ver". Something similar to the following will be displayed: >ver VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25 >

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7. At the prompt type "dispvhmsinf". Information similar to the following will be displayed:

8. The VHMS controller also has two red LED lights (10 and 11, Figure 13-6). Verify the connection status and repair any problems. Light (10) PLM III communication

>dispvhmsinf

---- MACHINE INFORMATION -------PRODUCT GROUP: Dumptruck MACHINE_MODEL: 930E-

• OFF - No communication with the PLM III controller. Troubleshoot and repair the connection. • ON - Communication with the PLM III controller is good. Light (11) OrbComm

MACHINE_SERIAL:

• OFF - No communication with OrbComm controller. Troubleshoot and repair the connection.

ENG_MODEL: QSK60 ENG_SERIAL_NO1:

• ON - Communication with OrbComm controller is good.

ENG_SERIAL_NO2:

• FLASHING - Satellite signal is established. This may take as long as 15 minutes to occur.

PRG_NO1: 12000100100 PRG_NO2: 782613R290 ---- DEVICES -----------------------PLC NO CONNECTION PLM23 Disabled PLM3 CONNECTED ---- Condition -------------------SMR: 90.0 H DATE 04-10-25 TIME14:44:24 TIMEZONE: 0.0 H SUMMERTIME 0 ----Controller Info ------------------PartNumber: 0000000000 Serial No.: 000000 Compo Name: KDE1010 SilkyID: VA011740744 > NOTE: Use the results of step 6 and 7 to confirm that the correct software is installed in the VHMS controller.

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ORBCOMM CONTROLLER The OrbComm controller receives data from the VHMS controller and sends this data through the antenna to the Komatsu computer center.

Removal 1. Turn the key switch OFF. Disconnect battery power by using the battery disconnect switches. 2. Disconnect the wire harnesses from the OrbComm controller. 3. Remove the OrbComm controller.

Installation 1. Install the OrbComm controller. Connect the wire harnesses to the controller. 2. Turn the key switch ON, but do not start engine. Wait three minutes and watch for any error messages on the VHMS controller LED lights that might indicate a problem with the OrbComm controller or communications to the controller. 3. If there are no error messages, turn the key switch OFF. If there are error messages, refer to the VHMS Troubleshooting and Checkout Procedures elsewhere in this section. 4. Fill out the “VHMS Initialization” form and send it to Komatsu as instructed on the form. Failure to submit the form to Komatsu will prevent machine data from being sent to the Komatsu computer center. NOTE: The new controller should come with a special Orbcomm Terminal Activation form that includes space to list the failed controller serial number and new controller serial number. Komatsu must have this information to maintain accurate data. 5. It may take up to two weeks for Komatsu to activate the new OrbComm controller. During this time, a manual download of data must be taken one time each week using a laptop PC. This data must then be sent to WebCARE using the FTP feature in VHMS Technical Analysis Tool Box program. Keep downloading data and sending it to WebCARE one time each week until the new OrbComm controller has been activated.

FIGURE 11-8. ORBCOMM CONTROLLER 1. OrbComm Controller 2. Connector CN1A

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3. Connector CN1B 4. Antenna Connector

Komatsu will notify the person who performed the controller replacement by e-mail when the new controller has been activated and no more manual downloads will have to be performed.


D11010

SECTION D12 INTERFACE MODULE INDEX

INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 INTERFACE MODULE SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5 Flashburn Software Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5 Interface Module Application Code Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 Interface Module Realtime Data Monitor Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7 Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7 Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8 Check Digital Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-9 Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11 Check Serial Interfaces To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11 Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12

D12007

INTERFACE MODULE

D12-1

NOTES

D12-2

INTERFACE MODULE

D12007

INTERFACE MODULE The interface module (IM) (1, Figure 12-1) collects data from various sensors and sends this information to the VHMS controller through the main wiring harness. If a new interface module is purchased, the operating system (software) has to be installed into the new interface module. To install the operating system, a laptop PC must be connected to the IM diagnostic port (1, Figure 12-5). Two software programs are required to install the software: the operating system and the program to perform the installation of the software (flashburn).

6. Turn the key switch OFF and wait one minute. 7. Turn the key switch ON, but do not start the engine. Wait three minutes and watch for any error messages on the VHMS controller LED lights that might indicate a problem in the system. 8. If there are no error messages, turn the key switch OFF. If there are error messages, refer to the VHMS & Interface Module Troubleshooting and Error Codes elsewhere in this section.

Removal 1. Turn the key switch OFF. Wait three minutes to allow the VHMS controller to process and store data. 2. Disconnect the battery using the battery disconnect switch. 3. Disconnect the wiring harnesses from the interface module. 4. Remove the mounting hardware and remove the interface module.

Installation 1. Install the interface module. Attach all wire harnesses to the interface module. 2. Refer to the VHMS Software instructions to install the flashburn program on a laptop PC. 3. Connect the laptop PC to IM diagnostic port (1, Figure 12-5). 4. Turn the key switch ON, but do not start the engine. 5. Run the flashburn program to install the application code into the interface module. Make sure the correct application code is installed for the model and serial number range (if any) of truck that is being serviced. After the application code has been installed, proceed with to Step 6.

D12007

FIGURE 12-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1

INTERFACE MODULE

3. Connector IM2 4. Connector IM3

D12-3

SENSORS

Pressure Sensors

Temperature Sensors

Four pressure sensors (Figure 12-3) have been added to the truck to monitor various hydraulic circuits. The four circuits are:

Temperature sensors (Figure 12-2) monitor the ambient air temperature and the hydraulic oil temperature. An ambient air temperature sensor is located on the left side of the air blower inlet duct for the traction alternator. The hydraulic oil temperature sensors are located at each wheel to measure the oil temperature as it leaves each brake assembly.

• both inlets to the hoist valve • steering supply circuit • front brake apply circuit

The hoist pressure sensors are both located right at the inlet of the hoist valve. The front brake apply pressure sensor is located in the brake circuit junction block in the hydraulic cabinet behind the cab. The steering pressure sensor is located on the bleeddown manifold in the port labeled “TP2”.

FIGURE 12-2. TEMPERATURE SENSOR

FIGURE 12-3. PRESSURE SENSOR 1. Pin 1, Input (Brown) 2. Pin 2, Signal (Red)

D12-4

INTERFACE MODULE

3. Sensor

D12007

INTERFACE MODULE SOFTWARE To work with the interface module, several special tools and software programs are required. Refer to Tables 1 and 2 for detailed information on software and tools. Refer to the following pages for detailed information on how to perform certain procedures using specific software.

The data files, application code and flashburn software are only required if the interface module is being replaced. Replacement interface modules from Komatsu do not have any software installed in them. NOTE: NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.

Table 1: Interface Module Software Part Number

Name

Description

Source

1.1.0.0 Install.exe (or higher)

Interface Module Realtime Data Monitor Use to watch inputs and outputs in the Software Version interface module 1.1.0.0 Install.exe

EJ3055-2.exe

Flashburn Program

To install application code in interface module

Komatsu Distributor

EJ9098-2.exe

930E-4 Application Code

Application code for interface module

Komatsu Distributor

Komatsu Distributor

Table 2: Interface Module Tools Name

Description

Source

Laptop PC

200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Disk Drive Windows 95/98/2000/ME/XP

Purchase Locally

Serial cable (RS232 port)

Male DB9 connector at one end Female DB9 connector at other end

Purchase Locally

Adaptor

USB port to RS232 serial port (If the laptop PC does not have an RS232 port, this adaptor is required.)

Purchase Locally

Flashburn Program Installation The Flashburn program is used to install the application code into the interface module controller. 1. Save the file EJ3055-2.exe to local drive on a laptop PC. 2. Double click on the “EJ3055-2.exe” file to extract the files to a directory (such as C:\temp). 3. Inside that directory, double click on “Setup.exe” to install the Flashburn program. 4. Follow the on screen prompts to install the program.

D12007

INTERFACE MODULE

D12-5

Interface Module Application Code Installation

Interface Module Realtime Data Monitor Software

The application code is truck specific software that is installed into the interface module. Application code is installed using the Flashburn program.

The Interface Module Realtime Data Monitor Software is used to display the data going into and out of the interface module.

1. Using a laptop PC, save the application code files to a folder on a local hard drive (such as C:\temp). 2. Double-click on the correct application code file so it will extract the file. Chose a folder on a local hard drive to save the file into (such as C:\temp). 3. Using a serial cable, connect the laptop PC to the IM-Diag connector located near the interface module. 4. Start the Flashburn program. 5. Select [Download Application to Product].

To install: 1. Copy the file onto the laptop PC hard drive. 2. Double-click on the file and follow the screen prompts to install the software. To use: 1. Start the Interface Module Realtime Monitor program. 2. Click on the [Select Serial Port] menu item. Select the correct communication port. It will usually be Com1. 3. Click on the [Start/Stop] menu item and choose [Start]. 4. Click on the [Units] menu to select the desired units to display the information.

6. Make sure that the power to the interface module is off. Then click [Next]. 7. Select the correct COM port. Then click [Next]. 8. Select the correct “.KMS” file. Then click [Next]. Flashburn will now install the application code into the interface module.

D12-6

INTERFACE MODULE

D12007

INTERFACE MODULE CHECKOUT

If a new truck with VHMS is being assembled, or a new VHMS system has just been installed, refer to the VHMS System for instructions regarding the VHMS Initialization Procedure. The initialization procedure and form must be completed before the truck can be put into service.

Necessary Equipment • System schematic • Laptop PC • Interface Module Real Time Data Monitor software • Serial cable (RS232) • Jumper wire 77 mm (3 in.) or longer • Volt Meter • 300 to 332 ohm resistor FIGURE 12-4. INTERFACE MODULE

• 3/8 in. nut driver

NOTE: The interface module must already have the application code installed.

D12007

1. Interface Module 2. Connector IM1

INTERFACE MODULE

3. Connector IM2 4. Connector IM3

D12-7

Preliminary 1. Turn the key switch to the OFF position to stop the engine. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the VHMS controller to start up. This should take about one minute. Verify the red LED display starts counting up. 4. Attach the VHMS serial cable to the machine's VHMS diagnostic port (2, Figure 12-5), and the other end to the laptop PC’s serial port.

7. Check for fault codes associated with the interface module. a. Perform a VHMS download with the VHMS Technical Analysis Toolbox program. Refer to VHMS Download for detailed instructions on performing a download. b. In the download data, view the fault history and confirm that there are no fault codes associated with the interface module. If any are found, these circuits should be analyzed to determine the cause of the fault and repaired. c. Confirm that there are no fault codes associated with the communications between PLM III, engine controller, interface module, drive system controller or the Orbcomm controller. If any are found, these circuits should be analyzed to determine the cause of the fault and repaired. 8. Attach the VHMS serial cable to the machine's IM diagnostic port (1, Figure 12-5), and the other end to the laptop PC’s serial port. 9. Start the Interface Module Real Time Data Monitor program by double-clicking on the shortcut. The program begins with a blank window. On the menu bar, there are five items: Select Serial Port, Start/Stop, Logging, Screenshot, and Units.

FIGURE 12-5. DIAGNOSTIC PORTS 1. IM Diagnostic Port

2. VHMS Diagnostic Port

5. Double-click on the VHMS Technical Analysis Tool Box icon on the computer's desktop. 6. Enter the appropriate User Name Password and click the [OK] button.

and

10. Click on [Select Serial Port] in the menu bar. Select the correct communication port. It will usually be Com1. 11. Click on [Start/Stop] in the menu bar and select Start. 12. The program should display data as shown in Figures 12-6 and 12-7. NOTE: If any fault codes associated with the interface module are found, these circuits should be analyzed to determine the cause of the fault, and they should be repaired.

D12-8

INTERFACE MODULE

D12007

Check Digital Inputs To The Interface Module 1. Hydraulic Tank Level (IM2-K) - short wire 34LL to ground at TB35-N momentarily and confirm state change (one to zero). 2. No Propel / Retard - (IM2-N) short wire 75-6P to ground at TB26-C momentarily and confirm state change (one to zero). 3. Reduced Retard - (IM2-R) short wire 76LR to ground at TB28-D momentarily and confirm state change (one to zero). 4. Propel System Temp Caution - (IM3-A) short wire 34TW to ground at TB26-B momentarily and confirm state change (one to zero). 5. Lamp Test (IM2-R) - actuate lamp test switch and confirm state change (zero to one).

6. Low Steering Precharge (IM2-W) - short wire 33KL to ground at TB44-P momentarily and confirm state change (one to zero). 7. Pump Filter Switches (IM2-Y) - short wire 39L to ground at TB44-N momentarily and confirm state change (one to zero). 8. No Propel (IM2-p) - short wire 75NP to ground at TB25-P momentarily and confirm state change (one to zero). 9. Propel System Caution (IM2-t) - short wire 79W to ground at TB26-D momentarily and confirm state change (one to zero). 10. Reduced Propel System (IM3-B) - short wire 72LP to ground at TB25-W momentarily and confirm state change (one to zero).

FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR

D12007

INTERFACE MODULE

D12-9

11. Park Brake Set (IM2-M) - disconnect park brake pressure switch in brake cabinet at CN240 momentarily and confirm state change toggles continually (zero to one). 12. Park Brake Request (IM3-V) - Short the engine oil pressure switch wire circuit 36 on TB26-L to ground. Move shift lever from neutral to park position and confirm state change (one to zero). Remove the ground from TB26-L. 13. Auto Lube Switch (IM3-Y) - short wire 68LLP1 to ground at TB24-T momentarily and confirm state change (one to zero). 14. GE Batt + (IM3-M) -- confirm this is a one.

15. Starter Motor 1 Energized (IM3-R) - Disconnect wire 11SM1 from cranking motor to TB29-K at TB29-K. Momentarily short TB29-K to 24V and confirm state change (zero to one). Reconnect disconnected wire. 16. Starter Motor 2 Energized (IM3-S) - Disconnect wire 11SM2 from cranking motor to TB29-G at TB29-G. Momentarily short TB29-G to 24V and confirm state change (zero to one). Reconnect disconnected wire. 17. Crank Sense (IM3-U) -Open the start battery disconnect switch so that there is no battery voltage to the starters. Momentarily short TB32M to 24V and confirm state change (zero to one). After removing 24V short from TB32-M, close the start battery disconnect switch.

FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR

D12-10

INTERFACE MODULE

D12007

Check Analog Inputs To The Interface Module NOTE: Instead of using a resister in place of a sensor for verifying pressure readings, a calibrated pressure gauge can be installed in the hydraulic circuit to compare system pressures with the pressures displayed in the Interface Module Real Time Data Monitor program. Verify that the used analog inputs are in the range of the values listed below. 1. Truck Speed [kph] (IM1-G, H): Use GE DID to simulate vehicle speed and confirm reported speed matches vehicle speed set using GE DID +/- 2 kph. 2. Steering Pressure [kPa] (IM3-D): Disconnect steering pressure sensor and confirm fault A204, Steering Pressure Sensor Low, is active. Reconnect sensor. 3. Ambient Air Temp [C] (IM3-E): confirm reported temperature matches ambient temperature within 3 C. 4. Fuel Level [%] (IM3-G): confirm reported % level matches actual fuel level in tank +/- 5%. 5. Battery Voltage A [V] (IM3-H): confirm reported voltage is +/- 1 volt of actual measured 12 volt battery voltage. 6. Brake Pressure [kPa] (IM3-p): Disconnect service brake pressure sensor located in brake cabinet (reference circuit 33SP) and confirm fault A205, Brake Pressure Sensor Low, is active. Reconnect sensor.

9. Right Front Brake Oil Temp [C] (IM3-R): Disconnect right front brake oil temp sensor and confirm fault A169, Hydraulic Oil Temp - Right Front Sensor Low, is active. Reconnect sensor. 10. Left Front Brake Oil Temp [C] (IM3-T): Disconnect left front brake oil temp sensor and confirm fault A168, Hydraulic Oil Temp - Left Front Sensor Low, is active. Reconnect sensor. 11. Hoist Pressure 2 [kPa] (IM3-Q): Short wire 33HP2 to ground at TB41-J momentarily and confirm fault A203, Hoist Pressure 2 Sensor Low, is active. 12. Hoist Pressure 1 [kPa] (IM3-S): Short wire 33HP1 to ground at TB41-A momentarily and confirm fault A202, Hoist Pressure 1 Sensor Low, is active. 13. Battery Voltage 24V [V] (IMint): confirm reported voltage is +/- 1 volt of actual measured battery voltage.

Check Serial Interfaces To The Interface Module 1. Confirm fault A184, J1939 Not Connected, is not active. 2. Confirm fault A257, Payload CAN/RPC Not Connected, is not active. 3. Confirm fault A275, GE RS232 Not Connected, is not active.

7. Right Rear Brake Oil Temp [C] (IM3-M): Disconnect right rear brake oil temp sensor and confirm fault A167, Hydraulic Oil Temp - Right Rear Sensor Low, is active. Reconnect sensor. 8. Left Rear Brake Oil Temp [C] (IM3-I): Disconnect left rear brake oil temp sensor and confirm fault A166, Hydraulic Oil Temp - Left Rear Sensor Low, is active. Reconnect sensor.

D12007

INTERFACE MODULE

D12-11

Check Outputs From The Interface Module NOTE: Note: Before performing these next steps, the key switch must be turned off for at least 7 minutes to allow the IM to completely shutdown. Confirm that the IM has shutdown by verifying that the green LED on the IM controller has stopped flashing. While performing the following IM output checks, ensure that no output short circuit fault codes are reported by the IM Realtime Data Monitor software. 1. Turn the key switch ON and and place the directional control lever into NEUTRAL. a. Confirm that park brake solenoid is energized by verifying that coil is magnetized. b. Use the GE DID panel to set the truck speed to a speed above 1 kph. c. Shift into park. Confirm that the park brake solenoid remains energized. d. Reduce the truck speed to 0 kph. Confirm that the auto apply solenoid energizes. Then, after 0.5 second, confirm that park brake solenoid de-energizes and, after another 0.5 second, confirm that the auto apply solenoid de-energizes. 2. Connect circuit 528 at TB35-L to 24 volts and confirm that the Battery Charger Failure lamp energizes. 3. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the IM Warning lamp energizes.

D12-12

4. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Engine Start Fail lamp energizes. 5. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Low Fuel lamp energizes. 6. Disconnect park brake pressure switch. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Park Brake lamp energizes. Reconnect pressure switch. 7. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Brake Oil Temp lamp energizes. Remove 24 volts from TB35-L. 8. Confirm that the voltage on circuit 33ES1 at TB35-B is approximately 0 volts. 9. Confirm that the voltage on circuit 33ES2 at TB35-C is approximately 0 volts. 10. Check the Brake Oil Temperature gauge by placing a 316 ohm resistor with a range of 300 to 332 ohms between circuit 5VIM on TB42-L and 34BT3 on TB24-G. Verify that the gauge needle moves clockwise. Do not remove the resistor yet. 11. Confirm that the voltage on circuit 33ES1 at TB35-B is approximately battery volts. 12. Confirm that the voltage on circuit 33ES2 at TB35-C is approximately battery volts. Remove the resistor between circuits 5VIM and 34BT3.

INTERFACE MODULE

D12007

SECTION D13 INTERFACE MODULE AND VHMS TROUBLESHOOTING INDEX

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHMS LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D13-4 D13-5 D13-6 D13-9

FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15 Unable to connect to VHMS from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D13008 5/08

INTERFACE MODULE AND VHMS TROUBLESHOOTING

D13-15 D13-16 D13-17 D13-18 D13-19

D13-1

NOTES

D13-2


5/08 D13008

INTERFACE MODULE AND VHMS TROUBLESHOOTING GENERAL The center of the Vehicle Health Monitoring System (VHMS) is the VHMS controller, which gathers data about the operation of the truck from sensors and other controllers installed on the truck. Refer to Figure 13-1 for an overview of the VHMS system components.

For instructions on how to use VHMS software programs, refer to VHMS Software elsewhere in this section.

FIGURE 13-1. VHMS SYSTEM

D13008 5/08


D13-3

TROUBLESHOOTING VHMS basically consists of five communications networks connected to the VHMS and OrbComm modem controllers. Figure 13-1 shows the VHMS block diagram.

Communications Networks Each RS232 network uses three wires: transmit, receive, and ground. Both transmit and receive are voltage signals, referenced individually to the ground wire. The shield for the cable is grounded at one end only. Each CAN network uses two wires: CAN_High & CAN_Low. The communications signal is a voltage differential measured between CAN_High and CAN_Low. The cable shields are connected at each module through a high pass filter and grounded at one point only on the truck. Both ends of each network have termination resistors.

Effective troubleshooting of RF communications systems can be complex and cannot always be reduced to a simple check of electrical resistance. However, a few basic troubleshooting procedures may be helpful in identifying common problems. The following steps can help identify a failed coaxial cable. Repair or replace the cable if any of the following is true: 1. The center conductor is broken. There are more than two ohms of resistance when measuring from one end of the coaxial cable to the other. 2. The outer shield is broken. 3. There is an electrical connection between the center conductor and the outer shield. There are less than two megohms of resistance when measuring from the center conductor to the outer shield.

FAULT CODES Fault History

Coaxial Cable The coaxial cable carries the Radio Frequency (RF) communications signal between the OrbComm modem and the antenna. The coaxial cable consists of an inner conductor and an outer shield (connected to the connector shell) that are separated by a nonconductive dielectric material. In an RF application such as VHMS, the communications signal sent over coaxial cable is very susceptible to changes in the cable. Physical damage, as well as contaminants such as water, may affect the ability of the cable to properly transmit the RF signal. Bending the coaxial cable into a small loop may also damage the inner conductor.

The fault history recorded in the VHMS controller can help identify a failure within VHMS and in the communications network to the engine, interface module and PLMIII. VHMS provides the following fault codes.

Table 1: Fault History Fault Code

Description

DBB0KK

Source Voltage Error

DBB3KK

Abnormality in VBAT Voltage (VHMS VBAT <10V)

DBBRKR Can-net System (J1939) DBB0KQ VHMS Connector Mismatch DAW0KR IM Stopped Real Time Data

D13-4

7P70Kr

Too Much Payload Data For Requested Period

7P70KR

PLMIII Stopped Real Time Data

9843KM

Truck Frame Number Changed

MFA0

Manual Trigger


5/08 D13008

VHMS LED Display Fault Codes The VHMS controller also indicates some faults on the two red LED digits on the top of the controller. Fault codes are flashed as a two part sequence, as shown in the table below. When no communication errors are occurring, the VHMS LED digits count from 00 - 99 continuously at a rate of ten numbers per second.

Table 2: VHMS LED Display Error Codes Fault Code

D13008 5/08

Fault Condition

VHMS LED Display

M101

Truck Frame Number Changed

Alternates ‘n1’ and ‘01’

M801

Can-net System (J1939)


M804

Can-net System (RPC)


M806

IM Stopped Real Time Data


M807

Too Much Payload Data For Requested Period


M808

PLMIII Stopped Real Time Data


M809

Can-net System (QUANTUM)


M80A

Can-net System (CENSE)

Alternates ‘n8’ and ‘0A’

M901

Source Voltage Error


M902

VHMS 24V Source System Error


M903



M904



M905

Abnormality in VBAT Voltage (VHMS VBAT <10V)


M990

Ethernet Power Short


MC10

MEMORY CLEAR: Failure History

Alternates ‘nc’ and ‘10’

MC31

MEMORY CLEAR: (Load Map)


MC40

MEMORY CLEAR: (Trend Analysis)


MC60

MEMORY CLEAR: (Snap Shot)


MC91

MEMORY CLEAR: (Maintenance History)


ME01

Change Service Meter

Alternates ‘ne’ and ‘01’

ME02

Change Calendar


ME03

Orbcomm Settings


ME04

Other Settings


ME05

MEMORY CLEAR: All


ME06

Initialized


MF11

VHMS Connector Mismatch

Alternates ‘nf’ and ‘11’

MFA0

Manual Trigger

Alternates ‘nf’ and ‘A0’


D13-5

Chassis Fault Codes Fault codes generated from the truck chassis, PLM III or GE are shown in Table 3. NOTE: Not of the fault codes that are listed may be used for this truck.

Table 3: Chassis Fault Codes VHMS Fault Code


Source

Sent via OrbComm

#A1

LF Pressure Sensor Signal High

PLMIII

#A2

LF Pressure Sensor Signal Low

PLMIII

#A3

RF Pressure Sensor Signal High

PLMIII

#A4

RF Pressure Sensor Signal Low

PLMIII

#A5

LR Pressure Sensor Signal High

PLMIII

#A6

LR Pressure Sensor Signal Low

PLMIII

#A7

RR Pressure Sensor Signal High

PLMIII

#A8

RR Pressure Sensor Signal Low

PLMIII

#A9

Inclinometer Sensor Signal High

PLMIII

#A10

Inclinometer Sensor Signal Low

PLMIII

#A13

Body Up Switch Failure

PLMIII

#A14

Internal Checksum Failure

PLMIII

#A16

Internal Memory Write Failure

PLMIII

#A17

Internal Memory Read Failure

PLMIII

#A18

RR Flat Cylinder Warning

PLMIII

#A19

LR Flat Cylinder Warning

PLMIII

#A20

Date/Time Change

PLMIII

#A21

Manual Tare Reset

PLMIII

#A22

Alarm Carry Back

PLMIII

#A26

User Switch Select Failure

PLMIII

#A27

User Switch Clear Failure

PLMIII

#A101

Pump Filter Switches - Pressure High

IM

#A103

Hydraulic Tank Temp Sensor Low

IM

#A104

Hydraulic Tank Temp Sensor High

IM

#A105

Fuel Level Sensor Low

IM

#A107

Propel System Caution

IM/GE

X

#A108

Propel System Temp Caution

IM/GE

X

#A109

Propel System Reduced Level

IM/GE

X

#A115

Low Steering Precharge

IM

X

#A123

Reduced Retard Level

IM/GE

#A124

No Propel/Retard

IM/GE

X

#A125

No Propel

IM/GE

X

#A126

Hydraulic Tank Level Low

IM

X

D13-6


Snapshot Trigger

5/08 D13008

Table 3: Chassis Fault Codes (continued) VHMS Fault Code


Source

Sent via OrbComm

Snapshot Trigger

#A127

IM Sensor +5V Low

IM

X

#A128

IM Sensor +5V High

IM

X

#A139

Low Fuel

IM

#A145

Brake Cooling RPM Advance 1

IM

#A146

Brake Cooling RPM Advance 2

IM

#A152

Starter Failure

IM

#A153

Low Battery Voltage - Engine Running

IM

#A154

High Battery Charge Voltage

IM

#A155

Low Battery Charge Voltage

IM

#A158

Fuel Level Sensor High

IM

#A159

Battery Voltage, 12-Volt, System Sensing Low

IM

#A164

Battery Voltage, 12-Volt, System Sensing High

IM

#A166

Hydraulic Oil Temp - LR Sensor Low

IM

#A167

Hydraulic Oil Temp - RR Sensor Low

IM

#A168

Hydraulic Oil Temp - LF Sensor Low

IM

#A169

Hydraulic Oil Temp - RF Sensor Low

IM

#A170

Hydraulic Oil Temp - LR Sensor High

IM

#A171

Hydraulic Oil Temp - RR Sensor High

IM

#A172

Hydraulic Oil Temp - LF Sensor High

IM

#A173

Hydraulic Oil Temp - RF Sensor High

IM

#A182

System Battery 12V High

IM

#A183

System Battery 12V Low

IM

#A184

J1939 Not Connected

IM

#A190

Auto Lube Switch

IM

X

#A194

High LF Brake Oil Temp

IM

X

X

#A195

High RF Brake Oil Temp

IM

X

X

#A196

High LR Brake Oil Temp

IM

X

X

#A197

High RR Brake Oil Temp

IM

X

X

#A198

Hoist Pressure 1 Sensor High

IM

#A199

Hoist Pressure 2 Sensor High

IM

#A200

Steering Pressure Sensor High

IM

#A201

Brake Pressure Sensor High

IM

#A202

Hoist Pressure 1 Sensor Low

IM

#A203

Hoist Pressure 2 Sensor Low

IM

#A204

Steering Pressure Sensor Low

IM

#A205

Brake Pressure Sensor Low

IM

D13008 5/08


D13-7

Table 3: Chassis Fault Codes (continued) VHMS Fault Code


Source

#A206

Ambient Temperature Sensor High

IM

#A207

Ambient Temperature Sensor Low

IM

#A212

Bad Truck Speed Signel

IM

#A213

Park Brake Not Set When Expected

IM

#A214

Park Brake Not Released When Expected

IM

#A215

Brake Auto Apply Circuit Fault

IM

#A216

Park Brake Command Circuit Fault

IM

#A230

Park Brake Request While Moving

IM

#A240

IM Key Switch Power Lost

IM

#A250

Low Battery Voltage - Engine Off

IM

#A257

Payload CAN/RPC Not Connected

IM

#A260

Park Brake Failure - Application While Moving

IM

#A273

Pump Filter Circuit Fault

IM

#A275

Starter Stuck ON

IM

#A276

Drive System Data Link Not Connected

IM

#A350

Output Overload 1B

IM

#A351

Output Overload 1E

IM

#A352

Output Overload 1H

IM

#A353

Output Overload 1J

IM

#A354

Output Overload 1K

IM

#A355

Output Overload 1L

IM

#A356

Output Overload 1M

IM

#A357

Output Overload 1N

IM

#A358

Output Overload 1P

IM

#A359

Output Overload 1R

IM

#A360

Output Overload 1S

IM

#A361

Output Overload 1T

IM

#A362

Output Overload 1U

IM

#A363

Output Overload 1V

IM

#A364

Output Overload 1Y

IM

#A365

Output Overload 1Z

IM

D13-8

Sent via OrbComm


Snapshot Trigger

5/08 D13008

Engine Fault Codes Table 4: Engine Fault Codes VHMS Fault Code


Source

C112

Timing Fueling Flow Mismatch

Engine

C113

Timing Actuator Circuit Shorted

Engine

C115

Speed Signal Lost

Engine

C116

Timing Rail Pressure Ckt Failed High

Engine

C117

Timing Rail Pressure Ckt Failed Low

Engine

C118

Fuel Pump Pressure Ckt Failed High

Engine

C119

Fuel Pump Pressure Ckt Failed Low

Engine

C121

One Engine Speed Signal Lost

Engine

C122

LB Boost Ckt Failed High

Engine

C123

LB Boost Ckt Failed Low

Engine

C124

High Boost LB

Engine

C125

Low Boost LB

Engine

C126

High Boost RB

Engine

C127

Low Boost RB

Engine

C128

RB Boost Ckt Failed High

Engine

C129

RB Boost Ckt Failed Low

Engine

C131

Throttle Ckt Failed High

Engine

C132

Throttle Ckt Failed Low

Engine

C133

PTO Circuit Shorted High

Engine

C134

PTO Circuit Shorted Low

Engine

C135

Oil Pressure Circuit Failed High

Engine

C136

Pre Filter Oil Press Ckt Failed High

Engine

C137

Pre Filter Oil Press Ckt Failed Low

Engine

C141

Oil Press Ckt Failed Low

Engine

C143

Low Oil Pressure

Engine

C144

Coolant Temp Ckt Failed High

Engine

C145

Coolant Temp Ckt Failed Low

Engine

C147

Freq Throttle OOR High

Engine

C151

High Coolant Temperature

Engine

C153

LBF IMT Ckt Failed High

Engine

C154

LBF IMT Ckt Failed Low

Engine

C155

High IMT LBF

Engine

C156

LBR IMT Ckt Failed High

Engine

C157

LBR IMT Ckt Failed Low

Engine

C158

High IMT LBR

Engine

D13008 5/08

Sent via OrbComm

Snapshot Trigger

X

X

X

X

X

X

X

X

X

X

X

X


D13-9

Table 4: Engine Fault Codes (continued) VHMS Fault Code


Source

C159

RBF IMT Ckt Failed High

Engine

C161

RBF IMT Ckt Failed Low

Engine

Sent via OrbComm

Snapshot Trigger

X

X

X

X

C162

High IMT RBF

Engine

C163

RBR IMT Ckt Failed High

Engine

C164

RBR IMT Ckt Failed Low

Engine

C165

High IMT RBR

Engine

C212

Oil Temp Ckt Failed High

Engine

C213

Oil Temp Ckt Failed Low

Engine

C214

High Oil Temperature

Engine

X

X

C219

Remote Oil Level Low

Engine

X

X

C221

Ambient Air Press Failed High

Engine

C222

Ambient Air Press Failed Low

Engine

C223

CORS Burn Valve Open Circuit

Engine

C225

CORS Makeup Valve Open Circuit

Engine

C231

Coolant Press Ckt Failed High

Engine

C232

Coolant Press Ckt Failed Low

Engine

C233

Low Coolant Pressure

Engine

X

X

C234

Engine Overspeed

Engine

X

X

C235

Low Coolant Level

Engine

X

X

C237

Multi Unit Sync Error

Engine

C252

Oil Level Signal Invalid

Engine

C253

Oil Level Low

Engine

C254

FSOV Open Circuit

Engine

C259

FSOV Mech Stuck Open

Engine

C261

High Fuel Temperature

Engine

X

X

C263

Fuel Temp Ckt Failed High

Engine

C265

Fuel Temp Ckt Failed Low

Engine

C292

OEM Temp out of Range

Engine

X

X

C293

OEM Temp Failed High

Engine

X

C294

OEM Temp Failed Low

Engine

X

C296

OEM Pressure Out of Range

Engine

X

C297

OEM Pressure Failed High

Engine

X

C298

OEM Pressure Failed Low

Engine

X

C299

Hot Shutdown

Engine

C316

Fuel Pump Open Circuit

Engine

D13-10


X

5/08 D13008



Source

C318

Fuel Pump Mech Stuck

Engine

C343

ECM Hardware Issue

Engine

C346

ECM Software / Hardware Failure

Engine

C349

Output Shaft Speed Above Normal

Engine

C384

Ether Solenoid Ckt Failed

Engine

C422

Coolant Level Signal Invalid

Engine

C423

Timing Press Incorrect

Engine

C426

J1939 Broadcast Data Missing

Engine

C427

J1939 Datalink Can Not Transmit

Engine

C431

Idle Validation Invalid

Engine

C432

Idle Validation Invalid

Engine

C441

Low Battery Voltage

Engine

C442

High Battery Voltage

Engine

C451

Rail Press Ckt Failed High

Engine

C452

Rail Press Ckt Failed Low

Engine

C455

Rail Actuator Open Ckt

Engine

C467

Desired Timing Not Achieved

Engine

C468

Desired Rail Press Not Achieved

Engine

C473

Remote Oil Level Signal Invalid

Engine

C487

Ether Bottle Empty

Engine

C489

AXG Speed Low Error

Engine

C514

Rail Actuator Mech Stuck

Engine

C524

Alt Droop SW Val Fault

Engine

C527

Dual Output A Shorted High or Open

Engine

C528

Alt Torque SW Val Fault

Engine

C529

Dual Output B Shorted High or Open

Engine

C553

Rail Press OOR High

Engine

C554

Rail Press Incorrect

Engine

C555

High Blow-by Pressure

Engine

C611

Engine Hot Shutdown

Engine

C612

High Oil Filter Rest

Engine

C616

High Turbo Comp Inlet Temp LBR

Engine

C621

Low Power #1 LB

Engine

C622

Low Power #2 LB

Engine

C623

Low Power #3 LB

Engine

D13008 5/08

Sent via OrbComm

Snapshot Trigger

X

X

X

X


D13-11



Source

Sent via OrbComm

Snapshot Trigger

X

X

C624

Low Power #4 LB

Engine

C625

Low Power #5 LB

Engine

C626

Low Power #6 LB

Engine

C627

Low Power #7 LB

Engine

C628

Low Power #8 LB

Engine

C631

Low Power #1 RB

Engine

C632

Low Power #2 RB

Engine

C633

Low Power #3 RB

Engine

C634

Low Power #4 RB

Engine

C635

Low Power #5 RB

Engine

C636

Low Power #6 RB

Engine

C637

Low Power #7 RB

Engine

C638

Low Power #8 RB

Engine

C639

Intake Air Leak LBR

Engine

C641

High Exh Temp #1 LB

Engine

X

C642

High Exh Temp #2 LB

Engine

X

C643

High Exh Temp #3 LB

Engine

X

C644

High Exh Temp #4 LB

Engine

X

C645

High Exh Temp #5 LB

Engine

X

C646

High Exh Temp #6 LB

Engine

X

C647

High Exh Temp #7 LB

Engine

X

C648

High Exh Temp #8 LB

Engine

X

C649

Change Lubricating Oil and Filter

Engine

C651

High Exh Temp #1 RB

Engine

X

C652

High Exh Temp #2 RB

Engine

X

C653

High Exh Temp #3 RB

Engine

X

C654

High Exh Temp #4 RB

Engine

X

C655

High Exh Temp #5 RB

Engine

X

C656

High Exh Temp #6 RB

Engine

X

C657

High Exh Temp #7 RB

Engine

X

C658

High Exh Temp #8 RB

Engine

X

C661

High Power #1 LB

Engine

C662

High Power #2 LB

Engine

C663

High Power #3 LB

Engine

C664

High Power #4 LB

Engine

D13-12


5/08 D13008



Source

C665

High Power #5 LB

Engine

C666

High Power #6 LB

Engine

C667

High Power #7 LB

Engine

C668

High Power #8 LB

Engine

C671

Exh Temp Ckt Failed Low #1 LB

Engine

C672


Engine

C673


Engine

C674


Engine

C675


Engine

C676


Engine

C677


Engine

C678


Engine

C694

LBR Turbo Comp Inlet Temp Sensor Ckt Failed High

Engine

C695

LBR Turbo Comp Inlet Temp Sensor Ckt Failed Low

Engine

C711

High Power #1 RB

Engine

C712

High Power #2 RB

Engine

C713

High Power #3 RB

Engine

C714

High Power #4 RB

Engine

C715

High Power #5 RB

Engine

C716

High Power #6 RB

Engine

C717

High Power #7 RB

Engine

C718

High Power #8 RB

Engine

C719

Blowby Press Ckt Failed High

Engine

C721

Exh Temp Ckt Failed Low #1 RB

Engine

C722


Engine

C723


Engine

C724


Engine

C725


Engine

C726


Engine

C727


Engine

C728


Engine

C729

Blowby Press Ckt Failed Low

Engine

C753

Cam Sync Error

Engine

C777

Ambient Derate Error

Engine

D13008 5/08

Sent via OrbComm


Snapshot Trigger

D13-13



Source

C2144

High Exh Temp #9 LB

Engine

C2145

High Exh Temp #9 RB

Engine

C2146


Engine

C2147


Engine

C2148

High Power #9 LB

Engine

C2149

High Power #9 RB

Engine

C2151

Low Power #9 LB

Engine

C2152

Low Power #9 RB

Engine

C2154

Post Oil Filter Press Ckt Failed High

Engine

C2155

Post Oil Filter Press Ckt Failed Low

Engine

C2157

Rapid Rise in LBR IMT

Engine

C2158

Rapid Rise in RBF IMT

Engine

C2159

Rapid Rise in RBR IMT

Engine

C2241

High IMT LBM

Engine

C2242

LBM IMT Ckt Failed High

Engine

C2243

LBM IMT Ckt Failed Low

Engine

C2244

Rapid Rise in LBM IMT

Engine

C2245

High IMT RBM

Engine

C2246

RBM IMT Ckt Failed High

Engine

C2247

RBM IMT Ckt Failed Low

Engine

C2248

Rapid Rise in RBM IMT

Engine

D13-14

Sent via OrbComm


Snapshot Trigger

5/08 D13008

FAULT TREE ANALYSIS Unable to connect to VHMS from laptop PC

D13008 5/08


D13-15

Flashing Error Code N4-23 (PLM III Communications Fault)

D13-16


5/08 D13008

Flashing Error Code N4-22 (Engine Communications Fault)

D13008 5/08


D13-17

No Data Received By WebCARE

D13-18


5/08 D13008

Coaxial Cable Troubleshooting

D13008 5/08


D13-19

NOTES

D13-20


5/08 D13008

SECTION D14 VHMS FORMS INDEX

VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3 VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3 VHMS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4 VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4 VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-6 VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-8

D14003 01/06

VHMS - Forms

D14-1

NOTES

D14-2

VHMS - Forms

01/06 D14003

VHMS FORMS The preferred method to submit this form is in electronic format. This check list and initialization form are available in PDF format, where the information can be typed into the form. The form should then be saved using the model, serial number and “VHMS Initilization” to create the file name. Example: 930E-3SE-A30300-VHMS Initilization.pdf.

2. Using a serial cable, connect a laptop PC to the VHMS controller. 3. Turn the key switch ON, check operation of the LED lights. 4. Start the VHMS Setting Tool program. a. At the Select Operation screen, select the “VHMS Setting” option, then click [Next].

The following instructions will help ensure an accurate and complete form. When a new machine equipped with the Vehicle Health Monitoring System (VHMS) has been assembled, there are several procedures to perform in order to initialize the VHMS system. Following the procedures in the order listed will ensure a smooth initialization process which should not take longer than one hour to complete. Check off each item on the list below as it is done. It is important to complete the entire procedure at one time. Submitting the download data with a date and service meter reading (SMR) that do not match the rest of the forms will not allow the system to be initialized.

b. Select the “Set up & All clear” option, then click [Next]. 5. At the Machine Information Setting (1) screen: a. Is Product Group correct? b. Select the correct Machine Model. c. Select the correct Machine Type. d. Select the correct Machine Variation Code. e. Enter the machine serial number. f. Click [Next]. 6. At the Machine Information Setting(2) screen: a. Verify information is correct.

1. __ VHMS Initialization Check List 2. __ VHMS Data Download

b. Enter engine serial number.

3. __ VHMS Initialization Form

c. Then click [Next].

Orbcomm terminal activation can take up to two weeks. For this reason, it is important to complete these forms and submit them as early as possible after new machine assembly.

7. At the Date & Time Setting screen: a. Select the correct time zone. b. Enter the correct date. c. Enter the correct time. d. Select Daylight Savings Time (DST) if necessary. e. Click [Next].

VHMS INITIALIZATION CHECK LIST This form is used as a check list during the initialization process. Fill in all information. All questions should be answered with a YES. If not, determine the cause and repair as required.

8. At the GCC Setting screen: a. Select the correct country setting. b. Click [Next].

Each machine model will have a different VHMS Initialization Check List. Use the correct form for the model of machine being setup. 1. With the key switch OFF, record all data for item 1.

D14003 01/06

VHMS - Forms

D14-3

VHMS DATA DOWNLOAD 9. At the Verification screen:

A manual snapshot must be performed before downloading any data. For new machines, this should have been performed during the VHMS Initialization Check List procedure.

a. Ensure that all information is correct. b. Click on [Apply]. c. At the confirmation screen, select [Yes].

1. Perform a VHMS download. For more detailed information on how to perform a download, refer to VHMS Download in Section D, 24VDC Electrics in the appropriate shop manual.

d. Select [OK]. e. Select [OK] to close the program. 10. Start the VHMS Setting Tool program.

2. Start the VHMS Technical Analysis Tool Box program. Use the view feature to look at the data and verify the settings are correct, the SMR is correct, the manual snapshot is recorded in fault history, and the engine ON/ OFF is stored in machine history file.

a. Select “VHMS Setting”, then click [Next]. b. Select “Setup only”, then click [Next]. c. Select “Payload Meter”, then click [Next]. d. Set Start Time to “0”.

3. E-mail the downloaded data files to Komatsu America Service Systems Support Team at [email protected]. Refer to Location of Download Files for more detailed instructions on locating the files.

e. Set Interval to “1”. f. Click [Apply]. g. Click [Exit]. 11. Perform a manual snapshot. a. With the engine running, press the GE data store switch and hold it for three seconds. The white data store in progress LED should illuminate. b. While the manual snapshot is in process, operate the machine if possible. The snapshot lasts for 7 1/2 minutes. 12. After the “data store in progress” LED has been off for one minute, turn the key switch OFF. Wait three minutes before turning the key switch ON.

VHMS INITIALIZATION FORM This form must be completed and submitted at: • New machine delivery • VHMS controller replacement • OrbComm controller replacement • Engine or alternator replacement Customer Information • Enter the customer information. All fields are required. Distributor Information • Enter the distributor information. All fields are required. • All distributors are required to have one contact person who is responsible for coordinating VHMS, Payload, Komtrax and Fleet Manager activities for all branches.

D14-4

VHMS - Forms

01/06 D14003

Machine Information • Enter machine information. All fields are required. • VHMS and Orbcomm controller part numbers and serial numbers can be found on a sticker on each controller. Verify that this matches the information displayed in the VHMS Setting Tool and download. VHMS Setting Tool Information • Enter the setting date. This should be the date when the first data download was taken and the VHMS Setting Tool program was first used. • Enter the setting time. This should be the time shown in the first data download. Verify that it is the correct time. • Enter the Greenwich Mean Time (GMT) for the location the machine will be working. • Check whether the location where the machine will be working uses Daylight Savings Time (DST). • Enter the service meter reading (SMR) at time of the first download. • Enter the GCC Code. This setting tells the Orbcomm unit which satellite network to communicate with. Select the correct location from the drop down menu list. • Enter the Orbcomm activation date. In the Orbcomm Activation Date field, enter a date at least two weeks ahead of today's date Reason for Form Submittal Check the reason Initialization Form.

D14003 01/06

for

submitting

the

VHMS

VHMS - Forms

D14-5

VHMS INITIALIZATION CHECK LIST (Page 1 of 2) Date of set-up FOR: 730E, 830E, 930E & 960E DUMP TRUCKS

(MM/DD/YY)

/

/

Distributor and Branch Person performing initialization

Item No.

To be checked when

1. Key switch OFF

Check Item

Results Yes No

Machine Model Number Machine Serial Number Service Meter Reading Engine Serial Number Alternator Serial Number VHMS Serial Number OrbComm Serial Number

2. Connect PC to VHMS controller

Are they properly connected?

3. Key switch ON

Check operation of controller LED (after segment rotation, display to count-up).

4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“. 5. Initial setup of VHMS controller Machine Information Setting(1)

Is Product Group correct? (Dump truck) Is Machine Model correct? (ex. 930E) Is Type correct? (ex. -2) Is Variation Code correct? (ex. SE) Is Serial Number correct?

6. Machine Information Setting (2)

Is Engine Model - Type correct? Is Engine Serial Number correct?

7. Date & Time Setting

Is Time Zone correct? Is Date correct? Is Time correct? Is DST (daylight saving time) correct?

8. GCC Setting

Is correct GCC code selected for location?

9. Setting Data

Verify Setting Data is Correct.

10. Setting of Payload Meter

Set PLM time ± 2 minutes of VHMS time. Start Time (set to 0) Interval (set to 1)

D14-6

VHMS - Forms

01/06 D14003

VHMS INITIALIZATION CHECK LIST (Continued) (Page 2 of 2)

FOR: 730E, 830E, 930E & 960E DUMP TRUCKS

Item No.

To be checked when

Check Item

11. With engine running, perform quick PM with manual snapshot switch.

While recording data, the white LED should be illuminated, indicating snapshot is in recording stage.

12. Key switch OFF

Red LED turns off?

Result Yes No

VHMS DATA DOWNLOAD 1. Download data to laptop PC

What time did download start (use wrist watch)? Select all files, and is download complete? Is download start time correct?

2. Download Data Check

Settings correct? SMR correct? Manual snapshot recorded and no data missing? Manual snapshot data recorded in fault history, key switch ON/OFF and engine on/off records are saved in machine history file?

3. Send download data to Komatsu

D14003 01/06

Send download data to KAC Service Systems Support at [email protected]

VHMS - Forms

D14-7

VHMS INITIALIZATION FORM NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send request to [email protected]. After filling out the form, save the file using the Model Type, Serial Number and “VHMS Initialization” in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf), 1. E-mail the completed form to the Service Systems Support Team at [email protected]. 2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”. (Example: Subject: 930E-3SE-A30300-VHMS Initialization) The completed forms can also be faxed to: (847) 522-8005.

Customer Information Company Name Site Name Customer Employee Contact Mailing Address Phone Number Fax Number E-mail

Distributor Information Distributor Name Distributor Service System Support Administrator Name and E-mail Distributor Branch Distributor Branch Employee Contact and E-mail Distributor 4 + 2 Code

Machine Information Machine Model - Type Machine Serial Number Customer Unit Number Engine Serial Number Transmission / Alternator Serial Number VHMS Controller Part Number VHMS Controller Serial Number Orbcomm Controller Part Number Orbcomm Controller Serial Number

Setting Tool Information Setting Date (MM:DD:YYYY) Setting Time (HH:MM:SS) GMT (Time Zone) Daylight Savings Time (DST)

(Yes/No)

Service Meter Reading (SMR) GCC code (Orbcomm satellite) Orbcomm Activation Date

Reason for Form Submittal (Check One) Factory Installed VHMS Initialization Retrofitted VHMS Initialization VHMS Controller Replacement Major Component (Engine/Transmission Replacement) Customer or Distributor Change Setting Tool Information Change

D14-8

VHMS - Forms

01/06 D14003

SECTION E ELECTRIC PROPULSION SYSTEM INDEX

ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1

NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.

E01012

Index

E1-1

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:

•DO NOT step on or use any power cable as a handhold when the engine is running. •NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional procedures are required before it is safe to do so. Refer to “Truck Shutdown Procedures”, this Section, for additional propulsion system safety checks to be performed by a technician trained to service the system.

•ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system.

•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INITIATED. It requires approximately 5 minutes after the truck is shut down before the Link Voltage has dissipated.

•AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have turned off and it has been verified the system is de-energized.

•BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far enough to disconnect the card connector from the backplane connector. Disconnect the battery charging alternator lead wire and open the battery disconnect switches. The welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring harnesses or power cables; voltages can be induced in adjacent cables, damaging electrical components.

E1-2

Index

E01012

SECTION E2 ELECTRICAL PROPULSION SYSTEM COMPONENTS INDEX

ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6 Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26 Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26 State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26 DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29 Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

E02020 10/06

Electrical Propulsion System Components

E2-1

EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35 Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36 Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37 PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38 ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46

E2-2


10/06 E02020

ELECTRICAL PROPULSION SYSTEM COMPONENTS The following information provides a brief description of system operation and major components of the AC propulsion system. Refer to the appropriate GE publication for detailed information and theory of operation. A list of commonly used propulsion system component abbreviations is listed in Table V at the end of this Section. Figures 2-3 through 2-11 illustrate the physical location of these components where applicable.

GENERAL SYSTEM DESCRIPTION The AC drive system consists of the following major components: • Alternator (coupled to a diesel engine) • In-line Cooling Blower • Gate Drive Power Converters • Rectifier Diode Modules • AC Power Inverters • AC Induction Traction Motors

The alternator supplies three phase AC power for the gate driver power converters and rectifier diode modules. The rectifier diode modules convert the AC power to DC power, then supply that DC power to two AC power inverters via the DC link. Each AC power inverter inverts the rectified DC voltage, delivering variable voltage, variable frequency power to each of the AC induction traction motors. NOTE: Refer to Figure 2-1 for the following description. The two AC induction traction motors, each with its own inverter, are connected in parallel across the rectified output of the alternator. The inverters change the rectified voltage back to AC by turning on and off (chopping) the applied DC voltage. The output AC voltage and frequency are controlled to produce optimum slip and efficiency in the traction motors. At low speeds, the rectified alternator output (DC link or DC bus) voltage is chopped with patterns called pulse width modulation (PWM) inverter operation. At higher speeds, the DC link voltage is applied to the traction motors using square wave inverter operation. The voltage of the DC link is dependent upon the Propulsion System Controller (PSC) and engine RPM during propulsion. The DC link voltage will vary between 600 and 1600 volts.

E02020 10/06

The alternator field is supplied from a tertiary winding on the alternator and is controlled by a silicon controlled rectifier (SCR) bridge. A starting boost circuit initially energizes the alternator from the truck batteries until the flux builds up enough to sustain excitation.

Cooling air for the alternator, control cabinet and traction motors is supplied by a dual in-line fan assembly mounted on the rear of the alternator. This blower provides cooling air to the traction motors, propulsion inverters, dynamic retarding choppers, and control system.

A resistor grid package is used to dissipate power from the traction motors (operating as generators) when in dynamic retarding mode. The total retard power produced by the traction motors is controlled by the two motor inverters. The amount of retard power dissipated by the grid package is controlled by an IGBT chopper circuit and stage-controlled contactors.

The PSC, which is mounted in the main control cabinet, determines the optimum engine operating speeds based on what the operator requests, propulsion system requirements, and efficient fuel usage. Interfaces between the PSC and the truck brake system allow the PSC to provide proper retarding, braking and wheel slide control.

The PSC interfaces with the Truck Control Interface (TCI), which is mounted in the same card rack as the PSC. System status and control signals are transmitted and received between these two components to access real time data and event information that is stored in the PSC. This data is displayed on the Diagnostic Information Display (DID) panel located in the cab behind the operator's seat.


E2-3

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

E2-4


10/06 E02020

SYSTEM COMPONENTS The ICP (Integrated Control Panel) consists of three major components: the PSC (Propulsion System Controller), the TCI (Truck Control Interface) and the TMC (Traction Motor Controller). Propulsion System Controller (PSC) The PSC is the main controller for the AC drive system. The ICP panel receives input signals from speed sensors mounted on the alternator and traction motors, voltage and current feedback signals from various control devices, and status/command inputs from the TCI. Using these inputs, the PSC controls the two inverters, retarding circuits, relays, contactors, and other external devices to provide the following functions: • Propulsion and wheel slip control • Retarding and wheel slide control • Engine speed control • Event detection • Initialization of the necessary operating restrictions, including the shut down of the truck if a serious system fault (event) is detected. If the fault is not serious, an indicator lamp alerting the operator to the problem will illuminate. All event data is recorded for future review by maintenance personnel.

The PSC contains the following internal, removable printed circuit boards and two fiber optic boards: System CPU Card: Provides serial communications and control functions, RS232 communications to PTU, and microprocessor controls for internal panel circuits. Digital I/O Card: Receives digital inputs and feedback information from various propulsion and control system components. Digital outputs drive propulsion system contactors, relays and provide equipment enable commands. System Analog I/O Card: Receives engine, voltage and current signals for the main alternator, link voltage and current, retard pedal input, and retard lever input. Controls retard effort, engine speed request, and AFSE firing pulses. Inverter 1 & 2 CPU and I/O Cards (2 ea.): Receives motor speed signals, link voltage, phase voltages, and phase currents for microprocessor control for inverters 1 and 2. Controls IGBT phase modules through the fiber optic assembly. Phase module status is returned via a separate fiber optic assembly. Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for phase modules and chopper modules.

• Log event data • Store statistical data of the history of various component and system function operations. • Communicate with the TCI to exchange propulsion system status and control data (event data, statistical data, etc.) and to receive required truck systems status data. • Communicate with the TCI to exchange propulsion Portable Test Unit (PTU) data (propulsion real time, history, diagnostic, and parameter data such as software code, etc.) • Drive the operator cab status and warning lamps.

E02020 10/06


E2-5

Truck Control Interface (TCI) The TCI is the main interface between the truck systems/devices and service personnel. This panel is used in conjunction with the DID panel. The TCI panel provides the following functions: • Communicates with the PSC to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. • Communicates with the DID panel to exchange PSC and/or TCI diagnostic and parameter data. • Communicates with a PTU to exchange TCI data. • Communicates with a Modular Mining Dispatch System to exchange truck status data. • Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs, etc.

The TCI contains the following internal, removable printed circuit boards: CPU Card: Provides high speed communications to PSC and RS232 serial communication with the PTU. Analog I/O Card: Provides RS232 serial communications with the DID and an optional Modular Mining Dispatch System. Receives signals for front wheel speed, motor cooling and barometric air pressures, accelerator, retard speed setting, payload, ambient and hydraulic oil temperature, and engine cranking voltage. Outputs drive the cab mounted temperature gauges. Digital I/O Card: Receives operator control, engine and body-up signals. Provides engine start controls and drives the cab mounted indicator/warning lamps.

• Controls the engine start sequence. • Provides signals to activate many of the cab mounted warning lamps and gauges. Controls the parking brake solenoid. • Processes the front wheel speed signals for the PSC and speedometer.

E2-6


10/06 E02020

Diagnostic Information Display (DID) Panel

DID Panel Event Codes

The DID panel (Figure 2-2) is located in the cab behind the operator’s seat. The display provides service personnel with a means of communicating with the TCI.

The tables on the following pages list the possible event codes which may be displayed on the DID panel when accessed. Table 1 describes restrictions to operation of the propulsion and retarding systems when a fault occurs for a particular code listed in Tables 2, 3 and 4.

The panel has two display lines. Each line is 40 characters long. The top line is the “message” line and is used by the TCI to inform service personnel of the truck systems and components status.

The bottom display line provides information in addition to the top line or relates to the keypad, displaying possible selection options and display functions. The keypad, located below the display lines, is used by service personnel to direct the activity of the TCI.

The display provides service and status information on the various truck systems and the propulsion system by displaying system status information or fault codes, as well as a description of the system status or a problem on the top display line. Information on the second display line may change to indicate which functions are available by pressing keys [F1] through [F5].

Event codes numbered 000 through 099 are applicable to the PSC and are listed in Table 2. Codes numbered 100 through 199 are applicable to Inverter 1, and codes numbered 200 through 299 are applicable to Inverter 2. These are listed in Table 3. Codes numbered 600 through 699 are applicable to the TCI and are listed in Table 4. The codes listed in the Tables are applicable to Release 21 software.

Table 1: Event Restrictions RESTRICTION

DEFINITION

No Power

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

No Propel

NO PROPEL (red) light illuminates. No propulsion allowed. Retarding allowed. Link power allowed.

Speed Limit

PROPEL SYSTEM CAUTION<170> (amber) light illuminates. Propel, retard and DC link power still allowed. Speed limited to 10 MPH (16 KPH).

INV1 Disable

Prohibits system from enabling inverter #1 drive signal.

INV2 Disable

Prohibits system from enabling inverter #2 drive signal.

Engine Speed/ RP1

Raises engine speed to account for a possible stuck RP contactor. Closes RP1.

SYS Event

No restrictions. Event is for information purposes only.

The DID panel can also be used to perform the selfload test.

FIGURE 2-2. DIAGNOSTIC INFORMATION DISPLAY

E02020 10/06


E2-7

Table 2: DID PANEL FAULT CODES (Codes Received from PSC) EVENT NUMBER

EVENT DESCRIPTION

EVENT RESTRICTION

000

NO FAULT

002

GROUND FAULT

No power

A ground fault has been detected: For voltage < 1000 V, detection threshold is 166 mA For voltage >= 1000 V, detection threshold ramps from 166 mA at 1000 V down to approximately 70 mA at approximately 1500 V.

003

FAILED DIODE

No power

Failed diode(s) in main rectifier

004

GFCO OPEN and not in REST

005

DRIVE SYSTEM OVERTEMP :01

auxiliary phase control

:02

auxiliary inverter

:03

afse

:04

alternator

:05

left stator

:06

left rotor

:07

right stator

:08

right rotor

No power

Lost communication with both inverters

DC LINK OVERVOLTAGE

No power

DC link voltage exceeds limit for a sufficient time.

:11

left IGBT module

:12

left diode

:13

right IGBT module

:14

right diode

:15

rectifier diode

:01

not in retard

:02

in retard

Occurs while in retard, exceeds retard voltage limit

:03

instantaneous

Occurs instantaneously in propel or retard, exceeds link voltage limit

ALT FIELD OVERCURRENT

Alternator field current exceeds limit.

Occurs while not in retard, exceeds propel voltage limit

:01

normal

:02

instantaneous

Exceeds current limit with no persistence

:03

persistent

With persistence due to low engine speed

011

No power

Exceeds current limit over time

RETARD LEVER BAD :01

voltage too high

:02

voltage too low

:01

voltage too high

012

None

Incorrect input from retard lever

None

Incorrect input from retard pedal

RETARD PEDAL BAD

:02

E2-8

BOTH INVERTERS COMMUNICATION FAILED

chopper IGBT chopper diode

009

013

GF Cutout Switch is open with the system not in REST.

Temperature exceeds a limit for a sufficient time.

:10

008

None

Displayed when all faults have been reset

No Propel

:09

006

None

DETECTION INFORMATION

voltage too low LINKV TEST FAILED

No power

Incorrect link volts


10/06 E02020

Table 2: DID PANEL FAULT CODES (Codes Received from PSC) EVENT NUMBER 014

EVENT DESCRIPTION

EVENT RESTRICTION


ANALOG SENSOR FAULT :01

alt field amps

:02

link amps

:03

load box amps

:04

3 phase alt volts

:05

alt field volts

:10

PSC link volts

:11

inv1 link volts

:12

inv2 link volts

:13

A2D ground

:14

A2D gain

:15

fault current

:16

ATOC

:21

grid blower 1 amps

:22

grid blower 2 amps

015

Speed limit

ANALOG SENSOR FAULT (restrictive) :02

016

Speed limit

link amps

Incorrect input from a sensor

Incorrect input from a sensor Problem has occurred in the system CPU card.

PSC CPU CARD (FB147) :01

task_1

:02

task_2

:03

task_3

:04

task_4

:05

task_5

:06

task_6

:07

maintenance task

:09

flash CRC

Flash CRC computation did not match expected value.

:10

BRAM CRC

CRC on BRAM does not match expected value.

:11

excess timeouts

On power up, excessive timeouts occurred.

:12

invalid pointers (data pack corrupted)

On power up, the status of data in BBRAM is invalid.

Failed to initialize No power

017

DIGITAL I/O CARD FAULT (FB104)

018

ANALOG I/O CARD FAULT (FB173) :01

analog card no response

:02

analog card timeout

No power

System CPU cannot communicate with digital I/O card. System CPU cannot communicate with analog I/O card.

No power

Card missing Read timeout

019

RIDING RETARD PEDAL

SYS Event

Brake pedal applied while truck speed is >5 mph

020

LO SPEED HI TORQUE TIMEOUT

No propel

Torque limit exceeded

E02020 10/06


E2-9


EVENT DESCRIPTION

EVENT RESTRICTION

TCI COMM. FAULT :01

Message missing

:02

Bad tick

:03

Bad CRC

:04

Overflow

:05

Bad start

:06

Bad stop

PSC received no serial data from TCI over period of time.

No propel

022

PERSISTENT TCI COMM FAULT

023

TERTIARY OVERCURRENT

024


No power

No serial data received from TCI and truck is stopped for 10 seconds.

No propel

Current in alternator field tertiary winding exceeds limit over time.

PSC CONFIG FILE INCORRECT

Incorrect or missing PSC configuration file

:01

no file

No configuration file selected

:02

bad CRC

:03

wrong version

Wrong configuration file version

:04

overspeeds incorrect

Incorrect overspeed values

AUX INVERTER FAULT

Auxiliary blower system fault

025 :01

not ok or no speed feedback

:02

numerous shutdowns

026

No power

No power

Auxiliary speed feedback indicates no or incorrect blower speed. Auxiliary OK goes low twice when speed command is greater than running speed.

CAPACITOR OVERPRESSURE

No power

Excessive filter cap pressure

:01

INV1

No power

INV1 capacitor

:02

INV2

No power

027

PSC PANEL CONNECTOR :01

CNFB

:02

CNI/CNX (3500 HP, 150 TON)

:03 030

No power

Aux blower connector GF CONTACTOR

031

INV2 capacitor A panel connector B, C, or D is not properly connected.

Speed limit

GF command/feedback don't agree.

BATTERY BOOST CIRCUIT :01

GFR failed to open

:02

GFR failed to close

:03

SCR3 failed

032

Speed limit

GFR command/ feedback don't agree.

RP CONTACTOR :01

RP1

:02

RP2

:03

RP3

033

RETARD CIRCUIT

035

ESS INPUT

E2-10

Speed limit & engine RP command/ feedback don't agree. speed/RP

Speed limit & engine speed/RP Speed limit

Engine speed sensor is out of range.


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION


GY19 GRID BLOWER FAILURE :01

blower 1 stall

:02

blower 2 stall

:03

blower 1 open

:04

blower 2 open

:05

blower 1 & 2 delta too large

037

No power

A grid blower has failed.

COMPUTER POWER SUPPLY :01

VOLTS 5 POS

:02

VOLTS 15 POS

:03

VOLTS 15 NEG

+5V power supply is out of limits. Speed limit

+15V power supply is out of limits. -15V power supply is out of limits.

040

VOLTS 24 POS

041

VOLTS 24 NEG

-24V power supply is out of limits.

042

DIRECTION SELECTED IN LOAD BOX MODE

No propel

Selector switch moved to FORWARD or REVERSE during self load.

043

DRIVE SYSTEM BATTERY LOW

Speed limit

Battery volts are below limit.

044

DRIVE SYSTEM BATTERY HIGH

None

Battery volts are above limit.

045

CHOPPER OPEN CIRCUIT :01

chopper 1

:02

chopper 2

+24V power supply is out of limits.

Open circuit in a chopper Speed limit

Open circuit in chopper 2

046

RETARD SHORT CIRCUIT

047

ENGINE STALL

No power

048

SHORTED DC LINK

No power

051

TACH LEFT REAR :01

Open circuit in chopper 1

Failure during chopper self test. Link voltage decayed too Speed limit & engine quickly when AFSE command set low, prior to starting speed test. An engine stall condition has occurred. DC link short detected at startup. Input from M1 sensor is out of tolerance.

zero output with truck moving INV1 disable

Zero output from sensor with front wheels moving, brake released.

:02

high output with truck stopped TACH RIGHT REAR

Input from M2 sensor is out of tolerance.

:01

zero output with truck moving

Zero output from sensor with front wheels moving, brake released.

:02

high output with truck stopped

High output from sensor with all other wheel speeds at zero.

TACH LEFT FRONT

Input from left front wheel sensor is out of tolerance.

052


INV2 disable

053 :01

zero output with truck moving SYS Event

Zero output from sensor with rear wheels moving, brake released.

:02

high output with truck stopped TACH RIGHT FRONT

Input from right front wheel sensor is out of tolerance.

:01

zero output with truck moving

Zero output from sensor with rear wheels moving, brake released.

:02

high output with truck stopped

054


SYS Event

E02020 10/06



E2-11


EVENT DESCRIPTION FRONT WHEEL TACHS

056

EVENT RESTRICTION SYS Event

INVERTER SW VERSION :01

Inverter # 1

:02

Inverter # 2

061

Incorrect version of Inverter Software is installed. SYS Event

MOTOR OVERSPEED

063


SYS Event

Truck is over the motor overspeed limit.

ENGINE LOAD SIGNAL :01

below minimum

:02

above maximum

Engine load out of range. SYS Event

:03

PWM signal failed low.

:04

PWM signal failed high.

:05

PWM signal failed incorrect period.

065

TEMP INPUT RANGE CHECK

An analog input is outside the design range of valid values.

:01

aux pc temp sensor

Auxiliary phase controller temperature sensor

:02

aux inv temp sensor

Auxiliary inverter temperature sensor

:03

afse temp sensor

AFSE temperature sensor

:04

alternator temp

:05

left stator temp

:06

left rotor temp

:07

right stator temp

:08

right rotor temp

:09

chopper IGBT temp

:10

chopper diode temp

:11

left IGBT module temp

:12

left diode temp

:13

right IGBT module temp

:14

right diode temp

:15

rectifier diode temp

070

Speed limit

Temperature is out of range.

LINK CAPACITANCE LEVEL LOW

SYS Event

071

LINK CAPACITANCE LEVEL TOO LOW

Speed Limit

Link capacitance level is too low.

072

GROUND FAULT CIRCUIT

Speed Limit

Ground fault detection circuit

074

Link capacitance level is low, but OK.

INV1 COMM FAILED :01

No communication Inverter #1

:02

Inverter #1 customer option bit

075

INV1 Disable

INV2 COMM FAILED :01

No communication Inverter #2

:02

Inverter #2 customer option bit

E2-12

INV2 Disable


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION

FB173 CARD :01

speed FPGA DL

:02

speed FPGA run

:03

ALT FPGA DL

:04

Microcontroller

:05

slow task

:06

med task

:07

fast task

:08

FD task

:09

Alternator 3 phase volts bad

:10

alt FPGA timeout

FB173 card failure

No power

077

INVERTER FAILED VI TEST

078

Inverter Background Communication Failure

084

CONTROL POWER SWITCH OFF

085


No power

Inverter failed during test.

Sys Event

A failure in the inverter background communication was detected.

SYS Event

Control power switch is turned off while truck is moving.

AUX COOLING

A fault has occurred in the auxiliary blower operation.

:02

aux rpmfb input

Rpm of Aux Blower out of range.

:03

aux rpm feedback

:04

abnormal shutdown

SYS Event

Rpm feedback does not match rpm command. A fault occurred during shutdown

087

HP LOW

SYS Event

Horsepower adjust is at negative limit for 30 seconds.

088

HP LIMIT

SYS Event

Horsepower limit exceeded while in propulsion.

089

ENGINE SPEED DOES NOT MATCH COMMAND

SYS Event

Engine speed feedback does not match commanded speed.

:02 091

RPM does not match command INVERTER 1 CUTOUT

SYS Event

092

INVERTER 2 CUTOUT

SYS Event

094

ILLEGAL LIMP REQUEST

SYS Event

A “limp mode” request is received while truck is moving.

095

BAD BRAM BATTERY

SYS Event

BRAM battery voltage is low.

096

UNEXPECTED PSC CPU RESET

SYS Event

PSC CPU reset without request.

098

DATA STORE

SYS Event

PTU data store command

E02020 10/06


E2-13

Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 100/200

EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER CPU CARD (FB172) :23

pat fail out 100

Pattern had bad A, B, C output 100%.

:29

no extvi TIC

Extrapolation interrupt not running

:30

no vector TIC

Vector interrupt not running

:31

no I TIC TIC

I TIC interrupt not running

:32

NMI occurred

Non-maskable interrupt occurred.

:34

no background TIC

:35

PGA not programmed

INV1 (INV2) off

Background not running PGA could not be programmed.

:38

PGA init failed

PGA initialization failed.

:39

PGA DP failed

PGA D/P did not initialize.

:40

par not found

Parameter not found

:41

multiple par

Parameter multiply defined

:48

no cam TIC

Cam ISR not running

:49

no peak samp TIC

Peak sample ISR not running

101/201

INVERTER CPU CARD (NR) :01

Aup cmd not off

Phase A up command not off

:02

Adn cmd not off

Phase A down command not off

:03

Bup cmd not off

Phase B up command not off

:04

Bdn cmd not off

Phase B down command not off

:05

Cup cmd not off

Phase C up command not off

:06

Cdn cmd not off

Phase C down command not off

:07

Aup cmd not on

Phase A up command not on INV1 (INV2) off

:08

Adn cmd not on

:09

Bup cmd not on

Phase B up command not on

:10

Bdn cmd not on

Phase B down command not on

:11

Cup cmd not on

Phase C up command not on

:12

Cdn cmd not on

Phase C down command not on

:13

no chopper TIC1

Chopper 1 interrupt not running

:14

no chopper TIC2

Chopper 2 interrupt not running

:16

inv CPU reset

Inverter CPU was reset.

E2-14

Phase A down command not on


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION


INV I/O CARD (FB172) :05

gnd not ok

Logic ground not OK

:08

no IO card

Could not access I/O card

:09

eoc not working

A/D conversion did not work.

:10

DB no brake

DB on too long while not braking

:11

ptf A signal

:12

ptf B signal

:13

ptf C signal

Phase C overcurrent signal too long

:14

IC zero not ok

Current IC not zero at start up

:15

IC not ok

C phase current too high

:16

ptl not ok

Protective turn off circuit not OK

cur measure not ok

Phase A and B currents do not match.

:17 103/203

INV1 (INV2) off

Phase A overcurrent signal too long Phase B overcurrent signal too long

INV I/O CARD (NR) :01

chop 1 cmd not off

Chopper 1 command not off

:02

chop 2 cmd not off

Chopper 2 command not off

:03

chop 1 cmd not on

Chopper 1 command not on

:04

chop 2 cmd not on

Chopper 2 command not on

:05

volt scale A flt

Scale A volts out of range 70%, 100%

:06

volt scale B flt

Scale B volts out of range 70%, 100%

:07

link V scale flt

Link V scale out of range 70%, 100%

:08

current scale A flt

Scale A current out of range 70%, 100%

:09

current scale B flt

Scale B current out of range 70%, 100%

:10

input V scale fit

Input V scale out of range 70%, 100%

:11

V test VCO high

:12

V test VCO low

High frequency on VCO Vtest channel

:13

IA VCO hi

High frequency on IA channel

:14

IB VCO hi

High frequency on IB channel

:15

link V VCO hi

High frequency on VCO link filter V channel

:16

infilV VCO hi

High frequency on VCO in filter V channel

:17

IA too high

IA current too positive

None

Low frequency on VCO Vtest channel

:18

IA too low

IA current too negative

:19

IB too high

IB current too positive

:20

IB too low

IB current too negative

:21

link V too hi

Link voltage too positive

:22

infilV too hi

Input filter voltage too positive

:23

DB chop VCO hi

High frequency on VCO DB chopper channel

E02020 10/06


E2-15


EVENT DESCRIPTION

EVENT RESTRICTION


INV I/O CARD (NR) :24

DB chopV too hi

DB chopper voltage too positive

:25

VA VCO hi

High frequency on VCO VA channel

:26

VB VCO hi

:27

VC VCO hi

:28

VA volts too hi

VA voltage too positive

:29

VB volts too hi

VB voltage too positive

:30

volt scale C flt

Scale C volts out of range 70%, 120%

:31

VC volts too hi

VC voltage too positive

:01

fo ps low

104/204

High frequency on VCO VB channel None

High frequency on VCO VC channel

FIBER OPTIC CARD INV1 (INV2) off

Fiber optic power supply monitor

:02

fo card disable

:03

fo card enable

:01

P5V not ok

:02

P15V not ok

:03

N15V not ok

:06

P24V not ok

+24 volt not in tolerance

:07

N24V not ok

-24 volt not in tolerance

105/205

Fiber optic card disabled Fiber optic card enabled and no dir

POWER SUPPLY CARD

106/206

+5 volt not in tolerance INV1 (INV2) off

+15 volt not in tolerance -15 volt not in tolerance

DC WIRING :01 :02

107/207

DC pwr conn open

INV1 (INV2) off

link V phase V mismatch

DC power connection is open. Link and phase voltage are mismatched.

GDPS FAILURE :01

gate dr ps off

:02

gate dr ps off S

:03

multiple IGBT not off S

:01

linkV sensor flt

:01

Vfil not ok

109/209

LINK VOLTS SENSOR

111/211

INPUT VOLTS SENSOR

E2-16

SYS Event INV1 (INV2) off

No power to gate drive power supply or it failed No power to gate drive power supply or it failed with enable/DC volts Multiple IGBTs not off with enable/DC volts

INV1 (INV2) off

INV1 (INV2) off

Link voltage sensor failed

Filter voltage outside limits


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER, GENERAL :01

Aup cur hi

Phase A current out too high

:02

Adn cur hi

Phase A current in too high

:03

Bup cur hi

Phase B current out too high

:04

Bdn cur hi

Phase B current in too high

:05

Cup cur hi

Phase C current out too high

:06

Cdn cur hi

Phase B current in too high

:07

Aup cur lo

Phase A current out too low

:08

Adn cur lo

Phase A current in too low

:09

Bup cur lo

Phase B current out too low

:10

Bdn cur lo

Phase B current in too low

:11

Cup cur lo

Phase C current out too low

:12

Cdn cur lo

Phase C current in too low

:13

A zero cur hi

Phase A current out not zero

:15

B zero cur hi

Phase B current out not zero

:17

A volt hi Adn

Phase A volt too high while phase A down on

:18

A volt lo Aup

Phase A volt too low while phase A up on

:19

A volt hi Bdn

Phase A volt too high while phase B down on

:20

A volt lo Bup

Phase A volt too low while phase B up on

:21

A volt hi Cdn

:22

A volt lo Cup

Phase A volt too high while phase C down on INV1 (INV2) off

Phase A volt too low while phase C up on

:23

B volt hi Adn

Phase B volt too high while phase A down on

:24

B volt lo Aup

Phase B volt too low while phase A up on

:25

B volt hi Bdn

Phase B volt too high while phase B down on

:26

B volt lo Bup

Phase B volt too low while phase B up on

:27

B volt hi Cdn

Phase B volt too high while phase C down on

:28

B volt lo Cup

Phase B volt too low while phase C up on

:29

C volt hi Adn

Phase C volt too high while phase A down on

:30

C volt lo Aup

Phase C volt too low while phase A up on

:31

C volt hi Bdn

Phase C volt too high while phase B down on

:32

C volt lo Bup

Phase C volt too low while phase B up on

:33

C volt hi Cdn

Phase C volt too high while phase C down on

:34

C volt lo Cup

Phase C volt too low while phase C up on

:35

Aup fault cur

Phase A fault current when phase A up on

:36

Adn fault cur

Phase A fault current when phase A down on

:37

Bup fault cur

Phase B fault current when phase B up on

:38

Bdn fault cur

Phase B fault current when phase B down on

:39

Cup fault cur

Phase C fault current when phase C up on

:40

Cdn fault cur

Phase C fault current when phase C down on

:48

A volt hi off

Phase A voltage high with all IGBTs off

:49

A volt lo off

Phase A voltage low with all IGBTs off

E02020 10/06


E2-17


EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER, GENERAL :50

B volt hi off

Phase B voltage high with all IGBTs off

:51

B volt lo off

Phase B voltage high with all IGBTs off

:52

C volt hi off

Phase C voltage high with all IGBTs off

:53

C volt lo off

Phase C voltage high with all IGBTs off

:54

phase short pos

Possible phase to DC+ short

:55

phase short neg

Possible phase to DC- short

:60

linkV too hi PTL

Link volts above PTL

:70

Aph neg I low

Phase A negative current low (unbalance)

:71

Bph neg I low

:72

Cph neg I low

Phase B negative current low (unbalance)

:73

Aph neg I hi

Phase A negative current high (unbalance)

:74

Bph neg I hi

Phase B negative current high (unbalance)

:75

Cph neg I hi

Phase C negative current high (unbalance)

:76

Aph pos I low

Phase A positive current low (unbalance)

:77

Bph pos I low

Phase B positive current low (unbalance)

:78

Cph pos I low

Phase C positive current low (unbalance)

:79

Aph pos I hi

Phase A positive current high (unbalance)

:80

Bph pos I hi

Phase B positive current high (unbalance)

INV1 (INV2) off

Phase C negative current low (unbalance)

:81

Cph pos I hi

Phase C positive current high (unbalance)

:82

no current w run

No current while running

:22

IA VCO lo

:24

IB VCO lo

Low frequency on IB channel

:26

linkV VCO lo

Low frequency on VCO link filter V channel

:28

infilV VCO lo

Low frequency on VCO in filter V channel

:38

LinkV too lo

Link voltage too negative

:40

infilV too lo

:46

DB chop VCO lo

:48

DB chopV too lo

DB chopper voltage too negative

:50

VA VCO lo

Low frequency on VCO VA channel

:52

VB VCO lo

Low frequency on VCO VB channel

:54

VC VCO lo

Low frequency on VCO VC channel

114/214

INVERTER, GENERAL (NR) Low frequency on IA channel

Input filter voltage too positive None

Low frequency on VCO DB chopper channel

:56

VA volts too lo

VA voltage too negative

:58

VB volts too lo

VB voltage too negative

:61

VC volts too lo

VC voltage too negative

E2-18


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER, PHASE A:01

alarm AN

Phase A negative IGBT did not turn off.

:02

Adn fb not off

Phase A down feedback is not off.

:03

phase A modl neg

:04

hold AN

:05

Adn fb not on

:06

Adn IGBT not on

Phase A negative IGBT did not turn on.

:07

IGBT_PS_AN

IGBT protective shutoff

:02

Adn temp short

120/220

Phase A negative module failed. INV1 (INV2) off

Phase A positive and negative IGBTs are on (negative turn on). Phase A down feedback is not on.

INVERTER, PHASE A- (NR)

:03

Adn temp open

:04

Adn temp warm

Phase A down thermistor short None

Phase A down thermistor open Phase A down thermistor warm

:05

Adn temp hot

Phase A down thermistor hot

:06

Adn fb not off S

Phase A down not off with enable/DC volts

:01

I sensor ph A

:02

IA zero not ok

:03

IA not ok

121/221

INVERTER, PHASE A CURR Phase A current sensor failed. INV1 (INV2) off

Current IA not zero at startup Phase A current too high

:04

I snsr ph A open

Phase A current sensor open

:05

I snsr ph A short

Phase A current sensor short

:01

V sensor phase A

:02

VA not ok

123/223

INVERTER, PHASE A VOLTS

125/225

INV1 (INV2) off

Phase A voltage sensor failed. Phase A voltage too high

INVERTER, PHASE B+/B:01

alarm B

:02

PTF B

:03

IGBT_SAT_BP

IGBT saturated

:04

IGBT_SAT_BP

IGBT saturated

:01

alarm BP

:02

Bup fb not off

Phase B up feedback is not off.

:03

phase B modl pos

Phase B positive module failed.

:04

hold BP

126/226

Phase B IGBT did not turn off INV1 (INV2) off

Overcurrent on phase B

INVERTER, PHASE B+ Phase B IGBT did not turn off.

INV1 (INV2) off

Phase B positive and negative IGBTs are on (positive turn on).

:05

Bup fb not on

Phase B feedback is not on.

:06

Bup IGBT not on

Phase B positive IGBT did not turn on.

E02020 10/06


E2-19


EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER, PHASE B+ :02

Bup temp short

Phase B up thermistor short

:03

Bup temp open

Phase B up thermistor open

:04

Bup temp warm

:05

Bup temp hot

Phase B up thermistor hot

:06

Bup fb not off S

Phase B up not off with enable/DC volts

128/228

None

Phase B up thermistor warm

INVERTER, PHASE B:01

alarm BN

Phase B negative IGBT did not turn off.

:02

Bdn fb not off

Phase B down feedback is not off.

:03

phase B modl neg

:04

hold BN

:05

Bdn fb not on

:06

Bdn IGBT not on

Phase B negative IGBT did not turn on.

:07

IGBT_PS_BN


:02

Bdn temp short

129/229

Phase B negative module failed. INV1 (INV2) off

Phase B positive and negative IGBTs are on (negative turn on). Phase B down feedback is not on.

INVERTER, PHASE B- (NR)

:03

Bdn temp open

:04

Bdn temp warm

Phase B down thermistor short None

Phase B down thermistor open Phase B down thermistor warm

:05

Bdn temp hot

Phase B down thermistor hot

:06

Bdn fb not off S

Phase B down not off with enable/DC volts

:01

I sensor ph B

:02

IB zero not ok

:03

IB not ok

130/230

INVERTER, PHASE B CURR Phase B current sensor failed. INV1 (INV2) off

Current IB not zero at startup Phase B current too high

:04

I snsr ph B open

Phase B current sensor open

:05

I sensr ph B short

Phase B current sensor short

:01

V sensor phase B

:02

VB not ok

132/232

INVERTER, PHASE B VOLTS

134/234

INV1 (INV2) off

Phase B voltage sensor failed. Phase B voltage too high

INVERTER, PHASE C+/C:01

alarm C

:02

PTF C

:04

IGBT_SAT_CP

IGBT saturated

:05

IGBT_SAT_CN

IGBT saturated

E2-20

Phase C IGBT did not turn off. INV1 (INV2) off

Overcurrent on phase C


10/06 E02020


EVENT DESCRIPTION

EVENT RESTRICTION


INVERTER, PHASE C+/C:01

alarm CP

Phase C positive IGBT did not turn off.

:02

Cup fb not off

Phase C up feedback is not off.

:03

phase C modl pos

:04

hold CP

:05

Cup fb not on

:06

Cup IGBT not on

Phase C positive IGBT did not turn on.

:07

IGBT_PS_CP


:02

Cup temp short

136/236

Phase C positive module failed. INV1 (INV2) off

Phase C positive and negative IGBTs are on (positive turn on). Phase C up feedback is not on.

INVERTER, PHASE C+

:03

Cup temp open

:04

Cup temp warm

Phase C up thermistor short None

Phase C up thermistor open Phase C up thermistor warm

:05

Cup temp hot

Phase C up thermistor hot

:06

Cup fb not off S

Phase C up not off with enable/DC volts

:01

alarm CN

:02

Cdn fb not off

Phase C down feedback is not off.

:03

phase C modl neg

Phase C negative module failed.

:04

hold CN

:05

Cdn fb not on

Phase C down feedback is not on.

:06

Cdn IGBT not on

Phase C negative IGBT did not turn on.

:07

IGBT_PS_CN


137/237

INVERTER, PHASE C-

138/238

Phase C negative IGBT did not turn off.

INV1 (INV2) off

Phase C positive and negative IGBTs are on (negative turn on).

INVERTER, PHASE C- (NR) :02

Cdn temp short

Phase C down thermistor short

:03

Cdn temp open

Phase C down thermistor open

:04

Cdn temp warm

:05

Cdn temp hot

Phase C down thermistor hot

:06

Cdn fb not off S

Phase C down not off with enable/DC volts

141/241

None

Phase C down thermistor warm

INVERTER, PHASE C VOLTS :01

V sensor phase C

:02

VC not ok

143/243

INV1 (INV2) off

Phase C voltage sensor failed. Phase C voltage too high

INVERTER, TACH 1 (NR) :01

tach1 rate hi

:02

tach1 no input

:03

TACH_INTERMIT

144/244

INVERTER, TACH 1 (NR) :01

tach1 one channel

:01

tach2 high rate

:02

tach2 no input

145/245

INV1 (INV2) off

None

Tach 1 high rate of change Tach 1 no frequency input

Tach 1 single channel operation

INVERTER, TACH 2

E02020 10/06

None

Tach 2 high rate of change Tach 2 no frequency input


E2-21


EVENT DESCRIPTION INVERTER, TACH 2 (NR)

:01 148/248

EVENT RESTRICTION

None

tach2 one channel


Tach 2 single channel operation

INVERTER, CHOPPER 1 (NR) :01

chop1 fb not off

Chopper 1 feedback is not off.

:02

chop1 fb not on

Chopper 1 feedback is not on.

:03

chopA temp short

:04

chopA temp open

:05

chopA temp warm

ChopA thermistor warm

:06

chopA temp hot

ChopA thermistor hot

:07

DB1 fb not off S

Chopper 1 not off with DC volts

150/250

None

ChopA thermistor short ChopA thermistor open

INVERTER, CHOPPER 2 (NR) :01

chop2 fb not off

Chopper 2 feedback is not off.

:02

chop2 fb not on

Chopper 2 feedback is not on.

:03

chop B temp short

:04

chop B temp open

:05

chop B temp warm

Chop B thermistor warm

:06

chop B temp hot

Chop B thermistor hot

:07

DB2 fb not off S

Chopper 2 not off with DC volts

151/251

None

MISCELLANEOUS :01

153/253

INV1 (INV2) off

tach differential

Chop B thermistor short Chop B thermistor open

Too much speed difference

INVERTER, MOTOR :01

motor open

:02

motor short

:01

rotor temp hi

:02

stator temp hi

154/254

INV1 (INV2) off

Motor connection open Motor connection short

INVERTER MOTOR FAULTS (NR)

155/255

INVERTER, SECOND LOAD :01

second load open

None

Motor stator temperature is high. None

175/275

INV 1 GENERIC EVENT

None

176/276

INV 1 GENERIC EVENT

INV1 (INV2) off

E2-22

Motor rotor temperature is high.

Second load connection open Inverter shutdown with no event code


10/06 E02020

Table 4: DID PANEL FAULT CODES (Codes Received from TCI) EVENT NUMBER 601

EVENT DESCRIPTION

EVENT RESTRICTION


TCI FB144 CPU CARD :01

10ms task failed to init

:02


:03


:04


:05


:06

flt manager task

:07

flash CRC

:09

main task failed to init

:10

excess timeouts

:11

BBRAM bad

:12

TCI CPU card problem

No propel

Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred.

BBRAM CRC

CRC on BBRAM did not match expected value.

602

FB104 DIGITAL I/O CARD FAULT

603

FB160 ANALOG I/O CARD FAULT

604

No propel

Internal TCI self-test detected a digital I/O card problem.

No propel

Internal TCI self-test detected an analog I/O card problem.

Speed limit

Lost RS422 communication with PSC.

PSC FAULT :01

missing message

:02

bad tick

:03

bad CRC

:04

FIFO overflow

:05

bad start bit

:06

bad stop bit

605

AUX BLOWER COMM. FAULT

None

Lost RS422 communication with auxiliary blower controller while auxiliary blower is in failure mode and DC link is not energized.

607

POSITIVE 5 VOLTS

Speed limit

+5V power supply out of limits

608

POSITIVE 15 VOLTS

Speed limit

+15V power supply out of limits

609

NEGATIVE 15 VOLTS

Speed limit

-15V power supply out of limits

610

POT REFERENCE

Speed limit

Pot reference (10.8V) out of limits

611

FREQUENCY INPUT :01

left front wheel speed

:02

right front wheel speed

613

Left front wheel sensor out of range Right front wheel sensor out of range

ANALOG INPUT :01

A2D gnd

:02

A2D gainchk

614

616

Front wheel speed input out of range None

Speed limit

BATTERY SEPARATE CONTACTOR FAILURE :01

Battery Separate Failure

:02

crank batt > cntrl batt

:03

cntrl batt > crank batt DIRECTION MISMATCH

E02020 10/06

Signal is outside the design range of valid values.

Signal is outside the design range of valid values. SYS Event Voltage difference greater than 3V No propel

Simultaneous FORWARD and REVERSE commands were received.


E2-23


EVENT DESCRIPTION

EVENT RESTRICTION

ENGINE START REQUEST DENIED :01

engine warn while cranking SYS Event

:02

engine kill while cranking ENGINE WARNING RECEIVED

620

ENGINE KILL WHILE VEHICLE MOVING

622

Engine warning occurs after engine crank command is given. Engine kill input occurs while engine crank command is active.

619

No propel

Engine controller sends caution signal, rpm above low idle.

No propel

Engine shutdown switch is activated while truck is moving.

PARK BRAKE FAULT

Error in parking brake operation has occurred.

:01

command/response failure

Park brake command and feedback don't agree.

:02

set above maximum speed

Parking brake set feedback is received while truck is moving.

HYDRAULIC BRAKE FLUID

Hydraulic brake oil temperature has exceeded the limit.

623 :01

No propel

tank

:02

left front outlet

:03

right front outlet

:04

left rear outlet

:05

right rear outlet

SYS Event

624

BODY UP AND PAYLOAD INDICATION

625

Extended Battery Reconnect Time

628

CONNECTED BATTERY VOLTS :01

control battery low

:02

control battery high

Speed Limit

Full payload and body up signal are received at the same time.

None

Excessive time since battery separate and battery reconnection One of the connected batteries' volts are incorrect with engine speed above low idle. Control battery voltage below minimum limit (20)

SYS Event

Control battery voltage above maximum limit (32)

:03

crank battery low

Cranking battery voltage below minimum limit (20)

:04

crank battery high

Cranking battery voltage above maximum limit (32)

:01

low

:02

high

Voltage is above maximum operational limit.

MOTOR BLOWER PRESSURE

Motor inlet and outlet pressure signal is outside operational limits.

629

BAROMETRIC PRESSURE SIGNAL

630 :01

low voltage

:03

high voltage

:04

sensor reversed

:02

Voltage is below minimum operational limit.

No voltage signal feedback Speed Limit

Voltage feedback is below minimum operational limit. Voltage is above maximum operational limit.

AMBIENT TEMPERATURE

632

Barometric pressure signal is outside operational limits. SYS Event

no cooling air

:02

631

E2-24


SYS Event

high

Ambient temperature signal is outside operational limits. Voltage is above maximum operational limit.

TCI CONFIGURATION DATA

No propel

Problem with TCI configuration file

:01

no file loaded

No propel

No configuration file is loaded.

:02

bad CRC

No propel

:03

version incorrect

No propel

Wrong version of file is loaded.


10/06 E02020


EVENT DESCRIPTION BBRAM CORRUPTED

SYS Event

634

TRUCK OVERLOADED - RESTRICTIVE

635

TRUCK OVERLOADED - NON-RESTRICTIVE

636

EVENT RESTRICTION

DETECTION INFORMATION Battery backed RAM has failed.

NO PROPEL

The over-payload signal is on, operation restricted.

SYS Event

The over-payload signal is on, propulsion allowed.

AUX INVERTER

An auxiliary blower control failure has occurred.

:01

buss volts low

Low DC bus was detected during powerup.

:02

buss volts high

High DC bus was detected during powerup.

:03

overcurrent

Overcurrent condition was detected during operation.

:04

battery loss

Loss of blower control battery voltage has occurred.

:05

high dc buss when running

High DC bus voltage was detected during operation.

:06

high dc buss after pc powerup

High DC bus voltage was detected after phase controller powerup.

:07

Low dc buss after pc powerup

SYS Event

Low DC bus voltage was detected after phase controller powerup.

:08

high dc buss when running

High DC bus voltage was detected during operation.

:09

overcurrent after pc powerup, current overload

Overcurrent condition was detected after phase controller power up.

:10

current overload

Sustained current overload exists.

:11

low dc buss overcurrent

Overcurrent due to low DC bus voltage

:12

low dc buss current overload

Sustained current overload due to low DC bus voltage

:13

gate drive trip

IGBT protection circuit detected an overload.

:14

no input voltage

Zero input voltage was detected.

638

ENGINE CRANKING TIMEOUT

639

ENGINE START REQUEST WHILE RUNNING

640

ACCEL PEDAL TOO HIGH

641

ACCEL PEDAL TOO LOW

SYS Event

Accelerator pedal voltage is low.

696

UNEXPECTED TCI CPU RESET

SYS Event

TCI CPU reset without request.

698

DATA STORE

SYS Event

A data snapshot has been manually initiated.

E02020 10/06

SYS Event

Engine is cranking longer than allowed.

SYS Event

Engine start request signal occured while engine RPM greater than 600 RPM, and longer than 3 seconds.

No Propel

Accelerator pedal voltage is high.


E2-25

PSC SOFTWARE FUNCTIONS The operation of the AC drive system is regulated by a software program which resides in the propulsion system control panel's memory. The software program also contains instructions to test and fault isolate the system. This section describes the PSC software program and its functions without regard to hardware.

Test State: The purpose of this state is to provide an environment for the verification of system functionality. The test state will support a variety of activities, including: • Waiting for the engine to start (if needed). • Automatic testing on initial system startup or following rest state. • Application of power to the DC link. • Externally initiated testing to clear a fault, set temporary variables, or for maintenance purposes.

Input Processing This function reads in all external inputs for use by the PSC. The input processing function performs any signal conditioning that is required and computes the required derived inputs.

State Machine As part of the total software package, a particular group of regulatory software commands is included called a “state machine”. The state machine controls the various functions of truck operation. The software implements the state machine by keeping track of which state the truck is in and which state the truck is allowed to move into if the operator requests a different mode of operation. Each software state is defined as follows:

Startup/Shutdown State: The purpose of this state is to ensure the system is in a desired known state upon startup or shutdown. This is an unpowered state. NOTE: “Powered” and “unpowered” refer to the state of the DC link. 600 volts or more equals “powered”, 50 volts or less equals “unpowered”.

NOTE: The test state may be either powered or unpowered at a given point in time, depending on which activities are being performed.

Ready State: This is the default powered state. The system will be in this state whenever the engine and control system are ready to provide power, but none is requested. Ready state is also the state where the DC link is discharged in preparation for shutdown, rest, or in reaction to certain event conditions. Therefore, the ready state should not be considered strictly a powered state (as are propel and retard).

Rest State: The purpose of this state is to conserve fuel while the truck idles for an extended period of time. The rest state also provides an environment where maintenance personnel can control the engine without causing power to be applied to the DC link. The rest state is an unpowered state.

Propel State: The purpose of this state is to provide the power system configuration and overall environment for engine-powered propulsion. This is a powered state. The system will not be allowed to maintain the propel state without sufficient power on the DC link.

Retard State: This state provides the power system configuration and overall environment for retard functions, where energy from vehicle movement is dissipated in the retarding grid resistors in an effort to slow the truck. The retard state is a powered state.

E2-26


10/06 E02020

Transitions between states under normal operational conditions (no failures, etc.) are described as follows:

Transition to Startup/Shutdown State (for Startup): The system will transition to the Startup/Shutdown state for the purpose of “startup” whenever execution control is initially transferred to the application program (after application of power, system reset, etc).

Transition to Rest State: This transition will occur automatically from the Test or Ready state if a request for Rest state is received from the TCI and all of the following conditions are true: • Any testing in progress is complete. • The system temperatures are cool enough to allow the Rest state (function of IGBT phase module, chopper module, and motor temperatures). • The AFSE panel is disconnected and there is essentially no voltage on the DC link.

Transition to Startup/Shutdown State (for Shutdown): The system will transition to the Startup/Shutdown state for the purpose of “shutdown” from the Test, Rest, Ready, or Startup/ Shutdown (if previously entered for the purpose of startup) state if all of the following conditions are true:

• The truck is not moving.

Transition from Ready State to Test State: This transition will occur if the truck is not moving and a request for testing is received.

• System power is removed, or the control power switch or key switch is turned off. • The truck is not moving. • There is essentially no voltage on the DC link. • Any testing in progress is complete. NOTE: Testing in progress does not have to be successful, but for the purpose of ensuring an orderly shutdown it must be complete before the current state is exited.

Transition from Ready State to Propel State: This transition will occur if all of the following conditions are true: • The accel pedal is pressed. • A direction has been chosen (the truck is either in FORWARD or REVERSE). • There is sufficient voltage on the DC link. • At least one of the following conditions is true:

Transition from Startup/Shutdown State to Test State: This transition will occur automatically once initialization is complete (functions performed while in Startup/Shutdown state for the purpose of startup have been completed).

a. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. b. Truck speed is such that retard is not allowed. c. Truck speed is overspeed limit.

Transition from Test State to Ready State: This transition will occur upon completion of any required testing if the TCI Rest state request is not active and there is sufficient voltage on the DC link.

E02020 10/06

less

than

the

motor

d. The TCI accel inhibit is not active.


E2-27

Transition from Ready State to Retard State: This transition will occur if truck speed is such that retard is allowed and at least one of the following conditions exists: • Truck speed is greater than or equal to motor overspeed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph).

Transition from Propel State to Retard State: This transition will occur if at least one of the following conditions exists: • Truck speed is such that retard is allowed, and the retard pedal or lever is pressed such that a significant amount of retarding effort is requested.

• The retard pedal or lever is pressed such that a significant amount of retarding effort is requested.

• Truck speed exceeds the motor speed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph).

• All of the following conditions are true:

• All of the following conditions are true:

a. Retard speed control is selected.

a. Retard speed control is selected.

b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken.

b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken.

c. The accel pedal is not pressed and/or the truck is configured such that accelerator pedal signal does not override retard speed control.

c. The truck is configured such that accelerator pedal signal does not override the retard speed control.

Transition from Rest State to Test State: This transition will occur upon release of the TCI rest request. NOTE: A transition directly from Rest state to Ready state is not allowed because the system is essentially off and should be brought back on-line and checked out before Ready state is entered.

Transition from Propel State to Ready State: This transition will occur if all of the following conditions exist: • The accelerator pedal is not pressed. • The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. • Truck speed is less than the motor overspeed limit. • At least one of the following conditions is true: a. Retard speed control is not selected. b. Truck speed is below the set retard speed, and acceleration is such that no retard effort is (currently) required to maintain this condition.

E2-28

Transition from Retard State to Ready State: This transition will occur if all of the following conditions exist: • Overspeed is not active. • At least one of the following conditions is true: a. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. b. Truck speed is such that retarding is not allowed. • At least one of the following conditions is true: a. Retard speed control is not selected. b. Truck speed is low enough such that retard speed control is not active. c. The accelerator pedal is pressed, and the truck is configured such that the accelerator pedal overrides the retard speed control. This allows the configuration constant to determine if pressing on the accelerator pedal kicks the truck out of retard, even if the retard speed control is still active. • The retard torque control logic exit sequence is complete.


10/06 E02020

DC Link State Power is provided to the inverters and motors via the DC link. The DC link has two associated states: powered and unpowered. The following defines the conditions necessary to establish each state, as well as the transitional conditions between the two states:

Powering the DC Link: The PSC software will attempt to power the DC link (command the system configuration defined below) if all of the following conditions are true: • Event restrictions do not prohibit power on the DC link.

De-Powering the DC Link: The PSC software will attempt to de-power the DC link (command the system configuration defined below) if the system is in Test or Ready state and any of the following conditions are true: • Event restrictions prohibit power on the DC link. • The system is preparing to transition to Startup/ Shutdown state for the purpose of shutdown (all the non-link-related conditions for Startup/ Shutdown state have been satisfied). • The system is preparing to transition to Rest state (all the non-link-related conditions for Rest state have been satisfied). • The engine is being shut down.

• The system is in Test state and any initiated testing is complete. To accomplish this, the PSC software will establish the necessary system configuration as follows:

• The engine is running. • The gate drive power converters have been enabled. • Neither inverter is requesting that a low voltage test be run.

1. Alternator field reference isset to zero. 2. AFSE is disabled. 3. GF is open and GFR is dropped out. 4. Chopper turn-on voltage is set below 600 volts.

In attempting to power the DC link, the PSC software will establish the necessary system configuration as follows:

5. RP2 is closed.

1. GF is closed and GFR is picked up. 2. AFSE is enabled. 3. Alternator field reference is commanded so that the desired DC link voltage or three-phase voltage is maintained. 4. RP contactors open. 5. Chopper turn-on voltage is set above 600 volts. NOTE: Before the AFSE is allowed to output firing pulses, the RP contactors will be commanded to open and the GF contactor will be verified to be closed. The AFSE will not output firing pulses if it is disabled, if GFR is dropped out, or if the alternator reference signal is 0.

E02020 10/06


E2-29

Engine Control

ALTERNATOR FIELD CONTROL

This software function generates the engine speed command. The engine electronic fuel control is responsible for maintaining that speed.

The alternator is controlled by controlling the alternator field reference sent to the AFSE panel.

The desired engine speed is determined according to the system state: Propel State: The engine speed is commanded such that the engine supplies only as much horsepower as is required to achieve the desired torque. All Other States: The engine speed is a direct function of the accelerator pedal. Additional constraints on the engine speed command are as follows: • If the truck is in NEUTRAL, the commanded engine speed at full scale accelerator pedal will be the engine's high idle. If the truck is not in NEUTRAL, the maximum commanded engine speed will be the engine's rated horsepower rpm. This allows faster hoisting of the truck bed, if desired. • During retard state the engine speed command will not be increased to support the DC link when retard is being ramped out at low truck speeds. However, engine speed may be increased if needed to support the DC link during normal retard when wheel slides are occurring.

The desired alternator output voltage is dependent on the system state. The PSC will command an alternator field reference such that the desired DC link voltage or three-phase voltage is maintained. Desired Three-Phase Voltage During all powered states, the three-phase line-toline voltage will not be allowed to drop below 444 volts. This is the minimum voltage needed to supply the gate drive power converters. During all powered states except retard, the DC link voltage will represent the rectified three-phase voltage. In this case, as long as the DC link voltage is above 600 volts, the three-phase voltage will be adequate. During retard, the DC link voltage is not necessarily related to the three-phase voltage since the motors will be powering the DC link and reverse biasing the rectification diodes. In this case, the control ensures that the minimum three-phase voltage is maintained. Desired DC Link Voltage The desired link voltage is controlled by the alternator during all powered states except retard. The desired voltage is based on:

The following constraints are applied to generating the engine speed command during all operating states:

1. During propel, the desired DC link voltage will be adjusted based on motor speed and horsepower commanded to the inverters.

• The engine speed command will always be greater or equal to the minimum idle signal. The TCI can request that the engine speed command be increased by setting minimum idle.

2. During retard, the DC link voltage may rise above the rectified three-phase voltage. When this occurs, the DC link voltage is controlled by the retard torque command, grid resistor command and chopper start. If conditions occur which prevent the motors from producing power to support the resistor grids, the alternator may be required to supply some power. In this case, the alternator field control will maintain at least 600 volts on the DC link.

• The engine speed command will be increased if more alternator cooling is needed.

3. During all powered states, the DC link voltage will not be allowed to drop below 600 volts. 4. While the DC link is being powered up, the voltage will be controlled to the levels necessary to support the inverter self-tests.

E2-30


10/06 E02020

• Jerk Limit

Self-Load During self-load, the alternator provides power to the resistor grids. The rectifying diodes will be forward biased, and DC link voltage will be controlled by the alternator. The alternator field control will be based on the following: • The DC link voltage will not be allowed to drop below 600 volts. • One mode of self-load will require the alternator output to be controlled to maintain a set desired horsepower dissipation in the resistor grids. • Another mode of self-load will require the alternator output to be controlled to maintain a set desired link voltage between 600 and 1500 volts. Propel Torque Control This software function commands the appropriate motor torque to the inverters during propel. The torque command is primarily a function of the accel pedal position and is limited by the physical constraints of the system. Each wheel torque is computed independently because the wheels may be operating at different speeds. Each torque command is adjusted to account for the following constraints:

• Wheel Spin In the event that the inverters detect a wheel spin condition and reduce torque in the slipping wheel, the motor torque in the other wheel may be increased within the above constraints such that as much of the total desired torque as possible is maintained.

Retard Torque Control The retard system converts braking torque from the wheel motors to energy dissipated in the resistor grid. The requested retard torque is based on the following three sources: • Retard Foot Pedal or Lever The maximum short time retard torque (at any speed, hence the constant torque level) will be scaled (linearly) by the retard foot pedal input (RPINHI) to produce the foot pedal retard torque call. • Overspeed While overspeed is active, the full available retard torque will be requested.

• Speed Override The propulsion system will attempt to limit truck speed to the design envelope of the wheel motors. The torque command will be modulated as the truck speed approaches the motor overspeed limit so that this limit is not exceeded if possible. Note, however, that steady state operation is kept as close to the overspeed limit as possible without exceeding it. • Motor Torque Limits The torque command will be constrained to the operating envelope of the inverters and the traction motors. The maximum torque that can be commanded is dependent on motor speed and DC link voltage. • Gear Stress The torque commanded will not exceed that which will produce excess gear stress. • Horsepower Available The horsepower available will be estimated from the engine speed. Parasitic loads are taken into account. The torque will be limited so that the engine does not overload.

E02020 10/06

The torque command will be slew-rate limited to prevent jerking motion.

• Retard Speed Control While RSC is active, the RSC retard torque call will be adjusted to control truck speed to the RSC set point. Retard speed control will not request any retard torque if RSC is not active. The maximum torque call from the above three sources will be selected as the retard torque call. Retard torque limits are as follows: • The retard torque call will be limited to the maximum torque level based on speed. • The retard torque call will be limited to the maximum torque level available within the thermal constraints of the motors. • The retard torque call will be limited as needed to prevent overvoltage on the DC link. • While in retard, the minimum retard torque call will provide enough power to support at least one grid with 600 volts on the DC link. Retard will be dropped if the torque call falls below this value. • At low speed, the available retard torque will be ramped to zero.


E2-31

Wheel Slide Control

Power-On Tests

The inverters prevent wheel slide by limiting torque to maintain wheel speeds above preset limits. These preset limits are a function of truck speed and the allowable creep; additional compensation will be applied to provide for differences between wheel speeds during turns.

Three power-on tests are executed once every time power is applied to the PSC. They are as follows: • CPU Card Checks - Upon power-up, the PSC will confirm the integrity of its CPU card hardware before transferring execution control to the application program residing in its FLASH memory.

The first resistor grid (RG1) will always be engaged when retard is active since the grid blower motors are wired across it.

• Battery-Backed RAM (BBRAM) Test/Adjustable Parameter Initialization - A battery-backed RAM (BBRAM) check will be performed to check for BBRAM data integrity. If the check fails, all TCI/ PTU-adjustable parameters will be initialized to their default values.

The second fixed resistor grids (controlled by RP2) will be engaged as needed to dissipate the energy produced in retard state.

• Inverter Powerup Tests - The purpose of these tests is to verify that each inverter sub-system is functional:

Resistor Grid Control

1. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true:

Chopper Voltage Control Chopper turn-on voltage will be set to give the motors as much of the retard envelope as possible (i.e., keep the voltage as close to the maximum value as possible) and to keep the DC link voltage at or below the maximum link voltage value.

a. The system is in Test state for the purpose of power-up. b. The associated gate drive power converter has been enabled. c. The engine is running. d. Battery voltage is at least 25 VDC.

EVENT DETECTION AND PROCESSING The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC drive system for any abnormalities (events). Automatic self-tests are performed periodically on various parts of the system to ensure its integrity. Additionally, there are some elaborate tests which may be run by an electrician with the use of DID screens. Predictive analysis is used in some areas to report potential problems before they occur. The troubleshooting system is composed of two parts: • The PSC for detection, event logging, data storage and fault light indications. • The TCI (or a PTU) for retrieval of stored event information, real time vehicle status, troubleshooting, etc. The event detection function of the software is responsible for verifying the integrity of the PSC hardware and the systems to which the PSC interfaces by detecting an “event” (abnormal condition). The events fall into three detection categories:

E2-32

e. The inverter is requesting that the low voltage and/or high voltage powerup tests be performed. f. The inverter has not been physically cut out of the system. g. Active event restrictions do not preclude powering the DC link or running the inverter. 2. Low Voltage Test - A given inverter will automatically perform its low voltage test if needed once inverter powerup testing is enabled per the above requirements. The PSC will declare the test failed and log an event if the test does not successfully complete within an expected time period. 3. High Voltage Test - If the low voltage testing defined above is successful for a given inverter, the inverter will automatically perform its high voltage test if needed once there is sufficient power on the DC link. The PSC will declare the test failed and log an event if the test does not successfully complete within an expected time after the DC link is sufficiently powered.


10/06 E02020

• DC Link Capacitance Test - This test will run once every 24 hours when conditions allow, normally after a VI-test during the normal powerup sequence. This test can also be run from the DID panel to aid in troubleshooting. During test execution, engine speed is set to 1500 rpm and the DC link is charged to 120 VDC. The engine is then returned to idle while the DC link is allowed to discharge to 100 VDC. Total link capacitance is then calculated using the time it took to discharge. If capacitance is getting low, but is still OK, event 70 is logged. If capacitance is below the minimum allowable level, event 71 is logged and the truck is restricted to 10 MPH. If the test is not able to be completed after numerous attempts, event 72 is logged, indicating a problem in the truck's ground detection circuit, and truck speed is limited to 10 mph.

EVENT RESTRICTIONS The PSC software will not override an event restriction as long as the “limp home” mode is not active. Transitions to restricted states will not be allowed. If the system is in a state which becomes restricted, it will transition down to the highest unrestricted state. The order of the states, from lowest to highest, is Startup/Shutdown, Rest, Test, Ready, Retard, Propel. Transitions to the Test state or lower states in reaction to event restrictions will not be allowed until the truck is not moving. The “limp home” mode is a state which is entered when the truck has suffered a failure and is not able to continue normal operation, but is still capable of getting back to the maintenance area, or at least out of the way of other trucks. Event Restrictions associated with a given event are listed in Table 1 earlier in this section.

Initiated Tests These tests are performed when requested by maintenance personnel. The truck must be in the Test state for these tests to run. • Maintenance Tests - The purpose of these tests is to facilitate verification of system installation and wiring, particularly the “digital” interfaces (relays, contactors, etc). • Self-Load Test - Self-load testing is a means by which the truck’s diesel engine can be checked for rated horsepower output.

Periodic Tests These automatic tests are run continuously during the operation of the truck to verify certain equipment.

EVENT LOGGING AND STORAGE This software function is responsible for the recording of event information. There are two basic levels of event storage: event history buffer and data packs. The event history buffer provides a minimum set of information for a large number of events, while data packs provide extensive information for a limited number of events. The following requirements apply to both data packs and the event history buffer: • Fault information is maintained until overwritten; it is not cleared out following a reset. This allows the user to examine data associated with events that have been reset, as long as there have not been so many new events as to necessitate reuse of the storage space. • If a given event is active (logged and not reset), logging of duplicate events (same event and subID numbers) will not be allowed. If the event is reset and subsequently reoccurs, it may be logged again. Likewise, if an event reoccurs with a different sub-ID from the original occurrence, the event may be logged again.

E02020 10/06


E2-33

Event History Buffer Event history buffer is defined as a collection of event history records. A buffer contains 300 entries filled with event numbers occurring in chronological order. Also included in this buffer will be all the input and output values, time the event occurred, reset time, state information, etc, for each event. This buffer is filled continuously and overwritten (if necessary). Limits (accept-limit) are placed on the amount of space which a given event code may consume. This prevents a frequently occurring event from using the memory space at the expense of a less frequent event. This data may be cleared (after downloading for troubleshooting) at each maintenance interval. Data Packs A data pack is defined as an extended collection of information relevant to a given event.

All logic control variables are saved in battery backed RAM, in case a fault occurs and battery power is cycled before the data pack is filled with data (the software allows for proper recovery and then continues to fill the data pack). Maintenance personnel, by way of the DID (or PTU), can assign the data pack to hold only certain event numbers (for the case where it is desired to collect data on a particular fault). However, in the default case, faults will be stored as they come until all data packs are frozen (holding fault data). When all data packs are frozen, the data pack with the fault that was RESET first (either automatically or by the DID/PTU), if any, will be unfrozen and will start storing new data in case a new fault occurs. To Record and Save a Data Pack to a Disk PSC:

NOTE: The concepts of lockout, soft reset, and accept limit do not apply to data packs.

1. With the PTU serial cable attached to the PSC port, type c:\ACNMENU and press {enter}.

Thirty (30) data packs are stored with each containing 100 frames of real time snapshot data. Snapshot data is defined as a collection of key data parameter values for a single point in time). The purpose of each data pack is to show a little “movie” of what happened before and after a fault.

2. Select “PTU TCI and PSC” and press {enter}

The time interval between snapshots is default to 50 ms, but each data pack may be programmed via the DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 ms). The “TIME 0:00 frame #” at which the fault is logged is default to frame #60, but each data pack is programmable from 1 to 100.

7. Cursor to “View Data Packs” and press {enter}.

In the above default cases, data is stored for 3 seconds (2.95 second actual) before the fault and 2 seconds after the fault. A data pack status structure is assigned to each data pack plus any programmable settings. This status structure is used by the TCI (or PTU) to check for available data (event number, id, and status, should be set to zero if data pack is not frozen), as well as for control of the data packs. If a data pack is unfrozen (not holding any particular fault data), it is continually updated each 100 frames, organized in a circular queue, with new real time snapshot data. When a fault occurs, the frame number at which the event occurred is used as a reference to mark the end of the data pack, and data is collected until the data pack is full. Only when the data pack is full will the event number, id and status be updated in the status structure.

E2-34

3. Type your name and press {enter}. 4. Type your password and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 8. Type FLTR number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key. 10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.


10/06 E02020

SERIAL DATA COMMUNICATIONS

TCI: 1. With the PTU serial cable attached to the TCI port, type c:\ACNMENU and press {enter}. 2. Select “PTU TCI and PSC and press {enter}

The PSC system CPU card uses serial data busses to communicate with the TCI, the PTU, and the two inverter CPU cards.

3. Type your name and press {enter}. 4. Type your password and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 7. Cursor to “View Data Packs” and press {enter}. 8. Type PK number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key. 10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.

Event Reset There are two basic types of event resets: soft and hard. The difference between the soft and hard reset is that a soft reset only affects events that have not been locked out and a hard reset affects events regardless of lockout status. Events will be reset: • On power-up - A soft reset will be issued against all events at power-up.

PSC - TCI Communications Processing This software function performs the processing necessary for the PSC to communicate with the TCI. The communication is comprised of periodic data and non-periodic data. Periodic data is a predefined set of data which is used for transferring real time control information from the PSC to the TCI and from the TCI to the PSC at a fixed rate. The non-periodic messages are used to transfer all background data. Background data consists of DID commands, remote monitor data, and download code. Packets containing periodic data will be asynchronously (not initiated) transmitted from the PSC to the TCI and from the TCI to the PSC every 200 ms. The TCI initiates the transfer of non-periodic data. The TCI and the PSC are interfaced using the General Electric Asynchronous Communications Protocol (ACP). ACP provides two general types of messages: acknowledged and unacknowledged. The acknowledged messages are used to transmit the background data. The unacknowledged messages are used to transmit the periodic data.

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

• By DID commands - The TCI can issue both hard and soft resets. • By PTU commands - The PTU can issue both hard and soft resets.

E02020 10/06


E2-35

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

OUTPUT PROCESSING This software function processes all external outputs from the PSC. Refer to the G.E. publication System Description for a listing of the PSC outputs.

E2-36

ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS Software functions given up to this point have assumed that the truck is operating under typical circumstances. The following information defines system operation under abnormal or exceptional circumstances. In the event of conflict between these functions and those given for normal operation, the following functions will take precedence. Fast Start A fast start software function is provided to address the case where the PSC is reset unexpectedly (power supply glitch, for example) while the system is running. Its purpose will be to regain control of the truck as quickly as possible. Engine Shutdown/Engine Not Running The engine must be running to enable the gate drives and to maintain power on the DC link. Typically, the PSC will be given advanced warning that the engine is about to be shut off. However, if the engine stalls or stops because of a mechanical malfunction, the system will most likely have no advance warning. The system reaction to an engine not running condition will be the same as an event carrying a “no power” restriction except that no event will be recorded and no external reset to clear the condition will be required. The “no power” restriction will be automatically lifted as soon as the engine starts running. If the system is given warning of an impending engine shutdown, the existing torque commands will be command to zero over a “long” ramp time (2 to 10 seconds). If no warning is given and the engine stops running, the existing torque commands will be command to zero over a “short” ramp time (0.1 to 0.5 second).


10/06 E02020

Limp Home Mode The purpose of limp home mode is to address the situation where the truck has suffered a failure and is not able to continue normal operation but is still capable of “limping” (getting back to the maintenance area or at least out of the way of other trucks). The intent is that the limp home mode will be used by maintenance personnel operating the truck at low speeds with the truck unloaded. Maximum truck speed will be limited to a reduced value while in limp home mode.

The PSC will exit limp home mode if either of the following conditions occur: • The TCI stops requesting limp home mode. • An event occurs for which limp home mode is not possible.

If the TCI requests limp home mode, the state machine will ignore the restrictions associated with any fault for which limp home mode is possible.

The PSC will enter limp home mode if all of the following conditions are true: • The truck is not moving. • The TCI is requesting limp home mode. • The PSC is in Ready or Test state and there is no initiated testing in progress. • At least one inverter is functional. • There are no events active for which limp home mode is not possible. • If there are any events active for which an inverter must be turned off or cut out before limp home mode is allowed, those actions have been taken (inverter is turned off or cut out as required). NOTE: The DID panel can be used to cut out an inverter. In some cases, certain DC link bus bars/ cables within the inverter also may need to be removed. The DID will prompt maintenance personnel if any of the above actions need to be accomplished.

E02020 10/06


E2-37

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS The Table 5 lists component abbreviations that are used in schematics and system description information. Refer to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary function is also listed.

Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO.

COMPONENT

FUNCTION

AFSE

2-4

Alternator Field Static Exciter Panel

Regulates current in the alternator field based on firing pulses from the PSC.

AFSER

2-4

Resistor

AFSE Battery boost command pull up resistor.

Alternator

Main alternator, propulsion and control system.

Ambient Temperature Sensor

Provides ambient air temperature input to the control group.

System analog input/output card

Provides signal conditioning for analog signals to and from the TCI and PSC.

ALT AMBTS

2-6

ANALOG I/O CARD BAROP

2-4

Barometric Pressure Sensor

Provides altitude input for control electronics.

BATFU1, 2

2-4

System Fuse

Provides overload protection for control equipment.

Battery Disconnect Switch

Connects and disconnects the 24 VDC truck batteries.

BATTSW BDI

2-4

Battery Blocking Diode

Works in conjunction with BFC and BLFP to maintain battery voltage to CPU.

BFC

2-4

Battery Line Filter Capacitor

Additional capacitance for BLFP to prevent nuisance CPU resets.

BFCR

2-4

Battery Filter Resistor

Added to replace Battery line filter that was removed.

Grid Blower Motors 1 and 2

DC motors driving blowers to provide cooling air for the retarding grids.

BM1, 2 BM1I / BM2I

2-3

Current Sensing Modules

Monitors current flowing through grid blower motors #1 and #2.

CCF1, 2

2-3

DC Link Filter Capacitors

Absorbs and releases current to the DC link for the grid resistors when a current spike occurs.

CCLR1, 2

2-3

Capacitor Charge Resistor Panels 1 and 2

Connected across the DC link to provide a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating lights.

CCL1, 2

2-4

Capacitor Charge Indicating Lights 1 and 2

Illuminated when 50 volts or more is present on the DC link (the DC bus connecting the Alternator output, Chopper Module/Resistor Grid circuits and traction Inverters).

CD1, 2

2-3

Chopper Diodes 1 and 2

Controls the DC voltage applied to the grids during retarding.

CF11, 22, 21, 22

2-3

DC Link Filter Capacitors

Absorbs and releases current to the DC link for the Traction Motors when a current spike occurs.

CGBM1, 2

2-3

Blower Motor Capacitors

Limit the rate of current increase when starting to optimize motor commutation.

CMAF

2-4

Alternator Field Current Sensing Module

Detects amount of current flowing through the Alternator field winding.

CMT

2-4

Alternator Tertiary Current Sensing Module

Detects amount of current flowing through the Alternator tertiary winding.

CM1, 2

2-3

Chopper IGBT Phase Module 1 and 2

Controls the DC voltage applied to the grids during retarding.

E2-38


10/06 E02020

Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO.

COMPONENT

FUNCTION

CM11A - 12C

Current Sensing Modules, Phase Detects amount of current flow through the A, B and C phases of Traction Motor 1. 1A, 1B and 1C

CM21A - 22C

Current Sensing Modules, Phase Detects amount of current flow through the A, B and C phases of Traction Motor 2. 2A, 2B and 2C

CPR

2-4

Control Power Relay

Picks up when the Key Switch and Control Power Switch are closed.

CPRD

2-4

Dual Diode Module

Allows two separate voltages to control the CPR coil.

CPRS

2-4

Control Power Relay Suppression Module

Suppresses voltage spike when CPR coil is de-energized.

CPS

2-4

Control Power Switch

Energizes CPR coil.

DCN BUS/DCP BUS

2-6

DC Link (-) and (+) Bus

The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters.

DID

Diagnostic Information Display

Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test.

DIGITAL I/O CARD

Digital Input/Output Card

Receives contactor, relay and switch feedback signals and provides drive signals to relays, contactors, indicator lamps, etc. Located in PSC and TCI.

Filter Discharge Resistor

Resistor divider network connected across the DC link, provides secondary discharge link for the DC link. Normal discharge is through RP1.

Fiber Optic Assembly

Provides voltage and electrical noise isolation for control and feedback signals between the PSC and Phase/ Chopper Modules.

FDR

2-6

FIBER OPTIC ASSEMBLY FP

2-6

Filter Panel

Filters electrical noise on 3 phases of Alternator output.

GDPC1

2-4

Gate Driver Power Converter 1

Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 1 IGBT Phase and Chopper Modules.

GDPC2

2-4

Gate Driver Power Converter 2

Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 2 IGBT Phase and Chopper Modules.

GF

2-5

Alternator Field Contactor

Connects the AFSE to the Alternator field.

GFBR

2-4

Resistor

Provides a small load across the contactor feedbacks to help keep the contactors clean.

GFCO

2-4

Generator Field Contactor Cutout Disables Alternator output. Switch

GFM1, 2

Gate Firing Module

Receives pulses from the Analog I/O card in the PSC, amplifies the pulses, and then splits the pulses to drive two SCR circuits in the AFSE. Located on AFSE panel.

GFR

2-5

Alternator Field Relay

Picks up with GF contactor and applies B+ to the AFSE (battery boost) during initial acceleration phase.

GFRS

2-5

Alternator Field Relay Coil Suppression Module

Suppresses voltage spikes when GF coil is de-energized.

GFS

2-5

Suppression Module

Suppresses voltage spikes in coil circuit when GF contactor is de-energized.

GRR

2-6

Ground Resistor Panel

Detects power circuit grounds.

GRR9, 10

2-4

Resistors

Used with GRR to detect power circuit grounds.

E02020 10/06


E2-39

Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

ICP

FIG. NO.

COMPONENT

2-4

Integrated Control Panel

FUNCTION The ICP is the main controller for the AC drive system. The ICP is composed of the PSC, TCI and inverter cards.

INV1 TMC CARD

Generates Phase Module turn-on/turn-off commands for Inverter 1 Central Processing Unit Card and Input/Output Card the Inverter 1.

INV2 TMC CARD

Generates Phase Module turn-on/turn-off commands for Inverter 2 Central Processing Unit Card and Input/Output Card the Inverter 2.

KEYSW

Key Switch

Connects battery voltage to CPR and control circuits when closed. (Located on instrument panel.)

Link Current Sensing Module

Detects amount of current flow through the DC link.

L1, 2

Cabinet Lights

Provide interior cabinet illumination.

M1, 2

Motorized Wheels

LINK1

Monitors voltages and currents from various areas for Inverter 1. Monitors Traction Motor 1 speed.

Monitors voltages and currents from various areas for Inverter 2. Monitors Traction Motor 2 speed.

2-6

Each Motorized Wheel consists of a Traction Motor and a Transmission Assembly. The 3-phase asynchronous Traction Motors convert electrical energy into mechanical energy. This mechanical energy is transmitted to the wheel hub through a double reduction gear train (Transmission).

P11A+, 11B+, 11C+ P12A+, 12B+, 12C+

2-3

IGBT Phase Modules

Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1.

P11A-, 11B-, 11CP12A-, 12B-, 12C-

2-3

IGBT Phase Modules

Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1.

P21A+, 21B+, 21C+ P22A+, 22B+, 22C+

2-3

IGBT Phase Modules

Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2.

P21A-, 21B-, 21CP22A-, 22B-, 22C-

2-3

IGBT Phase Modules

Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2.

PS

2-4

Power Supply

PSC

RDA, B, C

2-5

RG1A - 5C

A DC to DC converter which provides regulated ± 24 VDC outputs from the unfiltered battery supply. Supplies power to PSC, TCI & LEMS.

Propulsion System Controller

The PSC is a part of the ICP, and is the main controller for the AC drive system. All propulsion and retarding functions are controlled by the PSC based on internally stored software instructions.

Rectifier Diode Panel

Converts Alternator 3-phase, AC voltage to DC voltage to power the two Inverters.

Retard Grid Resistors

Dissipate power from the DC link during retarding, load box testing, and Inverter Filter Capacitor discharge operations. When closed, connects Grid Resistors to the DC link during retarding, load box testing, and Inverter Filter discharge operations. Note: Some trucks do not have RP3 installed.

RP1, 2

2-5

Retard Contactors 1and 2

RP1S, RP2S

2-5

Suppression Modules

Suppresses voltage spikes in coil circuit when RP contactors are de-energized.

RP1BR \ RP2BR

2-4

Resistor

Provides a small load across the contactor feedbacks to help keep the contactors clean.

E2-40


10/06 E02020

Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO. R1

2-5

COMPONENT

FUNCTION

Battery Boost Resistor

Limits surge current in the Alternator field circuit when GFR contacts first close.

SS1, 2

Traction Motor Speed Sensors

Each speed sensor provides two output speed signals, proportional to the Traction Motor's rotor shaft speed.

SYS CPU Card

System Central Processing Unit Card

Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, downloadable code storage, and an RS422 serial link.

TCI

Truck Control Interface

Is a part of the ICP Panel. Provides the main interface between the various truck systems, controls, and equipment and is used in conjunction with the DID by maintenance personnel.

TH1

2-5

Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first

VAM1

2-3

Voltage Attenuation Module

Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 1 to a level acceptable for use by the Analog I/O card in the ICP.

VAM2

2-3


Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 2 to a level acceptable for use by the Analog I/O card in the ICP.

VAM3

2-6


Attenuates the high voltage outputs between the main alternator and the rectifier panel, and between the rectifier panel and the inverters to a level acceptable for use by the Analog I/O card in the ICP.

VAM4

2-5


Attenuates the high voltage outputs between the AFSE and the main alternator to a level acceptable for use by the Analog I/O card in the ICP.

turned off.

E02020 10/06


E2-41

FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA

E2-42


10/06 E02020

FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA

E02020 10/06


E2-43

FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT

E2-44


10/06 E02020

FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW

E02020 10/06


E2-45

ELECTRONIC ACCELERATOR AND RETARD PEDALS The accelerator pedal provides a signal to the Truck Control Interface (TCI) when the operator requests power. The retard pedal provides a signal to the Propulsion System Controller (PSC) when the operator requests retarding. The pedal signals are processed by the analog card in the respective panel for use by the system controllers to provide the desired mode of operation. As the operator depresses the pedal, the internal potentiometer's wiper is rotated by a lever. The output voltage signal increases in proportion to the angle of depression of the pedal. Repair and initial adjustment procedures are discussed in the following. Refer to AC Drive System Electrical Checkout Procedure for final calibration of the pedal potentiometer after installation in the truck. Removal NOTE: Repair procedures for the retard and accelerator pedal are identical. The retard pedal is mounted on the brake pedal. Refer to Section J for instructions for removing and installing the electronic pedal on the brake actuator.

Disassembly 1. Remove the screws for cable clamps (1, Figure 2-11). The clamps can remain attached to wiring harness (2). 2. Remove the mounting potentiometer (3).

screws

and

Assembly 1. Position the potentiometer with the flat side toward the potentiometer cover and install it on the pedal shaft as follows: a. Align the cutouts in the shaft with the potentiometer drive tangs. b. Press the potentiometer onto the shaft until it bottoms against the housing. 2. Install the mounting screws. 3. Attach cable clamps (1) and tighten the screws securely. 4. Inspect the assembly and verify proper wiring clearance during operation of the pedal through the full range of travel.

NOTE: Note the routing and clamp location of the wiring harness. Proper wire routing is critical to prevent damage during operation after reinstallation. 1. Disconnect the pedal wiring harness from the truck harness connector. 2. Remove mounting cap screws, lockwashers and nuts, and remove the pedal assembly. Installation 1. Install the pedal assembly using the mounting cap screws, lockwashers and nuts. 2. Connect the pedal wiring harness to the truck wiring harness. 3. Use the DID panel to calibrate the pedal potentiometer according to the instructions in the AC Drive System Electrical Checkout Procedure.

E2-46

FIGURE 2-7. TYPICAL ELECTRONIC PEDAL 1. Cable Clamp 2. Wiring Harness


3. Potentiometer

10/06 E02020

SECTION E3 AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE INDEX

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4 SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4 SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8 Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9 Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9 CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9 MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10 TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10 PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12 PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12 PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16 TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17 Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17 TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17 TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23 CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25 Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25 Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

E03018 10/06

AC Drive System Electrical Checkout Procedure (Release 21 Software)

E3-1

ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25 PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25 TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26 GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26 LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27 Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28 Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28 Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28 Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34 PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34 Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34 PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35

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AC Drive System Electrical Checkout Procedure (Version 21 Software)

10/06 E03018

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE AC DRIVE SYSTEM MAINTENANCE

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE ENGINE IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:

• If weld repairs are required, the welding

• DO NOT step on or use any power cable as a

touch the Retarding Grid elements until all shutdown procedures have been completed.

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

• ALL removal, repairs and installation of

• Some power cable panels throughout the

handhold when the engine is running.

• NEVER open any electrical cabinet covers or

ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Power cables and wiring harnesses should be protected from weld spatter and heat.

• Prior to welding, disconnect Engine Control

propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system.

truck are made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged.

• Power cables must be cleated in wood or

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.

other non-ferrous materials. Do not repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation.

• IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

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If a problem occurs in the AC drive system that prevents use of normal shutdown procedures, ADDITIONAL PRECAUTIONS ARE NECESSARY to ensure that dangerous drive system voltages are not present when tests or repairs are performed.


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NORMAL TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Move the directional selector lever to PARK. Make sure that the parking brake applied indicator light in the overhead display panel is illuminated. 2. Place the drive system in the “rest” mode by turning on the rest switch on the instrument panel. Make sure that the rest mode indicator light in the overhead display panel is illuminated. 3. Shut off the engine by turning the key switch OFF. If the engine does not stop, use the emergency shutdown switch on the center console. 4. Wait 90 seconds for the steering accumulators to bleed down. Ensure that the steering accumulators have bled down completely by trying to turn the steering wheel. 5. Verify that the link voltage lights on the DID panel in the cab are off. If they remain on for longer than five minutes after engine shutdown, the propulsion system must be inspected to find the cause. 6. To ensure that the link will not be energized during test and repair procedures, turn GF Cutout Switch (2, Figure 3-1) in the control cabinet to the CUTOUT position by pulling the switch out and moving the switch downward as shown.

FIGURE 3-1. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. GF Cutout Switch 3. Capacitor Charge Light

NOTE: In the event of a system failure, performing the following procedure will ensure that no hazardous voltages are present in the drive system.

SHUTDOWN AFTER SYSTEM FAILURE 1. Before shutting off the engine, verify the status of the drive system warning lights on the overhead display. Use the lamp check feature to verify proper lamp function. NOTE: The link voltage lights on the DID panel are not lamp checked.

If any of the red drive system warning lights are on, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the retarding grid cabinet even after shutting off the engine. 2. If all red drive system warning lights are off, move the directional selector lever to PARK, shut off the engine and chock the wheels. 3. After the engine has been off for at least five minutes, inspect the link voltage lights on the DID panel in cab. If all lights are off, the retarding grids, wheel motors, alternator, and power cables connecting these devices are safe to work on.

IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED.

• Leave all cabinet doors in place, do not touch the retard grid elements,

• Do not disconnect any power cables or use them as hand or footholds.

• Notify the Komatsu factory representative or Distributor immediately.

If there is any question whether the system has potential hazardous voltage present, return to the operator cab and perform the normal shutdown procedure. Normal operation of the drive system at shutdown should allow high voltages to be dissipated.

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10/06 E03018

SYSTEM CHECKOUT Test equipment that is required to fully test the AC drive system:

Battery and Control Circuit Checks Battery Power OFF

• One or two Portable Test Units (PTU) or laptop computers

• • • •

One digital multimeter

Make sure that the link voltage is drained down before servicing the propulsion system or performing tests.

Several jumper wires One analog VOM

1. Prepare for the following checks by performing the following procedure:

One 500 volt megger

The Portable Test Unit (PTU) is used to test, download and record system parameters on the TCI and PSC modules.

• The PTU is plugged into the DIAG1 port on the DID panel at the rear of the operator cab for monitoring the PSC module.

• The PTU is plugged into the DIAG3 port on the DID panel at the rear of the operator cab for monitoring the TCI module. The TCI and PSC are programmed through the DB9 ports on the DID panel. The inverter cards are programmed through the DB9 ports on the ICP panel. NOTE: If only one PTU is available, in some cases it will be necessary to switch between the PSC port and the TCI port to complete the test if it is necessary to monitor both during a test procedure. After the serial cable has been switched, exit to the Main Menu and the software will automatically switch to the menu for the connected panel. Several different numbering methods or symbols are used in the following procedures to denote the operation to be performed:

a. Turn both battery disconnect switches to the OFF position. b. Disconnect circuit wire 21B from the starter solenoid. c. Remove the 50 amp fuse (BATFU) from the left wall of the right side compartment of the control cabinet. d. Disconnect the CN1 connector from the power supply on the right wall of the right side compartment of the control cabinet. e. Open the ICP panel and slide the cards out far enough to disconnect them from the backplane. f. Turn off all circuit breakers in the auxiliary control cabinet. g. Make sure that the key switch is OFF, the 5 minute delay timer is OFF, and the rest switch is ON. h. Turn off all lights and switches.

1., 2., a., b., etc: Test preparation and instruction steps are preceded by a number or a letter. Procedures requiring visual checks, voltage measurements, etc, are preceded by this symbol. PTU keyboard entry steps are preceded by this symbol. {escape}: When a keyboard key must be pressed, the key label is enclosed in braces. • PTU screen display information is shown in this type font and preceded by this symbol. NOTE: The following test procedures are applicable to Release 20 software. Procedures required for later software versions may vary. Contact the Komatsu distributor or factory representative for the current software version available.

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Resistance Checks, Low Voltage Circuits:

Battery Circuit Voltage Check: 2. In the auxiliary control cabinet, measure voltage to ground at each of the following circuits; 11, 11B1, 712 @ TB32, and 11ST @TB28.

3. Measure the resistance from ground to the circuits listed in Table I. Stop and troubleshoot any direct short (0 ohms) to ground. All circuits should show some resistance as shown in Table I.

All voltages should be zero.

TABLE I. CIRCUIT RESISTANCE CHECKS (All readings from circuit to ground) LOCATION

APPROX. VALUE

11B1

*

∞

Measure at the 12VDC insulator in the auxiliary control cabinet.

11

*

∞

Measure at the 24VDC insulator in the auxiliary control cabinet. All devices listed for the 11A circuit reading must be off.

15V

TB21

∞

71GE

TB22

120Ω

439

TB25

∞

10V

TB28

∞

11SL

TB28

∞

11ST

TB28

∞

15PV

TB29

∞

11S

TB30

∞

CIRCUIT

NOTES

Engine service lights must be turned off.

Ground level engine shutdown switch must be deactivated. The following devices must be turned off:

• • • • • •

Brake cabinet service light Operator cab dome light Hazard lights Headlights Ground level engine shutdown switch Left and right side engine service lights

11A

TB30

∞

712

TB32

∞

71

TB32

∞

11KS

*

∞

12M

∗

>10Ω

Measure at AID Module terminal B-13.

12F

∗

>200Ω

Measure at AID Module terminal B-12.

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Auxiliary control cabinet service lights must be turned off. Measure at the key switch.


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Resistance Checks, Propulsion System Circuits: 4. Prepare for the following checks by performing the following additional procedure: a. Make sure that all circuits are restored and the key switch is OFF. b. Place the GF cutout switch, located on the right side of the control cabinet, in the CUTOUT position (down). c. Disconnect the CCLR1 connector and the CCLR2 connector located in the center compartment of the control cabinet near the top of each vertical bus bar. d. Disconnect the output plugs on the four VAM panels. e. Remove the wires on the GNDB ground blocks located on the left wall of the right side compartment of the control cabinet. Ensure that the lugs on these wires are not touching one another after the wires are removed.

Chopper Modules (CM1, CM2): 9. With the VOM set on the Rx10,000 scale, measure the following at each chopper module in the control cabinet: GR(-) wire to ground resistance should be approximately 2 megohms or greater. GR(+) wire to ground resistance should be approximately 2 megohms or greater. AFSE P1 Adjustment: 10. Connect an ohmmeter from the wiper of Pot P1 (cathode of ZD1) to Terminal E (GND) on the battery boost module. If necessary, adjust P1 to obtain an ohmmeter reading of 6000 ohms. 11. Restore the following circuits: a. Reinsert all ICP panel cards. b. Reconnect the ground wires at the GNDB ground blocks.

f. Remove the output plugs on both gate driver power converters (GDPC1 and GDPC2).

c. Reconnect the output plugs on the four VAM panels.

g. Remove the FAULTP02 wire on the GRR9 resistor.

d. Reconnect the output plugs to both gate driver power converters (GDPC1 and GDPC2).

DC Link Checks: NOTE: Use an analog meter (VOM) to measure resistance in the following steps. The VOM must be on the Rx1 scale. Otherwise, the link capacitors will start charging and an accurate reading will not be possible. 5. Place the VOM positive lead on the DC(+) link bus and the VOM negative lead on a cabinet ground. Resistance should be 2 megohms or greater. 6. Place the VOM positive lead on the DC(-) link bus and the VOM negative lead on a cabinet ground. Resistance should be 2 megohms or greater. 7. Place the VOM positive lead on the DC(+) link bus and the VOM negative lead on the DC(-) link bus. Resistance should be approximately 1500 ohms. 8. Place the VOM positive lead on the DC(-) link bus and the VOM negative lead on the DC(+) link bus. Resistance should be approximately 6 ohms.

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e. Reconnect connectors.

the

CCLR1

and

CCLR2

f. Reconnect the FAULTP02 wire to the GRR9 resistor. GRR Wiring: 12. Measure the resistance between the FAULTP02 wire of the GRR9 resistor and ground. Resistance should be 60 ohms. 13. Measure the resistance between the FAULTP02 wire of the GRR9 resistor and the DC(-) link bus. Resistance should be approximately 1100 ohms. 14. Measure the resistance between the FAULTP02 wire of the GRR9 resistor and the DC(+) link bus. Resistance should be approximately 1500 ohms. 15. Reconnect the CN1 connector to the power supply. Remove any test equipment. 16. Activate the battery disconnect switches. Close all open circuit breakers.


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Battery and Control Circuit Checks Battery Power ON TABLE II. POWER SUPPLY HARNESS RESISTANCE CHECKS

Make sure that the link voltage is drained down before servicing the propulsion system or performing tests. 1. Prepare for the following checks by performing the following procedure: a. Remove the 50 amp fuse (BATFU) from the left wall of the right side compartment of the control cabinet. b. Disconnect circuit wire 21B from the starter solenoid. c. Plug in all the cards in the ICP panel. Verify that all the CN connectors are connected and control power switch (1, Figure 3-1) is OFF. d. Verify that all circuit breakers are closed and the battery disconnect switches are deactivated. e. Make sure that the key switch and the 5 minute delay timer are OFF.

Power Supply Check (PS): 2. Remove the CN1 connector on the power supply. Use an ohmmeter to check the harness side connector pins to ground. Refer to Table II for the resistance value at each pin.

Pin

Ohms

1

27

2

27

3 4

Circuit

Pin

Ohms

Circuit

+5

32

0

return

+5

33

0

return

27

+5

34

0

return

27

+5

35

0

return

5

27

+5

36

0

return

6

27

+5

37

0

return

7

—

—

38

1K

-15

8

12K

+5

39

1K

-15

9

12K

+5

40

1K

-15

10

12K

+5

41

1K

-15

11

27

+5

42

0

return

12

0

return

43

—

—

13

0

return

44

0

return

14

0

return

45

0

return

15

0

return

46

860

+24

16

0

return

47

50

BP24

17

0

return

48

860

18

—

—

49

—

—

19

0

return

50

—

—

20

0

return

51

—

—

21

0

return

52

—

—

22

—

—

53

—

—

23

770

+15

54

0

return

24

770

+15

55

0

return

+24

25

770

+15

56

1.4K

3. Check for 1.4K ohms between TB3-K and TB3-L (LEM +24V to -24V power supply busses).

26

770

+15

57

8K

27

—

—

58

1.4K

-24

4. After resistance checks are complete, reconnect CN1 connector.

28

210

+15

59

—

—

29

210

+15

60

—

—

30

0

return

61

—

—

31

0

return

62

—

—

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-24 psstat

10/06 E03018

Checks with Key Switch OFF 5. With key switch OFF, verify 25VDC to ground minimum for the following circuits: 11 11L on CB30

+15VDC at the 15SPD, 15RWS and 15LWS wires on TB21 (from TCI, power to front wheel speed sensors)

11A on TB30 11SL on TB28 NOTE: The voltage should be at least 25VDC. If the voltage is significantly low, check the battery circuits. If the voltage is slightly low, install a battery charger. 6. Check circuit 11B1 voltage to ground. The voltage should be approximately 12VDC. 7. Make sure that the CN1 connector on the power supply is connected. Install the BATFU fuse. 8. Activate the battery disconnect switches and turn on the ground level engine shutdown switch. Make sure all circuit breakers are closed. 10. Use a digital multimeter to check the polarity of the battery voltage at the BATFU fuse holder. Connect the positive lead to BATP and the negative lead to RTN. The voltage at BATP should be +24V.

+15VDC at the 15VL wire on TB32 Approximately 14.8VDC at the 15SIM wire on TB32. 8. Measure voltage between circuit 72E (+) (TB24) and circuit 0 (-) (TB24-H) in the auxiliary control cabinet. The voltage should be 5VDC. 9. Install a jumper from 22F0 @ TB32 to ground. The voltage should change to 7VDC. 10. Remove the jumper to 22F0. 11. Verify 12VDC to ground for the following circuits: 65 67C 67P

1. Deactivate the battery disconnect switches. Turn the key switch ON. 2. Check the voltage of circuit 712 to ground. The voltage should be 25VDC. 3. Check the voltage of circuit 71CK to ground. The voltage should be 25VDC. 4. Turn control power switch (1, Figure 3-1) to ON. Verify that all five green lights in the power supply are lit. 5. Verify that the display on the DID panel is lit. 6. Check the voltage on the following circuits in the auxiliary control cabinet. Voltage at each should be at least 25VDC:

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Approximately 11VDC at the 10V wire on TB28

67R

Checks with Key Switch ON

71GE on TB22

+15VDC at the 15PV wire on TB29 (from TCI, supply to operator control pedals) +15VDC at the 15V wire on TB21 (from TCI, power to cab gauges)

11s onTB30

71 on TB32

7. Verify the specified voltage to ground at the following locations in the auxiliary control cabinet:

CPU Battery Checks 12. Turn the control power switch to OFF. 13. Connect a VOM across the screws securing the green plate on the edge of the PSC CPU card in the ICP panel. Connect the positive lead to top screw (2, Figure 3-2) and the negative lead to bottom screw (4). The value should be approximately 3.5 volts. 14. Connect a VOM across the screws securing the green plate on the edge of the TCI CPU card in the TCI panel. Connect the positive lead to top screw (2) and the negative lead to bottom screw (4). The value should be approximately 3.5 volts. NOTE: If battery voltage is low in either battery check, refer to “Memory Backup Battery Replacement” instructions on the following page.


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MEMORY BACKUP BATTERY REPLACEMENT The replaceable memory backup battery on the CPU cards will require replacement if voltage is low when performing the CPU Battery Checks or if, during truck operation, an event code appears on the DID panel display as follows: Event Number 095 (BBRAM Battery Low) Event Number 633 (BBRAM Battery Failure) To replace the battery on either card: 1. With control power OFF, remove the appropriate card and locate the green plate with the battery near the card edge. (See Figure 3-3.) 2. Have a replacement battery available for immediate installation. See your truck’s Parts Book for the correct battery part number. NOTE: To prevent data loss, the new battery must be installed within five minutes of removal of the old battery.

TCI PROGRAMMING

Make sure that the link voltage is drained down before servicing the propulsion system or performing tests. 1. Connect the serial communication cable from the PTU to the TCI port (DIAG3) on the DID panel located on the back wall of the operator cab. 2. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 3. Turn control power switch (1, Figure 3-1) and the key switch ON. To program the TCI CPU card: Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter}

3. Remove both screws (2) and (4) that retain battery assembly (3) to the mounting bocks. Note the arrow direction (polarity) on the green plate before removal.

Type password “ok75e” {enter}

4. Remove the old battery and install the new battery. Make sure that it is positioned for proper polarity. Reinstall the screws.

To select the Configuration File, click “Browse”, then “Up One Level”, then select the file that matches your truck’s wheels.

5. Install the card in the appropriate panel slot.

Click “Open”.

Click “Program Panel”. Select the GE Panel to download.

Click “Begin Download”. After the download is complete, click “Exit” when you see “Press exit to continue”.

FIGURE 3-2. BATTERY LOCATION (PSC Panel Shown 1. PSC CPU Card 2. Positive (+) Screw 3. Battery Assembly

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4. Negative (-) Screw 5. Panel Enclosure


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PSC PROGRAMMING

INVERTER PROGRAMMING

Make sure that the link voltage is drained down before servicing the propulsion system or performing tests.

Make sure that the link voltage is drained down and the engine is not running before performing the following procedures.

1. Connect the serial communication cable from the PTU to the PSC port (DIAG1) on the DID panel located on the back wall of the operator cab.

1. Connect the serial communication cable from the PTU to the top ports on the ICP panel (CNG for inverters 11 and 12, CNH for inverters 21 and 22).

2. Make sure that the directional control lever is in PARK and the rest switch is in the REST position.

2. Turn GF cutout switch (2, Figure 3-1) to the CUTOUT position.

3. Turn control power switch (1, Figure 3-1) and the key switch ON. To program the PSC CPU card: Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter} Click “Program Panel”.

Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter} Click “Program Panel”. Select the GE Panel to download. Click “Begin Download”.

Select the GE Panel to download. To select the Configuration File, click “Browse”, then “Up One Level”, then select the file that matches your truck’s wheels. Click “Open”. Click “Begin Download”. After the download is complete, click “Exit” when you see “Press exit to continue”.

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To program the inverters:

After the download is complete, click “Exit” when you see “Press exit to continue”.

CPU RESET After any programming is done, turn the control power switch to OFF. Wait for the green LEDs on the power supply turn off, then turn the control power switch to ON. This allows for synchronization of all CPU communication links.


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PSC CHECKOUT

To check the PSC digital inputs: Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01

PSC Digital Input Checks 1. Open circuit breakers 1 and 2 for gate driver power converters 1 and 2. 2. Connect the serial communication cable from the PTU to the PSC port (DIAG1) on the DID panel located on the back wall of the operator cab. 3. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 4. Turn control power switch (1, Figure 3-1) and the key switch ON.

Select “Normal” mode {enter} Type password “ok75e” {enter} Under “Real Time”, double-click “PSC Real Time Data”. Verify that the analog values are similar to the example in Figure 3-3. Also, make sure that the correct truck ID is at the top of the screen and “COMMLINK” signal under “Modes” reads OK. The following normal power-on digital inputs should be highlited: KEYSW, PSOK, CNX, CPSFB and CNFB. BRAKEON will be highlited with wire 44R (TB26) jumpered to 712 (TB22). The wires do not have to be removed. GFNCO should be highlited with the GF cutout switch in the NORMAL position.

FIGURE 3-3. PSC REAL TIME DATA SCREEN

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Close the “PSC Real Time Data” screen, then double-click “PSC Serial Data”. Verify that the analog and digital values are similar to the example in Figure 3-4.

FIGURE 3-4. PSC SERIAL DATA SCREEN

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Close the “PSC Serial Data” screen, then double-click “PSC Analog Inputs”. Verify that the analog and digital values are similar to the example in Figure 3-5. With the retarder pedal not depressed, verify that the “RETARD PEDAL” signal is approximately 1.5 volts. With the retarder pedal fully depressed, verify that the “RETARD PEDAL” signal is approximately 8.5 volts.

With the retarder lever fully up (OFF position), verify that the “RETARD LEVER” signal is approximately 0 volts. With the retarder lever fully down, verify that the “RETARD LEVER” signal is approximately 8.75 volts. The “ENGINE LOAD” signal should be either 50% if the PWM load signal is being used or 5.0 volts if the analog load signal is being used. This indicates a 0 HP adjust level with the engine off.

FIGURE 3-5. PSC ANALOG INPUTS SCREEN

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Close the “PSC Analog Inputs” screen, then double-click “PSC Temperatures”. Verify that the temperature values are similar to the example in Figure 3-5.

NOTE: All temperatures are calculated except for the AFSE and AMBIENT TEMPERATURE values. Close the “PSC Temperatures” screen.

FIGURE 3-6. PSC TEMPERATURES SCREEN

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To check the PSC digital outputs:

PSC Digital Output Checks 1. Open circuit breakers 1 and 2 for gate driver power converters 1 and 2.

Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01


Select “Normal” mode {enter}

3. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 4. Turn control power switch (1, Figure 3-1) and the key switch ON.

Type password “ok75e” {enter} Click “LOGIN to wPTU Toolbox”. Under “Engine Stopped Task”, double-click “PSC Manual Test”. The “PSC Manual Test” screen looks similar to the “PSC Real Time Data” screen in Figure 3-3. Clicking the buttons in the “Digital Outputs” field will toggle the output on and off. See Table III. NOTE: For Steps 1 through 5, remove the contactor arc chutes and observe the contacts while they are closed to ensure that the tips are mating properly. These contactors are interlocked so they will not close with the arc chutes removed. For testing, the interlock can be pushed inward to allow contact closure with the arc chute removed. NOTE: Do not check CMCTL at this time.

TABLE III. PSC DIGITAL OUTPUT CHECKS STEP

OUTPUT

1

RP1

RP1 Contactor

Verify that RP1 picks up and RP1FB is highlighted.

2

RP2

RP2 Contactor

Verify that RP2 picks up and RP2FB is highlighted.

3

RP3

RP3 Contactor (If installed)

If installed, verify that RP3 picks up and RP3FB is highlighted.

4

GFR

GFR Contactor

Verify that the GFR relay picks up.

5

GF

GF Contactor

Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The GF Cutout Switch must be in the NORMAL (up) position to check.

6

GF

Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the GF Cutout Switch tothe NORMAL (up) position.

7

CPRL

Control Power Relay

With CPRL highlighted, turn off the Control Power Switch and verify that control power is not lost. Turn the switch back on.

8

AFSE

Alternator Field Static Exciter

With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the AFSE terminal board.

9

FORT

Forward Travel Direction

Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.

10

REVT

Reverse Travel Direction

Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.

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DESCRIPTION

DEVICE CHECKOUT


10/06 E03018

TCI CHECKOUT

TCI Digital Input Checks 1. Connect the serial communication cable from the PTU to the TCI port (DIAG3) on the DID panel located on the back wall of the operator cab.

Make sure that the link voltage is drained down before servicing the propulsion system or performing tests. Modular Mining Communication Port Check 1. Connect the serial communication cable from the PTU to the Modular Mining port on the DID panel located on the back wall of the operator cab.

2. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 3. Turn control power switch (1, Figure 3-1) and the key switch ON. To check the TCI digital inputs: Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01



3. Turn control power switch (1, Figure 3-1) and the key switch ON.

Click “LOGIN to wPTU Toolbox”.

The PTU baud rate defaults to 38400. However, the Modular Mining port is at 9600 baud. Therefore, before testing the Modular Mining port, the PTU baud rate must be changed to 9600. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01

Type password “ok75e” {enter} Double-click “TCI Real Time Data”. Verify that the analog values are similar to the example in Figure 3-7. Also, make sure that the “COMMLINK” signal under “Modes” reads OK. Test the inputs in the “Digital Inputs” field as described in Table IV.

Select “Normal” mode {enter} Click “Options”. Remove “38400” and add “9600” to the column “Selected Baud Sequence”. Click “OK”. The GE wPTU Toolbox Login Screen Connection Status window should now show “Connected to AC TCI 360T-DIGBT at 9600 Baud on COM1”. This verifies the port communication. If the Connection Status window shows “Connection to target failed”, exit the program and restart the PTU.

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FIGURE 3-7. TCI REAL TIME DATA SCREEN

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10/06 E03018

TABLE IV. TCI DIGITAL INPUT CHECKS STEP

INPUT

DESCRIPTION

1

ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.

2

ENGCAUTION

Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead panel. ENGCAUTION on the PTU should be highlighted.

3

CONTROLON WARM-UP

Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.

4

ENGWARN

5

ENGKILL

Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from 24VDC to 0VDC. Push down the switch to reset the system.

6

BODYDWN

Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L & 71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.

7

RESTSW

Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch illuminates when in the REST position.

8

REVREQ

Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit 52PBO will be 24VDC, and circuit 52CS will be 0VDC.

9

FORREQ

Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit 52PBO will be 24VDC, and circuit 52CS will be 0VDC.

10

NEUREQ

Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit 52PBO will be 24VDC, and circuit 52CS will be 0VDC.

11

PRKBRKSW

Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU should be highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/ Interface Module Checkout Procedure to fully test this function.)

12

RSC

13

MIDPAYLD

14

FULLPAYLD

Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)

15

OVERPAYLD

Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.

16

RESET

Override/Fault Reset Switch - Push the switch on the center console.

17

LAMPTEST

18

DATASTORE

19

AXLEP

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Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the center console.

Retard Speed Control Switch - Pull up the switch on the center console. Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)

Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel should illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck and on top of the cab turn on. Data Store Switch - Push the switch on the back of the center console. Axle Pressure Switch - Jumper across the air pressue switch in the rear axle housing.


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Close the “TCI Real Time Data” screen, then double-click “TCI Serial Data”. Verify that the analog and digital values are similar to the example in Figure 3-8.

FIGURE 3-8. TCI SERIAL DATA SCREEN

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10/06 E03018

Close the “TCI Serial Data” screen, then doubleclick “TCI Analog Inputs”. Verify that the analog values are similar to the example in Figure 3-9. With the accelerator pedal not depressed, verify that the “ACCEL PEDAL” signal is approximately 1.5 volts.

With the accelerator pedal fully depressed, verify that the “ACCEL PEDAL” signal is approximately 8.5 volts. With the RSC switch up (OFF position) and the RSC dial fully counterclockwise, verify that the “RSC POT” signal is approximately 10.7 volts. With the RSC switch up (OFF position) and the RSC dial fully clockwise, verify that the “RSC POT” signal is approximately 0 volts.

FIGURE 3-9. TCI ANALOG INPUTS SCREEN

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Close the “TCI Analog Inputs” screen, then double-click “TCI Temperatures”. Verify that the temperature values are similar to the example in Figure 3-10.

NOTE: All temperatures are calculated except for the AFSE and AMBIENT TEMPERATURE values. Close the “TCI Temperatures” screen.

FIGURE 3-10. TCI TEMPERATURES SCREEN

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10/06 E03018

To check the PSC digital outputs:

TCI Digital Output Tests 1. Connect the serial communication cable from the PTU to the TCI port (DIAG3) on the DID panel located on the back wall of the operator cab.




Select “Normal” mode {enter} Click “LOGIN to wPTU Toolbox”.

3. Turn control power switch (1, Figure 3-1) and the key switch ON.

Under “Engine Stopped Task”, double-click “TCI Manual Test”. The “TCI Manual Test” screen looks similar to the “TCI Real Time Data” screen in Figure 3-7. Clicking the buttons in the “Digital Outputs” field will toggle the output on and off. See Table V.

NOTE: The lamp test switch for the overhead panel will not activate the GE propulsion system lamps when the PTU is in the Manual Test mode.

TABLE V. TCI DIGITAL OUTPUT CHECKS STEP

INPUT

DESCRIPTION

LOCATION (Fig. 3-11)

1

BATSEPC

Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.

2

LINKONLT

Link Energized Light on the back of the center console will illuminate.

3

SPD1 SPD2

not used

4

NORETARD

No Retard/Propel Light will illuminate.

5

NOPROPEL

No Propel Light will illuminate.

A6

6

PSCNOTRDY

Propulsion System Not Ready Light will illuminate.

C6

7

RESTLT

Propulsion System at Rest Light will illuminate.

B6

8

REDUCELT

Propulsion System at Reduced Level Light will illuminate.

D6

9

RTRDCON

Retard System at Continuous Level Light will illuminate.

E6

10

BATTCHRGR

Battery Charger System Failure Light will illuminate. (NOTE: This function is controlled by the VHMS Interface Module. See VHMS/ Interface Module Checkout Procedure to fully test this function.)

E5

not used A5

11

ENGSPDSET

not used

12

REVERSELT

Backup horn and backup lights will activate.

13

RETARDXLT

Retard light on top of the cab and at rear of truck will turn on.

14

RETARDLT

Dynamic Retarding Applied Light will illuminate.

D3

B4

15

TEMPWARN

Propulsion System Temperature Light will illuminate.

C5

16

PSCWARNLT

Propulsion System Light will illuminate.

B5

17

HYDBHOTLT

Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is controlled by the VHMS Interface Module. See VHMS/ Interface Module Checkout Procedure to test this function.)

D5

18

ENGCRANK

Engine Crank Signal - See the following procedure to test this function.

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To check the Engine Crank Signal: NOTE: Before checking ENGCRANK, verify that the 21B wires are removed from the starter solenoid relay in the battery control box. Also, make sure that the engine oil is at the proper level. 1. Change the PTU from the “Engine Stopped Tasks” screen to the “TCI Real Time Data” screen. 2. Turn the key switch to START. Trucks without prelube system: Measure 24VDC to ground on circuit 21A @ TB25 and circuit 21B @ TB31. Trucks with prelube system: Measure 24VDC to ground on circuit 21A @ TB25. After the prelube system has reached the proper oil pressure, measure 24VDC to ground on circuit 21PT @ TB28 to ground. After circuit 21PT is 24VDC, circuits 21ST and 21B will measure 24VDC to the starter solenoid. Verify that ENGSTRTREQ, ENGCRANK, ENGCRNK2, and BATSEPC are highlighted on the PTU when circuits 21A, 21PT and 21B are 24VDC. 3. Turn the key switch to ON. 4. Move the directional control lever to FORWARD. 5. Turn the key switch to START.

FIGURE 3-11. STATUS/WARNING LIGHTS Row/Column

Indicator Description

Color

A1*

High Hydraulic Oil Temperature

B1*

Low Steering Pressure

Red

C1

Low Accumulator Precharge

Red

D1

Spare

E1

Low Brake Pressure

Red

Red

A2*

Low Hydraulic Tank Oil Level

Red

B2*

Low Auto Lube Pressure

Amber

C2*

Circuit Breaker Tripped

Amber

D2*

Hydraulic Oil Filter Restricted

Amber

E2*

Low Fuel

Amber

A3*

Parking Brake Applied

Amber

6. Release the key switch.

B3*

Service Brake Applied

Amber

7. Move the directional control lever to NEUTRAL.

C3*

Body Up

Amber

D3*

Dynamic Retarding Applied

Amber

E3

Stop Engine

Red

Circuit 21A should remain 0VDC.

8. Turn key switch to START position. Circuit 21A should remain 0VDC.

A4*

Starter Failure

Amber

10. Release the key switch.

B4*

Manual Backup Lights

Amber

11. Move the directional control lever to PARK.

C4*

5 Minute Shutdown Timer

Amber

D4*

Retard Speed Control

Amber

E4*

Cheack Engine

Amber

A5

No Propel/Retard

Red

B5

Propulsion System Warning

Amber

C5

Propulsion System Temperature

Amber

D5

Maintenance Monitor

Red

E5

Battery Charger System Failure

Red

E3-24

A6

No Propel

Red

B6

Propulsion System at Rest

Amber

C6*

Propulsion System Not Ready

Amber

D6*

Propulsion System at Reduced Level

Amber

E6*

Retard System at Continuous Level

Amber


10/06 E03018

CALIBRATIONS The following procedures are used to calibrate the retarder and accelerator pedals, retarder lever, and the hydraulic brake temperature and propel system temperature gauges and the speedometer for the software. If any of the above components require replacement during truck servicing or troubleshooting procedures, the new or rebuilt component must be recalibrated using the applicable procedure before the truck is returned to service.

TABLE VI. CALIBRATION VALUES INPUT ACCEL-SEL

1.00 - accelerator pedal fully depressed 0.00 - retarder pedal released and retarder lever fully up

RETRD-SEL

Speedometer

1.00 - retarder pedal fully depressed and retarder lever fully up 1.00 - retarder pedal released and retarder lever fully down

The speedometer can be calibrated by using the DID panel at the back of the operator cab. 1. On the DID panel, press the function keys F4 - Menu > F1 - Test Menu > F4 - Speedometer.

DESCRIPTION 0.00 - accelerator pedal released

RETSPD

5 - RSC dial pulled up and turned fully counterclockwise 34 - RSC dial pulled up and turned fully clockwise

2. Adjust the speedometer to read 32 kph (20 mph). 3. Enter “40” on the DID panel keypad. Verify that the speedometer reads 64 kph (40 mph). Accelerator Pedal, Retarder Pedal/Lever and RSC Dial The pedals and retarder lever can be calibrated by using the DID panel at the back of the operator cab. Press the function keys F4 - Menu > F4 - Truck Cfg > F2 - Begin, then follow the instructions on the screen. The pedals, retarder lever and RSC dial can also be calibrated by using the PTU as follows:

ERASING EVENTS PSC 1. Connect the serial communication cable from the PTU to the PSC port (DIAG1) on the DID panel located on the back wall of the operator cab. 2. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 3. Turn control power switch (1, Figure 3-1) and the key switch ON.





3. Turn control power switch (1, Figure 3-1) and the key switch ON. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01

Select “Normal” mode {enter} Click “LOGIN to wPTU Toolbox”. Under the “Special Tasks” heading, double-click “Erase PSC Events”. Click “YES”.


Double-click “PSC Event Summary”.


Only two events should be listed and active: Event 91 (Inverter 1 Cutout) and Event 92 (Inverter 2 Cutout). Investigate any other events that are listed.

Under “Real Time”, double-click “PSC Real Time Data”. Verify the values in Table VI.

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E3-25

TCI 1. Connect the serial communication cable from the PTU to the TCI port (DIAG3) on the DID panel located on the back wall of the operator cab. 2. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 3. Turn control power switch (1, Figure 3-1) and the key switch ON. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter} Click “LOGIN to wPTU Toolbox”. Under the “Special Tasks” heading, double-click “Erase TCI Events”.

7. Close circuit breaker CB2 on GDPC1 in the right side compartment of the control cabinet. 8. Use an analog meter to check the voltage between the pins on the P12A+ round connector. There should be 90 - 100VDC. 9. Open circuit breaker CB2 on GDPC1. Reconnect the round connector to P12A+ and close circuit breaker CB2 again. 10. Carefully remove the gray plug on top of each P12 phase module. Without looking directly into the plug hole in each phase module, verify that a red light is present. Insert the gray plugs. 11. Carefully remove the gray plug on top of chopper module CM2. Without looking directly into the plug hole, verify that a red light is present. Insert the gray plug. 12. Close circuit breaker CB1 on GDPC2 in the right side compartment of the control cabinet.

Click “YES”. Double-click “TCI Event Summary”. No events should be listed. Investigate any events that are listed.

GATE DRIVER POWER CONVERTER TEST

Never look directly into the fiber optic light. Eye damage could result. 1. Disconnect the round connector on top of phase modules P11A+, P12A+, P21A+ and P22A+. 2. Close circuit breaker CB1 on GDPC1 in the right side compartment of the control cabinet. 3. Use an analog meter to check the voltage between the pins on the P11A+ round connector. There should be 90 - 100VDC. 4. Open circuit breaker CB1 on GDPC1. Reconnect the round connector to P11A+ and close circuit breaker CB1 again. 5. Carefully remove the gray plug on top of each P11 phase module. Without looking directly into the plug hole in each phase module, verify that a red light is present. Insert the gray plugs.

13. Use an analog meter to check the voltage between the pins on the P21A+ round connector. There should be 90 - 100VDC. 14. Open circuit breaker CB1 on GDPC2. Reconnect the round connector to P21A+ and close circuit breaker CB1 again. 15. Carefully remove the gray plug on top of each P21 phase module. Without looking directly into the plug hole in each phase module, verify that a red light is present. Insert the gray plugs. 16. Close circuit breaker CB2 on GDPC2 in the right side compartment of the control cabinet. 17. Use an analog meter to check the voltage between the pins on the P22A+ round connector. There should be 90 - 100VDC. 18. Open circuit breaker CB2 on GDPC2. Reconnect the round connector to P22A+ and close circuit breaker CB2 again. 19. Carefully remove the gray plug on top of each P22 phase module. Without looking directly into the plug hole in each phase module, verify that a red light is present. Insert the gray plugs.

6. Carefully remove the gray plug on top of chopper module CM1. Without looking directly into the plug hole, verify that a red light is present. Insert the gray plug.

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10/06 E03018

LOAD TESTING


Preparation


1. Ensure that the wheels are chocked and the directional control lever is in PARK.


2. Ensure that all blower motor and alternator brushes are installed correctly.

Under “Real Time”, double-click “PSC Real Time Data”.

3. Install locks on the contactor box door and left side compartment door of the control cabinet. The right side compartment will be accessed. 4. Use the DID panel to cutout both inverters: a. Press F4 - MENU > F3 - Inv Cutout > F1 - Inv #1 > F4 - Toggle. The display will show “Inverter #1 = cut-out”.

Verify that ENGSPD in the “Analog” field shows the correct alternator speed value. 9. Leave the PTU connected to the PSC port for further checks. Use the emergency stop switch on the center console of the operator cab to stop the engine. Battery Boost Check

b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle. The display will show “Inverter #2 = cut-out”. c. Press F5 - Return > F5 - Return to return to the main DID panel display. 5. Turn the rest switch ON. 6. Move GF cutout switch (2, Figure 3-1) to the CUTOUT (down) position.

The battery boost check must be performed exactly as described in the following procedure. Failure to do so may result in serious injury.

7. Ensure that circuit breakers CB1 and CB2 on both gate driver power converters are closed.

The contactors in the control cabinet with the R1 resistor may be energized while the engine is running. DANGEROUS VOLTAGES ARE PRESENT INSIDE THE CONTROL CABINET.

8. Reconnect the 21B wires to the starter solenoids.

NOTE: The engine must be OFF during initial setup.

Alternator Speed Sensor Checks

1. Turn the rest switch ON.

1. Connect an AC voltmeter to circuits 74X (TB22) and 74Z (TB22).

2. Move GF cutout switch (2, Figure 3-1) to the CUTOUT (down) position.

2. Ensure that the GF cutout switch is in the CUTOUT (down) position and the rest switch is ON.

3. Verify that all link voltage lights are OFF.

3. Start the engine and operate at low idle. Verify approximately 4VAC on the meter. Verify that the tachometer in the operator cab reads approximately 700 RPM.

4. Connect a voltmeter across resistor R1 located in the right side compartment of the control cabinet. a. Connect the positive lead to BAT b. Connect the negative lead to F101. 5. Start the engine.

4. Remove the voltmeter.

6. Move the GF cutout switch to the NORMAL (up) position.

5. Ensure engine speed control by varying the position of the accelerator pedal.

7. Turn the rest switch OFF.

6. To check the PSC alternator speed feedback, connect the serial communication cable from the PTU to the PSC port (DIAG1) on the DID panel located on the back wall of the operator cab.

8. Turn the rest switch ON.

7. Make sure that the directional control lever is in PARK and the rest switch is in the REST position. 8. Turn control power switch (1, Figure 3-1) and the key switch ON.

E03018 10/06

The voltmeter will momentarily show a reading of approximately 18VAC, then drop to zero. 10. Move the GF cutout switch to the CUTOUT (down) position. 11. Use the emergency stop switch on the center console of the operator cab to stop the engine. 12. Verify that all link voltage lights are OFF. Remove the voltmeter.


E3-27

Hoist & Steering Circuit Switch Checks

Brake Circuit Switch Checks 1. Turn the rest switch ON. 2. Start engine and allow engine to warm up for approximately 10 minutes. Verify that all status/warning lights in the overhead panel are off except Parking Brake Applied (A3, Figure 3-11), Propulsion System at Rest (B6) and Propulsion System Not Ready (C6). 3. Turn the wheel brake lock switch ON. 4. Short circuit 33T to ground. This is for the brake lock degradation switch located in brake cabinet. Note that when the wheel brake lock is applied, the service brake lights on the truck are active and the service brake light indicator on the overhead panel is lit. 5. Connect the serial communication cable from the PTU to the PSC port (DIAG1) on the DID panel located on the back wall of the operator cab. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter}

9. On the inner side of the fuel tank, short circuit 39 on hoist circuit hydraulic filters bypass indicator switch to ground. The hydraulic oil filter light in the overhead panel should illuminate. 10. At the steering circuit hydraulic filter, short circuit 39 on the filter bypass indicator switch to ground. The hydraulic oil filter light in the overhead panel should illuminate. 11. Short circuit 51A at the nitrogen precharge pressure switches on the top of the steering accumulators to ground. The low accumulator precharge indicator light is activated. This light stays on even when the short is removed. 12. Use emergency shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. The low accumulator precharge light should remain on and the brakes and steering pressure should remain charged. 13. Turn the key switch OFF. Verify that the steering pressure bleeds down.

Click “LOGIN to wPTU Toolbox”. Under “Real Time”, double-click “PSC Real Time Data”. Verify that BRAKEON is highlighted when the wheel brake lock is applied and the engine is running. 6. Turn the wheel brake lock switch OFF. 7. In the brake cabinet, short circuit 33 on the brake pressure switch to ground. The low brake pressure light on the overhead panel and the low brake pressure buzzer should activate. 8. On the LH frame rail, short circuit 33F at the steering pressure switch on the bleeddown manifold to ground. The low brake pressure light, low steering pressure light and low brake pressure buzzer should activate.

Link Energized Checks 1. Start the engine. 2. Move the GF cutout switch to the NORMAL (up) position. 3. Turn the rest switch OFF. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter} Click “LOGIN to wPTU Toolbox”. Under “Real Time”, double-click “PSC Real Time Data”. Verify that capacitor charge light (3, Figure 3-1) and the link energized indicator light on the rear of the center console are lit. Verify that LINKV and both inverter link voltages (I1LV & I2LV) are approximately 700 volts. Verify the other values and highlighted functions are similar on the various PSC screens in Figures 3-12 through 3-14.

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10/06 E03018

FIGURE 3-12. PSC REAL TIME DATA SCREEN

FIGURE 3-13. PSC SERIAL DATA SCREEN

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E3-29

FIGURE 3-14. PSC ANALOG INPUTS SCREEN 4. Make sure that the directional control lever is in PARK and the rest switch is in the REST position.

Loadbox Test

5. Turn control power switch (1, Figure 3-1) and the key switch ON. 6. Connect the serial communication cable from the PTU to the TCI port (DIAG3) on the DID panel located on the back wall of the operator cab. Click START > Programs > GEOHVPTU_2.0 > AC TOOLS > wPTU AC v21.01 Select “Normal” mode {enter} Type password “ok75e” {enter}

1. Jumper fan clutch control circuit 22FO @ TB32 to ground to lock the fan in full on condition.

Click “LOGIN to wPTU Toolbox”.

2. With the engine running, move the GF cutout switch to the NORMAL (up) position.

Under “Real Time”, double-click “TCI Real Time Data”.

3. Turn the rest switch OFF.

Verify that the analog values and highlighted functions are similar to the TCI Real Time Data screen in Figure 3-15. 7. Exit the TCI Real Time Data screen. Leave the engine running and the PTU connected to the TCI port for the loadbox test.

E3-30

Verify that the control cabinet doors are closed and locked before performing the following tests. DANGEROUS VOLTAGES ARE PRESENT INSIDE THE CONTROL CABINET WHEN THE ENGINE IS RUNNING.

Under “Test”, double-click “Self Load Engine Test”. Click “Enter LDBX”. Verify that the values are similar to the initial Self Load Engine Test screen in Figure 3-16.


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FIGURE 3-15. TCI REAL TIME DATA SCREEN

FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN

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E3-31

10. Note the ENGLOAD value on the screen. If the value is 5 volts during load testing, loading is satisfactory. In the following step, exhaust air from grid vents may be very hot. 4. Put the directional control lever in NEUTRAL and depress the accelerator pedal to just pick up contactor RP1. This should occur at approximately 1150 rpm.

If the value is below 5 volts, the electrical system needs to remove horsepower loading. This is an indication of a weak engine. If the value is above 5 volts, the electrical system needs to load the engine more. This is an indication of a strong engine.

Check for air flow from the rectifier air exhausts on the back of the control cabinet.

11. The Self Load Engine Test screen should be recorded and the values compared to values that are calculated to account for parasitic losses at the elevation of the test site and ambient temperature during testing as follows:

On the PTU, verify that the values for BLWR1 and BLWR2 are balanced but opposite polarity.

a. Output horsepower should be 2700 HP ±5% @ 1900 +10/-15 rpm.

Check for hot air flow from both front sections of the retarding grid.

NOTE: If the HPADJ value is fixed at zero and the ENGLOAD% value is fixed at 50% (or 5.0V if using an analog load signal), it is an indication that the PWM engine load signal is not getting to the PSC. Check for Event 63 (Engine Load Signal) on the DID panel. Refer to Troubleshooting for more information. 5. Depress the accelerator pedal to pick up contactors RP1 and RP2. This should occur at approximately 1375 rpm. 6. Let up on the accelerator pedal just enough so that contactor RP2 drops out but contactor RP1 is still picked up. This should occur at approximately 1375 rpm. NOTE: Some trucks are not equipped with contactor RP3. 7. Depress the accelerator pedal to pick up contactors RP1, RP2 and RP3. This should occur at approximately 1550 rpm. 8. Warm up the engine until the engine coolant temperature stabilizes. Then fully depress the accelerator pedal to pickup all the RP contactors. The CHOP value on the PTU should be be 25% at approximately 1900 rpm. 9. Record the PTU screen while viewing the screen during full load. Under the “Save” menu, select “Single Snapshot”, then click “Save”. To view the recorded screen, under the “View” menu, select “Screen Relay”, the highlight the file and click “Open”.

b. Requested rpm from GE must be 1900 rpm. c. Refer to Figure 3-17 for parasitic losses curve. Read the parasitic losses from the graph based on ambient temperature and altitude. Add the value on the graph to the delivered HP to GE and compare that to the “-5%” value at the rpm rated tolerance (i.e. 2612 HP + value from graph = corrected HP). Manual Offset HP Output Adjustment: 12. If it isnecessary to troubleshoot HP problems, use the following procedure: With loadbox initiated, enter a + or - offset value in the “HP Offset” field. Click the “HP Offset” box. 13. Perform the load test again. Return the offset to 0.0 Click the “HP Offset” box. Click “EXIT LDBX” to exit the Self Load Engine Test screen. 14. Allow the engine to cool down until the engine temperature and pressure gauges show normal operating values. 15. Turn the rest switch ON. 16. Turn the key switch OFF. Allow approximately 90 seconds for the steering accumulators to bleed down. 17. Remove the jumper from the fan clutch control circuit 18. Record all data to create a truck record for future comparison.

E3-32


10/06 E03018

FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

E03018 10/06


E3-33

TROUBLESHOOTING

Phase Module and Chopper Module Troubleshooting

PVM Optimum Load Curve Handshaking Troubleshooting NOTE: A value of less than 0.5VDC or more than 9.5VDC on circuit 72E indicates a failure. 1. With the engine off, key switch ON and control power switch ON, measure the voltage between the 72E (+) lead and the 72R (-) lead. The voltage should be 5.0VDC. a. Jumper circuit 22FO to ground and verify voltage on 72E to 72R changes to 7.0VDC. b. If the voltage is 0VDC, verify that the connections to the PVM are correct and that circuits 439 and 11SL (connected to CN P382 positions 5 and 40) are 24VDC. 2. With the engine running and under load, and the key switch and control power switch ON, check the voltage at 72E (+) to 72R (-). The voltage should be 5.0VDC. a. Check the PVM diagnostic connector P381. b. Verify that the voltage between position A to B is 8 to 11VDC. A reading of 0VDC indicates that the 1939 transmission line failed. Check 1939 wiring. c. Verify the voltage between position C to B is 8 to 11VDC. A reading of 0VDC indicates that the PVM has failed only if the voltage from position A to B is correct and the filtering circuit is correct. Check the filtering circuit resistors and capacitors connected to P383 positions 12 and 20 and P382 position 33 mounted on diode board DB1. 3. If both Step 1 and 2 are 0VDC, then circuit 439 or 11SL or both are incorrect.

1. To troubleshoot a phase module or chopper module, stop the engine and turn the rest switch OFF. Connect the serial communication cable from the PTU to the PSC panel and access the PSC Manual Test screen. 2. Click the appropriate GD1E or GD2E signal in the “Digital Output” field and turn it ON. (GD1E turns on all Inverter 1 phase modules and chopper module 1. GD2E turns on all Inverter 2 phase modules and chopper module 2.) 3. Disconnect the gray fiber optic cable on the phase module or chopper module that is being checked.

In the following step, DO NOT look directly at the red light. Eye damage could result. 4. If a red light is visible out of the gray receptacle on the gate driver module, the phase module or chopper module is OK. 5. If a red light is not visible, disconnect the round power supply harness from the gate driver module. 6. Check the AC voltage in the two pins in the harness. There should be 100 VAC square wave on the harness. The actual reading on the VOM will depend on the meter and how it is designed to measure AC voltage. Most meters read less than 100 volts. Normally, there will either be proper voltage on the harness or no voltage at all. 7. If there is no voltage, troubleshoot the appropriate gate driver power converter or the harness. See “Gate Driver Power Converter Test” earlier in this section. 8. If there is voltage, reconnect the harness and disconnect the gate lead on the “G” terminal.

Allow adequate time for link voltage to drain down before opening the control cabinet to perform the following checks or repairs.

E3-34

10. If there is a red light visible with the gate lead disconnected, there is a short and the phase module or chopper module must be replaced. 11. If a red light is not visible with the gate lead disconnected, the gate driver module is faulty and must be replaced. All the gate driver sections for phase modules and chopper modules are alike and interchangeable. The red-covered and whitecovered gate driver modules are interchangeable where mounted by the six cap screws to the cooling tubes of the phase module or chopper module.


10/06 E03018

PHASE MODULE REPLACEMENT Phase Module Installation

Phase Module Removal 1. Place the control power switch in the OFF position and the GF cutout switch in the CUTOUT position.

1. Inspect the rear cooling air sealing gasket. Replace it if damaged.

2. Use a VOM to ensure that there is no voltage present between the (+) and (-) DC links and ground.

3. Install the two mounting bolts and washers that secure the phase module to the control cabinet. Tighten the bolts to 64 N•m (47 ft lbs).

3. Disconnect the fiber optic cables and the round plug at the top of the phase module. Tuck the removed cables under the loom to protect the cables when the module is pulled out. 4. Remove the mounting hardware that secures the phase module to the vertical bus bar. Note the length of the bolts for proper reinstallation. 5. Remove the mounting hardware that secures the two fuses. 6. Mark each phase module so that it will be reinstalled in its original location.

2. Return the phase module to its original location.

4. Install the mounting hardware that secures the two fuses. Tighten the bolts to 19 N•m (14 ft lbs). 5. Install the mounting hardware that secures the phase module to the vertical bus bar. Tighten the bolts to 26 N•m (19 ft lbs). 6. Reconnect the fiber optic cables and the round plug at the top of the phase module. 7. Place the GF cutout switch in the NORMAL position and the control power switch in the ON position.

NOTE: Each phase module weighs 29.5 kg (65 lbs). 7. Support the phase module and remove the two nuts and washers that secure the phase module to the control cabinet.

NOTE: For removal of other control cabinet components, refer to the GE service manual.

8. Slide the phase module forward by the extended mounting arms and remove it from the control cabinet. Do not pull on the gate card cover.

E03018 10/06


E3-35

NOTES

E3-36


10/06 E03018

SECTION G REAR AXLE, SPINDLES AND WHEELS INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1

FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1

REAR AXLE HOUSING MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1

REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1

G01017

Index

G1-1

NOTES

G1-2

Index

G01017

SECTION G2 TIRES AND RIMS INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 WHEEL STUD MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6 REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9 Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9 Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9

G02018 7/06

Tires and Rims

G2-1

NOTES

G2-2

Tires and Rims

7/06

G02018

TIRES AND RIMS The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure. Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in tire damage. If a tire becomes deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems; water, sand, dirt and other foreign materials work into the tire through a cut, eventually causing tread or ply separation. Tires should be stored indoors if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be in a cool, dry, dark, draft free location. Tires should be stored vertically. If they must be laid on their sides for a short period, avoid distortion by stacking no more than three tires on top of one another. Avoid contact with oil, grease and other petroleum products.

When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturer’s recommendations. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 6,480 kg (14,285 lbs.). Make sure that tire handling equipment is capable of lifting and maneuvering the load. Due to the size and weight of the tire and rim assemblies, special handling equipment, such as a modified fork lift called 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 tires. If a stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.

DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Remaining gases inside the tire may ignite causing explosion of tire and rim. DO NOT go near a tire if a brake or wheel motor has experienced a fire until the tire has cooled. FIGURE 2-1. TYPICAL TIRE HANDLER

G02018 7/06

Tires and Rims

G2-3

WHEEL STUD MAINTENANCE The wheel mounting hardware used on some trucks may no longer be able to maintain the specified clamping force (tightening torque). Inadequate clamping force may lead to broken studs, stripped threads, and/or failure of the stud knurl which would allow the stud to rotate when the nut is loosened or tightened. Stud replacement is necessary based on the following guidelines: • The maximum allowable number of missing or damaged studs in any one bolt circle is four.

While replacing missing or damaged studs, the condition of all other stud threads should be inspected. If minor corrosion or dirt is found in the threads, wire brush thoroughly. If damaged (knicked or highly corroded) threads are found, the stud(s) must be replaced.

• The position of missing or damaged studs must not be in consecutive locations. In addition, there must be a minimum of four properly functioning studs between each missing stud. Refer to Figure 2-2.

FIGURE 2-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE

G2-4

Tires and Rims

7/06

G02018

FRONT TIRES AND RIMS Removal 1. Apply parking brake and block rear wheels to prevent movement of truck.

6. Grip the tire and wheel assembly with tire a handler. Remove nuts (11, Figure 2-3) that secure the wheel assembly.

2. Following normal shutdown procedures, place the rest switch in the ON position, shut down the engine and verify that the link voltage lights are OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure that no pressure remains. As a safety precaution, bleed down the brake accumulators.

7. Be careful not to damage the inflation hose during tire removal. Move the wheel assembly away from the wheel hub and into a clean work area.

3. Place a jack under the spindle or frame at the front cross tube.

Do not attempt to disassemble wheel assembly until all air pressure is bled off.

4. Raise the front end of the truck until the tire clears the ground. Block up the truck securely under the frame.

Always keep personnel away from a wheel assembly when it is being removed or installed.

5. Inspect the hydraulic brake lines for damage or leaking fittings.

FIGURE 2-3. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector

G02018 7/06

5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring

Tires and Rims

9. O-Ring 10. Clamp Bracket 11. Flanged Nut

G2-5

Installation NOTE: Remove all dirt and rust from mating parts before installing wheel assembly. 1. Grip the wheel assembly with the tire handler and align the tire inflation hose and wheel hub (1, Figure 2-3). Position the rim onto the wheel hub studs.

Grease containing molybdenum disulphide must never be used on wheel mounting hardware. Use of this type of grease on wheel mounting hardware may result in wheel mounting studs stretching beyond their elastic limit, making them susceptible to breakage. 2. Lubricate all stud threads and nut seating flanges with a lithium based grease that does not contain molybdenum disulphide. Install and tighten the nuts in the following sequence: a. Install six nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten the nuts to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). d. Install the remaining nuts and torque in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). e. Retighten all nuts in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). 3. Remove the blocking and lower the jack. 4. Operate the truck for one load and retighten the wheel nuts to the specified torque.

G2-6

Tires and Rims

7/06

G02018

REAR TIRES AND RIMS Removal 1. Park the truck on level ground and block the front wheels. Position a jack under the rear suspension mounting plates as shown in Figure 2-4.

7. Position a tire handler to grip the inner wheel. Remove flanged nuts (6). 8. Pull straight out to remove the tire from the wheel hub.

If the wheel motor is to be removed from the truck for service, install approximately eight flanged nuts with appropriate spacers in place of the outer wheel adaptor ring and nuts removed in Step 4. This will provide additional support for the wheel motor transmission during removal and transportation.

FIGURE 2-4. REAR AXLE JACK LOCATION

2. Raise the rear axle housing until the tires clear the ground. Securely block up the rear axle housing near the wheel motor mounting flange. 3. If the rear inner tire is to be removed, remove the inner tire inflation hose at the clamp on the outer wheel and disconnect it from inner extension (7, Figure 2-6). 4. Grip outer wheel and tire with tire handler arms as shown in Figure 2-5. Remove flanged nuts (10, Figure 2-6) from adaptor ring (9) securing outer rim to wheel motor hub.

FIGURE 2-5. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Tire

3. Inner Rear Tire

5. Pull straight out on the outer wheel assembly and remove it. 6. If inner wheel removal is necessary, disconnect inner tire inflation extension (7) and remove it.

G02018 7/06

Tires and Rims

G2-7

FIGURE 2-6. REAR WHEEL ASSEMBLY 1. Wheel Motor Mounting Flange 2. Inner Wheel Rim 3. Disc Brake Assembly 4. Extension 5. Wheel Hub

11. Flanged Nut 12. Wheel Motor Transmission 13. Extension 14. Bracket 15. Outer Wheel Rim

6. Flanged Nut 7. Inner Extension 8. Clamps 9. Adapter Ring 10. Flanged Nut

Installation b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten these nuts to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). Always keep personnel away from a wheel assembly when it is being removed and installed.

c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 2326 ± 136 N•m (1715 ± 100 ft. lbs.).

NOTE: Clean all mating surfaces and check the stud threads before installing the wheel assemblies.

d. Install the remaining nuts and tighten in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft. lbs.).

1. If either wheel motor has been removed, bleed the disc brakes before installing the rear tires. Refer to Section J, Wet Disc Brake Assembly Wet Disc Brake Bleeding Procedure. 2. Grip the inner wheel assembly with a tire handler and install it onto wheel hub (5, Figure 2-6). Carefully align tire inflation extension line (4) for mating with inner extension (7). 3. Lubricate all stud threads and nut seating flanges with lithium based grease. Install and tighten the nuts in the following sequence:

e. Retighten all nuts in a clockwise direction to the required 2326 ± 136 N•m (1715 ± 100 ft. lbs.). 4. If adaptor ring (9) requires installation, install the adaptor onto the wheel hub/wheel motor. Lubricate the studs and nut flanges with lithium based grease. 5. Using the procedures in Step 3, install flanged nuts (10) in the sequence described and tighten to the same torque value as the inner wheel.

a. Install six nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 2326 ± 136 N•m (1715 ± 100 ft. lbs.).

G2-8

Tires and Rims

7/06

G02018

6. Grip the outer wheel assembly with a tire handler and position it onto the wheel motor hub. NOTE: Position the outer dual wheel to align the tire valve bracket with the inner wheel inflation line. 7. Using the procedures in Step 3, install flanged nuts (11) in the sequence described and tighten to the same torque value as the inner wheel. 8. Secure the inner and outer dual tire inflation lines to bracket (14) on the outer rim. 9. Remove the blocks from under the truck and lower the truck to the ground. Operate the truck for one load and retighten outer wheel nuts (11) and adapter flange nuts (10) to 2326 ± 136 N•m (1715 ± 100 ft. lbs.). NOTE: Inner flanged nuts (5 & 7) and studs should be inspected for breakage or missing nuts during scheduled maintenance checks by inserting a mirror between the rear tires.

RIM Tire Removal

5. After the bead is broken loose, insert the flat of a tire tool in the beading notch on lockring (8). Pry the lockring up and out of the groove on the rim. 6. Pry in on bead seat band (6) until O-ring (9) is exposed. Remove the O-ring. 7. Remove bead seat band (6) from rim (5) and remove flange (7). 8. Reposition wheel assembly and repeat removal procedure on opposite side of tire. Remove the tire from the rim.

Tire Installation 1. Before mounting the tire to the rim, remove all dirt and rust from the rim parts, particularly the O-ring groove and bead seats. Also touch up all metal parts with anti-rust paint to prevent bare metal from being exposed to the weather. NOTE: Do not allow paint, rust or other contamination to cover the mating faces of lockring (8, Figure 2-7) and rim (5).

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 an explosion. When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. 1. Place the tire and wheel assembly in a safety cage and discharge all air pressure from the tire. 2. Attach a hydraulic bead breaker to the rim by slipping the jaws of the frame assembly over the outer edge of flange (7, Figure 2-7). Make sure that the jaws of the frame are as near to bead seat band (6) as possible. 3. Following the tool manufacturer’s instructions, move the tire bead in far enough to permit placing a wedge between the tire and the flange at the side of the tool.

G02018 7/06

4. Repeat this procedure at locations approximately 90° from the first application. Continue this procedure until the tire bead is free from the rim.

Make sure that proper rim parts are used for reassembly. Use of incompatible parts may not properly secure the assembly, resulting in violently flying parts upon inflation. 2. If the tire inflation hose and hardware were removed, reinstall them in the rim. Position the hose assembly for proper routing. 3. Install the inner flange on the rim. Coat the beads of the tire with tire mounting soap solution.

Prying against tire bead may cause damage to tire bead and will cause air leaks. 4. Position the tire over the rim and work the tire on as far as possible without prying against the beads.

Tires and Rims

G2-9

FIGURE 2-7. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector

5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring

9. O-Ring 10. Clamp Bracket 11. Flanged Nut

5. Install outer flange (7, Figure 2-7) in position and install bead seat band (6). Push in on the bead seat band to expose the O-ring groove in the rim.

9. If the beads of the tire and O-ring do not seat within one minute, raise the tire slightly and tap the bead seat band. This will help the air pressure to push the tire bead out into position.

6. Lubricate new O-ring (9) with soap solution and install it in the groove of the rim.

10. As soon as the seating has been accomplished, install the valve core and inflate the tire to the recommended tire pressure.

7. Install lockring (8) and tap it into place with a lead hammer. The lockring lug must fit into the slot of the rim.

Use a safety cage whenever possible. Stand to one side as tire is being inflated. Never start inflating unless the lockring is securely in place. DO NOT stand in front of or over the lockring when inflating. 8. With the tire inside a safety cage, remove the valve core from the valve stem and inflate the tire to seat the beads of the tire and the O-ring as specified by the tire manufacturer.

G2-10

Tires and Rims

7/06

G02018

SECTION G3 FRONT WHEEL HUB AND SPINDLE INDEX

FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9 Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10 Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11 STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14 Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14 TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15

G03028 11/07

Front Wheel Hub and Spindle

G3-1

NOTES

G3-2


11/07 G03028

FRONT WHEEL HUB AND SPINDLE WHEEL HUB AND SPINDLE ASSEMBLY The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of the front wheel hub and spindle. If only brake service is to be performed, refer to Section J, Brake Circuit.

Preparation 1. Shut down the truck. Refer to “Normal Engine Shutdown Procedure” in Section A, General Safety & Operating Instructions. 2. Bleed down the brake accumulators using the manual bleed valves on the brake manifold in the hydraulic cabinet. 3. Activate the battery disconnect switches.

Do not loosen or disconnect any hydraulic brake line or component until the engine is stopped, the key switch is OFF for 90 seconds, and the drain valves on the brake accumulators are opened.

Removal 1. Remove the front tire and rim assembly. Refer to “Front Tire and Rim - Removal” in Section G2, Tires and Rims. 2. Close the hydraulic pump shutoff valves. 3. Disconnect speed sensor connector(s) (5, Figure 3-1). Tie the cables back away from the spindle to prevent damage during spindle removal. NOTE: The left wheel has two speed sensors installed. 4. Disconnect disc brake cooling oil hoses (4) at the inlet and outlet ports on the brake housing. 5. Disconnect the brake apply line. Cap the hoses and ports to prevent contamination. Remove the oil in the brake housing and hub bearings by removing hex plug (2) and draining the oil into a suitable container. 6. Remove the lubrication lines from the tie rod and steering cylinder. 7. Disconnect the tie rod and steering cylinder rod from the spindle being removed. Refer to “Steering Cylinders and Tie Rod - Removal” in this section.

FIGURE 3-1. FRONT WHEEL & SPINDLE INSTALLATION 1. Spindle 2. Brake Housing Drain 3. Disc Brake Housing

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4. Brake Cooling Hose 5. Speed Sensor Connector


G3-3

10. Remove 16 arm attachment capscrews (5) as follows:

The front spindle, brake and wheel hub assembly weighs approximately 4840 kg (10,670 lbs). Ensure that the lifting device is capable of lifting the load. 8. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 3-2. Use blocking as necessary to keep the assembly level. 9. Remove capscrews and washers (1, Figure 33) that secure retainer plate (2) to the spindle structure and suspension. To prevent thread damage, loosen the capscrews in a circular pattern in torque increments of 678 N•m (500 ft lbs). Remove the retainer plate.

NOTE: A tool may be fabricated locally to aid in spindle removal. Refer to Section M8, Special Tools, for fabrication information. Usage of this tool is described in the following steps.

a. Refer to Figure 3-5. Remove the capscrews in the steering arm designated by an “X”. b. Remove the capscrews using a circular pattern in torque increments of 678 N•m (500 ft lbs). DO NOT attempt to remove each capscrew in one sequence. 11. Run a tap (1.25 in. - 12 UNF) in the threads after the capscrews are removed. 12. Use several 1.25 in. - 12 UNF x 8.00 in., grade 8 capscrews and hardened flat washers to install the spindle removal tool on the bottom of the steering arm. (See Figure 3-4 for Komatsu part numbers). Lubricant, such as chassis lube, is recommended for use on the washers and threads of the capscrews.

NOTE: Multiple washers may be required to allow the pusher capscrews to be effective. One or two washers can be installed with the pusher tool in place to gauge the washer height required to prevent the capscrews from bottoming out. The minimum recommended thread engagement is 41 mm (1.62 in.).

FIGURE 3-3. WHEEL HUB AND SPINDLE REMOVAL FIGURE 3-2. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL)

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1. Capscrews 2. Retainer Plate 3. Spindle


4. Steering Arm 5. Arm Retainer Capscrews

11/07 G03028

FIGURE 3-4. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (P/N KC7095) 2. Hardened Washer (P/N WA0366)

3. Removal Tool 4. Steering Arm 5. Spindle 6. Suspension Piston

FIGURE 3-5. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (“X”)

2. Tool Structure

15. Tighten the capscrews again to the maximum specified torque. Using a large hammer and heat as specified in the previous step, carefully tap the top surface of the spindle. Heavy components and high forces are involved in this procedure. Use caution at all times when applying force to these parts. Sudden release of the spindle could cause components to move forcefully and unexpectedly. 13. Install the remaining capscrews in the holes marked “X” (Figure 3-5). Progressively increase the torque in a circular pattern until the tapered piston breaks loose or 2142 N•m (1580 ft lbs) of torque is reached. 14. If the specified torque is reached and the tapered parts have not separated, apply heat to the spindle at two places, 180° apart. DO NOT exceed 454°C (850°F) saturated temperature of the spindle.

G03028 11/07

NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force.

16. Lower the wheel hub and spindle assembly away from suspension piston rod. Be careful during removal to prevent damage to the suspension piston rod taper and the tapered spindle bore. 17. Move the spindle and hub assembly to a clean work area for repair.


G3-5

Installation 1. Clean the spindle bore and suspension rod taper so that they are free of rust, dirt, etc. 2. Lubricate the spindle bore and suspension rod taper with multi-purpose grease Number 2 with 5% Molybdenum Disulphide.

7. Install the steering cylinder into the steering arm. Use EH4638 sleeve alignment tool (included in tool group) to position the spacers and bearing during pin insertion. Tighten the pin retaining nut to 1017 ± 102 N•m (750 ± 75 ft lbs). 8. Use EH4638 alignment tool to install the tie rod on the steering arm. Tighten the pin retaining nut to 1017 ± 102 N•m (750 ± 75 ft lbs).

Use of anti-seize compounds that contain copper are prohibited from use on spindle bores and rod tapers. These lubricants can cause severe damage. Only use multi-purpose grease Number 2 with 5% molybdenum disulphide.

9. Connect the lubrication lines. 10. Install the brake system cooling hoses using new O-rings in the flange fittings. Install the brake apply line. Ensure that drain plug (2, Figure 3-1) is installed. 11. Reconnect the speed sensor cables.

3. Position the spindle and wheel hub assembly on a fork lift or similar lifting device as shown in Figure 3-2.

12. Install the wheel and tire as described in “Front Tires amd Rims - Installation” in Section G2, Tires and Rims.

4. Raise the spindle and wheel hub assembly into position.

13. Ensure that the hydraulic pump shut-off valves are open.

5. Secure the spindle to the suspension using retainer plate (2, Figure 3-3) and capscrews (1). Tighten the capscrews using the following procedure:

14. Start the engine. Move the hoist control lever to the FLOAT position to allow hydraulic oil to circulate through the brake cooling system and fill the front wheel hub and disc brake assembly with oil.

a. Tighten the capscrews uniformly to 678 N•m (500 ft lbs). b. Continue to tighten the capscrews in increments of 339 N•m (250 ft lbs) to obtain a final torque of 2705 ± 135 N•m (1995 ± 100 ft lbs). 6. If removed, install the steering arm. Tighten the capscrews to 2705 ± 135 N•m (1995 ± 100 ft lbs).

G3-6

15. Bleed the air from the brake apply lines as described in “Wet Disc Brake Bleeding Procedure” in Section J5, Wet Disc Brake Assembly. 16. Shut off the engine. Check the hydraulic tank oil level and refill if necessary. 17. Inspect the brake assembly and all hose connections for leaks.


11/07 G03028

Disassembly 1. Remove the wheel hub and spindle as covered in the Removal procedure before proceeding to Step 2. Remove any dirt and mud from the assembly.

12. Attach lifting eyes and an overhead hoist to the brake assembly. Carefully lift the assembly off the hub. Refer to Section J for brake assembly rebuild instructions.

2. To aid in the complete disassembly of the wheel hub and spindle assembly, support the assembly in a vertical (hub cover up) position using a fabricated spindle stand.

13. Remove and discard seal carrier O-ring (38).

3. Install six 0.50 in. -13 x 0.75 in. socket head capscrews (34, Figure 3-6) through the disc brake back plate into the mating holes in the seal carrier. Tighten securely.

15. If bearings require replacement, press cups (6 and 29) from the wheel hub.

NOTE: The capscrews installed in Step 3 will secure the seal carrier and face seal assembly to the brake housing during brake removal. DO NOT rotate the wheel hub.

14. Remove speed sensor gear (35) and shims (36).

16. Remove capscrews (31) and hardened flat washers (32). Remove brake adapter (19) and discard O-rings (22 and 25). 17. Remove inner bearing cone (28) and retainer pin (39). 18. Remove bearing spacer (27).

4. Disconnect the speed sensor cables. Loosen the sensor clamping capscrews and remove speed sensors (16). 5. Remove capscrews (20) and hardened flatwashers (21) that secure brake adapter (19) to the brake housing. 6. Remove the capscrews and washers that secure cover (5). Remove the cover and discard O-ring seal (41). 7. Remove capscrews (11) and hardened flat washers (12). 8. Remove bearing retainer (13), O-ring (9), and shims (8). Discard the O-ring. 9. Attach a lifting device to the wheel hub/brake assembly and carefully lift it straight up and off the spindle. 10. Remove outer bearing cone (7) and retainer pin (40). 11. Rotate the hub vertically 180°, and place it on blocking to prevent damage to wheel studs and machined surfaces. 10. Remove capscrews (14) and washers (15) that secure seal carrier (37), sensor gear (35), and shims (36) to the wheel hub. 11. Remove capscrews (23) and hardened flat washers (24) that secure the brake assembly inner gear to the wheel hub.

G03028 11/07

Cleaning and Inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Remove and clean magnetic plug (10, Figure 36). 3. Inspect wheel hub studs (2). Replace if damaged or broken.

NOTE: If new studs are installed, coat the hole in the hub and serrated portion of the stud with an antiseize compound prior to installation. DO NOT coat threads. 4. Inspect the tapped hole threads. Re-tap if necessary. 5. Inspect the bearing seating surfaces in the hub and on the spindle. Inspect the bearing spacer. Use a stone to carefully dress high spots that may interfere with re-assembly. 6. Inspect all damage.

other

machined

surfaces

for

7. Always use new O-ring seals during assembly.


G3-7

FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY 1. Wheel Hub 2. Stud 3. Capscrew 4. Washer 5. Cover 6. Outer Bearing Cup 7. Outer Bearing Cone 8. Shims 9. O-Ring 10. Magnetic Plug 11. Capscrew 12. Hardened Washer 13. Bearing Retainer 14. Capscrew

G3-8

15. Washer 16. Speed Sensor 17. Sensor Bracket 18. Disc Brake Assembly 19. Brake Adapter 20. Capscrew 21. Hardened Washer 22. O-Ring 23. Capscrew 24. Hardened Washer 25. O-Ring 26. Spindle 27. Bearing Spacer 28. Inner Bearing Cone


29. Inner Bearing Cup 30. Seal Assembly 31. Capscrew 32. Hardened Washer 33. Drain Plug 34. Socket Head Capscrew 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. O-Ring 39. Bearing Retainer Pin 40. Bearing Retainer Pin 41. O-Ring 42. Oil Seal

11/07 G03028

Wheel Bearing Adjustment

Assembly

All mating surfaces of the wheel and brake components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically (hub end up). 2. Check bearing cones (7 and 28, Figure 3-6) for a slip fit on spindle (26). 3. Check the threads in the bearing retainer holes in the end of the spindle to ensure that the capscrews will thread freely. If not, re-tap the threads. 4. Install bearing cups (6 and 29) in wheel hub (1) as follows: a. Preshrink the cups by packing them in dry ice or by placing them in a deep-freeze unit. NOTE: Do not cool below -54°C (-65°F). b. Install the cups in the wheel hub bores. c. After the cups have warmed to ambient temperature, press the cups tight against the hub shoulder as follows: Inner cup (29) - Apply 20,860 kg (23 tons) force. Outer cup (6) - Apply 19,050 kg (21 tons) force. 5. Install spacer (27). If necessary, tap lightly to seat the spacer against the spindle. The spacer must fit tightly against the spindle shoulder. 6. Install pin (39) in the pin groove and install inner bearing cone (28) over the pin and against the spacer. The cone is a loose fit on the spindle. 7. Install wheel hub (1) onto spindle (26). Install outer pin (40) and outer bearing cone (7). NOTE: To ensure bearing lubrication during initial operation, lightly lubricate the bearings with clean hydraulic oil.

8. Install bearing retainer (13) onto the spindle without O-ring (9) and shims (8). The thickness of the retainer is etched on the surface of the retainer. This side should be facing outward. Use four equally-spaced capscrews in order to secure the retainer. Two capscrews must be positioned adjacent to the 12.7 mm (0.50 in.) diameter access holes in the retainer. 9. Seat the wheel bearings using the following procedure: a. Tighten the four capscrews to 108 N•m (80 ft lbs). Rotate the wheel hub at least three full revolutions. b. Tighten the four capscrews to 217 N•m (160 ft lbs). Rotate the wheel hub at least three full revolutions. c. Repeat Step b until the torque is maintained. d. Loosen the four capscrews and rotate the hub at least three revolutions. e. Tighten the four capscrews to 81 N•m (60 ft lbs). Rotate the wheel hub at least three full revolutions. f. Tighten the four capscrews to 136 N•m (100 ft lbs). Rotate the wheel hub at least three full revolutions. g. Repeat Step f until the torque is maintained. 10. Use a depth micrometer to measure and record the distance between the face of bearing retainer (13) and spindle (26) through each of the two 13 mm (0.50 in.) diameter access holes. 11. Add the two dimensions measured in the Step 10. Divide the sum by 2 to obtain the average depth. 12. Subtract the retainer plate thickness, which is etched on the surface of bearing retainer (13), from the result calculated in Step 11. 13. Assemble a shim pack that equals the dimension calculated in Step 12 within 0.0254 mm (0.001 in.). NOTE: Measure the shims individually for accuracy. The above procedure results in a shim pack which will provide a nominal 0.508 mm (0.020 in.) preload for the bearings after assembly.

To facilitate the bearing adjustment procedure, DO NOT install the brake assembly at this time.

G03028 11/07


G3-9

Example: Step 12 (average depth) Step 13 subtract etched dim. Step 14 Required shim pack

1.416 in. -1.375 in. = 0.041 in.

NOTE: After a shim pack has been determined, the shim pack, spindle, wheel hub, spacer, and bearings are now an interdependent group. If any of the parts are replaced, the shim pack is no longer valid and a new pack must be calculated. 14. Remove bearing retainer (13), outer cone (7), retainer pin (40), and wheel hub (1) from spindle (26) for installation of the brake assembly. Brake Installation 15. Position the wheel hub vertically on blocks with the inner bearing bore at the top. 16. Assemble the brake to the hub as follows: a. Install nine 0.51 mm (0.020 in.) thick shims (36) on top of the wheel hub flange at each of the six gear/seal carrier mounting locations. Shims may be installed on either side of speed sensor gear (35) for speed sensor alignment. b. Install speed sensor gear (35). c. Install new O-ring (38) in the groove in the hub. Ensure that the O-ring is not twisted. Lubricate the O-ring.

18. Install hardened flat washers (32) and capscrews (31). Tighten capscrews to 2705 ± 135 N•m (1995 ± 100 ft lbs).

Socket head capscrews (34) are installed to position the seal carrier on the brake back plate after assembly and prior to installation on the hub/spindle. In the next step, it may be necessary to loosen these capscrews slightly to align the brake assembly holes with the brake adapter. NOTE: The following instructions must be performed carefully to prevent damage to brake adaptor O-ring seal (22) during assembly. 19. Prior to installing the hub and brake assembly on the spindle, install four alignment studs on the brake adapter in place of capscrews (20). Space the studs 90° apart to ensure that the brake assembly is properly aligned during the following steps. a. Install new O-ring (22) onto the brake adapter shoulder. Ensure that the O-ring is not twisted and is properly seated. b. Lubricate the O-ring with petroleum jelly or chassis grease.

d. Install lifting eyes on the brake assembly and attach it to an overhead hoist.

20. Attach an overhead hoist to the wheel hub and brake assembly. Rotate the hub 180° in preparation for lowering it onto the spindle.

e. Lower the brake assembly onto the hub while aligning the hub and seal carrier mounting holes.

NOTE: The hoist must be rigid enough to prevent “springing” or “jerking” as the hub and brake assembly is lowered into position.

NOTE: Do not remove the shipping bars until the inner gear ring of the brake assembly is attached to the hub.

21. Lift the hub over the spindle and slowly lower while aligning the brake mounting holes with the alignment studs.

a. Install capscrews (14) and washers (15) from under hub flange. Tighten the capscrews to the standard torque.

a. When the brake piston housing is approximately 13 mm (0.50 in.) from the adaptor, install four capscrews (20) and flat washers (21) spaced evenly in between the alignment studs.

b. Align the brake hub holes with the wheel hub and install hardened flat washers (24) and capscrews (23). Tighten the capscrews to 2705 ± 135 N•m (1995 ± 100 ft lbs). c. Remove the shipping bars from the brake assembly. 17. Install new O-ring (25) to brake adapter (19). Place the assembly into position on the spindle.

G3-10

b. Carefully pull the brake and wheel hub assembly into position by tightening the capscrews evenly and in small increments. c. DO NOT allow the assembly to “cock” (angle). If the assembly is cocked, lift the assembly and inspect O-ring (22) for damage. Replace the O-ring if necessary, and repeat the procedure.


11/07 G03028

22. After the brake assembly is properly positioned on the adapter and the four capscrews are snug, remove the alignment studs. 23. Remove socket head capscrews (34) that secure seal carrier (37) to brake assembly (18). 24. Install remaining brake adapter/brake assembly mounting capscrews (20) and hardened flat washers (21). Tighten the capscrews to 2705 ± 135 N•m (1995 ± 100 ft lbs). 25. Install bearing retainer pin (40) in the groove in the spindle. Align and slide outer bearing cone (7) over the pin. Lubricate the bearing with clean hydraulic oil. 26. Install shim pack (8), retainer (13), capscrews (11), and washers (12). Tighten the capscrews alternately in several successive increments while rotating the hub to a final torque of 1017 ± 102 N•m (750 ± 75 ft lbs). 27. Install new O-ring (41) on cover (5). Install the cover, capscrews, and washers. Tighten the capscrews to the standard torque. Seal Assembly Gap Check After the assembly of the wheel and brake is complete, the gap between seal carrier (3, Figure 37) and back plate (6) must be measured and adjusted if necessary. The ideal gap is 4.81 mm (0.189 in). If necessary, use shims to maintain a gap of 4.56 - 5.06 mm (0.179 - 0.199 in.). 28. Measure the seal gap as follows: a. Measure gap (dimension “A”, Figure 3-7) at three equally-spaced places and record the results.

FIGURE 3-7. MEASURING SEAL GAP 1. Spindle 2. Wheel Hub 3. Seal Carrier

4. Capscrews 5. Shims 6. Back Plate

31. Install speed sensor(s) (16, Figure 3-6) in support bracket(s) (17). Adjust the sensor as follows: a. Rotate the hub to position the center line of a gear tooth directly under the sensor tip. b. Turn in the sensor until the tip contacts the gear tooth. Then back off by a 1/2 turn. c. Continue turning out the sensor until the flats of the sensor housing are perpendicular to the gear tooth motion. See Figure 3-8. d. Lock the sensor in place. Rotate the hub 180° to check whether there is enough sensor clearance.

b. Add the three dimensions and divide the result by 3 to obtain the average gap width. 29. If the average gap width is not within the allowable range, loosen seal carrier capscrews (4) and add shims (5) as required to reduce the gap, or remove shims to increase the gap. The quantity and thickness of shims at each of the six locations must be equal. 30. Re-tighten the seal carrier capscrews to the standard torque and measure the seal gap as described in Step 28. If necessary, repeat Step 29 until the proper gap is maintained.

FIGURE 3-8. SPEED SENSOR ADJUSTMENT 32. Install the speed sensor cables. 33. Install the hub and spindle assembly according to the Installation instructions.

G03028 11/07


G3-11

STEERING CYLINDERS AND TIE ROD The steering cylinders and tie rod mounting arrangements are similar. The removal, installation, and bearing wear limits are applicable to both. NOTE: On 930E-4AT models, the steering angle sensor must be removed from the tie rod/steering arm joint before the pin can be removed.

It is also important to ensure that the steering linkage components are tightened to the proper torque. Use the torque specifications for steering linkage components listed in this section.

Spherical Bearing Wear Limits For optimum steering performance, it is necessary to determine the condition of the spherical bearings on the steering linkage components. Ball diameter, new dimensions, and maximum allowable wear specifications are listed in Table 1. Bearings that exceed the maximum wear limits must be replaced.

Use extreme caution when performing maintenance on any vehicle with an active steering system. Serious injury or death can result from contact with moving parts. Always keep a safe distance from crush points.

If premature wear of the bearings is evident, check the automatic lubrication system to ensure that the proper amount of lubrication is being received at the joint(s) in question. If lubrication is done manually, ensure that a sufficient amount of grease is being applied on a regular basis. Refer to Section P, Lubrication and Service, for information on proper lubrication intervals.

TABLE 1. STEERING SPHERICAL BEARING WEAR SPECIFICATIONS Spherical Bearing Ball Diameter (New)

109.47 mm (4.31 in.)

Maximum Allowable Wear

1.09 mm (0.043 in.)

This dimension represents maximum joint wear limit.

NOTE: Pin (3) should be perpendicular with surface D when checking wear.

FIGURE 3-9. SPHERICAL BEARING WEAR LIMITS 1. Outer Race 2. Ball

G3-12

3. Pin 4. Bearing Housing


11/07 G03028

Removal 1. With the engine off and the key switch OFF, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to ensure that no hydraulic pressure is present.

5. Remove pins (16) from each end of the assembly and move the assembly to a clean work area.

2. Block the front and back of rear wheels. 3. Disconnect the hydraulic and lubrication lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of the hydraulic system. 4. Remove locknuts (9, Figure 3-10), capscrews (3), and retainers (10) from both ends of the assembly.

The bearing spacers and the washers are secured by the pin. Take measures to prevent components from falling during removal of the pin. Damage to the components and/or personal injury may result.

FIGURE 3-10. STEERING CYLINDER AND TIE ROD INSTALLATION 1. Steering Cylinder 2. Tie Rod Assembly 3. Capscrew 4. Spacer 5. Tie Rod End

G03028 11/07

6. Capscrew 7. Locknut 8. Washer 9. Locknut 10. Retainer

11. Bearing 12. Spindle Arm 13. Bearing Retainer 14. Capscrew 15. Washer


16. Pin 17. Frame 18. Spherical Bearing Seal

G3-13

Installation NOTE: Use sleeve alignment tool EH4638 (included in the tool group) to hold bearing spacers (4, Figure 3-10) and spherical bearings (11) in position when the pins are inserted during assembly. 1. Align steering cylinder (1) or tie rod end (5) bearing bore with the pin bores in the spindle or frame. Insert bearing spacers (4) and washer (8). NOTE: The tie rod is to be installed with the clamping bolts toward the rear of the truck.

2. Install pins (16), capscrews (3), and retainers (10). Secure them with locknut (9). Tighten to 1017 ± 102 N•m (750 ± 75 ft lbs). 3. Connect the hydraulic and lubrication lines to their respective ports. Operate the steering and check for leaks and proper operation. Bearing Replacement 1. Remove capscrews (2, Figure 3-11) and lockwashers (3). Remove bearing retainer (4). 2. Press bearing (1) out of the bore in the steering cylinder or tie rod end. 3. Press the new bearing into the bore.

Always install pin retaining capscrews from the top with the locknut on the bottom side at the steering arm as shown in Figure 3-10.

4. Install the bearing retainers, capscrews, and lockwashers. Tighten the capscrews to the standard torque.

FIGURE 3-11. TYPICAL BEARING INSTALLATION (Steering Cylinder Shown for Reference) 1. Bearing 2. Capscrew 3. Lockwasher

G3-14

4. Bearing Retainer 5. Rod End


11/07 G03028

TOE-IN ADJUSTMENT 1. The steering system must first be centered in the straight ahead position. Shut off the engine and turn the key switch OFF. Allow at least 90 seconds for the accumulators to bleed down. DO NOT turn the steering wheel. 2. Block the front and back of the rear wheels. 3. Check the toe-in by measuring the distance between the centers of the front tires. Obtain the measurements on the horizontal centerline at the front and rear of the tires. Refer to Figure 3-12. Radial tires should have equal measurements (zero toe-in). 4. Loosen the clamp locknuts on the tie rod. Rotate the tie rod as necessary to obtain the correct toe-in setting. 5. When the adjustment is complete, tighten clamp locknuts (7, Figure 3-10) on the tie rod to 420 ± 42 N•m (310 ± 31 ft lbs). 6. Remove the blocks from the rear wheels. 930E TOE-IN DATA Nominal tie-rod length, radial tires (Zero toe-in)

3667 mm (144.37 in.) FIGURE 3-12. MEASURING TOE-IN

G03028 11/07


G3-15

NOTES

G3-16


11/07 G03028

SECTION G4 REAR AXLE MOUNTING INDEX REAR AXLE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7

G04016 1/08

Rear Axle Mounting

G4-1

NOTES

G4-2

Rear Axle Mounting

1/08 G04016

REAR AXLE MOUNTING PIVOT PIN 10. Remove capscrews (1). Remove locking plate (16).

Removal 1. Park the truck on firm, level surface and block the front and rear of all tires.

The truck body must be empty and resting on the frame before attempting this procedure.

11. Install puller using tapped holes (11) in head of pin. Remove pin (10). NOTE: Placing a pry bar or jack between the mounting structure and pivot eye may be necessary to push the pivot eye downward and away from the mount structure. Spacers (13) will fall free.

2. Release all brakes. 3. Charge the rear suspensions with nitrogen until the pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.

Blocks must be securely in place before lowering the frame. Check the blocks on the wheels to make sure they are in place. 5. Release the suspensions.

nitrogen

from

the

front

6. Release the suspensions.

nitrogen

from

the

rear

7. Attach a hoist to the lift eye at the top of the pivot eye to control downward movement of the front of the axle housing. 8. Disconnect the pivot eye bearing lube line. Remove the ground wire between the pivot eye and frame. 9. Remove capscrew lockwasher (3).

(2,

Figure

4-1)

and

FIGURE 4-1. PIVOT PIN ASSEMBLY 9. Bearing 1. Capscrew 10. Pivot Pin 2. Capscrew 11. Puller Holes 3. Lockwasher 12. Truck Frame 4. Capscrew 13. Spacer 5. Locknut 14. Bearing Retainer 6. Bearing Retainer 15. Sleeve 7. Pivot Eye 16. Locking Plate 8. Bearing Carrier NOTE: Some trucks may not be equipped with bearing carrier (8).

G04016 1/08

Rear Axle Mounting

G4-3

Installation 1. Raise pivot eye (7) into position. 2. Make sure that the inner race of the spherical bearing is aligned. 3. Install spacers (13). Install pin (10). 4. Position locking plate (16) by lining up the capscrews with the capscrew holes in the pin. Install the capscrews. 5. Rotate the pin and lock plate to align capscrews (2) with holes in frame mounting structure. a. Install capscrews (2) and lockwashers (3). b. Tighten capscrews (2) to 237 N•m (175 ft. lbs.). c. Tighten capscrews (1) to 2325 N•m (1715 ft. lbs.). 6. Install the ground wire and the lubrication line. Pressurize the lube line to ensure that bearing (9) receives grease. 7. Charge the front suspension as described in Section H, Oiling and Charging Procedures. 8. Charge the rear suspensions with nitrogen to fully extend the pistons. 9. Remove the blocks or stands from beneath the frame. 10. Release the nitrogen from the rear suspension and charge according to the procedure in Section H, Oiling and Charging Procedures.

Before removing the blocks from the wheels, make sure the parking brake is applied.

FIGURE 4-2. PIVOT EYE BEARING INSTALLATION

11. Remove the blocks from the wheels. 1. Pivot Eye Structure 2. Bearing Retainer 3. Bearing Carrier

4. Spherical Bearing 5. 12 Pt. Capscrew 6. Locknut

NOTE: Some trucks may not be equipped with bearing carrier (3).

G4-4

Rear Axle Mounting

1/08 G04016

PIVOT EYE BEARING

PIVOT EYE REPAIR

Removal

If damage occurs to pivot eye (4, Figure 4-3), it may be necessary to remove it from rear axle structure (1) to facilitate repair and bearing replacement.

1. Remove capscrews and locknuts (5 and 6, Figure 4-2). 2. Remove bearing retainers (2). 3. Setup an appropriate tool to press spherical bearing (4) from the pivot eye. 4. Inspect all parts for wear or damage. Replace any parts showing excessive wear or damage.

Spherical bearing outer race O.D.: 222.25 - 222.22 mm (8.7500 - 8.7488 in.)

Bearing bore I.D.: 152.37 - 152.40 mm (5.9990 - 6.0000 in.)

FIGURE 4-3. PIVOT EYE ATTACHMENT

5. If bearing carrier (3) is damaged or worn, refer to “Pivot Eye Repair” in this section for repair procedure. NOTE: Some trucks may not be equipped with bearing carrier (3).

1. Rear Axle Structure 2. Capscrew

3. Flat Washer 4. Pivot Eye

Removal 1. Follow all preceding instructions in Pivot Pin Removal. Make sure that axle housing (1) and the wheels are blocked securely. 2. Attach a lifting device to pivot eye (4). The weight of the pivot eye is 346 kg (762 lbs).

Installation 1. Set up an appropriate tool to press spherical bearing (4, Figure 4-2) into the pivot eye. Make sure that the bearing is centered and properly installed in the pivot eye to allow proper lubrication. 2. Install bearing retainers (2) using capscrews (5) and locknuts (6). Tighten the capscrews to the standard torque.

3. Remove capscrews (2) and flat washers (3). Remove the pivot eye. Disassembly 1. Remove spherical bearing (4, Figure 4-2) as described in Pivot Eye Bearing - Disassembly. 2. If bearing carrier (3) (if equipped) is damaged or worn, setup an appropriate tool to press the bearing carrier out of the pivot eye bore. Bearing carrier (new) (if equipped): I.D. = 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.) O.D.= 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.) 3. Inspect the pivot eye structure bore for excessive wear or damage. Pivot eye bore (new): 247.650 ± 0.013 mm (9.7500 ± 0.0005 in.) (pivot eyes equipped with bearing carrier) 222.164 ± 0.013 mm (8.7466 ± 0.0005 in.) (pivot eyes not equipped with bearing carrier)

G04016 1/08

Rear Axle Mounting

G4-5

ANTI-SWAY BAR

Assembly 1. Setup an appropriate tool to press bearing carrier (3, Figure 4-2) into the bore of the pivot eye structure. (Some trucks may not be equipped with the bearing carrier.)

NOTE: The anti-sway bar mounting arrangement is identical at each end.

NOTE: With parts to correct size, the fit of the bearing carrier into the bore of the pivot eye structure may be 0.025 - 0.08 mm (0.001 - 0.003 in.) interference fit. Freezing the bearing carrier will ease installation.

1. Position the frame and the rear axle housing to allow the use of a puller arrangement to remove pins (4, Figure 4-4) from the rear axle housing and frame.

Removal

2. Securely install blocking between the frame and the axle housing. 3. Disconnect the lubrication lines. 4. Position a fork lift or attach a lifting device to anti-sway bar (11). The weight of the anti-sway bar is 147 kg (325 lbs).

The lubrication groove in the bearing carrier outer diameter must be aligned with the lubrication fitting hole in the pivot eye structure. 2. Press the bearing carrier into the bore. Make sure that the carrier is pressed fully into the pivot eye bore (flush with the sides) to allow proper lubrication. 3. Install spherical bearing (4) as described in Pivot Eye Bearing - Assembly.

5. Remove capscrews (9) and locknuts (10) at each mount. 6. Attach a puller and remove pin (4) from each end of the anti-sway bar. 7. Remove the anti-sway bar from the mounting brackets. 8. Remove bearing spacers (6).

Installation 1. Make sure that the mating surfaces of axle housing (1, Figure 4-3) and pivot eye (4) are clean and not damaged. 2. Install an appropriate lifting device to the pivot eye. The weight of the pivot eye is 346 kg (762 lbs). 3. Lift the pivot eye into position on the front of the axle housing. Insert several capscrews (2) and flat washers (3) to align the parts. Remove the lifting device. 4. Install the remaining capscrews and flat washers. Tighten the capscrews alternately until the pivot eye is properly seated. Tighten the capscrews to 2325 ± 231 N•m (1715 ± 170 ft. lbs.). FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY 1. Mounting Structure 2. Capscrew 3. Lockwasher 4. Pin 5. Sleeve 6. Bearing Spacer

G4-6

Rear Axle Mounting

7. Retainer Ring 8. Bearing 9. Capscrew 10. Locknut 11. Anti-Sway Bar

1/08 G04016

Installation

Disassembly 1. Remove retainer rings (7, Figure 4-4) from the bores of both ends of anti-sway bar (11). 2. Press out spherical bearings (8).

Cleaning and Inspection 1. Inspect the bearing bores of the anti-sway bar. If the bores are damaged, repair or replace the anti-sway bar. 2. Inspect bearing spacers (6) for damage or wear. Replace as needed.

Assembly 1. Press new bearings into the anti-sway bar. 2. Install retainer rings (7). Make sure that the rings are properly seated in the grooves.

1. Place pin (4, Figure 4-4) into position at the front of the frame mount. Push the pin through spacer (6), and rotate the pin to align retaining capscrew (9) hole with the hole in mounting structure (1). 2. Raise the anti-sway bar into position. The weight of the anti-sway bar is 147 kg (325 lbs). 3. Push the pin through the spherical bearing, insert the second spacer and continue pushing into the other ear of the bracket. If necessary, realign the pin with the retainer capscrew hole. Install capscrew (9) and locknut (10). Tighten the locknut to 135 N•m (100 ft. lbs.). 4. Repeat the previous steps to install the remaining pin and spacers at the opposite end of the anti-sway bar. Start the pin into the bore of the axle housing mount from the rear of the truck. 5. Attach the lubrication lines. Pump grease into the bearing to verify that the line and the system are operational. 6. Remove the blocking from between the frame and the axle housing. 7. If necessary, recharge the suspensions. Refer to Section H, Oiling and Charging Procedures.

G04016 1/08

Rear Axle Mounting

G4-7

NOTES

G4-8

Rear Axle Mounting

1/08 G04016

SECTION G5 REAR AXLE HOUSING INDEX

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 Installation

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5

WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10 Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11 ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12

G05024

Rear Axle Housing

G5-1

NOTES

G5-2

Rear Axle Housing

G05024

REAR AXLE HOUSING REAR AXLE HOUSING Read and observe the following instructions before attempting any repairs on propulsion system components!

6. Verify that the steering accumulators have bled down by attempting to steer. The wheels should not turn. 7. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 8. Activate the battery disconnect switches. 9. Block the front wheels to prevent movement as brakes will be released.

• •

•

Do not step on or use any power cable as a hand hold when the engine is running. All removal, repair and installation of propulsion system electrical components, and cables must be performed by an electrical maintenance technician who is properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify that the propulsion system does not have dangerous voltage levels present before repairs are started.

After the truck is parked for the repairs, the truck must be shut down properly to ensure the safety of personnel working in the area of the wheel motors, control cabinet and retarding grids. The following procedure will ensure that the electrical system is properly discharged before repairs are started.

11. Close the shutoff valves on the hydraulic pumps to reduce the amount of oil loss from the brake system. Removal 1. Remove the dump body as outlined in Section B, Dump Body. Block up the truck and remove rthe ear tires as described in Section G, Tires and Rims. 2. Loosen the hose clamps and disconnect the wheel motor cooling air duct from the connection on the front center of the housing. 3. With the pump shutoff valves in the closed position, remove the drain plugs at the bottom of the brake assemblies and drain the oil from the disc brakes. 4. Disconnect the hydraulic hoses at manifold (4, Figure 5-1). Cap all fittings and plug all hoses to prevent contamination. 5. Remove the covers from access holes (17).

Preparation 1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make sure that the rest indicator light is illuminated. 3. Turn the key switch OFF. If the engine does not shut down, use the engine shutdown switch on the center console. 4. Place the GF cutout switch on the control cabinet in the CUTOUT position. 5. Verify that the link voltage lights are off. If they remain on longer than five minutes after shutdown, notify the electrical department.

G05024

10. Mark all electrical cables and hydraulic hoses before removal.

6. Remove the cable grips from wheel motor cables (7), air pressure sensor/rear light harness (8) and speed sensor harness (9). Slide the cable grips forward on the cables. 7. Remove the cable grip mounting cover and slide it forward in order to access to the brake cooling line clamp inside the axle housing. 8. Disconnect brake system cooling lines (2 & 10) at each brake back plate. Disconnect brake apply lines (11). Cap and plug all openings. 9. Remove clamps (3) that secure the brake hoses to the spindles. 10. Open the rear access cover and remove the wing nuts that secure the duct tube to the axle housing. Remove the tube. 11. Open the access covers inside the axle housing.

Rear Axle Housing

G5-3

12. Disconnect parking brake supply line (13). Disconnect and remove the right hand parking brake supply line at the tee. 13. Disconnect the air sensor hose from the duct. 14. Remove wheel motor cooling air exhaust duct (5) from between the wheel motors. 15. Disconnect wheel motor power cables (7) at the wheel motor terminals. Remove the cable clamps and pull the cables from the axle housing. 16. Disconnect air pressure sensor/rear light harness (8) inside the axle housing and remove the clamps. Disconnect speed sensor harness (9) connectors and remove the clamps. Pull both harnesses from the axle housing.

17. Remove the auto lube system hoses and clamps that are attached to the housing. Secure the hoses to the frame to prevent interference during axle housing removal. 18. Remove the rear suspensions. Refer to Section H, Rear Suspensions. 19. Remove the anti-sway bar. Refer to Section G, Rear Axle Housing Attachment. 20. Remove the pivot pin. Refer to Section G, Rear Axle Housing Attachment. 21. Remove the wheel motors as described later in this section. 22. Attach an overhead hoist or crane to the lifting eyes on the rear axle housing and move it from the rear of the frame.

FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS 1. Disc Brake Assembly 2. Brake Cooling Oil Return 3. Clamp 4. Manifold 5. Cooling Air Duct 6. Relay Valve

7. Wheel Motor Power Cables 8. Air Sensor/Rear Light Harness 9. Speed Sensor Harness 10. Brake Cooling Oil Supply 11. Brake Apply Line 12. LH Wheel Motor

13. Park Brake Line 14. RH Wheel Motor 15. Capscrew 16. Hardened Flatwasher 17. Access Hole

NOTE: Hose routing and clamping may differ slightly from the illustration.

G5-4

Rear Axle Housing

G05024

Installation

Cleaning and Inspection 1. Thoroughly clean the capscrew holes and wheel motor mounting faces. Re-tap any holes with damaged threads. 2. Check the wheel motor mounting faces for nicks, scratches and other damage. Inspect all welds and repair as necessary. 3. Inspect the pivot pin bearing. If worn or damaged, refer to Section G, Rear Axle Housing Attachment - Pivot Eye Bearing, for removal and repair instructions. 4. Inspect brake system relay valve (6, Figure 5-1) and the hoses for leaks. Inspect manifold (4) hose connections and repair any leaks and damaged hoses.

1. Position the axle housing under the frame. 2. Align the pivot pin bores and install the pivot pin. Refer to Section G, Rear Axle Housing Attachment. 3. Install the anti-sway bar. Refer to Section G, Rear Axle Housing Attachment. 4. Install the rear suspensions. Refer to Section H, Rear Suspensions. 5. Connect the auto lube system hoses and clamps. 6. Route wheel motor cables (7, Figure 5-1) into the housing and clamp them in place. Install the cable grip mounting plate and the cable grips. 7. Install speed sensor harness (9, Figure 5-1) through the housing. Install the cable grip. 8. Install air sensor/light harness (8) through the housing and clamp it in place. Install the connectors and the cable grip. 9. Install the wheel motors, cables, brake lines and tires as described later in this section. 10. Connect the hoses to manifold (4) at the front of the housing. 11. Install air duct (5). Close the duct inspection covers and install the duct tube in the rear opening of the axle housing. 12. Reconnect the wheel motor cooling air duct and clamp it securely. 13. Open the pump shutoff valves and service the hydraulic system.

G05024

Rear Axle Housing

G5-5

WHEEL MOTOR

8. Activate the battery disconnect switches.

Read and observe the following instructions before attempting removal of the wheel motors or any repairs on the propulsion system components!

9. Block the front wheels to prevent movement as brakes will be released. 10. Mark all electrical cables and hydraulic hoses before removal. 11. Close the shutoff valves on the hydraulic pumps to reduce the amount of oil loss from the brake system.

•

Do not step on or use any power cable as a hand hold when the engine is running.

•

All removal, repair and installation of propulsion system electrical components, and cables must be performed by an electrical maintenance technician who is properly trained to service the system.

•

In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify that the propulsion system does not have dangerous voltage levels present before repairs are started.

After the truck is parked for the repairs, the truck must be shut down properly to ensure the safety of personnel working in the area of the wheel motors, control cabinet and retarding grids. The following procedure will ensure that the electrical system is properly discharged before repairs are started. Preparation

Removal NOTE: If suitable equipment is available to lift the wheel motor assembly from the axle housing, it is not necessary to remove the truck body. The lifting equipment must be capable of lifting and supporting the weight of the complete wheel motor assembly. It must also be mobile and capable of aligning the wheel motor to the axle housing mounting flange during installation. If the wheel motor must be removed by use of a crane or overhead hoist, refer to Section B, Dump Body, for removal instructions. 1. Raise the rear of truck as described in this section until tires clear the ground. Use support stands or cribbing to block under the rear housing. 2. Remove the inner and outer wheels from the wheel motor. Refer to Section G, Tires and Rims, for instructions. Make sure that additional capscrews have been installed to provide support for the wheel motor transmission housing while the rear tires are removed.

1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light is illuminated.

3. With the pump shutoff valves in the closed position, remove the drain plug at the bottom of the brake assembly and drain the oil from the disc brake housing.

2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make sure that the rest indicator light is illuminated.

4. Remove the covers from access holes (17, Figure 5-1)

3. Turn the key switch OFF. If the engine does not shut down, use the engine shutdown switch on the center console. 4. Place the GF cutout switch on the control cabinet in the CUTOUT position. 5. Verify that the link voltage lights are off. If they remain on longer than five minutes after shutdown, notify the electrical department. 6. Verify that the steering accumulators have bled down by attempting to steer. The wheels should not turn. 7. Bleed down the brake accumulators using the manual bleed valves on the brake manifold.

G5-6

5. Disconnect brake system cooling lines (2 & 10) at the brake back plate. Disconnect brake apply lines (11). Cap and plug all openings. 6. Remove clamps (3) that secure the brake hoses to the spindles. 7. Open the rear access cover and remove the wing nuts that secure the duct tube to the axle housing. Remove the tube. 8. Open the access covers inside the axle housing. 9. Disconnect the parking brake supply line for the motor to be removed. Disconnect the air sensor hose if necessary. 10. Remove wheel motor cooling air exhaust duct (5) from between the wheel motors.

Rear Axle Housing

G05024

11. Disconnect wheel motor power cables (7) at the wheel motor terminals. Disconnect the speed sensor cable at the connector in the center of the housing. 12. Tie up cables and hoses as necessary to prevent damage during wheel motor removal.

Each complete wheel motor assembly weighs approximately 18,132 kg (39,975 lbs.). Make sure that the lifting device is capable of handling the load safely. 13. Attach the lifting device to the wheel motor assembly. Do not allow the lifting device to contact the brake housing. 14. Remove capscrews (15) and hardened flat washers (16) that secure the wheel motor to the rear housing. 15. Move the wheel motor assembly out of the axle housing. Be careful to prevent damage to the brake hoses if not removed previously. 16. Refer to the appropriate GE service manual for wheel motor repair instructions. Cleaning and Inspection 1. Thoroughly clean the capscrew holes and mounting faces of the rear housing and wheel motor. 2. Re-tap any holes with damaged threads. 3. Check the mounting faces of the wheel motor and rear housing for nicks, scratches and other damage. 4. Inspect brake system relay valve (6, Figure 5-1) and hoses for leaks. Inspect manifold (4) hose connections. Repair any leaks or damaged hoses.

High tightening force is required on wheel motor mounting capscrews. Repeated tightening will cause capscrew material to fatigue and break. DO NOT reuse wheel motor mounting capscrews and washers more than twice after original installation. The mounting hardware must be replaced after the third use. The following method is suggested to control the "3 Use" maximum: Punch mark the capscrew heads with a center punch after each tightening as follows: • Initial Installation . . . . . . . . . . . . . . . . . No marks • Second Installation . . . . . . . . . One punch mark • Third Installation . . . . . . . . . . . .Two punch marks Before installation, inspect each capscrew for any defects and the number of punch marks. Replace capscrews and washers if two punch marks are evident. Do not reuse a capscrew if any defect is suspected. Hardware showing signs of rust, corrosion, galling, or local yielding on any seat or thread surfaces should be replaced. Replace mounting hardware if the truck was operated with the wheel motors in a loose joint condition. Use only original Komatsu parts. The hardened flat washers used in this application are punched during the manufacturing process. Therefore, they must be assembled with the punch lip away from head of the mounting capscrews to prevent damage to the fillet between the capscrew head and shank. Refer to Figure 5-2.

5. Inspect the wheel motor power cables, terminals, cable grips, and clamps. Replace any cables or hardware that is worn or damaged.

All propulsion system power cables must be properly secured in non-ferrous cable cleats. If any clamps are cracked or broken, replace them with new parts. Inspect the cable insulation and replace the entire cable if the insulation is damaged.

G05024

Rear Axle Housing

FIGURE 5-2. MOUNTING HARDWARE 1. Washer

2. Capscrew

G5-7

Installation 1. Install two guide pins 180° apart in the rear housing.

When installing the wheel motors, make sure that the markings on both components line up. The top capscrew hole on the axle housing may also be determined by counting the holes in between the two sets of punch marks. The top hole on the axle housing should line up with the “CL” stamping on the wheel motor.

Each complete wheel motor assembly weighs approximately 18,132 kg (39,975 lbs.). Make sure that the lifting device is capable of handling the load safely. 2. Lift the wheel motor into position on the axle housing. Make sure that all cables and lines are clear before installation. If brake system hoses (2, 10, & 11, Figure 5-1) have not been removed, guide the hoses through the spindle holes during installation

The wheel motors must be properly aligned before installing them onto the axle housing. The wheel motor has markings which help determine installation orientation. Two sets of dimples are located at the 3 o’clock and 9 o’clock positions. A centerline symbol marks the 12 o’clock position of the wheel motor. Refer to Figure 5-4.

Punch Marks

FIGURE 5-3. AXLE HOUSING DIMPLE MARKINGS

The axle housing also contains dimples at the 3 o’clock and 9 o’clock positions next to the wheel motor mounting rings. Refer to Figure 5-3.

FIGURE 5-4. WHEEL MOTOR DIMPLE MARKINGS

G5-8

Rear Axle Housing

G05024

3. Install lubricated capscrews and flat washers securing wheel motor to rear axle housing. Snug up all capscrews until wheel motor is seated against axle housing flange at all points. Final tighten (alternating capscrews 180° apart) to 2007 N•m (1480 ft. lbs.). 4. Connect power cables (7, Figure 5-1) to their appropriate location on the wheel motor. Connect speed sensor cable.

All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged.

8. Connect the air sensor hose if removed. Install parking brake apply hose (13). 9. Install the inspection covers on access holes (17). 10. Install air duct (5). Close the duct inspection covers and install the duct tube in the rear opening of the axle housing. 11. Open the pump shutoff valves. 12. Check the wheel motor oil level. Rotate a magnetic plug to the 6 o’clock position and remove the plug. The oil level should be even with the bottom of the plug opening. Refer to Figure 5-5. Fill as necessary. 13. Check the hydraulic tank oil level before and after engine start-up and brake bleeding procedure. Service as necessary. 14. Bleed the brake apply line according to the bleeding procedure in Section J, Wet Disc Brake Assembly.

5. Connect brake apply line (11) to the port on the brake assembly back plate. 6. Using new O-rings, install the brake cooling lines. 7. To prevent cooling air loss, seal the gap around the brake cooling hoses (see sealant specification below) where the hoses pass through the spindle holes. Install clamps (3).

MASTIC SEALANT Vendor Product Name: •

Uniseal 310S Sealant

Description: •

2.00 in. wide x 0.125 in. thick x 120 in. long roll

Vendor Source: •

Uniseal 1800 W. Maryland Street Evansville, IN 47712

•

Other sources may throughout the world.

FIGURE 5-5. WHEEL MOTOR OIL LEVEL

be

available

15. Remove the temporary capscrews that were installed in the wheel motor transmission housing mounting flange. Install the tires and rims using the procedures outlined earlier in Section G. 16. Raise the truck and remove the support stands. Lower the truck and remove the jack.

G05024

Rear Axle Housing

G5-9

WHEEL MOTOR GEAR OIL Filtering Requirements Wheel motor gear oil must be changed (or filtered) every 500 operating hours or sooner if determined from oil sample analysis. Filtering synthetic oil for reuse is recommended, and can significantly extend the life of the oil. Due to their additive formulation, GE approved oils may last up to a year, or possibly longer. After a year, the synthetic oil must be analyzed by the oil manufacturer if continued use is desired. A 10 micron filter must be used for filtering the oil. Viscosity of filtered oil must be monitored by oil analysis to ensure proper lubrication. Viscosities below the condemning limit indicates entry of contamination that will affect the oil film and lubricating quality. The condemning limit for 680 oil, is 53cSt when tested at 100° C (212° F), and 588cSt at 40° C (104° F). This value can be used along with element tracking of phosphorus, calcium, and zinc to verify correct oil viscosity. Ensure the appropriate viscosity value is being maintained for the approved oil you are using. If the viscosity of the oil is below the acceptable limit, the oil should be rechecked. If the second test fails, dispose of the oil. Fill the wheel motor with new, GE approved oil. The contaminated oil should be properly disposed of according to local regulations.

If the viscosity of the oil is below the condemning limits, the oil may be contaminated with hydraulic oil. Make sure that all joints are properly sealed before filling the wheel motor with fresh oil. If hydraulic oil continues to contaminate the wheel motor, serious damage to internal components may result.

Particle Size Analysis When filtering synthetic oil for reuse, the oil must be monitored to determine when filtering is necessary. The process of monitoring the oil for this purpose is particle size analysis. The test consists of passing a beam of light through the oil as it passes through a clear tube. A computer analyzes the quantity and size of particles contained in the oil.

G5-10

Particles that are smaller than 5 microns in size are not large enough to cause any gear or bearing failures. Particles over 25 microns can damage bearings and must be filtered from the oil. General Electric (GE) recommends that the oil be tested according to the International Standards Organization's ISO Particle Analysis 4406. This standard documents the size and number of particles permitted in the lubricant. This is an extremely important measurement of the condition of the oil. An "ISO Cleanliness Code" is used to document the number and size of the contaminates that can be tolerated in a specific application of a lubricant. An example of an "ISO Cleanliness Code" would be 18/ 13. The first number (18 in this example) applies to the allowable number of particles between 5 - 15 microns in size. The second number (13 in this example) applies to the allowable number of particles between 15 - 25 microns. If the particle count identified by the "ISO Cleanliness Code" is exceeded or there are particles present larger than 25 microns, the oil should be filtered. GE recommends that a Cleanliness Code of 18/13 be used for motorized wheels. Oil qualified for reuse must be filtered to 10 microns absolute. If particle analysis yields a result of greater than 18 for the top number or greater than 13 for the lower number the motorized wheel oil should be filtered to 10 microns absolute. On occasion, one should check the results of the filtering process to assure the filtering process is yielding the desired results. Should the result be unacceptable, check the filter type, particle size, and condition prior to filtering again. Flushing The transmission of the wheel motor must be flushed using the same oil that is used in normal operation. The use of solvents or low viscosity oils are not acceptable. After flushing to remove contamination from the wheel motor, the transmission should be filled with new or filtered oil. A sample should be taken for analysis after 100 hours of operation. If results of the oil analysis are within the acceptance range, the wheel motor may return to the 250 hour interval for oil analysis. If the results of the analysis are not within the acceptance range, immediately contact your area GE or Komatsu service representative. Large quantities of loose material in the oil may be an indication of imminent wheel motor failure.

Rear Axle Housing

G05024

Oil Sample Analysis Spectrographic oil analysis results should be examined prior to sun pinion gear inspection. The trends of element parts per million (ppm) or sudden ppm element changes can estimate the present condition of the wheel motor and also predict the immediate future of the mechanical components within the wheel motor. While examining oil sample history, the most important characteristic to look for is a rapid increase in the presence of an element in the oil such as iron (Fe). Rapid changes in element content indicate that a component(s) may be deteriorating. In many cases oil analysis can help detect which component may be deteriorating and the cause of the failure. Oil sampling must be done every 250 hours of operation. The sample must be taken within a half an hour of truck shut down and within an hour of actual truck operation. Oil samples that are not taken under this stipulation will not convey an accurate measurement of wheel motor condition. When taking an oil sample, position one of the magnetic plugs in the six o’clock position on the wheel. Oil samples should be taken from this plugged hole using a flexible tube that is 18 in. (457 mm) in length. The tube must be inserted downward exactly 12 in. (305 mm) toward the bottom of the torque tube.

A gradual rise of elements between oil samples is normal. Only when a sharp increase occurs is there evidence that a mechanical failure is imminent. Levels of elements that indicate mechanical stress differ from element to element. Additionally, oil sampling criteria established for each element may differ at each mine site due to factors such as uphill or downhill hauling, grades, and speeds. Elements for the wheel motor that can be detected with oil analysis are iron (Fe), chromium (Cr), nickel (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc (Zn), and calcium (Ca). Monitoring and plotting levels of these elements should aid in identifying operational status of the wheel motor. Rapid changes or high levels of these elements are indicators that problems exist in the mechanical components. As stated above, some guidelines for analyzing oil samples can be given, but specific levels should be established at the operating mine site. The element type, maximum ppm, maximum spike allowable between 250 hour interval oil samples, oil sample indicators, and possible causes and actions are listed in the following charts. These charts provide basic guidelines for analysis of oil sampling information.

When a sample is extracted from the wheel motor and placed in a clear bottle, the appearance, as well as odor of the oil should be inspected. Note any burning smells or other odors typical of fatigued or contaminated oil. Check the oil for cloudiness, large particles, and filming. Any of these conditions indicate a problem.

G05024

Rear Axle Housing

G5-11

ELEMENT SPECIFICATION CHARTS

Element

Max ppm

Iron (Fe)

600

Max spike 200 100

Indications of oil samples If iron levels are high and other elements are slightly elevated:

Possible cause of elevated ppm's "Soft" iron contamination. Sources are likely to be casting material.

If iron levels are high and other elements ppm's are rising rapidly:

"Hard" iron contamination. Sources are likely to be bearing, gears, etc.

Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear or spalling per GE GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). If the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse criteria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil. This wheel should then be monitored closely and replaced if the iron level spikes again.

Element Chromium (Cr)

Max ppm

Max spike

10

7

Indications of oil samples If chromium is high and iron is high:

Possible cause of elevated ppm's A bearing failure is likely in progress.

Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.

Element

Max ppm

Max spike

Nickel (Ni)

10

5

Indications of oil samples Possible cause of elevated ppm's If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.

Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel should be removed from service, disassembled, and the bearings and gears inspected.

Element

Max ppm

Copper (Cu)

50

Max spike 15 20

Indications of oil samples If copper is high with iron high: If copper is high with other elements low:

Possible cause of elevated ppm's High iron will produce high copper from the thrust washers and bearings. A thrust washer is rapidly wearing with the likely cause of the sun pinion gear thrusting inboard or outboard.

Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper readings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter the oil and continue to monitor.

G5-12

Rear Axle Housing

G05024

Element

Max ppm

Max spike

Calcium (Ca)

40

20

Indications of oil samples If calcium, zinc, and phosphorus are high:

Possible cause of elevated ppm's Hydraulic oil has entered the drive train.

Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity

Element Zinc (Zn)

Max ppm 75

Max spike Indications of oil samples Possible cause of elevated ppm's 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train. 25 If zinc is high without high calcium and phosphorus:

High mechanical wear of components is occurring.

Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.

Element Max ppm Phosphorus 400 (P)

Max spike 150

Indications of oil samples If phosphorus, zinc, and calcium are high:

Possible cause of elevated ppm's Hydraulic oil has entered the drive train.

Action: If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.

Element

Max ppm

Silicon (Si)

50

Max spike 20 25

Indications of oil samples Possible cause of elevated ppm's If silicon is high with other elements high: High wear of components. If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel motor.

Action: Flush the wheel motor and monitor element levels. To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on, dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil, sample date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can be easily sent to equipment manufactures and gives required information to analyze the results of oil samples. Separate records for each wheel motor should be kept in this format.

Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.

G05024

Rear Axle Housing

G5-13

G5-14

Rear Axle Housing

G05024

SECTION H HYDRAIR® II SUSPENSIONS INDEX

FRONT SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1

OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

H01013

Index

H1-1

NOTES

H1-2

Index

H01013

SECTION H2 FRONT SUSPENSIONS INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 "Turn-Of-The-Nut" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7 MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10

H02013 03/05

Front Suspensions

H2-1

NOTES

H2-2

Front Suspensions

03/05 H02013

FRONT SUSPENSION 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 rear axle assembly. The front suspension cylinders consist of two basic components: a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. Check valves and orifice dampening holes control suspension travel to provide good ride qualities on haul roads under loaded and empty conditions.

Removal 1. Remove the front wheel and tire. Refer to Section G, Tires and Rims. 2. Remove the front wheel hub and spindle as covered in Section G, Front Wheel Hub and Spindle. 3. Remove the boot clamp and boot from the front suspension. 4. Discharge the nitrogen pressure from the suspension as follows: a. Remove the cap from charging valve (5, Figure 2-1).

The front suspension rods also act as kingpins for steering the truck.

b. Turn charging valve swivel nut (small hex) (2, Figure 2-2) counterclockwise three full turns to unseat the valve seal. DO NOT turn more than three turns. DO NOT turn large hex (3) (see DANGER below).

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.

c. Depress the valve stem until all nitrogen pressure has been relieved.

Wear a face mask or goggles. Make sure that only swivel nut (2) turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 5. After all nitrogen pressure has been relieved, loosen large hex (3) and remove the charging valve assembly. Discard the O-ring seal.

FIGURE 2-1. SUSPENSION CHARGING VALVE 1. Suspension Housing 2. Cap Structure 3. Pressure Sensor Port

H02013 03/05

4. Vent Plug 5. Charging Valve

FIGURE 2-2. CHARGING VALVE INSTALLATION 1. Valve Cap 2. Swivel Nut (Small Hex)

Front Suspensions

3. Charging Valve Body (Large Hex) 4. Vent Plug

H2-3

6. Place a suitable container under the suspension cylinder. Remove bottom drain plug (19, Figure 2-8) and allow the cylinder to drain completely. A properly charged front suspension cylinder contains 98 L (25.8 gal) of oil. NOTE: Front Hydrair® II suspensions are equipped with lower bearing retainer puller holes. If rod wiper, rod seals, bearing, O-ring and backup ring replacement is required, it is not necessary to remove the suspension from the truck. Refer to Minor Repairs (Lower Bearing & Seals) for bearing retainer removal and installation. 7. If major suspension rebuild is required, continue with the removal procedure.

Installation Use the following procedure for preparing the 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.

8. Attach a fork truck or suitable lifting device to the suspension. Secure the suspension to the lifting device.

The front Hydrair® II suspension weighs approximately 2790 kg (6150 lbs). Make sure that the lifting device to be used has a sufficient capacity to handle the load. 9. Remove capscrews (1, Figure 2-3). 10. Remove capscrews (8). 11. Remove capscrews (6) and spacers (9). 12. Move the suspension to a clean work area for disassembly. 13. Discard the suspension mounting capscrews, washers, and nuts.

FIGURE 2-3. SUSPENSION INSTALLATION 1. Capscrews, Washers 6. Capscrews, Washers 7. Piston 2. Nuts, Washers 8. Capscrew, Washers 3. Housing 9. Spacer 4. Mounting Surface 10. Nuts & Washers 5. Shear Key

H2-4

Front Suspensions

03/05 H02013

2. Inspect the suspension and frame mounting surfaces and spotfaces for flatness. The surface finish must not exceed 250 RMS (medium tool cut). Surface flatness must be within 0.254 mm (0.010 in.).

High tightening force is required to load front suspension mounting capscrews. Repeated tightening will result in capscrew fatigue and damage. DO NOT reuse mounting hardware (capscrews, hardened washers and nuts). Replace capscrews, washers and nuts after each use. Suspension mounting capscrews are specially hardened bolts to meet or exceed Grade 8 specifications. Replace only with bolts of correct hardness. Refer to the appropriate Komatsu parts catalog for the correct part numbers. .

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. 3. Lubricate the capscrew threads, capscrew head seats, washer faces, and nut seats with a rust preventive compound. Approved sources are: • AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Division of American Oil Company • RUSTOLENE Company

D

grease

from

Sinclair

FIGURE 2-4. INSTALLATION OF HARDENED FLAT WASHER 1. Hardened Flatwasher

2. Capscrew

NOTE: Special hardened flat washers are punched during the manufacturing process. When placed 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 Figure 2-4. 4. Use a fork truck or lifting device to lift the suspension into position on the truck. Ensure that shear key (5, Figure 2-3) is flush with the end of suspension keyway. Install 14 capscrews (1, 6 & 8) with hardened washers and nuts. A flat washer is used under each capscrew head and each nut. The four bottom holes require spacers (9). Snug each capscrew, but do not tighten fully at this time.

Oil

• GULF NORUST #3 from Gulf Oil Company • RUST BAN 326 from Humble Oil Company • 1973 RUSTPROOF from the Texas Company • RUST PREVENTIVE GREASE-CODE 312 from the Southwest Grease and Oil Company NOTE: If none of the rust preventive greases listed above are available for field assembly, use one of the following lubricants:

It is essential that proper thread engagement is achieved on front suspension mounting capscrews in order to ensure maximum joint strength between the suspension cylinder and the frame. Failure to achieve the recommended thread engagement may result in capscrew thread failure, leading to suspension failures.

• SAE 30 weight oil • 5% Molybdenum - Disulphide Grease

H02013 03/05

Front Suspensions

H2-5

FIGURE 2-5. MEASURING THREAD ENGAGEMENT

5. Measure thread engagement after installation of the front suspensions. The mandatory thread engagement requires the capscrew to extend more than 3.20 mm (0.125 in.) past the face of the nut. Refer to dimensions (C & D, Figure 2-5). If thread engagement does not meet the required specification, longer capscrews must be used. If it is necessary to use longer capscrews, all mounting capscrews at the affected suspension must be exchanged for longer, alternate capscrews.

H2-6

6. After thread engagement checks and adjustments have been performed, the capscrews are now ready for tightening using the "turn-of-the-nut" tightening procedure described on the following page. NOTE: The "turn-of-the-nut" tightening procedure was developed for high strength capscrews (grade 8 or better) in this joint application. Do not use this tightening method for other joints (unless specified) or with capscrews of lesser grade/size.

Front Suspensions

03/05 H02013

a. Mark a reference line on a corner of the hexagonal capscrew head or nut and the mounting surface opposite this corner, as shown. Then mark the position located 60° or 120° clockwise relative to the first reference line on the mounting surface. Refer to Figures 2-6 and 2-7.

"Turn-Of-The-Nut" Tightening Procedure 7. Tighten all 14 capscrews (1, 6 & 8, Figure 2-3) to 542 ± 5 N•m (400 ± 40 ft lbs). Use a torque wrench of known calibration. 8. Maintain this torque on the top two corner capscrews and the bottom, outer four capscrews (the bottom four capscrews without spacers).

b. To ensure that the opposite end of the turning member (either the capscrew head or nut) remains stationary, scribe a reference mark for this check.

9. Loosen the eight remaining capscrews and then tighten again using "turn-of-the-nut" tightening procedure as follows:

c. Each corner of a hexagon represents 60°. The turning member (either the capscrew head or nut) is turned until the marked corner is adjacent with the marked reference line. Ensure that the opposite end of the turning member has not turned during the tightening procedure.

10. For the four capscrews (1, Figure 2-3) at the upper mount, initially tighten the capscrews to 95 N•m (70 ft lbs), then advance the capscrew head 60° using Steps 10a through 10c. Refer to Figure 2-6.

NOTE: Do not exceed 4 RPM tightening speed. Do not hammer or jerk the wrench during the tightening procedure. 11. Loosen the top two corner capscrews (1) and the bottom outer four capscrews (8), (the bottom four capscrews without spacers). a. Tighten the top two corner capscrews to 95 N•m (70 ft lbs), then use "turn-of-the-nut" method to advance the capscrew heads 60°.

FIGURE 2-6. REFERENCE MARKS FOR 60 DEGREE ADVANCE

b. Tighten the bottom, outer four capscrews to 271 N•m (200 ft lbs), then use the "turn-ofthe-nut" method to advance the capscrew heads 120°.

152 mm (6.0 in.) Capscrews

For the bottom four capscrews (6, Figure 2-3), initially tighten the capscrews to 136 N•m (100 ft lbs), then advance the capscrew head 120° using Steps 10a through 10c. Refer to Figure 27.

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 the entire process, starting with cleaning and lubricating the capscrews, washers, and nuts. 12. Charge the suspension with dry nitrogen to fully extend the suspension piston before installing the front wheel hub and spindle. 13. Install spindle, wheel and tire according to instructions in Section G.

FIGURE 2-7. REFERENCE MARKS FOR 120 DEGREE ADVANCE 355 mm (14.0 in.) Capscrews

H02013 03/05

14. Service the suspension. For instructions refer to Section H, Oiling and Charging Procedures. 15. Install the suspension boot and secure it with the boot clamp.

Front Suspensions

H2-7

MINOR REPAIRS (LOWER BEARING & SEALS) Removal - Bearing Retainer If only rod wiper, rod seals, bearing, O-ring and backup rings are to be replaced, refer to the following steps for lower bearing retainer removal. 1. Remove lower bearing retainer capscrews and hardened washers (20 & 21, Figure 2-9). Install pusher bolts into the tapped holes in the retainer flange. 2. Tighten the pusher bolts evenly and prepare to support the bearing retainer as it exits the suspension housing. Remove retainer assembly (18). 3. Remove wiper (29), rod seal (28), step seal (27), O-ring (22), backup ring (23) and lower bearing insert (24).

Installation - Bearing Retainer 1. Install new rod seal (28, Figure 2-9), step seal (27) and rod wiper (29).

When installing backup rings with rod seal (28) and step seal (27), make sure that the radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 2-9. FIGURE 2-8. PISTON ROD REMOVAL 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in the lower bearing retainer (18). Install new bearing (24). NOTE: Backup rings must be positioned toward the flange of bearing retainer as shown in Figure 2-10. 3. Install temporary guide bolts to ensure bolt hole alignment as the bearing retainer is seated. Lift lower bearing retainer (18) assembly into place and carefully start it into the suspension housing. 4. Install capscrews and hardened washers (20 & 21). Tighten the capscrews to 678 N•m (500 ft lbs). 5. Install the wheel, tire and spindle assembly. Refer to Section G for installation instructions.

H2-8

Front Suspensions

1. Capscrew 2. Hardened Flat Washer 3. Capscrew 4. Hardened Flat Washer 5. Upper Bearing Retainer 6. Housing 7. Piston 8. Mounting Holes 9. Steel Ball (2 each) 10. Roll Pin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring & Backup Ring 16. Cap Structure

03/05 H02013

FIGURE 2-9. FRONT SUSPENSION 1. Housing 2. Cap Structure 3. Capscrew 4. Hardened Washer 5. O-Ring 6. Backup Ring 7. Capscrew 8. Hardened Washer 9. Charging Valve Assembly 10. Vent Plug 11. Plug (Pressure Sensor Port) 12. Upper Bearing Retainer 13. Piston Stop 14. Nut

H02013 03/05

Front Suspensions

15. Roll Pin 16. Steel Check Ball 17. Piston 18. Lower Bearing Retainer 19. Plug 20. Capscrew 21. Hardened Washer 22. O-Ring 23. Backup Ring 24. Lower Bearing 25. Key 26. Upper Bearing 27. Step Seal 28. Rod Seal 29. Rod Wiper

H2-9

MAJOR SUSPENSION REBUILD Disassembly NOTE: Refer to your Komatsu distributor for Hydrair®II suspension repair information and instructions not covered in this manual. 1. With the suspension held in a vertical position (end cap up), remove capscrews (1, Figure 2-8) and hardened washers (2). Attach a hoist to end cap structure (16) and lift the end cap out of suspension housing (6) until piston stop (12) contacts upper bearing retainer (5). Remove capscrews (3) and hardened washers (4). Lift the cap structure and bearing from the housing. 2. Remove roll pin (10), nut (11), piston stop (12) and key (13). Separate the cap and bearing. Remove O-rings and backup rings (15). Remove bearing (14).

When installing backup rings with rod seal (28) and step seal (27), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 2-9. 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in bearing retainer (18). NOTE: Backup rings must be positioned toward bearing retainer bolt flange as shown in Figure 2-10.

3. Rotate the suspension 180°. NOTE: Steel balls (9) will fall free when the housing is rotated. 4. Attach a lifting device to piston (7) and carefully lift it out of the housing. 5. Remove capscrews and washers (20 & 21, Figure 2-9). Install pusher bolts and remove lower bearing retainer (18). 6. Remove and discard rod seal (28) step seal (27) and rod wiper (29). Remove and discard Orings (22) and backup rings (23). Remove lower bearing (24). FIGURE 2-10. BACK-UP RING REPLACEMENT Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean Hydrair®II suspension oil. Refer to the Oil and Nitrogen Specifications Chart in Section H, Oiling and Charging Procedures.

Use care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly. 1. Install new rod seal (28, Figure 2-9), step seal (27), and rod wiper (29).

H2-10

1. O-Ring 2. Backup Ring

3. Bearing Retainer

3. Install lower bearing (18, Figure 2-9) into the lubricated suspension housing. Install capscrews and hardened lockwashers (20 & 21) through the bearing flange and into the tapped holes in the housing. Tighten the capscrews to 678 N•m (500 ft lbs). 4. Install new backup rings and O-rings (15, Figure 2-8) in the end cap grooves. Backup rings must be positioned toward the flange on the end cap. 5. Install new bearing (14) on upper bearing retainer (5). 6. Slide the upper bearing retainer assembly over cap structure rod (16).

Front Suspensions

03/05 H02013

7. Install key (13) and piston stop (12) on the cap structure rod. Make sure that the piston stop is fully seated against the rod shoulder. Install locknut (11) against the piston stop. Tighten the locknut 1/2 turn further until the hole for roll pin (10) is in alignment. Install roll pin (10).

10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With the suspension housing in a vertical position, carefully lower the piston rod and end cap assembly into the bore of the cylinder housing to its fully retracted position

8. Attach a lifting device to the top side of the end cap assembly. Lower the assembly down on piston (7). Insert steel balls (9) in the holes in the piston before fully seating the bearing on top of the piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly.

11. Install capscrews and hardened washers (1 & 2) and tighten to 678 N•m (500 ft lbs).

9. Install upper bearing retainer (5) onto the piston rod. Secure the bearing in place with new capscrews (3) and hardened washers (4). Tighten the capscrews to 678 N•m (500 ft lbs). NOTE: Always use new capscrews (3, Figure 2-8) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation.

H02013 03/05

12. Install bottom plug (19, Figure 2-9) and tighten to 17 N•m (13 ft lbs). NOTE: If the suspension is to be stored, put in one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put back into service. 13. Install the charging valve and new O-ring (5, Figure 2-1). Lubricate the O-rings with clean Hydrair® suspension oil before threading into the end cap. Tighten the charging valve (large hex) to 23 N•m (17 ft lbs).

Front Suspensions

H2-11

NOTES

H2-12

Front Suspensions

03/05 H02013

SECTION H3 REAR SUSPENSIONS INDEX

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 SUSPENSION CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7 SUSPENSION PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9

H03020 1/08

Rear Suspensions

H3-1

NOTES

H3-2

Rear Suspensions

1/08 H03020

REAR SUSPENSIONS The Hydrair® II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components: a suspension housing attached to the frame and a suspension rod attached to the rear axle housing.

The Hydrair® II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled, these parts must be handled with extreme care to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.

FIGURE 3-1. REAR SUSPENSION INSTALLATION 1. Suspension Cylinder 2. Mud Flap

H03020 1/08

3. Mounting Pin

Rear Suspensions

H3-3

SUSPENSION CYLINDER

2. Remove charging valve cap (1, Figure 3-2) loosen swivel nut (4) (small hex) on the charging valve, and turn it counterclockwise three full turns to unseat the valve seal. Connect the charging kit.

Removal

TABLE 1. TOOL LIST FOR SUSPENSION PIN REMOVAL Part Number

Description

Quantity

EJ2847

Pin Removal Tool

2

EJ2848

Cylinder

1

EJ2849

Hand Pump

1

EJ2850

Shackle

2

MM0093

Capscrew - M16 x 2 x 70

4

1. Remove capscrews, washers, and mud flap (2, Figure 3-1) from the suspension.

Make sure that only swivel nut (4) turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 3. If necessary, charge the suspension to be removed with dry nitrogen until the rod is exposed approximately 127 mm (5 in.). 4. Place stands or cribbing under the truck frame at each hoist cylinder mount. 5. Open the valve on the suspension charging kit to release nitrogen from the suspension. Disconnect the charging kit. 6. Disconnect the lubrication pressure sensor cable.

lines

and

the

7. Position a fork lift under the suspension housing above the lower mounting pin. Secure the suspension to the fork lift.

The rear Hydrair II suspension weighs approximately 883 kg (1947 lbs). Make sure that the capacity of the lifting device used is sufficient for lifting this load. NOTE: The mounting arrangement for the top and bottom pins is identical. 8. Remove locking capscrew (4, Figure 3-3) from the lower suspension pin that is to be removed. The locking capscrew on the other cylinder must remain installed. FIGURE 3-2. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer

H3-4

6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring

9. Install pin removal tool (1) to each lower pin using the capscrews listed in Table 1. Tighten the capscrews to 240 ± 24 N•m (177 ± 17 ft lbs). 10. Attach both shackles (2) to cylinder (3). 11. Attach each shackle to pin removal tool (1), as shown.

Rear Suspensions

1/08 H03020

FIGURE 3-3. REAR SUSPENSION PIN REMOVAL TOOL 1. Pin Removal Tool 2. Shackle

3. Cylinder 4. Locking Capscrew

FIGURE 3-4. SUSPENSION MOUNTING PIN Typical, top & bottom 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retainer Ring

6. Bearing 7. Capscrew 8. Washer 9. Sleeve

12. Apply pressure to the cylinder using the hand pump (not shown).

Do not exceed 10 tons of force when applying pressure to the cylinder. Damage to the tool or suspension components may result, as well as personal injury to maintenance personnel.

13. When the cylinder reaches the end of its stroke, remove one of the shackles from the cylinder and connect the cylinder shackle directly to the pin removal tool. This is necessary to pull the pin the remaining distance. 14. Remove the pin from the lower mounting. 15. Install the tool on the upper pin and repeat the pin removal process. 16. Remove the cylinder from the truck. 17. If it is necessary to remove the remaining rear suspension cylinder, insert the pins back into the upper and lower mountings. 18. Secure the pins using locking capscrews (4), and repeat the removal process.

H03020 1/08

Rear Suspensions

H3-5

Disassembly

Installation 1. Inspect mounting bore sleeves (9, Figure 3-4) and the bearing spacers for damage and wear. Check the fit of the pins in the bores before installing the suspension. Replace worn or damaged parts. 2. Secure the suspension to the fork lift and raise it into position. The suspension assembly should be retracted as far as possible before installation. 3. Position the top suspension eye and spherical bearing between the ears on the frame, as shown in Figure 3-4. Orient the cylinder so that the charging valve faces the opposite suspension cylinder, as shown in Figure 3-1. 4. Lubricate all pin-to-bearing and pin-to-sleeve contact surfaces with anti-seize compound. Lubricating the pin surfaces aids in removal and installation, as well as prevention of rust and corrosion. 5. Align the retaining capscrew hole in pin (1, Figure 3-4) with the hole in the mounting bore. Drive in the pin far enough to hold pin in position. 6. Insert spacer (4) and continue to drive in the pin through the spherical bearing. Insert the remaining spacer and continue to drive in the pin until the retaining capscrew hole is aligned with the hole in the pin. 7. Install capscrew (2) and locknut (3). Tighten to 203 N•m (150 ft lbs). If further alignment of the capscrew and hole are necessary, install a pin removal tool onto the pin. Use the tool in conjunction with a large pipe wrench or other suitable device to align the locking capscrew holes.

NOTE: The suspension should be placed in a fixture which will allow it to be rotated 180° vertically. Place the suspension in the fixture with the rod end down.

To avoid possible injury, wear a face mask or goggles while relieving nitrogen gas pressure. 1. Depress the charging valve stem to ensure that all nitrogen gas pressure has been released before removing the charging valve. 2. Remove charging valve cover (16, Figure 3-5). Remove charging valve (17). Remove and discard the charging valve O-ring. 3. Remove pressure sensor (15). 4. With the suspension in a vertical position (piston rod down), remove drain plug (18) and drain the suspension oil. A properly charged rear suspension cylinder contains 54.5 L (14.4 gal) of oil. 5. Rotate the cylinder 180°. Remove capscrews (6) and washers (7). Lift piston rod (9) from housing (1). 6. Remove bearing retainer (5) from the piston. Remove bearing (4). Remove the seals, the Oring and backup ring from bearing retainer (5). Discard the O-ring and backup ring. 7. Remove bearing (3) from the piston. 8. If spherical bearings (6, Figure 3-3) require replacement, remove retaining rings (5), and press the bearing from the cylinder bore.

8. Adjust the piston rod height until the lower mount bearing aligns with the bore in the rear axle housing, and repeat the above procedure to install the bottom pin. Mounting components in the top and bottom joints are identical. 9. Install the nitrogen charging kit, and add nitrogen to raise the frame off the stands or cribbing. A lifting device may also be used. 10. Connect the lubrication lines and the pressure sensor. 11. Service the suspension. For instructions, refer to Section H, Oiling and Charging Procedures. 12. Install mud flap (2, Figure 3-1) with the capscrews, flat washers, and lockwashers.

H3-6

Rear Suspensions

1/08 H03020

Assembly

Cleaning and Inspection 1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation, such as trichlorethylene, acetone or laquer thinner.

When using cleaning agents follow the solvent manufacturer's instructions.

Assembly must be performed in a clean, dust free work area. All parts must be completely clean, dry and free of rust or scale. Lubricate all interior parts and bores with fresh suspension oil. Refer to the Oil and Nitrogen Specifications Chart in Section H, Oiling and Charging Procedures. 1. If removed, install spherical bearing (6, Figure 3-3) in the eye of the piston rod and cylinder housing. 2. Install retaining rings (5) to secure the bearings.

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 Komatsu distributor for repair information and instructions not covered in this manual.

3. Install wiper seal (12, Figure 3-5), double lip seal (11), buffer seal (10), O-ring (13) and backup ring (14) onto bearing retainer (5). NOTE: Refer to the seal installation illustration and details (Figure 3-5) for proper orientation. 4. Install rod bearing (4). 5. Slide piston bearing (3) onto the lubricated piston rod. 6. With the lubricated housing (1) held in a vertical position, slide the piston assembly partially into the housing. Slide retainer (5) onto the housing and fasten with capscrews (6) and washers (7). Tighten the capscrews to standard torque. Use care during piston installation to prevent damage to machined and chrome surfaces. NOTE: If the suspension is to be stored, fill with one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put back into service. 7. Install a new O-ring onto the charging valve, and install the charging valve onto the cylinder. Tighten the large hex of the charging valve to 23 N•m (17 ft lbs). If a new charging valve is being used, tighten the swivel nut to 15 N•m (11 ft lbs), then loosen and retighten the swivel nut to 15 N•m (11 ft lbs). Loosen the swivel nut again, and retighten it to 6 N•m (50 in lbs). Install the valve cap finger-tight. 8. Install the charging valve, pressure sensor, and plugs. 9. Install cover (16) onto the suspension. 10. Pressure test the suspension. Refer to Suspension Pressure Test later in this section.

H03020 1/08

Rear Suspensions

H3-7

FIGURE 3-5. REAR SUSPENSION ASSEMBLY 1. Housing 2. Vent Plug 3. Piston Bearing 4. Rod Bearing 5. Bearing Retainer 6. Capscrew

H3-8

7. Hardened Washer 8. Mud Flap 9. Piston Rod 10. Rod Buffer Seal 11. Rod Double Lip Seal 12. Wiper Seal

Rear Suspensions

13. O-ring 14. Backup Ring 15. Pressure Sensor 16. Cover 17. Charging Valve 18. Drain Plug

1/08 H03020

SUSPENSION PRESSURE TEST The suspension assembly should be tested for leakage after rebuild procedures are completed. If leakage occurs, the cause of the leakage must be identified, and repaired before the suspension is installed on the truck.

4. Pressurize the suspension with air or nitrogen to 7585 ± 1380 kPa (1100 ± 200 psi). 5. Maintain pressure for a minimum of 20 minutes and check for bubbles at the following locations: • Housing bearing/housing joint • Piston/piston seal area • Charging valve and plugs

The entire suspension assembly must be placed in a containment device that will keep the suspension piston in the retracted position and prevent it from extending during pressurization. Make sure that the containment device is capable of withstanding the applied force. 1. Collapse the suspension until the piston is fully retracted in the housing. 2. Make sure that the charging valve and all plugs are installed. Attach the pressurization line to the charging valve. 3. Place the suspension assembly in a containment device and submerge the entire assembly in the water tank.

H03020 1/08

6. After the test is complete, remove the assembly from the water tank and release the air or nitrogen pressure. DO NOT remove the charging valve from suspension. 7. Remove the suspension from the containment device. 8. Coat any exposed, unpainted areas with rust preventive grease. 9. Store the suspension in a collapsed position to protect the piston chrome surface until it is installed on a truck.

Rear Suspensions

H3-9

NOTES

H3-10

Rear Suspensions

1/08 H03020

SECTION H4 SUSPENSION OILING AND CHARGING PROCEDURES INDEX

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7 Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7 Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9 OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10

H04016 12/07

Oiling And Charging Procedures

H4-1

NOTES

H4-2


12/07 H04016

SUSPENSION OILING AND CHARGING PROCEDURE GENERAL

Equipment List

These procedures cover the oiling and charging of Hydrair® II suspensions on Komatsu 930E dump trucks.

•

Hydrair Charging Kit

•

Jacks and/or Overhead Crane

•

Support Blocks for: Oiling Height Dimensions (Front and Rear) Charging Height Dimensions (Front Only)

•

Hydrair Oil (See Specifications Chart)

•

Friction Modifier (See Specifications Chart)

•

Dry Nitrogen (See Specifications Chart)

Suspensions which have been properly charged will provide improved handling and ride characteristics while also extending the fatigue life of the truck frame and improving tire wear. NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Additions to truck weight by adding body liners, tailgates, water tanks, etc, should be considered part of the payload. Keeping the truck GVW within the specification shown on the Grade/ Speed Retard chart in the operator cab will extend the service life of the truck main frame and allow the Hydrair II suspensions to produce a comfortable ride.

Installation of Charging Kit 1. Assemble the charging kit as shown in Figure 41, and attach it to a container of pure dry nitrogen (8). 2. Remove the protective covers and charging valve caps from the suspensions. 3. 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 and/or damage if improperly handled. Follow all safety instructions, cautions, and warnings provided in the following procedures to prevent any accidents during oiling and charging. Proper charging of Hydrair II suspensions requires that three basic conditions be established in the following order: 1. The oil level must be correct. 2. The suspension piston rod extension for nitrogen charging must be correct. 3. The nitrogen charge pressure must be correct. For best results, Hydrair II suspensions should be charged in pairs (fronts together and rears together). If rear suspensions are to be charged, the front suspensions should be charged first. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the Specifications Charts at the end of this section. NOTE: Setup dimensions in the Specifications Charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.

H04016 12/07

FIGURE 4-1. HYDRAIR CHARGING KIT NOTE: The arrangement of parts may vary from the illustration depending on the kit part number. 1. “T” Handle Valve 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas Container


H4-3

4. Make sure that outlet valves (3) and inlet valve (4) are closed (turned completely clockwise).

Support Blocks For Oiling And Charging Dimensions

5. Turn the swivel nut (small hex) on the charging valve three full turns counterclockwise to unseat the valve.

Before starting the oiling and charging procedures, supports should be fabricated to maintain the correct exposed piston rod extensions.

6. Attach charging valve adapters (2) to each suspension charging valve stem. 7. Turn "T" handles (1) clockwise. This will depress the core of the charging valve and open the gas chamber of the suspension. 8. Open both outlet valves (3). NOTE: By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together. Removal of Charging Kit 1. Close both outlet valves (3). 2. Turn "T" handles (1) counterclockwise to release the charging valve cores. 3. Remove charging valve adapters (2) from the charging valves. 4. Tighten the swivel nut (small hex) on the charging valve. If a new charging valve is being used, tighten the swivel nut to 15 N•m (11 ft. lbs.), then loosen and retighten the swivel nut to 15 N•m (11 ft. lbs.). Loosen the swivel nut again and retighten to 6 N•m (50 in. lbs.). Install the valve cap finger-tight. 5. Install the charging valve caps and protective covers on both suspensions.

H4-4

Nitrogen charging support blocks for the rear suspension are no longer necessary. However, oiling blocks are necessary to properly set the oiling height. Exposed piston rod extensions are specified for both oil level and nitrogen charging for Hydrair II suspensions. These dimensions are listed in the tables below Figures 4-2 and 4-5. Measure the dimensions from the face of the cylinder gland to the machined surface on the spindle at the front suspension. At the rear suspension, measure from the face of the cylinder gland to the piston flange. Support blocks may be made in various forms. Mild steel materials are recommended. Square stock or pipe segments at least 25 mm (1 in.) may be used. The blocks must be capable of supporting the weight of the truck during oiling and charging procedures while avoiding contact with plated surfaces and seals on the suspension. Refer to Figure 4-2 for front suspension support block placement and Figure 4-4 for rear support block placement.


12/07 H04016

FRONT SUSPENSION

All Hydrair II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging.

3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, the suspension should have collapsed slowly and be seated solidly on the support blocks. Remove the top fill plug next to the charging valve (see Figure 4-2).

1. Park the unloaded truck on a hard, level surface. Apply the parking brake and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. Front Suspension Oiling

Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the Specifications Charts at the end of this section. 1. Position and secure oiling height dimension blocks 180° apart to provide stability (see Figure 4-2). When nitrogen pressure is released, the suspensions will lower and rest on the blocks. Ensure that the blocks do not mar or scratch the plated surfaces of the pistons or damage wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. 2. Remove the charging valve cap. Turn the swivel nut (small hex) counterclockwise three full turns to unseat the valve seal. DO NOT turn the large hex. The charging valve body has a bleeder groove in its mounting threads, but for safety of all personnel, the valve body must not be loosened until all nitrogen pressure has been released from the suspension.

H04016 12/07

FIGURE 4-2. FRONT SUSPENSION

FRONT SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT

CHARGING HEIGHT

*CHARGING PRESSURE

25.4 mm (1.0 in.)

**299 mm (9.0 in.)

2930 kPa (425 psi)

* with standard Rock Body ** For trucks utilizing extreme duty front suspensions, the charging height is 195 mm (7.5 in.). Note: If the truck starts to lift off the blocks before charging pressure is attained, STOP CHARGING.

4. Fill the suspension with clean Hydrair oil (with 6% friction modifier) until the cylinder is full to the top of the fill plug bore. Use drip pans and clean all spillage from the outside of the suspension. Allow the suspension to settle for at least 15 minutes to clear any trapped nitrogen and bubbles from the oil. Add more suspension oil if necessary. Install a new O-ring on the fill plug and install the plug.


H4-5

Front Suspension Nitrogen Charging

Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Make sure that all personnel are clear of the lift area before the lift is started. Clearances under the truck may be suddenly reduced. 1. If removed, install the charging valve with new O-ring (9, Figure 4-3). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (6) (large hex) to 23 N•m (17 ft. lbs.). Swivel nut (4) (small hex) must be unseated by turning it 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 the Specifications Chart at the end of this section. 3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit earlier in this section. 4. Charge the suspensions with nitrogen gas to 50.8 mm (2 in.) greater than the charging height listed in Figure 4-2. Close inlet valve (4, Figure 4-1). 5. Remove the oiling blocks from the suspensions and install the nitrogen charging blocks. Secure the blocks to prevent accidental dislodging. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals when installing the blocks. 6. Remove the center hose from manifold (6). 7. Open inlet valve (4) until the pressure drops below the pressure listed in Figure 4-2, then close the valve. 8. Install the center hose to manifold (6). 9. Charge the suspensions to the pressure listed in Figure 4-2. DO NOT use an overcharge of nitrogen to lift the suspensions off the charging blocks.

FIGURE 4-3. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer

6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring

10. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. 11. Close outlet valves (3). Remove the charging kit components. Refer to Removal of Charging Kit earlier in this section. 12. If the charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N•m (50 in. lbs.).

H4-6


12/07 H04016

13. If a new charging valve is being used, tighten the swivel nut to 15 N•m (11 ft. lbs.), then loosen and retighten the swivel nut to 15 N•m (11 ft. lbs.). Loosen the swivel nut again and retighten to 6 N•m (50 in. lbs.). Install the valve cap finger-tight. 14. Install the protective guard over the charging valve. 15. Raise the truck body in order to extend the front suspensions, allowing for removal of the nitrogen charging blocks. Make sure that sufficient overhead clearance exists before raising the body. If the suspensions do not extend after raising the body, turn the steering wheel from stop to stop several times. If the suspensions still do not extend enough to allow for removal of the blocks, use a crane or floor jacks to raise the truck and remove the blocks. The front Hydrair suspensions are now ready for operation. Visually check piston extension with the truck both empty and loaded. Record the extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.

REAR SUSPENSION

All Hydrair II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging. 1. Park the unloaded truck on a hard, level surface. Apply the parking brake and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves and the rubber covers from the suspension piston. Rear Suspension Oiling

Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the Specifications Charts at the end of this section. 1. Position and secure the oiling blocks in place so the blocks are seated between the frame and the rear axle housing (see Figure 4-4). A block should be used on both the left and right sides of the truck. 2. Remove charging valve cap. Turn the swivel nut (small hex) counterclockwise three full turns to unseat the valve seal. DO NOT turn the large hex. The charging valve body has a bleeder groove in its mounting threads, but for safety of all personnel, the valve body must not be loosened until all nitrogen pressure has been released from the suspension.

H04016 12/07


H4-7

FIGURE 4-4. OILING BLOCK INSTALLATION 1. Main Frame 2. Oiling Support Block

3. Rear Axle Housing

3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, loosen and remove the fill plug. The suspension should have collapsed slowly as gas pressure was released. The weight of the truck is now supported by the support blocks.

FIGURE 4-5. REAR SUSPENSION 1. Main Frame 2. Charging Valve 3. Rear Axle Housing

NOTE: A plastic tube can be used to help bleed off trapped air inside the piston. 4. Remove the vent plug, pressure sensor, and charging valve (see Figure 4-5). Use one of the open ports to fill the suspension with clean Hydrair oil (with 6% friction modifier). Fill until clean oil seaps from the open ports. Use drip pans and clean all spillage from the outside of the suspension. Allow the suspension to settle for at least 15 minutes to clear any trapped nitrogen and bubbles from the oil. Add more suspension oil if necessary.

REAR SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT

CHARGING HEIGHT

*CHARGING PRESSURE

53 mm (2.1 in.)

218 mm (8.6 in.)

1296 kPa (188 psi)

* Charging pressures are for reference only and may vary depending on body weights.

5. Install the vent plug and pressure sensor onto the suspension. 6. Install a new O-ring onto the charging valve. Lubricate the O-ring with clean Hydrair oil. 7. Install the charging valve onto the suspension. Tighten valve body (6, Figure 4-3) to 23 N•m (17 ft. lbs.).

H4-8


12/07 H04016

5. Slowly release gas until the suspensions match the charging height listed in Figure 4-5.

Rear Suspension Nitrogen Charging

6. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. Lifting equipment must be of sufficient to lift the truck weight. Make sure personnel are clear of lift area before started. Clearances under the truck suddenly reduced.

capacity that all lifting is may be

Make sure that the automatic apply circuit has not applied the service brakes during truck maintenance. If the front brakes are applied during rear suspension charging, the axle cannot pivot for frame raising/lowering, and the rear suspension may be unable to move up or down. 1. If removed, install charging valve with new Oring (9, Figure 4-3). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (6) (large hex) to 23 N•m (17 ft. lbs.). Swivel nut (4) (small hex) must be unseated by turning it counterclockwise three full turns.

7. Make sure that both of the suspension cylinders are extended the same distance ± 10 mm (0.39 in.). If the difference in the extension from side to side exceeds this amount, check the front suspensions for equal extension. Adjust the front suspensions as necessary. NOTE: A low left front suspension will cause the right rear suspension to be high. A low right front suspension will cause the left rear suspension to be high. 8. Close outlet valves (3). Remove the charging kit components. Refer to Removal of Charging Kit in this section. 9. If the charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N•m (50 in. lbs.). 10. If a new charging valve is being used, tighten the swivel nut to 15 N•m (11 ft. lbs.), then loosen and retighten the swivel nut to 15 N•m (11 ft. lbs.). Loosen the swivel nut again and retighten to 6 N•m (50 in. lbs.). Install the valve cap finger-tight. 11. Install the protective guards over the charging valves. Install the rubber covers over the piston rods.

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 the Specifications Chart at the end of this section.

The rear Hydrair suspensions are now ready for operation. Visually check piston extension with the truck both empty and loaded. Record the extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.

3. Install Hydrair charging kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit in this section. 4. Charge the suspensions with nitrogen gas to 38 mm (1.5 in.) greater than the charging height listed in Figure 4-5.

H04016 12/07


H4-9

OIL AND NITROGEN SPECIFICATIONS CHARTS HYDRAIR® II OIL SPECIFICATIONS Ambient Temperature Range

-34.5°C & above (-30°F & above)

Part No.

Approved Sources

VJ3911 (need to add 6% of AK3761)

Sunfleet TH Universal Tractor Fluid Mobil 424 Chevron Tractor Hydraulic Fluid Mobil D.T.E. 15 Conoco Power Tran III Fluid Petro Texaco TDH Oil Canada Duratran Fluid AMOCO ULTIMATE Motor Oil Shell Canada Donax TDL 5W-30

AK4063

Suspension Oil (premixed with 6% Friction Modifier)

AK4064

-48.5°C & above (-55°F & above)

5 Gallon container 55 Gallon container

VJ5925 (need to add 6% of AK3761)

Emery 2811, SG-CD, 5W-30 Mobil Delvac I, 5W-30

Petro Canada Super Arctic Motor Oil, 0W-30 Conoco High Performance Synthetic Motor Oil, 5W-30

AK4065

Suspension Oil (premixed with 6% Friction Modifier)

5 Gallon container

AK4066

55 Gallon container

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.

FRICTION MODIFIER

FRICTION MODIFIER Mixing Instructions (94% Suspension Oil, 6% Friction Modifier)

Part Number

Suspension Oil

Amount of Friction Modifier to add

AK3761 (5 Gallon container of 100% Friction Modifier)

1 gallon of suspension oil

add 7.7 oz.

5 gallons of suspension oil

add 38.4 oz.

55 gallons of suspension oil

add 3.3 gal.

NITROGEN GAS (N2) SPECIFICATIONS HYDRAIR®

Nitrogen gas used in II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas

H4-10

Property

Value

Nitrogen

99.9% Minimum

Water

32 PPM Maximum

Dew Point

-55°C (-68°F) Maximum

Oxygen

0.1% Maximum


12/07 H04016

SECTION J BRAKE CIRCUIT INDEX

BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1

BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1

WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

J01027

Index

J1-1

NOTES

J1-2

Index

J01027

SECTION J2 BRAKE CIRCUIT INDEX

SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3

PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5

BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5

SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6

WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6

J02038 1/07

Brake Circuit

J2-1

NOTES

J2-2

Brake Circuit

1/07 J02038

BRAKE CIRCUIT The Komatsu truck is equipped with an all-hydraulic actuated wet disc service brake system. The brake system utilizes Type C-4 hydraulic oil provided by the brake/steering pump from the main hydraulic tank for brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through the hoist valve. A disc type parking brake, located in the rear axle housing, is attached to each wheel motor. The fundamental function of the brake system is to provide an operator with the the necessary control for stopping the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that Komatsu feels are necessary for safe truck operation: • Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure so that proper action can be taken to stop the truck before the secondary system is exhausted of its power. • Provide secondary brake circuits so that any single failure leaves the truck with sufficient stopping power. • Automatically apply the service brakes if low pressure warnings are ignored and pressures continue to decrease. • Provide a wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. • Provide a spring-applied parking brake for holding (not stopping) the truck during periods other than loading or dumping. • The brake system should be easy to diagnose and service.

The following brake circuit description should be used in conjunction with the hydraulic brake system schematic located in Section R. The brake system consists of several major valve components: the foot-operated dual circuit treadle valve, hydraulically-operated dual relay valves, brake manifold and two accumulators. The dual circuit treadle valve is the only component located in the operator's cab. The dual relay valve for the front brakes, the brake manifold, and the electrical components are located in the hydraulic brake cabinet behind the cab (See Figure 2-1).

J02038 1/07

The dual relay valve for the rear brakes is located in the rear axle housing. The two accumulators are mounted on the frame rail, behind the right front tire. The brake manifold contains dual circuit isolation check valves, accumulator bleed down valves, and valves for the brake lock, parking brake and automatic apply functions. All of these components are screw-in cartridge type valves. There are two independent means of brake actuation provided for the operator: the service brake/retarder pedal and the wheel brake lock switch. Additionally, the brakes will apply automatically if the brake system supply drops below a predetermined pressure.

SERVICE BRAKE CIRCUIT This portion of the system provides the operator with the precise control that is necessary to modulate (feather) brake pressure to slowly stop the truck or develop full brake effort to stop as quickly as possible. The heart of this circuit is the foot-operated dual circuit treadle valve. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes. There are two valves in the dual brake valve. One supplies pressure to a dual relay valve to provide apply pressure for the brakes on the front axle. The other supplies pressure to a dual relay valve to provide apply pressure for the brakes on the rear axle. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers fluid from its respective accumulator to the dual relay valves, which deliver fluid to the wheel brakes at a pressure proportional to both pedal position and force. The further the pedal is depressed, the higher the brake force, which gives the operator a very positive feel of control. Brake accumulators have two functions: storing energy for reserve braking in the event of a failure and providing rapid oil flow for good brake response. Depressing the brake pedal also actuates the stop light pressure switch, which in turn actuates the brake light on top of the cab, the stop/tail lights on the rear axle housing and the propulsion interlock.

Brake Circuit

J2-3

FIGURE 2-1. HYDRAULIC BRAKE CABINET 1. Dual Relay Valve 2. Hoist Pilot Valve 3. Relief Valve (Hoist Power Down) 4. Brake Lock Shuttle Valve 5. Brake Manifold 6. Brake Oil Supply Pressure Test Port (SP3) 7. Rear Brake Accumulator Bleed Valve 8. Automatic Apply Valve 9. Front Brake Accumulator Bleed Valve 10. Parking Brake Solenoid Valve (SV2) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)

J2-4

13. Brake Lock Solenoid Valve (SV1) 14. Parking Brake Release Pressure (PK2) 15. Low Accumulator Test Port (LAP1) 16. Low Brake Pressure Switch 17. Parking Brake Pressure Switch 18. Automatic Brake Apply Solenoid Valve (SV3) 19. Junction Manifold 20. Stop Light Pressure Switch 21. Brake Lock Degradation Switch 22. Rear Brake Pressure Test Port (BR) 23. Front Brake Pressure Test Port (BF)

Brake Circuit

1/07 J02038

PARKING BRAKE CIRCUIT The parking brakes are spring applied and hydraulically released. Whenever the parking brake solenoid is de-energized, a spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank. Normal Operation (key switch ON, engine running) • Directional control lever in PARK Automatic brake apply solenoid (18, Figure 2-1) is energized, causing all four service brakes to apply. After one second, parking brake solenoid (10) is de-energized. The oil pressure in the parking brake lines returns to tank and the springs in the parking brake will apply the brake. Parking brake pressure switch (17) will close, completing a path to ground and illuminating the parking brake light on the overhead panel. After 0.5 second, the automatic brake apply solenoid is de-energized, causing the service brakes to release. • Directional control lever in F, R, or N Parking brake solenoid (10, Figure 2-1) is energized. The oil flow is routed from the parking brake solenoid to the parking brake pistons for release. The parking brake circuit is protected against accidental application by monitoring a wheel motor speed sensor to determine truck ground speed. The parking brake will not apply until the truck is virtually stopped. This eliminates parking brake damage and will extend brake adjustment intervals.

If 24 volt power to the parking brake solenoid is interrupted, the parking brake will apply at any vehicle speed. The spring in the solenoid will cause it to shift, opening a path for the oil pressure in the parking brake line to return to tank, and the springs in the parking brake will apply the brake. Parking brake pressure switch (17) will close, completing a path to ground, illuminating the parking brake light on the overhead panel and interrupting propulsion.

BRAKE LOCK CIRCUIT The primary function of the brake lock is to provide a means for the operator to hold the vehicle while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a secondary means of stopping the truck in the event of a brake valve malfunction. By turning on the dash mounted wheel brake lock switch, brake lock solenoid valve (13, Figure 2-1) and pressure reducing valve (12) will apply unmodulated pressure oil at 13,800 kPa (2000 psi) to fully actuate the rear brakes. Shuttle valve (4) in the rear brake line provides the independence from the brake treadle valve for brake application.

If the key switch is turned OFF, the parking brake will not apply until vehicle speed is less than 0.5 km/h (1/ 3 mph). If a loss of hydraulic supply pressure occurs with the directional control lever in F, R, or N, the parking brake solenoid will still be energized. The supply circuit that lost pressure is still open to the parking brake pistons. To prevent parking brake pressure oil from returning to the supply circuit, a check valve in the parking brake circuit traps the oil, holding the parking brake in the released position. NOTE: Normal internal leakage in the parking brake solenoid may allow leakage of the trapped oil to return back to tank and eventually allow parking brake application.

J02038 1/07

Brake Circuit

J2-5

SECONDARY BRAKING AND AUTOMATIC APPLY

WARNING CIRCUIT

A fundamental function of the secondary brake system is to provide reserve braking in the event of any single failure. For this reason, the system is divided into multiple circuits, each with its own isolation check valve, accumulators, and circuit regulator. The secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle valve, then the brake lock becomes the secondary system. Otherwise, either of the two brake circuits would be the secondary system. The brake accumulators perform two functions: provide rapid flow for good response and store energy for secondary braking. The check valves ensure that this energy is retained if a failure should occur in the brake system supply or an accumulator circuit. An additional check valve, located between the supply line from the brake/steering pump and the brake manifold, provides additional protection against pressure loss if the oil supply is interrupted. If a failure occurs in the pump, steering, or either brake accumulator circuit, a low brake pressure warning light located on the overhead panel in the cab will illuminate, and an audible alarm will sound, indicating that the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is lower than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by the automatic apply valve (PS1) located in the brake manifold. This valve senses the lower brake accumulator pressure. When the pressure is less than 11,400 kPa (1650 psi), the valve shifts, operating the brake treadle valve hydraulically which, in turn, applies pressure to the dual relay valves, applying all the brakes.

The brake warning circuit is equipped with a low brake pressure warning light on the overhead panel and an audible alarm in the cab to alert the operator to low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems. See Figure 2-1 for the following component references. • Brake Warning Relay When the brake lock switch is turned on, the brake warning relay is energized and switches the electrical connection from the terminal to the brake lock degradation switch. When the brake lock switch is turned off, the relay is de-energized and switches the connection from the brake lock degradation switch to the terminal. • System Supply Pressure Switch Located on the pump pressure sensing manifold. When system supply pressure drops below 15,800 kPa (2300 psi), the low steering pressure light, low brake pressure warning light and buzzer will turn on. • Low Brake Pressure Pressure Switch (16) Located on brake manifold (5). When the accumulator with the lower pressure falls below 12,700 kPa (1850 psi), the low brake pressure warning light and buzzer will turn on. • Brake Lock Degradation Switch (21) Located on junction manifold (19) in the hydraulic components cabinet. When the brake lock switch is turned on, brake lock solenoid (13) and the brake warning relay are energized. The brake warning relay switches the electrical connection from the terminal to the brake lock degradation switch. If the brake lock apply pressure is less than 6900 kPa (1000 psi), a path to ground will be completed and the low brake pressure warning light and buzzer will turn on.

Regardless of the nature or location of a failure, sensing the lowest brake accumulator circuit pressure ensures two to four full brake applications after the low brake pressure warning light and alarm activate and before automatic apply activates. This allows the operator the opportunity to safely stop the truck after the warning occurs.

J2-6

Brake Circuit

1/07 J02038

FIGURE 2-2. BRAKE VALVE 1. Actuator Cap 2. Adjustment Collar 3. Nut 4. Actuator Plunger 5. Wiper Seal 6. Poly-Pak Seal Assembly 7. Glyde Ring Assembly 8. Regulator Springs (B1) 9. Plunger Return Spring 10. Spring Seat 11. Spool Return Spring (B1) 12. Regulator Sleeve (B1) 13. Regulator Spool (B1) 14. Reaction Plunger (B1) 15. Base Plate 16. Reaction Plunger (B2) 17. Regulator Sleeve (B2) 18. Regulator Spool (B2) 19. Spool Return Spring (B2) 20. Regulator Springs (B2) 21. Staging Seat A. Adjustment Collar Maximum Pressure Contact Area B. Automatic Apply Piston Area C. PX Port D. Tank Port E. Reactionary Pressure Area F. Brake Apply Port G. Orifice H. Supply Port Note: B1 - Rear Brakes B2 - Front Brakes

J02038 1/07

Brake Circuit

J2-7

Refer to Figure 2-3 for the brake lines that connect to the rear axle housing. NOTE: If hoses (4) and (8) are switched, the rear brakes will be slow to apply and slow to release.

FIGURE 2-3. REAR BRAKE HOSES 1. BS - Left & Right Brake Cooling Oil Supply 2. LBR - Left Brake Cooling Return Line 3. T - Return To Tank 4. P1 - Pressure Inlet From Accumulator 5. RBR - Right Brake Cooling Return Line 6. RBP - Right Brake Pressure Test Port 7. LBP - Left Brake Pressure Test Port 8. PX - Pilot Inlet/Brake Apply Line 9. PB - Parking Brake

J2-8

Brake Circuit

1/07 J02038

SECTION J3 BRAKE CIRCUIT COMPONENT SERVICE INDEX

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8 BRAKE VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12 Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-13 Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16 DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18 Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18 BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-20

J03037 12/06

Brake Circuit Component Repair

J3-1

Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 Accumulator Precharging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27 Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28 RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . J3-29 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Lever Adjustments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29 Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30

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12/06 J03037

BRAKE CIRCUIT COMPONENT SERVICE BRAKE VALVE

Rebuild Criteria

The brake pedal assembly combines the dynamic retarding control with service brake control functions.

If any one of the following conditions exist, the brake valve should be removed and repaired:

As the pedal is depressed, the first portion of pedal travel actuates an internal potentiometer which provides an electrical signal to the propulsion system, signalling a request by the operator for retarding. The electrical signal is modulated as the operator continues to depress the pedal, increasing the level of retarding effort from minimum to maximum. Further pedal depression after maximum retarding request is achieved results in service brake application from minimum to maximum when the pedal is fully depressed. A slight increase in pedal resistance can be felt when service brake actuation occurs. Additionally, indicator lights on the overhead panel in the cab will turn on as dynamic retarding is applied. A second light will turn on when the service brakes are applied.

• Excessive cam rock in the pedal actuator. • Any sign of external leakage. • Internal leakage at the tank port must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the “P1” and “P2” inlet ports. • Tank port leakage must be less than 250 cc/ minute with the valve pilot or manual applied at 18,960 kPa (2750 psi) system pressure. • Failure of the pedal to return to the full release position. • The valve holds pressure when in the neutral position. • Varying output pressure with the pedal fully depressed.

NOTE: The following information discusses the operation, test and repair of the hydraulic brake valve assembly only. Refer to Section E for information concerning the retarding control portion of the pedal. The brake valve is a pressure modulating valve that is actuated mechanically through the brake pedal in the operator cab or hydraulically through automatic apply valve (2, Figure 3-1) in the hydraulic brake cabinet. The brake valve controls the pressure delivered to the front and rear service brake dual relay valves which provide the apply pressure for the front wheel and rear wheel disc brake assemblies. Apply pressure can be modulated from zero to maximum braking effort by use of the foot pedal. FIGURE 3-1. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)

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Removal

5. Disconnect the retarder pedal harness.

NOTE: If the brake valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in the disassembly and assembly procedures. Minor repairs and service adjustment may not require the removal of the brake valve.

6. Remove capscrews (1, Figure 3-2) and lockwashers (2) that secure brake valve assembly (3) to the mounting structure. 7. Slide the brake valve assembly downward and remove it from the cab. Move the brake valve assembly to a clean work area for disassembly. Installation

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators. 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (3, Figure 3-1) to bleed down the brake accumulators. 3. Remove the access panel at the front of the operator cab. 4. Tag and remove all hydraulic lines from the brake valve. Plug all lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port “PX”.

1. Place brake valve assembly (3, Figure 3-2) into position in the cab and secure it with capscrews (1) and lockwashers (2). Tighten the capscrews to the standard torque. 2. Remove the plugs from the brake valve assembly and hydraulic lines. Install all fittings and connect the lines securely to the brake valve assembly. NOTE: Before checking the brake valve operation, the steering system must have the proper nitrogen precharge in the steering accumulators. Refer to Section L, Hydraulic System, for the steering accumulator precharge procedure. Also, the air must be bled from the brake system lines and the brake accumulators must be precharged with nitrogen. Refer to Accumulator Charging Procedure later in this section. 3. Connect the retarder pedal harness to the truck harness. 4. With the engine off and the key switch OFF, open both brake accumulator bleed down valves (1) and (3, Figure 3-1). Precharge both brake accumulators to 9650 kPa (1400 psi). Refer to Accumulator Charging Procedure later in this section. NOTE: For best performance, charge the accumulators in the temperature conditions that the vehicle is expected to operate in. During the precharge, allow the temperature of the nitrogen gas to come into equilibrium with the ambient temperature. 5. Close both accumulator bleed down valves after the accumulators have been properly charged.

FIGURE 3-2. BRAKE VALVE REMOVAL 1. Capscrews 2. Lockwashers

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3. Brake Valve

6. Start the engine. Partially apply the brakes and open the supply plug at each wheel to the bleed air from brake lines and brakes. Close the supply plug after the bubbles disappear. Refer to Wet Disc Brake Bleeding Procedure later in this section for additional information. 7. Check for oil leaks at the brake valve.


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Disassembly 1. If not already removed, remove electronic retard pedal (16, Figure 3-3) from the brake pedal by removing pivot shaft (8). NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All items must be placed back into the bores from which they were removed.

1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft 9. Shim 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew

2. Match mark each section of the brake valve before disassembly. 3. Drain the oil from all ports of the brake valve by rotating the valve over a suitable container. 4. Secure the brake valve in an upright position in a vice. 5. Remove brake pedal actuator (17) by removing retainer clips (2), then removing pivot shaft (3) with a punch and hammer.

16. Electronic Retard Pedal 17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut

FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL

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6. Remove four button head allen screws (3, Figure 3-4) that secure boot retainer plate (4). 7. Remove boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting it from the valve body.

16. Remove base plate (27). 17. With the valve upright, retaining plug (26) should fall out. If the plug does not fall out, lightly tap the valve body to dislodge the plug. NOTE: Spools (8), reaction plungers (16) and (17), and spool return springs (15) may fall out at this time. Keep the parts separate so they can be installed in the same bores from which they were removed. "B1" reaction plunger (16) is larger than "B2" reaction plunger (17). 18. Remove O-ring (25) from the counterbore in the base of the valve body. Discard the O-ring. 19. With the controller upright on the work bench, hold the valve with one hand and push "B1" actuator plunger (2) down with the other hand until regulator sleeve (14) becomes loose. 20. Repeat the Step 19 to loosen the "B2" regulator sleeve. 21. Turn the valve on its side on the work bench and remove both regulator sleeves (14) from the valve body.

FIGURE 3-4. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate

5. Capscrew 6. Actuator Base 7. Threaded Insert

8. Remove capscrews (31, Figure 3-5) and plate (30). 9. Remove and discard O-ring (22) and face seals (23). 10. Loosen the locknuts on actuator plunger (2). Loosen the socket head capscrew from adjustment collars (1). 11. Unscrew and remove the adjustment collars. 12. Remove two socket head capscrews (5, Figure 3-4) that retain actuator base (6) to the valve body. 13. Remove the actuator base from the valve body. 14. Remove the controller from the vice.

NOTE: Throughout the following steps, it is important to keep the circuits and circuit components identified as to which side of the unit they came from. For a given circuit, all the components have a tolerance stack which could vary. Keep the "B1" and "B2" parts separate. Springs (5) and (6) are also different in the "B1" and "B2" bores. 22. Remove regulator spools (8), reaction plungers (16) and (17), and spool return springs (15) from regulator sleeves (14). 23. Remove plunger return springs (4), regulator springs (5) and (6), and spring seats (7) from the valve body. 24. Remove actuator plungers (2) by pushing down (toward the bottom of the valve) on the actuator plunger with your hand until the actuator plunger slides out. 25. Remove Glyde ring assembly (3) from the actuator plunger. 26. Remove O-rings (10), (12), and (13), and teflon backup rings (9) and (11) from the regulator sleeves. Discard the O-rings and backup rings. 27. Remove wiper seals (18), poly-pak seals (20), and orange backup rings (19) from the actuator section of the valve. Discard the seals and backup rings.

15. Remove four capscrews (29, Figure 3-5) and washers (28) from the base of the valve.

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FIGURE 3-5. BRAKE VALVE 1. Adjustment Collar 2. Actuator Plunger 3. Glyde Ring Assembly 4. Plunger Return Spring 5. Regulator Springs 6. Regulator Springs 7. Spring Seats 8. Regulator Spool

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9. Backup Ring 10. O-Ring 11. Backup Ring 12. O-Ring 13. O-Ring 14. Regulator Sleeve 15. Spool Return Spring 16. Reaction Plunger (B1)

17. Reaction Plunger (B2) 18. Wiper Seal 19. Backup Ring 20. Poly-Pak Seal 21. Valve Body 22. O-Ring 23. Face Seals 24. Set Screw Orifice Plug


25. O-Ring 26. Retaining Plug 27. Base Plate 28. Washer 29. Capscrew 30. Plate 31. Capscrew

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Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect plunger (2, Figure 3-5) for wear on the sides where it moves through the seals. If axial grooves are seen or if any wear is apparent, replace the plunger. 3. Place regulator spool (8) into its sleeve (14). Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set. 4. Inspect each spring carefully for cracks and breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect threaded inserts (7, Figure 3-4) in actuator base (6). If any of the threads are damaged, the inserts must be replaced.

3. Apply a thin bead of Loctite® Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends. The rounded ends must not be sealed to allow the boot to “breathe”. 4. Carefully position the cap into the new boot groove. Wipe off any excess glue. 5. Position the boot so that it conforms to the contour of the cap, then set it aside. The adhesive requires about 30 minutes to cure. Valve Body Seal Installation 1. Install poly-pak seal (3, Figure 3-6) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure that the internal O-ring is still seated inside the poly-pak seal and did not get dislodged during installation. Position the polypak seal to the bottom of the groove.

6. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep the components protected from contamination.

Assembly Actuator Base Threaded Inserts 1. If any threaded inserts (7, Figure 3-4) were removed from actuator base (6), position the actuator base upside down on the work bench and support it directly under each of the four mounting holes. 2. Install the threaded inserts into the actuator base by tapping lightly with a small hammer until the insert flanges become flush with the actuator base. To avoid breaking the base, make sure that the base is supported. 3. Thoroughly clean the actuator base and set it aside. Boot and Cap 1. Examine boot (2, Figure 3-4) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. 2. If damaged, remove the boot from actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by using a knife or suitable scraper to scrape the lip where the cap contacts the boot. Clean the cap thoroughly to remove all adhesive or particles of the old boot.

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FIGURE 3-6. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal


4. Backup Ring 5. Wiper Seal 6. Actuator Base

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3. Install orange backup ring (4) on top of the polypak seal. Start it by hand and then continue to work into the groove either by hand or by using an O-ring installation tool. 4. Install wiper seal (5) in the top counterbore. Position the seal in the groove so that the register lip is facing up toward the actuator. 5. Repeat Steps 1- 4 for the second bore.

Actuator Plunger O-Ring Installation 1. Install an O-ring (3, Figure 3-5) into the O-ring groove located at the large diameter end of actuator plunger (2). 2. Install a split Glyde ring (3) over the O-ring. Twist and squeeze the split Glyde ring into a small circle before installing it to ensure a tight fit over the O-ring. 3. Repeat Steps 1 and 2 for the second plunger.

Regulator Sleeve O-Ring Installation 1. Install O-ring (2, Figure 3-7) onto the smallest groove (on the top) of regulator sleeve (3). Install O-ring (5) onto the middle groove on the regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator sleeve. 2. Install split nylon backup ring (4) onto each side of O-ring (5) located in the middle of the regulator sleeve. 3. Install one split nylon backup ring behind O-ring (2) located at the top end of the sleeve. (This Oring is the smallest of the three O-rings.) Position the backup ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest outside diameter. 4. Repeat Steps 1-3 for the second regulator sleeve.

Assembly of Valve NOTE: Start with either side (circuit) of the valve and build that side complete through Step 4 before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed. 1. Lightly lubricate actuator plunger Glyde ring (3, Figure 3-5). 2. Install “B1” actuation plunger (2) into the “B1” circuit. Be careful not to damage or cut the Glyde ring during installation. Observe the Glyde ring assembly through the tank port as the plunger is being installed. (Refer to Figure 3-8) It may be necessary to work the Glyde rings past the sharp edge in the body to prevent damage to the seal. Ensure that the actuation plunger is completely seated and bottomed.

FIGURE 3-8. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body

3. Glyde Ring 4. Sharp Edges

FIGURE 3-7. SLEEVE SEAL PLACEMENT 1. Backup Ring 2. O-Ring 3. Regulator Sleeve

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4. Backup Ring 5. O-Ring 6. O-Ring


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3. Repeat Steps 1 and 2 for the “B2” actuation plunger.

12. Install spool return spring (15) into regulator spool (8).

4. Install the plunger return spring (4, Figure 3-5), regulator springs (5) and (6), and spring seat (7) into the appropriate circuit. If spring seat does not seat correctly on top of the control spring, lightly shake the valve to correctly position the spring seat.

13. Insert reaction plunger (16) or (17) into the regulator spool.

5. Lightly lubricate regulator spool (8).

16. Lightly lubricate large retainer plate O-ring (25) and install it into the counterbore in the bottom end of the valve.

6. Install the regulator spool into the regulator sleeve (14). The spherical end of the spool should be at the top of the regulator sleeve. The top of the sleeve is the end with the smallest outside diameter. 7. Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set. 8. Remove the spool from sleeve before installing the sleeve into the valve body. 10. Lightly lubricate O-rings (10), (12) and (13) on the regulator sleeve. 11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure that the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push the sleeve into the bore until the sleeve retaining flange at the base of the sleeve contacts the valve body.

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14. Install regulator spool (8) into regulator sleeve (14). 15. Repeat Steps 6 - 14 for the second circuit.

17. Install retainer plug (26) into the counterbore on the bottom of the valve. Make sure that the steps on the retainer plug are facing the counterbore or toward the top of the valve. 18. Install base plate (27) on top of the retainer plug. Tighten four allen screws (29) evenly, alternating diagonally, in order to evenly seat the regulator sleeve assembly. Then tighten the screws to a final torque of 16 - 17 N·m (140 150 in lbs). 19. Using a new O-ring (22, Figure 3-5) and seal (28), install plate (30) on valve body. 20. Install actuator base (6, Figure 3-4) on top of the valve. Be sure to position it properly for correct port direction. Install and tighten two socket head capscrews (5) to 20 - 21 N·m (180 - 190 in lbs). 21. Screw adjustment collars (1, Figure 3-5) onto the top of actuator plungers (2). Screw them all the way down until they bottom on the threads.


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BRAKE VALVE BENCH TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test and adjust the brake valve. • Three 20,680 kPa (3000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18,960 kPa (2750 psi) • Hydraulic test stand (Refer to Figure 3-9)

• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports P1, P2, B1 and B2. . . . . . 3/4 in., #8 SAE Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.

FIGURE 3-9. TEST BENCH SETUP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve

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5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shutoff Valves


9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve

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Brake Valve Output Pressure Adjustment

Test Setup Procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever. Refer to Figure 3-9. 2. Attach the pilot input supply pressure to the pilot port labeled “PX” on the rear of the valve. 3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled “P1” and “P2”. 4. Attach the tank return line to the O-ring port labeled “T” on the rear of the valve. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20,680 kPa (3000 psi). Connect all ports according to the diagram shown in Figure 3-9. All ports must be used and connected.

1. Install the pedal pivot shaft in the actuator base by itself without installing the pedal assembly. 2. By placing a screwdriver or pry bar under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 3-9. 3. Gradually apply pressure on each circuit one at a time to check for leaks around the plunger. Make sure that the adjustment collar is screwed all the way down on the threads. 4. “B1” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B1” is 17,235 ± 517 kPa (2500 ± 75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.

All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.

5. “B2” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B2” is 17,235 ± 517 kPa (2500 ± 75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.

Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure.

6. Tighten the set screws in the adjustment collars to 3 - 4 N·m (25 - 30 in lbs). The entire plunger may have to be rotated to get to the set screws.

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.

7. Check the pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust.

6. Start the hydraulic pump and regulate output pressure to 18,960 kPa (2750 psi) at pressure gauge (3). Pressure gauges (7) and (10) should read zero. 7. Pilot supply circuit pressure must also be 18,960 kPa (2750 psi).

8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5, Figure 3-9) and opening needle valve (4). Read the pressure on gauges (7) and (10). Close valve (4) and open valve (5). The pressure gauges should read zero. 9. Recheck the pressures after cycling. If they have changed, re-adjust the pressures.

8. Return line pressure during this test is not to exceed 34 kPa (5 psi). 9. Test the valve with ISO 32 grade hydraulic oil at 49° ± 3° C (120° ± 10° F).

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Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body before the final test and adjustment. Refer to Installation of Brake Pedal Actuator to Brake Valve. NOTE: The final test and adjustment procedure can also be performed with the brake valve installed in the truck. Install the gauges at the “B1” and “B2” diagnostic test connectors in the brake cabinet. 1. Reinstall the brake valve with the actuator pedal attached on the test stand according to the previous Test Setup Procedure. 2. With the test stand pump adjusted for 18,960 kPa (2750 psi) or with the engine running and the brake system supply pressure at or above 18,960 kPa (2750 psi), depress the pedal as quickly as possible. The pressure on the output circuits must reach at least 17,235 ± 517 kPa (2500 ± 75 psi) at port “B1” and port “B2” within one second. Measurement of time begins the moment force is applied to move the pedal. 3. With “B1” and “B2” plugged into a strip chart recorder (if available), check the modulation by slowly applying pressure until the maximum pressure is reached. Make sure that the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. The pressures must remain within specification at “B1” and “B2” for 20 seconds. 4. Adjust set screw (21, Figure 3-3) until the set screw is not touching the actuator cap. Apply Loctite® 242 to the adjustment screw before setting the deadband.

11. If the pressures are not within specifications, readjust the set screw. If the pressure is within specifications, apply a few drops of Loctite® to the jam nut. 12. Check for internal leakage at port “T”. Leakage must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the “P1” and “P2” inlet ports. 13. “T” port leakage must be less than 250 cc/ minute with valve pilot pressure or manually applied. Installing Brake Pedal Actuator Assembly to Brake Valve 1. Install jam nut (22, Figure 3-3) and set screw (21) into brake pedal actuator (17). 2. Insert nylon bushings (4) into the brake pedal actuator. 3. Install one retainer clip (2) to one end of pivot shaft (3). 4. Align pedal structure (12) with brake valve (1) and partially insert pivot shaft (3). Move the pedal structure to the “B2” side of the valve and insert shims (5) between the pedal structure and the brake valve ear to fill the gap. Fully insert the pivot shaft. Install the remaining retainer clip. 5. Assemble spring assembly (19) and install the complete assembly onto the brake pedal actuator as shown.

5. Set the deadband by placing a 0.254 mm (0.010 in.) thick shim at location (9) between the pedal structure and the return stop boss on the pivot structure.

Install the spring assembly with the larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.

6. Adjust the set screw until it is just touching the cap.

NOTE: When the pedal is adjusted properly, the spring assembly will not interfere with pedal travel.

7. Continue turning the set screw until the pressure begins to rise on one of the brake apply pressure gauges.

Installing Retard Pedal To Brake Pedal

8. Back off the set screw by 1/8 turn. 9. Tighten jam nut (22) and remove the shim that was inserted in Step 5. 10. Fully stroke the brake pedal actuator to verify that the output pressures at port “B1” and “B2” are within specifications. NOTE: If the pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel.

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1. Install nylon bearings (7, Figure 3-3) in retard pedal (16). 2. Install retard pedal (16) onto brake pedal actuator (17) with pivot shaft (8). Install two retainer clips (6). 3. With jam nut (10) loose, adjust capscrew (11) until the roller on the retard pedal just contacts the brake pedal actuator. Tighten jam nut (10).


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DUAL RELAY VALVE

Rear Brake Circuit:

The dual relay valves (one for the front brake circuits and one for the rear brake circuits) supply the apply pressure for each disc brake assembly. When the operator depresses the brake valve, hydraulic pressure (proportional to the amount of brake valve application) applied to the pilot pressure circuit of each dual relay valve. Regulated pressure (proportional to the pilot pressure applied) is then delivered from the “B1” and “B2” ports of each dual relay valve to each wheel. The dual relay valve for the front brake circuit is located in the hydraulic brake cabinet behind the cab. The dual relay valve for the rear brake circuit is located in the rear axle housing. Access to the rear brake circuit valve requires removal of the wheel motor cooling air duct components.

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators.

Removal 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (4, Figure 3-1) to bleed down the brake accumulators. NOTE: Follow Steps 3 and 4 below for the front valve or Steps 5 through 9 for the rear valve. Front Brake Circuit: 3. Tag and remove all hydraulic lines from the dual relay valve. Plug all lines and ports to prevent possible contamination. 4. Remove two capscrews and washers that secure the valve to the rear wall of the cabinet. Remove the valve and move it to a clean work area for disassembly.

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5. Open the access hatch on the rear axle housing. Remove the capscrews that secure the duct tube to the axle housing. Remove the tube. 6. Remove the wheel motor cooling air exhaust duct from between the wheel motors. 7. Tag and remove all hydraulic lines from the dual relay valve. Plug all lines and ports to prevent possible contamination. 8. Remove two capscrews and washers that secure the valve to the mounting bracket. Remove the valve and move it to a clean work area for disassembly. Installation 1. Install the dual relay valve in the hydraulic brake cabinet (front brake circuit) or rear axle housing (rear brake circuit). Install the two mounting capscrews and lockwashers to secure the valve. Tighten the capscrews to the standard torque. 2. Unplug all hoses and fittings and attach the hoses to the proper valve ports. 3. Start the engine and check for leaks and proper brake operation. Shut off the engine. 4. For the rear valve, reinstall the wheel motor cooling air duct between the wheel motors. Reinstall the tube in the axle access opening and close the hatch. Disassembly NOTE: The parts installed in the valve body for the “B1” and “B2” bores are identical. However, the parts must not be interchanged between the two bores. 1. Thoroughly clean the valve to remove any dirt accumulation. Drain the oil from all valve ports by rotating the valve over a suitable container. 2. Use a felt tip pen to mark manifold body (1, Figure 3-10) and valve body (2) to ensure correct reassembly. NOTE: As the valve is disassembled, lay out the parts in the order of disassembly. Note the valve body bore from which the parts are removed. The parts must be reinstalled in the same bore from which they are removed. 3. Secure the valve in an upright position in a vice. 4. Remove two socket head capscrews (3) that hold manifold body (1) to valve body (2). Remove the manifold body and discard O-rings (18).


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5. Remove plungers (16) and sleeves (17). 6. Remove the controller from the vice. 7. Remove four capscrews and washers (7) from the base of the valve. 8. Remove sleeve retainer (6). 10. With the valve upright, plug (5) should fall out. If not, tap the valve body lightly to dislodge it. 11. Remove spools (12), reaction plungers (8) and spool return springs (11). Keep the parts separate so they can be installed in the same spool from which they were removed. 12. Remove and discard packing (4) from the counterbore in the base of the valve body. 13. Turn the valve on its side on the work bench and remove sleeves (9) from the valve body. 14. Remove and discard seal (10), O-rings (22) and (24), and backup rings (21) and (23). 15. Remove spring seats (13) and (15) and regulator springs (14).

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Apply a light film of type C-4 hydraulic oil to plungers (16, Figure 3-10) and insert them into sleeves (17). The sleeves must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and plunger. 3. Apply a light film of oil to regulator spools (12) and slide them into sleeves (9). The spools must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks and breaks. Any spring with a crack or break must be replaced. If the valve was not reaching the proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep the components protected from contamination.

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FIGURE 3-10. DUAL RELAY VALVE 1. Manifold Body 2. Valve Body 3. Capscrew 4. Packing 5. Plug 6. Sleeve Retainer 7. Capscrews & Washers 8. Reaction Plunger 9. Sleeve 10. Seal 11. Spool Spring 12. Regulator Spool


13. Lower Spring Seat 14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Plug 20. Backup Ring 21. O-Ring 22. Backup Ring 23. O-Ring

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Assembly 1. Install sleeves (17, Figure 3-10) in the bores in the top of valve body (2). 2. Install plungers (16) in the sleeves as shown in Figure 3-10. 3. Apply a film of oil to O-rings (18) and position them in the grooves on top of the valve body. 4. Position manifold body (1) on valve body (2) by aligning the marks that were made during disassembly. 5. Secure the manifold to the valve body with two socket head capscrews (20). Tighten the capscrews finger-tight only. 6. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert this assembly into the bore from the bottom of the valve. Make sure that the upper spring seat is positioned against plunger (16). Repeat for the other bore. 7. Install sleeve packing seal (10). Refer to Details “A” and “B” in Figure 3-10 and install O-rings (22) and (24) and backup rings (21) and (23) in the grooves of sleeve (9). 8. Apply a light film of oil to the sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until the flange at the base of each sleeve contacts the valve body. 9. Preassemble regulator spool (12) as follows:

10. Install the regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push them into the bore until contact is made with the lower spring seat. 11. Install sleeve retainer plug packing (4) in the valve body. 12. Verify that spring seats (13) and (15) are positioned properly in regulator springs (14) and that reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in the valve body counterbore. 13. Position sleeve retainer (6) on the valve body. Install four capscrews and washers (7). Tighten the capscrews evenly to properly seat plug (5) in the counterbore. Then tighten the capscrews to a final torque of 16 - 17 N·m (140 - 150 in lbs). 14. Tighten two capscrews (3) that hold manifold body (1) to valve body (2) to 20 - 21 N·m (180 190 in lbs). 15. Install plugs (19) in the manifold body ports. Tighten the larger plugs to 31 - 34 N·m (275 300 in lbs). Tighten the smaller plugs (installed in the “TC1” and “TC2” ports) to 10 - 11 N·m (90 - 100 in lbs).

a. Insert spool springs (11) into the spool bore. b. Insert reaction plungers (8) into the spool bores and springs.

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DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test the dual relay valve. • Four 20,680 kPa (3000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18,960 kPa (2750 psi) • Hydraulic test stand (Refer to Figure 3-11)

• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the dual relay valve installed on the truck by using the brake treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake apply pressure lines.

FIGURE 3-11. DUAL RELAY VALVE BENCH TEST SETUP 1. Motor 2. Pump 3. Main Pressure Gauge 4. Pressure Regulator (Pilot Pressure) 5. Needle Valve (Pilot Pressure Release)

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6. Needle Valve (Pressure Bleed to Tank) 7. Pilot Pressure Gauge 8. Dual Relay Valve 9. LH Brake Apply Pressure Gauge


10. RH Brake Apply Pressure Gauge 11. Needle Valve 12. Needle Valve 13. Shutoff Valves 14. Simulated Brake Volume 15. Relief Valve

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Relay Valve Output Pressure Adjustment

Test Setup Procedure 1. Position the valve on the test stand as shown in Figure 3-11. 2. Attach the pilot input supply line to the port labeled “PX” on the side of the valve. 3. Attach the main supply input pressure line to the port on the front of the valve labeled “P”. 4. Attach the tank return line to the port labeled “T”. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20,680 kPa (3000 psi). Connect all ports according to the diagram shown in Figure 3-12. All ports must be used and connected.

1. With the pump operating, and supply pressure and pilot pressure adjusted as described in the Test Setup Procedure, inspect the valve for leakage. 2. With 17,235 kPa (2500 psi) of pilot pressure applied, verify that pressure gauges (9) and (10) read 17,235 ± 517 kPa (2500 ± 75 psi). 3. Close pilot supply needle valve (5) and open pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) and regulated output pressure gauges (9) and (10) should drop to zero. 4. Repeat Steps 2 and 3 approximately 50 times to cycle the valve from minimum to maximum apply pressure. 5. Verify that the output pressure remains within specifications. If not, the valve must be rebuilt.

All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 6. Start the hydraulic pump and regulate output pressure at 18,960 kPa (2750 psi) at pressure gauge (3). Pressure gauges (9) and (10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 17,235 kPa (2500 psi) on gauge (7). 8. Return line pressure during this test is not to exceed zero.

6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9) and (10), apply pilot pressure slowly and steadily until 17,235 kPa (2500 psi) maximum pilot pressure is obtained. Pilot pressure and regulated output pressure must track within 345 kPa (50 psi) after the pilot pressure reaches 690 kPa (100 psi). 7. Reduce pilot pressure to zero. Apply 17,235 kPa (2500 psi) of pilot pressure as quickly as possible. Regulated output pressure must increase to 17,235 ± 517 kPa (2500 ± 75 psi) within one second after pressure is applied to the pilot line. 8. Check for internal valve leakage from port “T” with full supply pressure (port “P”) applied. With pilot pressure released, leakage must not exceed 100 cc/minute. With 17,235 kPa (2500 psi) of pilot pressure applied, leakage must not exceed 150 cc/minute.

9. Test the valve with ISO 32 grade hydraulic oil at 49° ± 3° C (120° ± 10° F).

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BRAKE MANIFOLD Removal

Accumulators maintain high pressure. DO NOT disconnect any hydraulic line or service any brake system components until all hydraulic pressure has been manually drained from the accumulators. Open the manual drain valves located on the brake manifold in the brake cabinet to relieve pressurized oil. The manual bleeddown valve for the rear accumulator is identified as "NV1". The manual bleeddown valve for the front accumulator is identified as "NV2". FIGURE 3-12. BRAKE MANIFOLD NOTE: If the brake manifold is leaking oil, a single Oring or cartridge can be replaced while the manifold is still installed on the truck. 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (2, Figure 3-12) to bleed down the brake accumulators. 3. Verify that the brake accumulators are bled down by pressing the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. If a brake manifold cartridge is faulty or leaking oil externally, remove the cartridge. Inspect the O-rings and the seats in the manifold. Replace the O-rings and any defective parts. NOTE: If the manifold must be removed from the truck, disconnect only the hydraulic lines and wires that are necessary to allow removal. 6. Plug all lines and ports to prevent possible contamination. 7. Remove the mounting hardware and move the brake manifold to a clean work area for disassembly.

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1. Accumulator Bleed Down Valve (Rear Brake) 2. Accumulator Bleed Down Valve (Front Brake) 3. Check Valve 4. Pressure Reducing Valve

Installation 1. Place the brake manifold into position in the hydraulic brake cabinet. Install and tighten the mounting hardware to the standard torque. 2. Connect all lines and electrical connections to the proper locations. 3. Start the engine. Check for leaks and for proper operation. 4. Shut off the engine and make sure that the hydraulic tank is filled to the proper level.

Disassembly 1. Mark all plugs, valves and cartridges before removal to ensure proper assembly. 2. Remove the plugs, valves and cartridges as needed. NOTE: Check valve (3, Figure 3-12) and reducing valve (4) both have an orifice disc located below them. The two orifices are different sizes. Therefore, it is very important to properly match each orifice with the correct installation location.


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BRAKE ACCUMULATORS

Cleaning and Inspection 1. After disassembly, clean all parts with an approved cleaning solution. 2. Blow all parts dry with air and protect from dust and any foreign matter until installation. 3. Replace all O-rings and any other items deemed unsuitable for further usage.

Two bladder type accumulators provide a volume of oil for the service brake system. The accumulators each have a capacity of 37.9 liters (10 gallons) of oil and are located on the right frame rail to the rear of the front tire. The front accumulator is for the front brake circuit and the rear accumulator is for the rear brake circuit.

Assembly 1. Install new O-rings on all components that were removed from the manifold. 2. Coat all bores, cartridges and O-rings with clean C-4 hydraulic oil. 3. Before installing check valve (3, Figure 3-12) or reducing valve (4), refer to Figure 3-13 for proper orifice disc installation. The orifice discs must be installed in the direction shown for proper operation. • Check valve orifice - 1.58 mm (0.062 in.) • Reducing valve orifice - 2.54 mm (0.100 in.) 4. Install all cartridges in the bores from which they were removed. Tighten them securely.

Accumulators maintain high pressure. DO NOT disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear accumulators is identified as “NV1”. The manual bleeddown valve for the front accumulators is identified as “NV2”.

Brake Accumulator Bleeddown Procedure The front and rear brake circuit accumulators can be bled down by rotating the manual bleeddown valves counterclockwise. The valves are located on the brake manifold in the hydraulic brake cabinet. 1. Turn accumulator bleed down valves (1) and (2, Figure 3-12) counterclockwise to open the valves. Left valve (1) will bleed the rear brake circuit and right valve (2) will bleed the front brake circuit accumulator. 2. Verify that the brake accumulators are bled down by pressing the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 3. Close the bleed down valves by rotating them clockwise.

FIGURE 3-13. ORIFICE INSTALLATION 1. Cartridge 2. Brake Manifold

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3. Cavity 4. Orifice Disc


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Removal 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (2, Figure 3-12) to bleed down the brake accumulators. 3. Remove protective cover (3, Figure 3-14) from the charging valve guard on top of the accumulator. 4. Install a charging valve kit onto the accumulator charging valve. Use the charging kit to release nitrogen from the accumulator that is to be removed. 5. Disconnect oil line (6) from the bottom hydraulic port. Cap the port and hose fitting to prevent contamination. 6. Attach a lifting device to accumulator.

Each accumulator weighs approximately 100 kg (220 lbs). Ensure that the lifting device has adequate capacity for handling the load. 7. Remove accumulator mounting clamps (5) and lift the accumulator off the mounting pad. Move the accumulator to a clean work area.

FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Protective Cover

4. Charging Valve 5. Mounting Clamps 6. Oil Lines 7. Mounting Bracket 8. R.H. Frame Rail

Installation 1. Position the accumulator on mounting bracket (7, Figure 3-14) with warning label visible. 2. Install mounting clamps and hardware. Tighten capscrews to standard torque. 3. Install oil line (6) at bottom (hydraulic) port. 4. Refer to Accumulator Charging Procedure in this section. 5. Install protective cover (3) over charging valve on top of accumulator.

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Disassembly 1. Secure accumulator shell (10, Figure 3-17) with a chain wrench or similar device to prevent rotation during disassembly. 2. Remove cap (14). Verify that the nitrogen has been released and remove charging valve (11). Remove bleed plug (2) from hydraulic port assembly (1). 3. Use a spanner wrench to remove locking ring (3) from the hydraulic port assembly. Use an adjustable wrench on the flats of the hydraulic port assembly to prevent the port assembly from rotating. 4. Remove spacer (4) as shown in Figure 3-15. Then push the hydraulic port assembly into the shell.

FIGURE 3-15. SPACER REMOVAL 5. Insert a hand into the accumulator shell and remove O-ring backup (5), O-ring (6) and metal backup washer (7). 6. Separate anti-extrusion ring (8) from the hydraulic port. 7. Fold the anti-extrusion ring and remove it from the shell as shown in Figure 3-16.

FIGURE 3-17. ACCUMULATOR ASSEMBLY 1. Hydraulic Port Assembly 2. Bleed Plug 3. Locking Ring 4. Spacer 5. O-Ring Backup 6. O-Ring 7. Metal Backup Washer

8. Anti-Extrusion Ring 9. Bladder Assembly 10. Shell 11. Charging Valve 12. O-Ring 13. Locknut 14. Protective Cap 15. Port Protector*

FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL

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8. Remove the hydraulic port from the shell as shown in Figure 3-18.

Cleaning and Inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 4. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals.

FIGURE 3-18. HYDRAULIC PORT REMOVAL

5. After the shell has been cleaned with a cleansing agent, check the inside and outside of the shell. Pay special attention to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu service manager.

Assembly 9. At the opposite end of the accumulator assembly, remove locknut (13) from the bladder valve stem.

1. After shell (10, Figure 3-17) has been cleaned and inspected, secure it in place to prevent rotation during assembly.

10. Reach inside the shell at the hydraulic port end and compress the bladder to expel as much air as possible.

2. Apply 2 liters (64 oz.) of clean type C-4 hydraulic oil inside the shell to lubricate and provide a cushion for the bladder.

11. Fold the bladder and pull it out of the bottom of the accumulator shell using a twisting motion. A cloth may keep your hand from slipping due to the oil film on the bladder.

3. With all gas completely exhausted from bladder (9), collapse the bladder and roll it longitudinally into a compact roll. To keep the bladder rolled up, insert the gas valve core to prevent air from entering the bladder. 4. Insert the bladder pull rod through the valve stem opening and through the shell hydraulic port. Attach the bladder pull rod to the bladder valve stem. 5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. A slight twisting of the bladder will ease installation. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install the name plate (if used) over the valve stem and install valve stem nut (13) by hand.

FIGURE 3-19. BLADDER REMOVAL

7. Once valve stem nut (13) is in place, remove the bladder pull rod. Tighten the nut to 76 N·m (56 ft lbs). 8. Grasp hydraulic port assembly (1) at the threaded end and insert the poppet end into the shell. Lay the assembly inside the shell.

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9. Fold anti-extrusion ring (8) to enable insertion through the shell opening, then insert the ring into the shell. Once the anti-extrusion ring has cleared the shell opening, place the ring on the poppet assembly with the steel collar facing toward the shell hydraulic oil port. 10. Pull the threaded end of the hydraulic port assembly through the shell until it seats solidly into position in the shell fluid port opening. 11. With the hydraulic port assembly firmly in place, install the charging valve into the bladder stem. 12. Slowly pressurize the bladder with dry nitrogen. Use a sufficient pressure of 275 - 345 kPa (40 50 psi) to hold the poppet assembly in place. 13. Install metal backup washer (7) over the poppet assembly. Push the washer into the shell fluid port until it has bottomed out on anti-extrusion ring (8). 14. Install O-ring (6) over the poppet assembly. Push it into the shell fluid port until it has bottomed out against washer (7). DO NOT twist the O-ring. 15. Install O-ring backup (5) over the poppet assembly. Push it until it bottoms against O-ring (6). 16. Insert spacer (4) with the smaller diameter of the shoulder facing the shell. 17. Install locking ring (3) on the poppet assembly and tighten it. This will squeeze the O-ring into position. Use a wrench on the flats of the port assembly to prevent it from rotating. Tighten the nut to a final torque of 373 N·m (275 ft lbs).

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18. Release all of the nitrogen from the bladder. 19. Install bleed plug (2) and tighten it to 14 N·m (10 ft lbs). 20. Pour approximately 4 liters (1 gallon) of clean Type C-4 hydraulic oil into the accumulator through the hydraulic port. NOTE: The hydraulic oil added in Step 20 will act as a cushion when the accumulator is installed on the truck and precharged with nitrogen. 21. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Accumulator Charging Procedure for more details. 22. After precharging, install a plastic cover over the hydraulic port to prevent contamination. DO NOT use a screw-in type plug.

Always store bladder accumulators with a 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. Do not exceed 827 kPa (120 psi). Storing accumulators with more than 827 kPa (120 psi) pressure is not safe in case of leaks. NOTE: Bladder accumulators should be stored with a 690 - 827 kPa (100 - 120 psi) precharge, which fully expands the bladder and holds oil against the inner walls for lubrication and to prevent rust formation. 23. Tighten cap (14) to 19 N·m (14 ft lbs).


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1. With the engine off and key switch in the OFF position, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to ensure that no pressurized oil remains in the accumulators.

Accumulator Charging Procedure

Do not loosen or disconnect any hydraulic line or component until the engine is stopped and the key switch has been OFF for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the brake accumulator. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Ensure that pure dry nitrogen gas is being used to charge the accumulator. Before charging or discharging nitrogen gas in the accumulator, carefully read and understand the warning labels and instructions regarding the charging valve. Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators.

2. Open bleed valves bleed down valves (1) and (2, Figure 3-12) in the hydraulic brake cabinet to release hydraulic pressure from the brake accumulators. Ensure that all hydraulic pressure has been relieved from the hydraulic system. Remove the bleeder plugs in the steering accumulator stems to vent any residual pressure. NOTE: If a new or rebuilt accumulator (or any bladder accumulator with all nitrogen discharged) is being precharged while installed on the truck and connected to the hydraulic system, the oil side of the accumulator must be vented to allow proper bladder expansion. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure to be obtained for safe operation. 3. Remove the protective accumulator gas valve.

cap

from

the

4. Close all shutoff valves on brake manifold (4, Figure 3-20). 5. Connect the charging kit to nitrogen container (1), and open the valve on the tank. 6. Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise).

Ensure that the nitrogen supply is shut off before attaching the charging manifold to the nitrogen container. NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and charged at the same time. Correct precharge pressure is the most important factor in prolonging accumulator life. NOTE: Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator.

FIGURE 3-20. NITROGEN CHARGING KIT 1. Nitrogen Container 2. Regulator 3. Shutoff Valve

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4. Pressure Gauge 5. Brake Manifold 6. Charging Valve Adaptor

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7. Close any bleed valves that are open. 8. Attach the charging valve adapter to the accumulator gas valve. Make sure that the hose does not loop or twist. Tighten the swivel nut to 14 - 20 N·m (10 - 15 in lbs). 9. Turn the “T” handle clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down as it will damage the valve core. 10. Set the regulator for 172 kPa (25 psi), then slightly open the nitrogen container and slowly fill the accumulator. The proper fill rate for these 10 gallon accumulators is approximately three minutes.

If the precharge is not added slowly, the bladder may suffer permanent damage. A “starburst” rupture in the lower end of the bladder is a characteristic failure caused by charging too quickly.

Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the precharge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to ensure the accuracy of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature variation factor is determined by the ambient temperature when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 1 for charging pressures in different ambient operating conditions that the truck is currently exposed to during the charging procedure. For example, assuming that the ambient temperature is 10°C (50°F), charge the accumulator to 9294 kPa (1348 psi).

TABLE 1. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature

Charging Pressure ± 70 kPa (10 psi)

11. When 172 kPa (25 psi) of precharge pressure is obtained, close the nitrogen valve. Set the regulator for the operating precharge pressure based on the current ambient temperature. Refer to Table 1. Then, open the nitrogen container and fill the accumulator.

-23°C (-10°F) and below

8232 kPa (1194 psi)

-17°C (0°F)

8412 kPa (1220 psi)

-12°C (10°F)

8584 kPa (1245 psi)

-7°C (20°F)

8763 kPa (1271 psi)

12. Let the precharge set for 15 minutes. This will allow the gas temperature to stabilize. If the desired precharge is exceeded, close the nitrogen container valve and slowly open the bleed valve until the correct precharge pressure is obtained. Refer to Table 1.

-1°C (30°F)

8943 kPa (1297 psi)

4°C (40°F)

9122 kPa (1323 psi)

10°C (50°F)

9294 kPa (1348 psi)

16°C (60°F)

9473 kPa (1374 psi)

21°C (70°F)

9653 kPa (1400 psi)

27°C (80°F)

9832 kPa (1426 psi)

32°C (90°F)

10,011 kPa (1452 psi)

38°C (100°F)

10,184 kPa (1477 psi)

43°C (110°F)

10,363 kPa (1503 psi)

49°C (120°F)

10,542 kPa (1529 psi)

Do not reduce the precharge by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat. 13. Hold the gas valve stationary and loosen the swivel nut to remove the assembly. Use a common leak reactant to check for nitrogen leaks. 14. Install the gas valve cap finger-tight. The gas valve cap serves as a secondary seal.

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NOTE: A precharge pressure below 8232 kPa (1194 psi) is not recommended because of low precharge pressure warnings. The low accumulator precharge warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).


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Precharge Maintenance

If the low accumulator precharge warning light is illuminated when the key switch is turned ON, do not attempt to start the truck. Permanent bladder damage may result. Check the accumulator precharge pressure and adjust it if necessary. 1. When starting the truck, turn key switch to the RUN position and wait to confirm that the low accumulator precharge warning light does not stay illuminated after system check is complete. If the warning light stays illuminated, do not start or drive the truck and notify maintenance personnel. 2. Check the accumulator precharge pressure every 500 hours. If the precharge pressure is too low, the bladder will be crushed into the top of the shell by hydraulic system pressure and can extrude into the gas stem and become punctured. This condition is known as "pick out". One such cycle is sufficient to destroy a bladder.

J03037 12/06

3. Check all sealing areas on the nitrogen side of the accumulator (charging valve, pressure switch, manifold, etc.) during every precharge maintenance interval to ensure that the seals do not leak. Replace all faulty or leaking seals, valves, etc. Failure to repair leaking nitrogen seals may result in a failed accumulator bladder or low performance from the accumulator. NOTE: If precharge pressure continues to decline frequently between precharge maintenance intervals, and if all nitrogen sealing areas are free of leaks, then the accumulator bladder most likely has a small hole in it and must be replaced. 4. Check all heat shields and exhaust blankets, as provided, during every precharge maintenance interval to ensure that they are in place and good condition.


J3-27

Installing A Bladder Accumulator From Storage

Accumulator Storage Procedures

1. Refer to the Charging Procedure to install the pressure gauges on the accumulator and to check the precharge pressure. Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. This amount of pressure fully expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Do not exceed 827 kPa (120 psi). Storing accumulators with too much pressure is not safe due to possible leakage. Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. 1. If the accumulator was just rebuilt, ensure that there is approximately 2 liters (64 oz.) of clean C-4 hydraulic oil inside the accumulator before adding 690 kPa (100 psi) of nitrogen precharge pressure. 2. Bladder accumulators should always be stored with 690 - 827 kPa (100 - 120 psi) of nitrogen precharge pressure, which fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. The hydraulic port should always be covered with a plastic plug to prevent contamination. Do not use a screw-in type plug. 4. Always store the accumulator in an upright position.

Bladder Storage Procedures The shelf life of bladders under normal storage conditions is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool dry place away from the sun, ultraviolet and fluorescent lights, and electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which will appear on the bladder surface as cracks.

J3-28

a. If the precharge pressure is 172 - 690 kPa (25 - 100 psi), set the regulator to 690 kPa (100 psi) and slowly charge the accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator and install the accumulator on the truck. Refer to Charging Procedure in this section to fully charge accumulator to the correct operating precharge pressure. b. If the precharge pressure is less than 172 kPa (25 psi), slowly drain off any nitrogen precharge and proceed to Step 2. 2. Remove the gauges from the accumulator. 3. Lay the accumulator on a suitable work bench so that the hydraulic port is higher than the other end of the accumulator. Remove the plastic dust cap from the hydraulic port. 4. Pour approximately 2 liters (64 oz.) of clean C-4 hydraulic oil into the accumulator through the hydraulic port. Allow time for the oil to run down the inside of the accumulator to reach the other end. 5. Lay the accumulator flat on the work bench (or floor) and slowly rotate the accumulator two complete revolutions. This will thoroughly coat the accumulator walls with a film of oil necessary for bladder lubrication during precharging. 6. Stand the accumulator upright. Install the pressure gauges and refer to the Charging Procedure for instructions about charging the accumulator to 690 kPa (100 psi). Remove the gauges from the accumulator and install a plastic dust cap over the hydraulic port. 7. Install the accumulator on the truck. 8. Precharge the accumulator to the correct operating precharge pressure. Refer to Table 1.


12/06 J03037

RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) Due to frequent use and wear, retarder control lever (5, Figure 3-22) may occasionally require adjustment or repair. Removal Adjustment of the retarder control lever or replacement of the potentiometer requires removal of the assembly from the steering column.

Disassembly 1. Remove capscrews (7, Figure 3-23) and lockwashers (8) from housing (15). 2. Remove potentiometer (9). 3. Bend the tangs on washer (11) away from the slots in locknut (10). 4. If the retarder control lever is to be completely disassembled, loosen and remove locknut (10). Remove tang washer (11), spring (12), and washer (13).

1. Tilt the steering wheel downward and telescope the wheel toward the operator’s seat. Remove the top cover from steering column assembly (4).

5. Remove set screw (14).

2. Remove capscrews (1, Figure 3-22), lockwashers (2) and bracket (3) from steering column (4).

7. Wash the mechanical parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace any defective parts.

6. Remove the lever and shaft assembly. If necessary, unscrew lever (17) from shaft (16) and handle (18).

3. Disconnect the wiring harness from harness connector (6) on the retarder control lever. 4. Remove retarder control lever (5).

Lever Adjustments Rotational Friction Adjustment

Installation 1. Connect the wiring harness to harness connector (6) on the retarder control lever. 2. Place retarder control lever (5) into position on steering column assembly (4). 3. Install capscrews (1), lockwashers (2) and bracket (3). Tighten the capscrews to 4 N·m (36 in lbs). 4. Place the cover on the top of the steering column and return the steering wheel to its original position.

The lever assembly should be adjusted so that the frictional forces will hold the lever firmly in the position that is selected by the operator. At the same time, the adjustment should not be so tight as to cause the operator to use undue force to move the lever. Loosen or tighten locknut (10) to attain the proper frictional force of 0.25 - 0.35 N·m (2 - 3 in lbs) at the handle. The position of the lever should remain stationary without moving from its own weight or due to machine vibrations during truck operation. When the desired adjustment is obtained, bend the tang on washer (11) into the slots on locknut (10). Detent Adjustment The detent that holds the lever in the OFF position can be adjusted. Loosen or tighten set screw (14) to adjust the detent. The breakout force of the detent must be between 2.00 - 2.25 N·m (17 - 20 in lbs).

J03037 12/06


J3-29

Assembly

Potentiometer Check Potentiometer (9, Figure 3-22) is spring-loaded to the OFF position. With the switch assembly removed from the retarder control lever, perform the following checks:

1. Inspect the shaft bore and interior friction faces in housing (15). Remove any scratches or burrs, or replace the housing. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 2. If handle (18) or lever (17) has been removed from shaft (16), assemble as follows: a. Apply Loctite™ #271 to the threads on each end of lever (17). b. Install the lever into shaft (16). Hand tighten only. c. Install handle (18) onto the lever. Hand tighten only.

FIGURE 3-21. POTENTIOMETER CONNECTOR 1. Obtain a 10 volt power supply for testing the potentiometer. 2. Connect the positive lead of the 10 volt power supply to the SUPPLY terminal on the potentiometer connector as shown in Figure 321. 3. Connect the negative lead of the 10 volt power supply to the GROUND terminal on the potentiometer connector as shown in Figure 321. 4. Connect a voltmeter to the SIGNAL and GROUND connections. 5. Measure and record the signal voltage in the OFF position. 6. Rotate the potentiometer clockwise to the full ON position. Measure and record the signal voltage. 7. Determine whether the potentiometer falls within the specifications. When the potentiometer is in the OFF position, the signal voltage must be within 5 - 15% of input voltage. When the potentiometer is in the full ON position, the signal voltage must be within 75 95% of input voltage. % of input voltage =

(

signal voltage input voltage

3. Insert the lever, handle, and shaft assembly into housing (15). 4. Install washer (13). Install new spring (12) with the outer spring diameter against washer (13). Install tang washer (11) and locknut (10) onto shaft (16). 5. Tighten and adjust locknut (10) for proper lever resistance as described in the Rotational Friction Adjustment procedure. 6. Move the lever to the full OFF (up) position. Align the slot in potentiometer (9) with the key on shaft (16), and rotate the potentiometer until the capscrew holes line up with the housing. Install washers (8) and capscrews (7) to secure the potentiometer to the housing. Tighten the socket head capscrews to 1.35 - 1.70 N·m (12 15 in lbs). 7. Install set screw (14). Refer to the Detent Adjustment procedure for proper detent adjustment. 8. Install the retarder control lever on the steering column. Refer to the Installation procedure.

) x 100

OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts 8. Replace the potentiometer if it does not meet these specifications.

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12/06 J03037

FIGURE 3-22. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY 1. Capscrew 2. Lockwasher 3. Bracket 4. Steering Column Assembly 5. Retarder Control Lever 6. Harness Connector

J03037 12/06

7. Capscrew 8. Lockwasher 9. Potentiometer 10. Locknut 11. Tanged Washer 12. Disc Spring


13. Internal Tang Washer 14. Set Screw 15. Housing 16. Shaft 17. Lever 18. Handle

J3-31

NOTES

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12/06 J03037

SECTION J4 BRAKE CIRCUIT CHECK-OUT PROCEDURE INDEX

REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4

INITIAL SYSTEM SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5

BRAKE LOCK / SECONDARY BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

SERVICE BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6

LOW BRAKE PRESSURE AND AUTO APPLY CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . J4-9

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-11

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-12

J04037 12/06

Brake Circuit Check-Out Procedure

J4-1

NOTES

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12/06 J04037

BRAKE CIRCUIT CHECK-OUT PROCEDURE This section outlines a procedure to test the functionality of the entire brake system. Pressure specifications and other criteria that must be duplicated for the braking system to be considered ready for daily operations are provided. Refer to Brake Circuit and Brake Valve Troubleshooting for help in diagnosing a malfunctioning system.

Since the steering system supplies the brake system with operating pressure, it is important that the steering system be checked for proper operation before checking the braking system. Refer to Section L, Hydraulic Check-Out Procedure, for information about checking the steering system.

FIGURE 4-1. HYDRAULIC BRAKE CABINET 13. Brake Lock Solenoid Valve (SV1) 1. Dual Relay Valve 14. Parking Brake Release Pressure (PK2) 2. Hoist Pilot Valve 15. Low Accumulator Pressure Test Port (LAP1) 3. Relief Valve (Hoist Power Down) 16. Low Brake Pressure Switch 4. Brake Lock Shuttle Valve 17. Parking Brake Pressure Switch 5. Brake Manifold 18. Automatic Brake Apply Solenoid Valve (SV3) 6. Brake Oil Supply Pressure Test Port (SP3) 19. Manifold 7. Rear Brake Accumulator Bleed Valve 20. Stop Light Pressure Switch 8. Automatic Apply Valve 21. Brake Lock Degradation Switch 9. Front Brake Accumulator Bleed Valve 22. Rear Brake Pressure Test Port (BR) 10. Parking Brake Solenoid Valve (SV2) 23. Front Brake Pressure Test Port (BF) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)

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J4-3

* Steps indicated in this manner should be recorded on the data sheet for reference. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators. The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleed down manifold. Plug the brake supply line and cap the port in the bleed down manifold. Included on the last page of this module is a data sheet to record the information observed during the hydraulic brake system check-out procedure. The data sheet can be removed, copied, and used during the check-out procedure.

REQUIRED EQUIPMENT The following equipment will be necessary to properly check-out the hydraulic brake circuit: • Hydraulic brake schematic, refer to Section “R” this manual. • Clear plastic hose and bucket for brake bleeding. • Three 20,685 kPa (3000 psi) pressure gauges. • One PB6039 female quick disconnect and hose long enough to reach from brake cabinet to the inside of the operator's cab for each gauge. • Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen.

FIGURE 4-2. BRAKE MANIFOLD SCHEMATIC

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12/06 J04037

INITIAL SYSTEM SETUP BRAKE CIRCUIT ABBREVIATIONS AA

Automatic Apply Pressure

Before checking the brake system, the hydraulic steering system must be operating properly, have the correct accumulator precharge, and be at normal operating temperatures. Refer to Section L, Hydraulic System, for steering system operation troubleshooting procedures and specifications.

AR1

Supply Pressure to Brake Valve for Rear Brakes, Rear Accumulator

AF1

Supply Pressure to Brake Valve for Front Brakes, Front Accumulator

BF

Pressure Tap Test Port Front Brake Pressure

BL

Brake Lock Apply Pressure

BR

Pressure Tap Test Port Rear Brake Pressure

CP1

Cavity Plug, One Direction Flow No specific function in this application

CV1, CV2, CV3

Check Valve

HS1

High Pressure Shuttle Valve

LS1

Low Pressure Shuttle Valve

LAP1

Pressure Tap Test Port Low Accumulator Pressure

LAP2

Low Brake Pressure Switch N.C., 12,750 ± 515 kPa (1850 ± 75 psi)

NV1

Rear Accumulator Manual Drain Valve

NV2

Front Accumulator Manual Drain Valve

PK1

Park Brake Release Pressure

PK3

Park Brake Pressure Switch N.C., 8620 kPa (1250 psi)

PP3

Pressure Tap Test Port Brake Lock Pressure

PR

Brake Lock Pressure Regulator 13,790 kPa (2000 psi)

PS1

Automatic Apply Valve 11,375 kPa (1650 psi)

SP1

Supply Oil Inlet

SP3

Pressure Tap Test Port Supply Oil

SV1

Brake Lock Solenoid

SV2

Parking Brake Solenoid

SV3

Automatic Brake Apply Solenoid

7. Release the brake lock.

Return To Tank

8. Start the engine. Observe the rising brake pressures as the system charges. The auto apply valves should release the front and rear brakes at approximately 11,375 kPa (1650 psi). * Record on data sheet.

T1

J04037 12/06

Ensure that the brakes have been properly bled to remove any trapped air. Refer to Wet Disc Brake Bleeding Procedure later in this section. Also, before checking the brake system, make sure that the parking brake is functioning properly. Refer to Parking Brake later in this section. 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut off the engine and allow 90 seconds for the steering system accumulators to bleed down. Make sure that all hydraulic pressure is bled by turning the steering wheel. NOTE: Leave rest switch in the ON position and the GF cutout switch in the CUTOUT position throughout brake tests. 3. Open bleed down valves (7) and (9, Figure 4-1) on the brake manifold to bleed down the brake accumulators. 4. Precharge both brake accumulators to 9650 kPa (1400 psi). Allow the gas temperature to approach ambient temperature before completing precharge process. NOTE: For best performance, charge the accumulators in the ambient conditions in which the machine will be operating. 5. Close both accumulator bleeddown valves. 6. Install pressure gauges at: a. Front brake test port “BF” (23, Figure 4-1) 20,685 kPa (3000 psi) gauge. b. Rear brake test port “BR” (22, Figure 4-1) 20,685 kPa (3000 psi) gauge. c. Low accumulator pressure test port “LAP1” (15, Figure 4-1) - 20,685 kPa (3000 psi) gauge.


J4-5

9. Partially depress the brake pedal to bleed air from each brake. 10. Slowly depress the brake pedal. Force feedback of the pedal on your foot should be smooth with no abnormal noise or mechanical roughness. Verify that the stop lights illuminate at 517 ± 34 kPa (75 ± 5 psi) rear brake pressure. * Record on data sheet. 11. Quickly and completely depress the brake pedal. Verify that within one second after the brake is applied: Rear brake (BR) pressure reads 17,235 ± 517 kPa (2500 ± 75 psi). Front brake (FR) pressure reads 17,235 ± 517 kPa (2500 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet.

BRAKE LOCK / SECONDARY BRAKE CHECK-OUT 12. Disconnect the lead wire from brake lock solenoid valve (13, Figure 4-1) located on the brake manifold in the hydraulic brake cabinet. 13. Apply the brake lock. The warning buzzer should sound and the warning light should illuminate. 14. Depress the brake pedal until the buzzer stops, then very slowly release the pedal until the buzzer sounds again. Verify that the rear brake (BR) pressure is 6895 ± 172 kPa (1000 ± 25 psi) when the warning resumes. * Record on data sheet. NOTE: There is a two second delay between the time that the brake lock degradation switch senses the pressure and the light and buzzer activate. 15. Connect the lead wire to brake lock solenoid valve (13). 16. Cycle the brake lock several times to ensure crisp application and release of oil pressure and proper function of the status light.

PARKING BRAKE CHECK-OUT 17. Move one of the pressure gauges (BR or BF) to parking brake release (PK2) pressure port (14, Figure 4-1). 18. Apply the brake lock. Move the directional control lever to NEUTRAL. The parking brake status light should illuminate. Parking brake release (PK2) pressure should read 20,685 ± 690 kPa (3000 ± 100 psi). * Record on data sheet. 19. Cycle the parking brake several times (move the directional control lever from NEUTRAL to PARK) to ensure crisp application and release of oil pressure and proper function of the status light.

SERVICE BRAKE CHECK-OUT 20. Move the directional control lever to PARK and release the brake lock. 21. Move both 20,685 kPa (3000 psi) pressure gauges to “LBP” (7, Figure 4-3) and “RBP” (6) test ports on the manifold on the left side of the rear axle housing. 22. Quickly and completely depress the brake pedal. Verify that within one second after the brake is applied: Left rear brake pressure reads 16,545 ± 517 kPa (2400 ± 75 psi). Right rear brake pressure reads 16,545 ± 517 kPa (2400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 23. Release the brake pedal. Both brake pressures should return to zero within two seconds and there should be no residual pressure trapped in the brakes. * Record on data sheet. 24. Move both 20,685 kPa (3000 psi) pressure gauges to the test ports on the front brake backplates.

Verify that the rear brake (BR) pressure is 13,790 ± 690 kPa (2000 ± 100 psi) when the brake lock is applied. * Record on data sheet.

J4-6


12/06 J04037

LOW ACCUMULATOR PRESSURE AND AUTO APPLY CHECK-OUT 27. Move both 20,685 kPa (3000 psi) pressure gauges back to test ports “BF” (21, Figure 4-1) and “BR” (22) in the hydraulic brake cabinet. 28. Start the engine and allow the low brake accumulator pressure to stabilize at or above 18,615 kPa (2700 psi). 29. Turn the key switch OFF to shut off the engine and allow 90 seconds for the steering system accumulators to bleed down. 30. Disable the steering pressure switch by unplugging the diode between circuits #33 and #33F on diode board DB1 in the auxiliary control cabinet or by disconnecting the wire harness at the steering pressure switch.

FIGURE 4-3. REAR BRAKE HOSES 1. BS - Left & Right Brake Cooling Oil Supply 2. LBR - Left Brake Cooling Return Line 3. T - Return To Tank 4. P1 - Pressure Inlet From Accumulator 5. RBR - Right Brake Cooling Return Line 6. RBP - Right Brake Pressure Test Port 7. LBP - Left Brake Pressure Test Port 8. PX - Pilot Inlet/Brake Apply Line 9. PB - Parking Brake

25. Quickly and completely depress the brake pedal. Verify that within one second after the brake is applied: Left rear brake pressure reads 16,545 ± 517 kPa (2400 ± 75 psi). Right rear brake pressure reads 16,545 ± 517 kPa (2400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 26. Release the brake pedal. Both brake pressures should return to zero within two seconds and there should be no residual pressure trapped in the brakes. * Record on data sheet.

J04037 12/06

31. Turn the key switch ON, but do not start the engine. Wait for two minutes, then check the low accumulator pressure reading at low accumulator pressure (LAP1) test port (15). If the pressure is below 14,480 kPa (2100 psi), there is excessive leakage in the system. The source of the leakage must be identified and repaired. * Record on data sheet. 32. Very slowly open front brake accumulator bleed valve (9) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15). The low brake pressure warning light and buzzer must activate when the pressure drops to 12,755 ± 517 kPa (1850 ± 75 psi). * Record on data sheet. When the low accumulator pressure reaches 11,375 kPa (1650 psi), brake pressures “BF” and “BR” should begin to rise (auto apply). * Record on data sheet. 33. Close front brake accumulator bleed valve (9). Record the front and rear brake apply pressures after auto apply has occurred. * Record on data sheet. 34. Start the engine and allow the low brake accumulator pressure to stabilize at or above 18,615 kPa (2700 psi). 35. Turn the key switch OFF to shut off the engine and allow 90 seconds for the steering system accumulators to bleed down.


J4-7

36. Turn key switch ON, but do not start the engine. 37. Very slowly open rear brake accumulator bleed valve (7) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15). Verify that the low accumulator pressure warning activation pressure and the auto apply set point are within 690 kPa (100 psi) of the pressures that were recorded previously for Step 33. 38. Close rear brake accumulator bleed valve (7). Record the front and rear brake apply pressures after auto apply has occurred. * Record on data sheet. 39. Reinstall the diode on diode board DB1 or reconnect the wire harness at the steering pressure switch. 40. Start the engine and allow the low brake accumulator pressure to stabilize at or above 18,615 kPa (2700 psi).

J4-8

41. Use the emergency shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. The steering accumulators must not be allowed to bleed down. 42. While observing the pressure gauges, make repeated, slow brake applications until auto apply comes on. Auto apply must not occur before the sixth pedal application. Auto apply must not occur until after the low accumulator pressure warning activates. * Record on data sheet. 43. Turn the key switch OFF and allow the steering accumulators to bleed down. 44. Open both accumulator bleed valves and bleed down the entire brake system. Close the valves after all pressure is released. 45. Remove all test equipment from the truck.


12/06 J04037

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART

TROUBLE

Service brakes and/or parking brake are locked.

Both brake circuits are dragging.

One brake circuit is dragging.

POSSIBLE CAUSE

SUGGESTED CORRECTIVE ACTION

Parking brake solenoid is de-energized.

Check power to solenoid.

Connections to tank and pressure ports are reversed.

Correct the plumbing.

Parking brake solenoid coil is defective.

Replace coil.

Parking brake solenoid valve is defective.

Replace solenoid valve.

Tank line is plugged or restricted.

Remove restriction.

Tank line has back pressure.

Ensure that tank line has no back pressure.

Pedal set screw is out of adjustment (residual pressure).

Adjust pedal deadband with set screw.

There is an obstruction in the brake valve subassembly.

Remove obstruction.

Brake valve is out of balance.

Adjust balance according to instructions.

Actuator piston is defective. Brake valve is is defective. A dual relay valve is defective.

Replace piston. Rebuild or replace brake valve assembly. Rebuild or replace dual relay valve assembly.

Brakes are not going to full pressure.

Low brake pressure warning occurs when the brakes are not applied.

Low brake pressure warning occurs when brakes are applied.

J04037 12/06

Supply pressure is low.

Check the steering/brake pump system and accumulators.

Modulating section of brake valve has internal malfunction.

Remove, disassemble, clean, and inspect brake valve.

Collar on brake valve is improperly adjusted.

Adjust collars according to instructions.

There is a short in electrical system.

Check wiring.

Brake accumulator is bleeding down.

Valve is open. Close valve.

Brake warning relay is defective.

Replace relay.

There is a leak or other malfunction in one brake circuit.

Inspect brake system and repair leaks.

Brake valve is out of balance.

Adjust balance according to instructions.

Dual relay valve(s) is defective.

Inspect and repair dual relay valve(s).


J4-9

TROUBLE

POSSIBLE CAUSE


The low brake pressure warning light is burned out.

Replace bulb.

The electrical circuit is open.

Check switch circuit wiring.

Pressure switch is defective.

Replace pressure switch.

Low brake pressure warning is on but system pressure is correct.

There is a short in electrical system.

Check wiring.

Pressure switch is defective.

Replace the switch.

Low brake pressure warning comes on and pressure is low.

Steering circuit is malfunctioning.

Check steering circuit pressures.

Steering/brake pump is worn.

Rebuild or replace pump.

Accumulator bleeddown valve is open.

Close valve, check precharge.

Accumulator precharge is low.

Recharge accumulator.

There is a leak in one circuit.

Check plumbing.

There is a malfunction in brake valve.

Disassemble and clean, or replace brake valve.

Controller operates rapidly.

Normal condition.

A “squeal” is heard when controller is operated.

Brake valve assembly is damaged.

Replace brake valve assembly.

Hydraulic oil is too hot.

Check entire hydraulic system for restriction or obstruction.

Output pressure at controller is correct but brakes are not applying.

Brake lines are blocked or improperly connected.

Check plumbing.

Contamination in brake valve assembly.

Disassemble and clean, or replace brake valve.

Brake valve assembly is damaged.

Repair or replace brake valve assembly.

Dual relay valve is malfunctioning.

Repair or replace dual relay valve.

Seal on top of brake valve is defective.

Replace seal.

Excessive internal leakage in a component.

Check all steering and brake system components.

Steering accumulator precharge too high or too low.

Check steering accumulator precharge.

Brake Valve plumbed incorrectly.

Correct plumbing.

There is internal leakage in brake valve assembly.

Replace brake valve assembly.

There is internal leakage in dual relay valve.

Rebuild or replace dual relay valve.

Steering/brake pump is worn.

Rebuild or replace pump.

Pump unloader or compensator is not adjusted correctly.

Adjust pump pressure controls.

Low brake pressure warning circuit not operating properly

A brake accumulator bleeds off quickly when supply pressure is cut off.

Brake pressures drift excessively while pedal is held steady. Oil is leaking around the pedal base.

The pump cycles too often or low pressure warning comes on at low engine rpm.

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12/06 J04037

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET

MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________ INITIAL SYSTEM SETUP Operate hydraulic steering system to obtain proper operating temperature. STEP 8 _________ Rear brake (BR) pressure when auto apply releases _________ Front brake (BF) pressure when auto apply releases STEP 10 _________ Rear brake (BR) pressure when stop lights come on STEP 11 _________ Rear brake (BR) pressure within one second ________ Front brake (BF) pressure within one second BRAKE LOCK / SECONDARY BRAKE CHECK-OUT STEP 14 _________ Rear brake (BR) pressure when brake lock degradation warning occurs STEP 16 _________ Rear brake (BR) pressure when brake lock is applied PARKING BRAKE CHECK-OUT STEP 18 _________ Parking brake release (PK2) pressure SERVICE BRAKE CHECK-OUT STEP 22 _________ Left rear brake (LBP) pressure when pedal is applied ________ Right rear brake (RBP) pressure when pedal is applied STEP 23 _________ Left rear brake (LBP) pressure when pedal is released ________ Right rear brake (RBP) pressure when pedal is released STEP 25 _________ Left front brake pressure when pedal is applied ________ Right front brake pressure when pedal is applied STEP 26 _________ Left front brake pressure when pedal is released ________ Right front brake pressure when pedal is released

J04037 12/06


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CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET

LOW ACCUMULATOR PRESSURE AND AUTO APPLY CHECK-OUT STEP 31 _________ Low accumulator pressure after 2 minutes STEP 32 _________ Pressure when low brake accumulator pressure warning occurs ________ Pressure when low brake accumulator pressure warning occurs STEP 33 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs STEP 38 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs STEP 42 _________ Number of brake applications before low accumulator pressure warning occurs

Name of Technician or Inspector Performing Check-Out _________________________ DATE _________________________

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12/06 J04037

SECTION J5 WET DISC BRAKE ASSEMBLY INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 BRAKE DISC WEAR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10 Floating Ring Seal Assembly & Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13 WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16

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Disc Brake Assembly

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NOTES

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Disc Brake Assembly

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WET DISC BRAKE ASSEMBLY The front and rear oil cooled, wet disc brake assemblies are similar in design. The rear wheel brakes differ from the front brakes in their mounting arrangement only. The rear brake assembly requires hub adapter (1, Figure 5-1) for installation on the wheel motor. Each disc brake assembly consists of the following basic components: •

Ten friction discs

•

Nine separator plates

•

Two damper discs

•

Piston assembly

•

Stationary ring gear

•

Rotating inner gear

•

Floating ring oil seal assembly

OPERATION Ring gear (4, Figure 5-1) is internally splined to retain dampers (8) and separator plates (12). The separator plates are alternately placed between friction discs (7), which are splined to inner gear (6). The inner gear mounts directly to the wheel hub on the front wheel brakes. On the rear brake, the inner gear requires a hub adapter which mounts on the wheel hub. The inboard side of the assembly contains piston (9), which is activated by hydraulic pressure supplied by the dual relay valves (controlled by the brake valve). As hydraulic pressure is applied, the piston moves to compress the rotating friction discs against the stationary steel discs. The friction forces that are generated resist the rotation of the wheels. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until the maximum force is reached and the wheel is stopped. The entire brake disc pack is cooled by hydraulic oil. The low pressure cooling circuit is completely isolated from the high pressure piston apply circuit. Cooling oil flows from the hydraulic tank to the hoist pump, through the hoist circuit high pressure filters, through the hoist valve, and into the brake housings. A parallel circuit from the hoist valve outlet is connected to relief valves at the hydraulic tank which limit brake cooling circuit pressure to 241 kPa (35 psi). Oil that is routed to the front brakes passes through the oil cooler before entering the front brake housings. In addition, the brake cooling oil provides lubrication for the front wheel bearings. Oil that exits the brake housings returns to the hydraulic tank.

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FIGURE 5-1. WET DISC BRAKE ASSEMBLIES 6. Inner Gear 1. Hub Adapter 7. Friction Disc (Rear Only) 2. Capscrew & Lockwasher 8. Damper 9. Piston Assembly 3. Socket Head Screw 10. Seal Carrier (Temporary) 11. Back Plate 4. Ring Gear 12. Separator Disc 5. Capscrew & Hardened Washer

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BRAKE DISC WEAR INSPECTION Brake disc wear should be checked every 1000 hours by using the wear indicator tool (EF9302), that is included in the tool group that is shipped with the truck. Refer to Figure 5-2. The brake disc wear indicator tool is inserted in a port which is open to cooling oil. Removal of the inspection hole plug to insert the brake disc wear indicator will cause the loss of some of this oil. Advance planning will help to minimize oil loss. Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change of hydraulic oil and filters. Rear brakes should be inspected for wear whenever the rear tires are removed. Also consider obtaining additional brake disc wear indicator tools for permanent installation on truck. If all brake assemblies are equipped with disc wear indicators, future checks will not require installation and removal.

1. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut off the engine and wait 90 seconds to allow the steering accumulators to bleed down completely. Block the truck wheels. 2. Open the bleeddown valves on the brake manifold in the hydraulic brake cabinet and bleed all pressure from the brake accumulators. Close the valves after the pressure is released. 3. Thoroughly clean the brake assemblies, especially the area surrounding cooling oil lines. 4. Remove the hex head O-ring plug from port (5, Figure 5-3). Quickly insert the brake wear indicator tool and tighten it securely. NOTE: The front wheel brakes have a diagnostic connector installed for measuring brake apply pressure. The rear brakes do not have a diagnostic connector installed on the brake backplate, but instead have an O-ring plug installed. Do not attempt to install the brake wear indicator in this port. 5. Start the engine. Allow the steering system pressure to stabilize and the brake accumulators to fill. 6. While fully applying the service brake pedal, check the brake disc wear as follows: a. Remove cover (1, Figure 5-2) from the wear indicator. b. Push pin (8) inward until it stops against the brake piston.

FIGURE 5-2. BRAKE WEAR INDICATOR 1. Cover 2. Indicator Pin End Face 3. Housing Face 4. O-Ring

c. Measure the distance from indicator pin end face (2) to housing face (3). If indicator pin end face (2) is even with housing face (3) or below, disc pack is worn to the maximum safe wear limits. The brakes should be scheduled for rebuild.

5. O-Ring 6. Tool Housing 7. O-Ring 8. Indicator Pin

If indicator pin end face (2) extends out beyond housing face (3), brake disc wear is still within allowable limits. 7. Pull pin (8) outward until it stops against tool housing (6). Install cover (1).

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8. Release the brakes. Shut off the engine and wait 90 seconds to allow the steering accumulators to bleed down. 9. Open the bleeddown valves on the brake manifold in the hydraulic brake cabinet and bleed all pressure from the brake accumulators. Close the valves after the pressure is released. 10. Remove the brake disc wear indicator tool and reinstall the O-ring plug in the port. 11. To check the remaining brake assemblies, repeat Steps 4 through 10. NOTE: Checking the disc wear in all the brake assemblies is recommended. Disc wear in one brake assembly may be different from another due to dissimilar operation of parts and/or haul profiles which require repeated braking while steering in one direction only. 12. Refill the hydraulic tank as required. 13. If brake repairs are necessary, refer to Brake Rebuild later in this section. NOTE: If any leakage is observed around the brake disc wear indicator tool, replace O-rings (4, 5, and 7, Figure 5-2).

BRAKE REBUILD The brake assembly should be disassembled and reassembled on a clean, dry work surface. The surface should be wooden if possible. If it is metal, the surface should be covered with padding to prevent damaged to machined surfaces. Match mark individual parts for correct orientation before disassembly. If a rear wheel brake is to be disassembled, start with Step 1 below. If a front wheel brake is to be disassembled, start with Step 5.

The front brake assembly weighs approximately 1460 kg (3210 lbs). The rear brake assembly weighs approximately 1820 kg (4000 lbs). Make sure that any lifting devices are rated to handle the load. Disassembly Rear Wheel Brake Only: Refer to Wheel Motor Rebuild instructions for removal of the rear wheel brake assembly from the wheel motor. 1. Verify that socket head capscrews (3, Figure 51) are installed at each of the six locations on back plate (11). These capscrews are required to retain seal carrier (10) to the back plate when the brake assembly is not installed on the truck. Shipping bars (4, Figure 5-4) must be installed. 2. Remove 12-point capscrews and hardened washers (5, Figure 5-1). 3. Remove capscrews and lockwashers (2) that retain the hub to the seal carrier. 4. Make sure that the hub and other parts are marked to ensure proper orientation during reassembly. Lift hub adaptor (1) from the brake assembly. Note the number of shim packs that are installed at six locations between the seal carrier and hub.

FIGURE 5-3. BRAKE DISC WEAR INDICATOR INSTALLATION (Left Front Brake Shown) 1. Brake Assembly 2. Brake Apply Line 3. Brake Cooling Line

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4. Diagnostic Coupler 5. Wear Indicator Installation Port

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Both Front and Rear Wheel Brakes: Remove the front wheel/brake assembly according to the instructions in Section G, Front Wheel Hub and Spindle. 5. Position the brake assembly on a work surface with the ring gear retainer bars on the bottom as shown in Figure 5-5.

6. Remove socket head capscrews (2, Figure 55). Lift seal carrier (1) off the brake assembly with oil seal (13) and seal assembly (14). NOTE: Socket head capscrews (2) are required to retain and position the seal carrier on the back plate when the brake assembly is not installed on the wheel hub, or during brake assembly shipping or storage. Brake assembly tool group (EK3789) must be installed to retain the inner gear inside the brake assembly. 7. Remove capscrews (4, Figure 5-5) and hardened flat washers (5) from back plate (3). 8. Insert a 7/8 UNC x 2 in. pusher bolt in each of the three tapped holes in the back plate. Tighten the bolts evenly to lift the back plate from ring gear (7). Remove and discard O-ring (6). 9. Note the order of assembly of the discs, then remove damper (10) from the top of the stack. Remove friction discs (11), separator plates (9) and the remaining damper at the bottom of the stack. 10. Rotate the brake assembly to position flat bars (4, Figure 5-4) from brake assembly tool group (EK2789) on top as shown. 11. Remove short capscrews and lockwashers (3) that retain the flat bars to the housing.

FIGURE 5-4. BRAKE ASSEMBLY 1. Ring Gear 2. Back Plate 3. Capscrew and Lockwasher

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4. Flat Bar 5. Inner Gear

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FIGURE 5-5. INITIAL DISASSEMBLY 1. Seal Carrier 2. Capscrew 3. Back Plate 4. Capscrew 5. Hardened Washer

6. O-Ring 7. Ring Gear 8. Piston Housing 9. Separator Plate 10. Damper

11. Friction Disc 12. Inner Gear 13. Oil Seal 14. Seal Assembly

FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL 1. Piston Housing 2. Capscrew

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3. Hardened Washer 4. O-Ring

Disc Brake Assembly

5. Ring Gear

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FIGURE 5-7. PISTON REMOVAL 1. Capscrew 2. Spring Guide

3. Piston Retract Spring 4. Piston Assembly 5. Piston Housing

12. Attach a lifting strap through the shipping bars and lift inner gear (5) out of the brake assembly. Remove the shipping bars and spacers. 13. Remove capscrews (2, Figure 5-6) and hardened washers (3) from piston housing (1). 14. Insert a 7/8 UNC x 2 in. pusher bolt in each of the three tapped holes in the piston housing. Tighten the bolts evenly to lift the housing from ring gear (5). Remove and discard O-ring (4).

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6. Seal Assembly 7. Seal Assembly

15. Position the piston assembly with piston retract springs (3) on top as shown in Figure 5-7. 16. Remove capscrews (1, Figure 5-7), spring guides (2), and piston retract springs (3). NOTE: The threads of capscrew (1) are coated with Loctite® during assembly. A small amount of heat applied to the piston housing may be required for easier removal. 17. Loosen or remove the plugs that are installed in the piston housing ports. Carefully lift piston (4) out of housing (5). Remove seal assemblies (6) and (7).

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5. Inspect piston retract springs (3, Figure 5-7). Check for free height and test for height under load. Replace the springs if they are not within approximately 10% of specification.

Cleaning and Inspection

Free Height: . . . . . . . . . . . . . . . . . . . . . 101.6 mm (4.00 in.)

If the brake wear indicator test indicates internal brake components are worn to the maximum allowable limit, it is recommended that all friction discs, separator plates and dampers should be replaced with new parts. Always replace seal assemblies and O-rings with new parts. 1. Clean all parts thoroughly before inspection. 2. Remove and discard the toric rings from the floating ring oil seal assembly in seal retainer (10, Figure 5-1) and back plate (11). Inspect the polished (mating) surfaces of the seal ring for scratches and other damage. Inspect the contact band of the mating faces to determine the amount of wear.

Height @ 1000 N (225 lb) working load: . . . . . . . . . . . . . . . . . . . . 85.12 mm (3.351 in.) Height @ 2669 N (600 lb) working load: . . . . . . . . . . . . . . . . . . . . . 69.9 mm (2.750 in.) 6. Inspect the friction discs for warping, tooth wear and excessive friction material wear. Replace the friction discs if wear exceeds the minimum groove depth. Disc thickness including friction material: . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.) Friction material thickness (new) . . . . . . . . . . . . . . . . . . . . . . . 1.1 mm (0.04 in.)

A new seal will have a contact band (dimension "A", Figure 5-8) that is approximately 1.6 mm (0.06 in.) wide. As wear occurs, the contact band will widen slightly (dimension "B") and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. The remaining seal life can be estimated by the width of the contact band. 3. Inspect the piston housing for nicks and scratches in the piston seal area. If nicks or scratches cannot be removed by polishing, replace the housing.

Nominal friction material groove depth: . . . . . . . . . . . . . . . . . . . . . 0.63 mm (0.025 in.) Minimum allowable friction material groove depth: . . . . . . . . . . . . . . . . . . . . . 0.25 mm (0.010 in.) Flatness over friction material (new) . . . . . . . . . . . . . . . . . . . . . 0.45 mm (0.018 in.) 7. Inspect the separator plates for warping and tooth wear. Disc thickness (new) . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)

4. Inspect the piston seal assembly grooves for damage.

Flatness (new) . . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.) 8. Inspect the damper plate for warping, tooth wear and excessive facing material wear. Disc thickness, including facing material (new) . . . . . . . . . . . 8.2 ± 0.5 mm (0.323 ± 0.020 in.) Disc thickness, steel plate only (new) . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.) Flatness, steel plate (new) . . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.) 9. Inspect ring gear (4, Figure 5-1) for excessive tooth wear and nicks and scratches in O-ring seal grooves.

FIGURE 5-8. SEAL WEAR PROGRESSION

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10. Inspect inner gear (6) for excessive tooth wear and damage at capscrew holes.

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e. Minor oil seepage (non-measurable) is permissible. If leakage is greater, disassemble the piston assembly and determine the cause.

Assembly

The work area must be clean! Handle all parts carefully to avoid damage to polished sealing surfaces. 1. Check the bore of piston housing (5, Figure 5-7) for nicks, scratches and dirt particles. Position the housing on a work surface with the bore facing up. 2. Lubricate the square section O-ring portion of piston seal assemblies (6) and (7) with type C-4 hydraulic oil and install them in the grooves of piston (4). Make sure that the O-ring is not twisted. 3. Lubricate the piston groove and outer piston seal rings. Install the seal in the grooves over the O-rings, using your fingers or a smooth rounded object to push the seal into the groove. 4. Install two equally spaced 1/2 UNC x 5 in. guide studs in the housing at the piston retract spring mount tapped holes. 5. Lubricate the housing bore. Install lifting eyes and attach an overhead hoist to the piston. Position the piston over the housing with the retract spring cavity holes aligned with the studs that were installed in Step 4. Place a spring guide over each stud to aid in alignment. 6. Carefully lower the piston straight into the piston housing bore until it is seated against the housing. If necessary, seat the piston by tapping it with a soft mallet. 7. Assemble 12 capscrews (1), spring guides (2) and piston retract springs (3). Apply Loctite® to the capscrew threads and install the assembled parts through the piston into the tapped holes in the housing. Tighten the capscrews to 122 N•m (90 ft lbs). Piston Leakage Test: 8. Test the piston/housing assembly as follows: a. Install a plug in one brake apply pressure port (2, Figure 5-8). b. Install a fitting into the remaining port. Attach a hydraulic pressure test device to the fitting. c. Slowly apply pressure and loosen the apply port plug to bleed air from the piston cavity. d. Cycle the piston to full stroke ten times by applying 2070 kPa (300 psi) of hydraulic pressure. Observe the piston for leakage.

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9. After completion of the piston leakage test, release the pressure, remove the hydraulic source and drain the oil from the piston apply cavity. Plug the ports to prevent contamination. 10. Install O-ring (4, Figure 5-6) in the groove of ring gear (5). 11. Attach lifting eyes to the piston/housing assembly and lower it into position over the ring gear. Install capscrews (2) and hardened washers (3). Alternately tighten the capscrews to 780 N•m (575 ft lbs). 12. Insert inner gear (5, Figure 5-9) into the assembly. Orient the gear as shown. 13. Install brake assembly tool group (EK3798). Place flat bars (4, Figure 5-9) over the piston housing as shown. Attach the flat bars using short capscrews and lockwashers (7) at the outer ends. Insert pipes (9) and long capscrews and lockwashers (8) as shown to retain the inner gear in position. 14. Attach lifting eyes to the assembly. Lift and rotate it to place the piston housing on the bottom. 15. Install the brake discs as follows: a. Insert damper disc (1, Figure 5-10) into the ring gear and inner gear with the friction material (down) facing piston (5). b. Insert friction disc (2) on top of the damper. c. Install a separator plate (3). d. Continue installing the remaining friction discs and separator discs, alternating each type as installed. NOTE: The disc pack contains a total of ten friction discs, nine separator plates, and two damper discs. e. Install the remaining damper on top of the last friction disc with its facing material on top. (Unfaced side toward top friction disc.) 16. Using new O-ring (6, Figure 5-5), install back plate (3) over the ring gear. Make sure that the back plate is oriented properly according to the match marks that were made during disassembly. NOTE: A seal carrier socket head capscrew hole on the back plate should be aligned with the drain plug on the piston housing.

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17. Install capscrews (4) and hardened washers (5). Alternately tighten the capscrews to 780 N•m (575 ft lbs). 18. Install seal assembly (14) in the cavities in the back plate and seal carrier. Refer to Floating Ring Seal Assembly & Installation.

19. Install oil seal (13) in the back plate. Pack the area between the seal lips with grease. 20. Install the seal carrier on the back plate. Install six 1/2 UNC x 0.75 in. socket head capscrews to retain the seal carrier in position until the brake assembly is installed on the truck.

FIGURE 5-9. INNER GEAR INSTALLATION 9. Pipe* 5. Inner Gear 1. Cooling Oil Port 10. Wear Indicator Installation 6. Drain Plug 2. Brake Apply Pressure Ports Port 7. Capscrew & Lockwasher* 3. Piston Housing 11. Ring Gear 8. Capscrew & Lockwasher* 4. Flat Bar* * Components of Brake Assembly Tool Group (EK3798)

FIGURE 5-10. DISC PACK INSTALLATION 1. Damper 2. Friction Disc

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3. Separator Plate 4. Piston Housing

Disc Brake Assembly

5. Piston

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NOTE: After a front wheel brake assembly is installed, the seal must be setup for proper seal compression. Refer to Seal Assembly Gap Check in Section G, Front Wheel Hub and Spindle. 21. Assembly is now complete if the brake assembly is to be installed on a front wheel. If the brake assembly is to be installed on a rear wheel, perform the following additional steps. Rear Wheel Brake Assembly Only: 22. Install new O-ring (1, Figure 5-11) in the hub groove. 23. Position the hub over the seal carrier. Orient the hub according to the marks that were made during disassembly to align the hub flange holes with the seal retainer tapped holes. 24. Insert the following shims (4) between the hub flange and seal carrier (5) at each pair of capscrews (six places): Ten . . . . . . . . . . . . 0.51 mm (0.020 in.) thick One . . . . . . . . . . . 0.25 mm (0.010 in.) thick 25. Install capscrews and lockwashers (3) and tighten them securely.

Seal Gap Adjustment: 26. Adjust the seal gap. Refer to Figure 5-12. a. Measure seal gap "A" at three equally spaced locations. Add the three dimensions and divide by 3 to determine an average dimension. b. Add 551.53 mm (21.71 in.) to the average dimension determined in Step a. c. Measure dimension "B" at three equally spaced locations. Add the three dimensions and divide by 3 to determine the average dimension. d. Subtract the dimension in Step c from the dimension in Step b to determine the change in the shim pack. e. Add or remove equal quantities and thicknesses of shims (as determined in Step d) at the six shim pack locations. The shim pack must provide a final dimension "B" within 0.13 mm (0.005 in.) of the dimension that was calculated in Step b. Example Step a: average gap "A" = . . . . . . . . . . .0.600 in. Step b: add "A" + 21.470 = . . . . . . . . . 22.070 in. Step c: average dimension "B" = . . . . .22.034 in. Step d: ("A" + 21.391) - ("B") = . . . . . . .0.036 in. Step e: In this example, adding two 0.020 in. shims would result in a dimension "B" of 22.074 in., and is within the tolerance limit of 0.005 in. 27. Tighten capscrews (3, Figure 5-11) to 122 N•m (90 ft lbs). 28. Install capscrews and hardened washers (8). It will be necessary to remove the shipping bars from the inner gear to access some capscrews. Alternately tighten the capscrews to 2705 N•m (1995 ft lbs). Replace shipping bars.

FIGURE 5-11. REAR BRAKE, HUB INSTALLATION 6. Socket Head 1. O-Ring Capscrews 2. Hub Adapter 3. Capscrews & Washers 7. Ring Gear 8. Capscrew & Hardened 4. Shims Washer 5. Seal Carrier 9. Inner Gear FIGURE 5-12. SEAL GAP ADJUSTMENT

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Floating Ring Seal Assembly & Installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: Assembly Error! Floating ring seals should always be installed in matched pairs; that is, two new rings or two rings that have previously run together. Never assemble one new ring and one used ring, or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!

When using tri-chloroethane or any solvent, avoid prolonged skin contact. Use solvents only in well ventilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame, welding operations or other heated surfaces exceeding 482°C (900°F). Do not smoke around solvents.

1. Inspect the seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone them smooth and clean, if required.

Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping.

2. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane #111, which is a non-petroleum based, rapid drying solvent that leaves no film. Allow the surfaces to dry completely. Use clean, lint-free material such as Micro-Wipes # 05310 for cleaning and wiping.

NOTE: Oil from adjacent bearing installations or seal ring face lubrication must not get on the ramp or toric until after both seal rings are together in their final assembled position. 3. Install the rubber toric on the seal ring.

Make sure that it is STRAIGHT! Make sure that the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist. The flash line should be straight and uniform around the toric ring. NOTE: Handle the seal carefully. Nicks and scratches on the seal ring face can cause leaks.

FIGURE 5-13. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp

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5. Seal Ring Housing 6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip

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4. Place the installation tool onto the seal ring with the toric ring. Refer to Section M, Special Tools, for the installation tool part number. Lower the rings into a container of tri-chloroethane until all surfaces of the toric ring are wet.

7. If small adjustments are necessary, do not push directly on the seal ring. Make any required adjustments with the installation tool. ALTERNATE PROCEDURE: After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying it with trichloroethane #111. DO NOT USE Stanosol or any other liquid that leaves an oily film or does not evaporate quickly. 5. With all surfaces of the toric ring wet, use the installation tool to position seal ring and toric ring squarely against the seal housing. APPLY SUDDEN AND EVEN PRESSURE to pop (push) the toric ring under the housing retaining lip.

6. Use a sight gauge to check the variation in the seal ring "assembled height" in four places that are 90 degrees apart. Height variation around the assembled ring should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05 in.) for the brake assembly floating seal or 1.14 ± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.

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NOTE: The toric ring can twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual failure.

8. The toric ring must not slip on the ramps of either the seal ring or housing. To prevent slippage, wait at least two minutes to let all the tri-chloroethane evaporate before further assembly. Once it is correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat Steps 4 through 7.

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10. Ensure that both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other. 9. Wipe the polished metal seal surfaces with clean tri-chloroethane to remove any foreign material or fingerprints. No foreign particles of any kind should be on the seal ring faces. Something as small as a paper towel raveling will hold the seal faces apart and cause leakage.

Ensure seals are square and concentric. NOTE: Do not slam, bump or drop the seals together. High impact can damage the seal face and cause leakage.

10. Apply a thin film of clean oil on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. Make sure no oil comes in contact with the rubber toric rings or their mating surfaces. Before assembling both seals and housing together, wait at least two minutes to let all trichloroethane evaporate. Some may still be trapped between the toric ring and the housing ramp.

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WET DISC BRAKE BLEEDING PROCEDURE NOTE: Rear wheel brakes must be bled before rear tire installation. 1. Make sure that the hydraulic brake supply (steering circuit) is operating properly. 2. If necessary, charge the brake system accumulators. Refer to Section J, Brake Circuit Component Service. 3. Make sure that the bleed down valves on brake accumulator manifold are closed. 4. Check the hydraulic tank oil level and fill if necessary. 5. With the wheels securely blocked, start the engine and allow the accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied. Rear Wheel Brakes: 7. Crack open the O-ring plug located next to the cooling oil port and brake apply port on the brake back plate. Close the plug after the oil runs clear of contaminants and free of bubbles. Repeat for the other rear wheel brake.

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NOTE: The other cooling line has a single hex plug located next to it. DO NOT use this plug for bleeding the brake. Front Wheel Brakes: NOTE: The front wheel brakes are equipped with a diagnostic coupler on the brake backplate. A hose with a mating fitting can be attached and used to direct the oil into a container during the bleeding process. 8. Attach a hose to the diagnostic coupler on the brake back plate (brake apply pressure circuit). 9. Slowly depress the brake pedal until the service brake is partially applied. 10. After the oil runs clear of contaminants and free of bubbles, remove the hose from the coupler. Release the brake pedal. 11. Repeat Steps 8 through 10 for the other front wheel brake. 12. Shut off the engine and allow the steering accumulators to bleed down. Check the hydraulic tank oil level and fill if necessary.

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11/07 J05027

SECTION J7 PARKING BRAKE INDEX

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6 PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8

J07018

Parking Brake

J7-1

NOTES

J7-2

Parking Brake

J07018

PARKING BRAKE OPERATION The truck is equipped with a dry disc type parking brake assembly mounted on each wheel motor rotor shaft. The parking brake assemblies are inboard mounted and can be accessed through the rear axle housing hatch. The parking brake is intended to prevent truck movement after the truck has stopped and the engine is shut off. The parking brake is not for use during truck loading or dumping operations. Refer to the the Operation and Maintenance Manual for additional brake system operation instructions.

The parking brake is a spring applied, hydraulically released, multiple disc type brake that is actuated by the placing the directional control lever in PARK.

When the directional control lever is in PARK, the parking brake solenoid valve (SV2) located on the brake manifold in the hydraulic brake cabinet is deenergized, which removes hydraulic pressure from the parking brake assemblies. Internal belleville springs in the parking brake assemblies act on the piston to compress the disc pack, preventing rotation of gear (4, Figure 7-1), which is mounted on the wheel motor rotor shaft. When the directional control lever is moved from PARK, pressurized oil is supplied to the brake assemblies through the now energized parking brake solenoid valve. Oil pressure applied to the parking brake piston compresses the belleville springs, releasing the discs to allow the wheel motor rotor gear to rotate. System interlocks prevent application of the parking brake if the truck is in motion. FIGURE 7-1. PARKING BRAKE INSTALLATION 1. Wheel Motor Mounting Flange 2. Wheel Motor 3. Parking Brake Assembly 4. Gear (Motor Rotor Shaft) 5. Retainer Plate 6. Capscrew & Hardened Washer 7. Park Brake Supply Hose 8. Cooling Air Duct Mount 9. Capscrew & Lockwasher

J07018

Parking Brake

J7-3

MAINTENANCE The parking brakes require periodic inspection to determine the amount of wear incurred to ensure that adequate brake torque is available. The following inspection should be made at 500 hour intervals. Inspection 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (3, Figure 7-2) to bleed down the brake accumulators. 3. Open the rear axle housing hatch. Check for signs of oil leakage and damage. 4. Measure the amount of disc wear on both parking brake assemblies as follows: a. Insert a depth micrometer through each piston position hole (18, Figure 7-3) and record the dimensions. b. Add the three measurements and divide the total by 3 to determine the average. c. If the resulting average of the three measurements is greater than 24 mm (0.969 in.), the parking brake assembly must be removed and rebuilt.

Removal NOTE: Whenever possible, parking brake repairs should be performed when the wheel motor is removed from the truck. If repairs are necessary when the wheel motor is installed, a lifting device must be set up inside the rear axle housing to support the weight of the parking brake assembly when it is removed from the wheel motor.

The parking brake assembly weighs approximately 159 kg (350 lbs). Ensure that the lifting device is capable of supporting the weight of the brake assembly when removed. 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (3, Figure 7-2) to bleed down the brake accumulators. 3. Open the rear axle housing access door and remove the wing nuts that retain the duct inside the door. Remove the duct tube and open the access covers inside the axle housing. Remove the cooling ducts as required to set up a lifting device for brake removal. 4. Disconnect parking brake apply supply hose (7, Figure 7-1) from the parking brake. 5. Remove capscrews and lockwashers (9, Figure 7-1). Install guide studs in two of the mounting holes to support the parking brake assembly when it is removed from the wheel motor frame. 6. Slide the parking brake assembly out of the wheel motor frame and off inner gear (4). Remove the parking brake assembly from the rear axle housing.

FIGURE 7-2. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)

J7-4

Parking Brake

J07018

7. If rotor shaft gear (4, Figure 7-1) is worn, damaged or otherwise requires removal, perform the following steps:

Disassembly 1. Match mark parking brake housing (3, Figure 73), piston housing (4), and end cap (5).

NOTE: The gear is shrink fit on the splined motor shaft. a. Remove capscrew and hardened washer (6, Figure 7-1) from the shaft. Remove retainer plate (5). b. Install a gear puller using the tapped holes provided in gear (4). c. Apply heat around gear hub area while tightening the puller until gear is removed from shaft.

The following procedure is necessary to properly relieve the pressure exerted by the belleville springs on the end cap. Failure to follow this procedure could result in capscrew failure and personal injury during disassembly. 2. Loosen 12-point capscrews (10) evenly in 27 N·m (20 ft lbs) increments. Alternate by selecting a successive capscrew that is located approximately 180 degrees from the previously loosened capscrew.

Installation 1. If the rotor shaft gear was removed, install the gear before installing the parking brake on the wheel motor:

Continue loosening capscrews until the spring pressure is released and the capscrews and washers can be removed by hand.

a. Thoroughly clean gear (4, Figure 7-1) and the shaft. Inspect the splines and remove any burrs that may interfere with installation.

3. Remove end cap (5). Lift belleville springs (7) out of the counterbore of piston (6).

b. Heat the gear to 280°C (536°F). Immediately install the gear on the shaft. The gear must be fully seated against the shoulder of the rotor shaft.

4. Lift the piston/housing assembly off the dowels in housing (3). 5. Remove springs (1), separator discs (12), and friction discs (13).

c. Install retainer plate (5), washer and capscrew (6). Tighten the capscrew to 595 670 N·m (440 - 495 ft lbs). 2. Install two guide studs in the wheel motor frame to guide the parking brake assembly into position. Ensure that the mating surfaces are clean and free of burrs.

6. Remove piston (6) from piston housing (4). Remove and discard piston seals (8) and (9). Cleaning and Inspection 1. Clean all parts thoroughly. 2. Inspect dowel pins (2). If the dowel pins are grooved from excessive wear or otherwise damaged, press them out of housing (3).

3. Lift the parking brake into position for installation. Note the proper orientation depending on whether the parking brake is to be installed on a left or right wheel motor. (The bleeder screw at the top of the parking brake will be tilted toward the front of the truck.) 4. Slide the parking brake over the guide studs and the gear on the wheel motor rotor shaft. 5. Install capscrews and lockwashers (9) Tighten the capscrews evenly to ensure that the parking brake housing is properly seated on the wheel motor. Tighten the capscrews to a final torque of 300 N·m (220 ft lbs).

3. Check the free height of compression springs (1) and test for height under load. Replace the springs if they are not within approximately 10% of specification. Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.) Height @ 162 N (36.4 lb):. . . . . . 8.89 mm (0.350 in.)

6. Connect parking brake supply hose (7) and remove any lifting equipment. 7. Bleed the air from the parking brake apply line and housing. Refer to Parking Brake Bleeding Procedure later in this section.

4. Inspect belleville springs (7) for cracks and damage. Replace the springs as necessary. 5. It is recommended that the separator discs and friction discs be replaced if wear is indicated. 6. Check the piston and piston housing bore for scratches, nicks, pitting and other defects that may cause seal leakage. Slight defects may be repaired by polishing.

8. Install all ducts that were removed.

J07018

Parking Brake

J7-5

Assembly 1. If dowel pins (2, Figure 7-3) have been removed, press new dowel pins into the holes in housing (3) until they are fully seated against the shoulder. 2. Install one separator disc (12) over the dowel pins. Insert one compression spring (1) over the dowel pins. Insert one friction disc (13). 3. Install second compression spring (1) over the dowel pins. Install one separator disc (12) over the dowel pins. Insert second friction disc (13). Install remaining separator disc (12) over the dowel pins.

The following procedure is necessary to properly compress the belleville springs. Failure to follow this procedure could result in capscrew failure and personal injury during assembly. 9. Select three capscrews that are 120° apart and mark them. a. Tighten the marked capscrews to 41 N·m (30 ft lbs). Snug the remaining capscrews after each of the marked capscrews is tightened in the following steps.

NOTE: The internal teeth of the two friction discs must be aligned and must be concentric with the pilot diameter machined on the rear of the housing to enable the completed assembly to be installed properly. If available, a mating gear as installed on the wheel motor rotor shaft should be used to simplify alignment.

b. Retighten the marked capscrews until the gap between the end cap and piston housing is equalized. c. Retighten the marked capscrews in 27 N·m (20 ft lbs) increments until they are fully tightened to 122 N·m (90 ft lbs).

4. Assemble seals (8) and (9) on the piston: a. Install the O-ring seal in the bottom of each groove. Make sure that the O-rings are not twisted. b. If available, use an expander to expand the outside diameter of each seal enough to allow it to slide onto the piston. NOTE: If an expander tool is not available, the seals may be heated to 204°C (400°F) MAXIMUM. This will allow ring to be manually expanded until it will fit over piston. c. When each seal is over the groove, resize by compressing the seal ring. Use a full circle clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces.

d. Tighten the remaining capscrews to 122 N·m (90 ft lbs). 10. Install bleeder and O-ring plug (17). Install a fitting in one of the pressure supply ports and attach a hydraulic power source. Install an Oring plug in the remaining port. 11. Slowly apply pressure and open the bleeder valve to bleed air from the piston cavity. Close the bleeder. Apply 2068 kPa (300 psi) of hydraulic pressure and hold it for one minute. 12. Check for oil leakage. If leakage occurs, the parking brake assembly must be disassembled and repaired.

d. Install the quad ring in each seal. 5. Lubricate the piston seals and insert piston (6) into piston housing (4). 6. Install piston/housing assembly over the dowels in housing (3). 7. Place belleville springs (7) in the piston counterbore as shown in Figure 7-3. 8. Place end cap (5) on the assembly and insert capscrews (10) with hardened washers (11). Do not tighten the capscrews.

J7-6

Parking Brake

J07018

FIGURE 7-3. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Parking Brake Housing 4. Piston Housing 5. End Cap 6. Piston

J07018

7. Belleville Springs 8. Piston Seal Assembly 9. Piston Seal Assembly 10. Capscrew 11. Hardened Washer 12. Separator Disc

Parking Brake

13. Friction Disc 14. Gear (Armature) 15. Plug 16. Oil Supply Port 17. Bleeder & O-Ring Plug 18. Piston Position Holes

J7-7

PARKING BRAKE BLEEDING PROCEDURE 1. Securely block the wheels to prevent the truck from rolling away. 2. Place the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut down the engine and allow 90 seconds for the steering system accumulators to bleed down. Open bleed down valves (1) and (3, Figure 7-2) to bleed down the brake accumulators. 3. Open the rear axle housing access door. Close the brake accumulator bleed down valves.

5. Connect a clear plastic hose to the parking brake bleeder screw. Place the other end of hose into a container. 6. Slowly open the bleeder valve and allow hydraulic oil to run until it is clear and free of bubbles. Close the bleeder screw securely. 7. Repeat Steps 5 and 6 for the other parking brake. 8. Shut off the engine. Remove the bleed equipment and close the rear axle housing hatch.

4. Start the engine and allow the steering system to fully charge (pump unloads). Then move the directional control lever to NEUTRAL to disengage the parking brake.

J7-8

Parking Brake

J07018

SECTION L HYDRAULIC SYSTEM INDEX

HYDRAULIC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1

STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1

STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1

L01033

Index

L1-1

NOTES

L1-2

Index

L01033

SECTION L2 HYDRAULIC SYSTEM INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8

L02034 2/06

Hydraulic System

L2-1

NOTES

L2-2

Hydraulic System

2/06 L02034

HYDRAULIC SYSTEM The following is a general description of the hydraulic system. Additional information concerning individual component description and operation can be found under the different system circuits such as the hoist circuit, steering circuit, and hydraulic brake circuit.

HYDRAULIC PUMP MODULE Hydraulic pumps (16) and (18, Figure 2-1) are mounted on a modular structure behind the traction alternator. The pump module also contains pilot operated hoist valve (3), which controls operation of the hoist cylinders during body dumping operations. Overcenter manifold (10) contains internal valves (8) and (9), which ensure smooth operation and maximum service life from the hoist cylinders. The overcenter manifold also provides quick disconnect fittings (12) to allow operation of the hoist circuit by an external hydraulic source or to use the hoist circuit of the truck to dump the load from a disabled truck.

FIGURE 2-1. HYDRAULIC PUMP MODULE 1. Hoist Valve Tank Return (To Brake/Hoist Return Manifold) 2. Supply to Pilot Valve 3. Hoist Valve 4. From Pilot Valve 5. To Brake/Hoist Return Manifold 6. Work Port Outlet

L02034 2/06

7. Supply From Hoist Pump & Filter 8. Counterbalance Valve 9. Needle Valve 10. Overcenter Manifold 11. Hoist Cylinder Supply Tubes 12. Hoist Quick Disconnects 13. Pump Case Drain Line

Hydraulic System

14. Steering Pump Inlet Port 15. Unloader Valve 16. Steering/Brake Pump 17. Hoist Pump Inlet Hoses 18. Hoist Pump 19. Pump Driveshaft

L2-3

HOIST CIRCUIT OPERATION

Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before starting truck. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. Always maintain complete cleanliness when opening any hydraulic connection. Ensure that all system lines are capped while the component is removed from the truck.

NOTE: It is highly recommended that any hydraulic oil to be used for filling or adding to the hydraulic system is routed through a 3 micron filter device prior to use.

The hoist, steering and brake circuits share a common hydraulic tank (7, Figure 2-2). The tank is located on the left side of the frame in front of the rear wheels. The service capacity of the tank is 947 L (250 gal). Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist, steering and brake circuits flows from the bottom of the tank through 100 mesh wire suction strainers. Hydraulic oil from the tank is supplied to a gear type hoist circuit pump (18, Figure 2-1), rated at 931 l/min (246 gpm) @ 1900 RPM and 17,200 kPa (2500 psi). Oil from the pump outlet port is directed to high pressure filters (4, Figure 2-2) and then enters hoist valve (5). The hoist pump (and steering/brake pump) is driven by driveshaft (6) off the rear of the traction alternator. Hoist valve (5) directs oil flow to hoist cylinders (1) when the operator moves the hoist control lever. The hoist control lever is connected to the hoist pilot valve, located in the hydraulic components cabinet, by a flexible control cable. If the control lever is in the FLOAT position, oil is returned to the hydraulic tank through brake/hoist return oil manifold (2) and also flows through the disc brake circuit to cool the wet disc brake system. Heat generated during service brake application is removed by oil/water heat exchanger (1, Figure 2-5). Hoist system pressure is limited to a maximum of 17,200 kPa (2500 psi).

L2-4

Hydraulic System

2/06 L02034

FIGURE 2-2. HOIST PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters

L02034 2/06

5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank

Hydraulic System

L2-5

STEERING CIRCUIT OPERATION Hydraulic oil from the tank is supplied to a piston type, pressure compensated steering and brake circuit pump (8, Figure 2-3), rated at 250 l/min (66 gpm) @ 1900 RPM @ 17,200 kPa (2500 psi). Unloader valve (15, Figure 2-1) maintains system pressure between 18,960 kPa (2750 psi) and 20,860 kPa (3025 psi). Oil from the pump is directed to high pressure filter (9, Figure 2-3) before entering bleeddown manifold (5). The bleeddown manifold provides several functions in the steering, brake, and hoist systems. It is used to route oil flow to the steering system and hydraulic brake system. Refer to Section J for brake system operation.

L2-6

Steering system oil is directed to accumulators (3), which store pressurized oil in the event of loss of pump pressure. Oil is also directed to flow amplifier valve (4) for use by the steering control unit and steering cylinders (1). A relatively small volume of oil is supplied from the flow amplifier to the steering control unit, which is mounted on the steering column in the cab. When the operator moves the steering wheel, oil is routed from the steering control unit back to the flow amplifier based on the direction and rate of speed of rotation of the steering wheel. The flow amplifier provides a large volume of oil (determined by input from the steering control unit) to the steering cylinders to turn the front wheels.

Hydraulic System

2/06 L02034

FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Steering System Accumulators 4. Flow Amplifier Valve 5. Bleeddown Manifold

L02034 2/06

6. Hydraulic Tank 7. Pump Supply Shutoff Valve (930E only) 8. Steering/Brake Circuit Pump 9. Steering/Brake Circuit Filter 10. Hoist Circuit Pump

Hydraulic System

L2-7

DISC BRAKE COOLING SYSTEM When the hoist control valve is in the FLOAT or HOLD position, oil is supplied by the hoist valve to the disc brake assemblies of each wheel to remove heat that is generated during application of the service brakes. Oil supplied to the rear wheel brakes flows from the hoist valve to brake/hoist return oil manifold (11, Figure 2-5), to the brake assemblies, and is then returned to the brake/hoist return oil manifold and hydraulic tank (12). Oil supplied to the front wheel brakes is routed from the hoist valve to oil/water heat exchanger (1) before entering the brake assemblies. The front brake oil is then returned to the brake/hoist return oil manifold and then to the hydraulic tank. The front brake cooling oil is also used to lubricate the front wheel hub bearings. The brake cooling circuit pressure is limited by orificed regulator valves located in the brake/hoist return oil manifold. Figure 2-4 shows the piping and flow of oil through the brake/hoist return oil manifold. The internal check valves crack open at 241 kPa (35 psi). Their opening pressure will be slightly higher as flow through the manifold increases. Refer to Section J for information regarding operation of the brake system.

FIGURE 2-4. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 2. Rear Brake Supply 3. Rear Brake Supply Press. 4. Front Brake Supply Press. 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Manifold 9. Front Brake Bypass 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Oil Return 14. Rear Brake Oil Return to Tank 15. Hoist Return to Tank 16. Front Brake Oil Return to Tank 17. Front Brake Oil Return 18. Front Brake Oil Return

L2-8

Hydraulic System

2/06 L02034

FIGURE 2-5. DISC BRAKE COOLING CIRCUIT - TYPICAL (Bottom View) 1. Heat Exchanger 2. Front Brake Cooling Oil Supply From Hoist Valve 3. L. F. Brake Cooling Outlet Hose 4. R. F. Brake Cooling Inlet Hose

L02034 2/06

5. R. F. Brake Cooling Outlet Hose 6. L. F. Brake Cooling Inlet Hose 7. Hoist Pump 8. Filters 9. Rear Axle Housing

Hydraulic System

10. Rear Brake Cooling Supply & Return Lines 11. Brake/Hoist Return Oil Manifold 12. Hydraulic Tank

L2-9

NOTES

L2-10

Hydraulic System

2/06 L02034

SECTION L3 HYDRAULIC SYSTEM COMPONENT REPAIR INDEX

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 TROUBLESHOOTING GUIDE (Hoist Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18

L03030 11/07

Hydraulic Component Repair

L3-1

NOTES

L3-2


11/07 L03030

HYDRAULIC SYSTEM COMPONENT REPAIR HOIST PUMP Removal NOTE: The hoist pump can be removed without removing the steering pump from the truck if desired.

3. Remove the rear axle blower duct to allow the hoist pump to be lowered from the pump module mounting bracket for removal. Remove duct support bracket. 4. Close the pump supply shutoff valves.

1. Turn key switch OFF and allow approximately 90 seconds for the accumulators to bleed down. 2. If necessary, drain the hydraulic tank by using the drain valve located on the rear side of the tank. NOTE: If oil in the hydraulic tank has not been contaminated, the shutoff valves can be closed and both pump inlet lines can be drained, eliminating the need to completely drain the tank.

Always maintain complete cleanliness when opening any hydraulic connection. Make sure that all system lines and components are capped while the component is removed from the truck.

FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters

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5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank


L3-3

5. Loosen the capscrews securing the inlet and outlet hoses (1, Figure 3-2) on the hoist pump and allow oil to drain. Remove inlet and outlet hoses. Cap or cover all lines and pump inlets and outlets to prevent contamination. 6. Remove the capscrews that secure the hoist pump drive flange to the drive shaft.

The hoist pump weighs approximately 140 kg (310 lbs). The hoist and steering pump together weigh approximately 254 kg (560 lbs). Use a suitable lifting or support device that can handle the load safely.

FIGURE 3-2. HYDRAULIC PUMP 1. Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump

1. Hoist Pump 2. Nut & Washer 3. Dowel 4. O-ring 5. Capscrew

L3-4

4. Pump Mount Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet Hose

FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL 11. Steering & Brake Pump 14. Compensator 6. Bearing Plate Adjustment Screw 12. Pump Case Return 7. O-ring 15. Unloader Fitting (Pump Drain) 8. Transition Plate Adjustment Screw 13. Inlet Port 9. Coupling 16. O-ring 10. Capscrew


11/07 L03030

7. Attach a suitable lifting or support device to the hoist pump. Attach a support to the front end of the steering pump to hold it in place during removal of the hoist pump. 8. Remove four capscrews (2, Figure 3-2) that secure the hoist pump to the front support bracket. Remove the six capscrews that hold support bracket (6) to the pump module support. Remove support bracket. 9. Make sure that the lifting and support devices are in place on both pumps. Loosen (but do not remove) the rear support bracket capscrews that retain the steering pump. Lower the pumps, allowing the hoist pump to come down further than the steering pump. 10. Remove four steering/brake pump mounting capscrews (4). Slide the hoist pump forward to disengage the splines of drive coupling (9, Figure 3-3) from the steering pump. 11. Move the pump to a clean work area for disassembly.

Installation NOTE: The following assumes the steering pump is already in position on the truck. 1. Install O-ring (16, Figure 3-3) to steering pump (11). Install coupler (9) to hoist pump.

The hoist pump weighs approximately 140 kg (310 lbs). The hoist and steering pump together weigh approximately 254 kg (560 lbs). Use a suitable lifting or support device that can handle the load safely. 2. Attach a suitable lifting or support device to the hoist pump. Move the pump into position in the truck. 3. Lubricate the steering pump spline shaft and align it with coupling (9). Install the hoist pump onto the steering pump. Install capscrews (10) with hardened washers and tighten the capscrews to standard torque. Raise the pumps up into position. 4. Attach the front support bracket to the pump module support structure and to the pump with capscrews, lockwashers and nuts. Tighten the capscrews to standard torque. 5. Connect the hoist pump drive flange to the drive shaft with capscrews, lockwashers and nuts. Tighten the capscrews to standard torque. 6. Tighten the capscrews for steering pump support bracket (6, Figure 3-2) to standard torque. 7. Uncap the inlet and outlet hoses and connect them to the pumps using new O-rings. Tighten the capscrews securely. 8. Service the hydraulic tank with C-4 type hydraulic oil. Refer to the topic Hydraulic Tank later in this section for filling instructions. 9. Open the three suction line shutoff valves. Loosen the capscrews (at the pump) on the suction hoses to bleed any trapped air. Then loosen the capscrews (at the pump) on the pressure hoses to bleed any trapped air. Tighten all capscrews securely. NOTE: If trapped air is not bled from the steering pump, possible pump damage and no output may result. 10. Reinstall the blower duct and support bracket.

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L3-5

Disassembly NOTE: As parts are removed, lay them out in a group in the same order in which they are removed. 1. Thoroughly clean the exterior of the pump assembly. If the steering pump is attached, remove capscrews (10, Figure 3-3) and pull the steering pump free of transition plate (8). Remove O-ring (16). 2. Remove and inspect coupling (9). Remove and discard the internal snap ring, if installed. Remove dowels (3) if damaged or if replacement of the bearing plate is necessary.

3. Support the pump by placing it on wood blocks with the input drive shaft pointing down. Mark each section nearest to the input drive gear to facilitate reassembly. 4. Remove nuts (17, Figure 3-3). Remove bearing plate (20, Figure 3-4) with transition plate (22) and O-ring (26). Remove the capscrews that secure the bearing plate to the transition plate. Remove O-ring (23). Remove the dowels if damaged or if replacement of the transition plate is necessary.

FIGURE 3-4. HOIST PUMP 1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Stud 5. Steel Ball 6. Flange 7. Dowel 8. Gear Plate 9. O-ring

L3-6

10. Connector Plate 11. O-ring 12. Bearing Plate 13. Gear Plate 14. Connector Plate 15. Washer 16. Nut 17. Stud 18. Idler Gear

19. Dowel 20. Bearing Plate 21. Dowel 22. Transition Plate 23. O-ring 24. (Not Used) 25. Coupler 26. O-ring 27. Drive Gear (Rear)


28. Snap Ring 29. Coupler 30. Steel Ring 31. Backup Ring 32. O-ring 33. Pressure Plate 34. Isolation Plate 35. Plug 36. Snap Ring

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5. Remove connector plate (9, Figure 3-5). Remove O-ring (8) and steel rings (10 & 14). Remove dowels (6) if damaged or if replacement of the connector plate is necessary. NOTE: If the connector plate is stuck, tap lightly with a plastic hammer to loosen. 6. Remove backup ring (15), O-ring and retainer (16) and isolation plate (17). Grasp the drive gear (12) and idler gear (11) and pull straight up and out of the gear plate (5) bore. Remove pressure plate (18) from gears.

7. Remove gear plate (5) and pressure plate (19). Remove the steel rings, backup ring, O-ring and retainer, and isolation plate. Remove O-ring (3) and stud O-ring (4). 8. Remove bearing plate (2, Figure 3-5). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if damaged or if replacement of the bearing plate is necessary. 9. Remove coupling (21). Remove snap ring (22) if damaged or if replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove the thru studs at this time because the studs serve as guides for disassembly.

FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section) 1. O-ring 2. Bearing Plate 3. O-ring 4. O-ring 5. Gear Plate 6. Dowel

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7. Stud 8. O-ring 9. Connector Plate 10. Steel Ring 11. Idler Gear 12. Drive Gear (Rear)

13. Bearings 14. Steel Ring 15. Backup Ring 16. O-ring & Retainer 17. Isolation Plate 18. Pressure Plate


19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-ring

L3-7

10. Remove bearing plate (10, Figure 3-6). If the bearing plate is stuck, tap lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11). 11. Remove steel rings (13), backup ring (14), Oring and retainer (15), and isolation plate (17). Remove dowels (16) if damaged or if replacement of bearing plate (10) is necessary.

12. Unscrew thru studs (12) and remove them. Remove flange (5). If the flange is stuck, tap the flange lightly with a plastic hammer to loosen. Remove O-ring (8). Remove dowels (6) if damaged or if replacement of flange (5) or gear plate (7) is necessary. 13. Remove the steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from gear plate (7). Remove both pressure plates (18).

FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section) 1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate

L3-8

8. O-ring 9. O-ring 10. Bearing Plate 11. O-ring 12. Thru Studs 13. Steel Rings 14. Backup Ring


15. O-ring & Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring

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FIGURE 3-7. PREPARATION FOR SEAL REMOVAL 1. Flange 3. Wooden Blocks 2. Bearings

14. Remove outboard shaft seal (2), snap ring (21) and inboard shaft seal (20). NOTE: To aid in shaft seal removal place the flange on two small wooden blocks as shown in Figure 3-7. FIGURE 3-8. SHAFT SEAL REMOVAL 1. Flange 2. Punch

3. Bearings

15. Use a punch and hammer to tap the outboard shaft seal out of the flange bore. (Refer to Figure 3-8.) Be careful not to mar, scratch or damage the seal bore surface or bearings. 16. After the seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper (only).

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L3-9

Inspection 1. Examine the gear bores in both gear plates; reference Figure 3-9. During the initial break-in, the gears cut into the aluminum gear plates. The nominal depth of this cut is 0.203 mm (0.008 in.) and should not exceed 0.381 mm (0.015 in.). As the gear teeth cut into the gear plates, metal is rolled against the pressure plates. Use a knife or sharp pointed scraper to remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.

When removing the rolled up metal, do not attempt to remove the gear track-in grooves. 2. Examine the pressure plates. They should not show excessive wear on the bronzed side. If deep curved wear marks are visible, replace the pressure plates. 3. Examine the gears. If excessive wear is visible on the journals, sides, or face of the gears, or at the point where the drive gear rotates in the lip seal, replace the gears. 4. If any of the internal parts show excessive wear, replace with new parts. Replace all O-rings and seals.

NOTE: Replacing the bearing in the flange, connector plates or bearing plate is not recommended due to close tolerances and special tooling that is required for crimping the bearing in place to prevent bearing spin. 6. Inspect the flange seal bore for scratches or gouges which may interfere with shaft seal installation. 7. For additional pump and system inspection refer to the Troubleshooting Guide. Assembly A suitable seal press ring or plug and two small wood blocks should be used. The following seal installation procedure uses a vise, but it can be adapted for use of a press if one is available. 1. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring. 2. Place the wood blocks flat against the fixed jaw of the vise. Place the flange plate against the blocks in such a position that the bearing projections are between the blocks and clear of the vise jaw (see to Figure 3-10). 3. Lubricate the seals with hydraulic oil. Position inboard shaft seal (3, Figure 3-11) with the metal face toward the outboard end of the flange.

5. Inspect the bearings. If they are worn beyond the gray teflon into the bronze material, the replace the flange connector plates or bearing plate.

FIGURE 3-10. SHAFT SEAL INSTALLATION FIGURE 3-9. GEAR BORE INSPECTION 1. Gear Track-In

L3-10

2. Gear Plate

1. Flange 2. Wood Blocks


3. Bearing Projection

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5. Install snap ring (2, Figure 3-11) with the snap ring opening over weep hole (10).

11. With the bronze side up and the milled slot facing toward the discharge side, slide pressure plate (2, Figure 3-13) down into the gear bores until it rests on the backup ring and O-ring. Do not force the plate down the gear bores. If it hangs up on the way down, work it back and forth until it slides freely into place.

6. Install the outboard seal (metal face out) until it just contacts the snap ring.

12. Coat the inside of the gear plate and the gears with clean hydraulic oil.

4. Position the press ring over the seal. Make sure that the seal stays centered and true with the bore, and start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore.

7. Lubricate thru stud threads (14, Figure 3-11) with hydraulic oil. Thread the studs into flange until snug. There are four long studs and four short studs. Refe to Figure 3-12 for proper stud location. 8. Lubricate and install O-ring (7). Install dowel pins (12) if removed. Install gear plate (13). Make sure that the recess in the gear plate will be toward the connector plate or facing up when the gear plate is installed. 9. Install steel rings (5, Figure 3-12). Lubricate and install backup ring (8), O-ring (7) and ring retainer (6) as shown in Figure 3-12. 10. Install isolation plate (9) on the suction side of the gear plate. The isolation plate has a relief area milled on one side. Turn that side up or toward the pressure plate.

NOTE: To ensure that the gear pump is correctly timed during reassembly, place a mark on the end of the input shaft to indicate the location of the valley between any two gear teeth. Refer to Figure 3-16 which illustrates gear timing. 13. With the extension end of the drive gear facing toward the shaft seals, install the drive gear. Do not drop the gear in the bore. Damage to the bronze face of the pressure plate could result. Be careful when pushing the drive gear extension thru the shaft seals. Install the idler gear.

FIGURE 3-12. PUMP REASSEMBLY FIGURE 3-11. SHAFT SEAL INSTALLATION 1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-ring

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8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Thru Studs

1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer


7. O-ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Thru Studs

L3-11

14. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side. 15. Install steel rings (11, Figure 3-14), backup ring (12), O-ring and retainer (13). Install isolation plate with its relief toward the pressure plate. 16. Lubricate and install thru stud O-rings (5) and connector plate O-ring (7). Install dowel (14) if removed. Lubricate the inside diameter of bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).

FIGURE 3-13. PRESSURE PLATE INSTALLATION 1. Gear Plate 2. Pressure Plate

3. Slot

FIGURE 3-14. HOIST PUMP REASSEMBLY 1. Drive Gear & Shaft 2. Idler Gear 3. Gear Plate 4. Relief 5. O-ring 6. Connector Plate

L3-12

7. O-ring 8. Snap Ring 9. Coupling 10. Thru Studs 11. Steel Ring 12. Backup Ring


13. O-ring & Retainer 14. Dowel 15. Isolation Plate 16. Pressure Plate 17. Bearings

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17. Lubricate O-ring (3, Figure 3-15) and install it in bearing plate (7). Lubricate O-rings (4) and install them over studs (12). Replace dowel (2) if removed. Install bearing plate (7). 18. Repeat Steps 9, 10 and 11 for installation of the steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate.

19. Lubricate the inside diameter of bearings (26). Install O-rings (8 & 9) and dowel (25) if removed. Install gear plate (10). Make sure that the relief in the gear plate is toward bearing plate (7).

FIGURE 3-15. HOIST PUMP REASSEMBLY 1. Drive Gear (Rear) 2. Dowel 3. O-ring 4. O-ring 5. Coupling 6. Connector Plate 7. Bearing Plate

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8. O-ring 9. O-ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear 14. Capscrew

15. Bearing Plate 16. Transition Plate 17. O-ring 18. (Not Used) 19. Coupling 20. Nut 21. O-ring


22. Dowel 23. Dowel 24. O-ring 25. Dowel 26. Bearings

L3-13

20. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear. This is accomplished by lining up a tooth on the rear drive gear with the valley of two teeth on the front drive gear as shown in Figure 3-16.

FIGURE 3-17.

FIGURE 3-16. PUMP GEAR TIMING

1. Wrench 2. Input Shaft 21. Repeat Steps 14 and 15 for installation of the remaining pressure plate, steel rings, backup ring, O-ring and retainer, and isolation plate. 22. Lubricate and install O-ring (24, Figure 3-15) in connector plate (11). Install dowel (23) if removed. Lubricate the inside diameter of the bearing in connector plate (11). Install connector plate (11) with flat washers and nuts. 23. Install dowel (22) if removed. Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) to the transition plate and install capscrews (14). Tighten the capscrews to standard torque. 24. Lubricate O-ring (21) and position it on bearing plate (15). Install the assembled bearing plate and transition plate to connector plate (11) and secure it with nuts (20). Tighten the nuts to standard torque. 25. Install coupling (19).

3. Pump

26. Lubricate the thru stud threads and install two opposite stud nuts and hardened washers. Tighten the nuts to 332 ± 7 N•m (245 ± 5 ft lbs). 27. Use a 45 cm (18 inch) adjustable wrench to check the pump drive shaft rotation. The drive shaft will be tight but should turn freely with a maximum torque of 15 N•m (10 ft lbs) after the initial surge (see Figure 3-17). 28. If the shaft will not turn properly, disassemble the pump and examine the parts for burrs or foreign material that may be causing buildup or interference between parts. 29. When the input shaft turns properly, install the remaining hardened washers and nuts. Tighten the nuts to 332 ± 7 N•m (245 ± 5 ft lbs). 30. Install a new O-ring on the steering pump flange and install the steering pump onto transition plate (16, Figure 3-15). Install the capscrews and tighten them to standard torque.

A snap ring may have been installed previously inside coupling (19). This snap ring is not necessary and must not be used. In some cases, depending on tolerance stack-up, the snap ring can cause excessive axial loading, leading to premature pump failure.

L3-14


11/07 L03030

HOIST PUMP TROUBLESHOOTING GUIDE TROUBLE

POSSIBLE CAUSE

1. Sandblasted band around pressure plate bores

Abrasive wear caused by fine particles not visible to the eye (such as dirt)

2. Angle groove on face of pressure plate

SUGGESTED CORRECTIVE ACTION 1. Was clean oil used? 2. Was filter element change period correct? 3. Were correct filter elements used?

3. Lube groove enlarged and edges rounded

4. Hoist cylinder rod wiper and seals in good condition?

4. Dull area on shaft at root of tooth

5. Cylinder rods dented or scored?

5. Dull finish on shaft in bearing area

6. Was system flushed properly after previous failure?

6. Sandblasted gear bore in housing 1. Scored pressure plates. 2. Scored shafts

Abrasive wear caused by coarse metal particles visible to the eye

3. Scored gear bore

1. Was system flushed properly after previous failure? 2. Contaminants generated elsewhere in hydraulic system? 3. Contaminants generated by wearing pump components?

1. Any external damage to pump

Incorrect installation

2. Any interference between pump and machine?

2. Damage on rear of drive gear and rear pressure plate only 1. Eroded pump housing 2. Eroded pressure plates

1. Did shaft bottom in mating part?

Aeration-cavitation caused by restricted oil flow to pump inlet or aerated Oil

1. Tank oil level correct? 2. Oil viscosity as recommended? 3. Restriction in pump inlet line? 4. Air leak in pump inlet line? 5. Loose hose or tube connection?

1. Heavy wear on pressure plate

Lack of oil

2. Heavy wear on end of gear 1. Housing scored heavily 2. Inlet peened and battered

2. Any leaks in piping inside tank? Damage caused by metal object

1. Metal object left in system during initial assembly or previous repair? 2. Metal object generated by another failure in system?

3. Foreign object caught in gear teeth 1. Pressure plate black

1. Was oil level correct?

Excessive heat

2. O-rings and seals brittle

1. Metal object left in system during initial assembly or previous repair? 2. Was relief valve setting too low?

3. Gear and journals black

3. Was oil viscosity correct? 4. Was oil level correct? 1. Broken shaft

Over-pressure

2. Broken housing or flange

L03030 11/07

1. Relief valve setting correct? 2. Did relief valve function?


L3-15

HYDRAULIC TANK Filling Instructions NOTE: If filling is required, use only type C-4 hydraulic oil as specified on the truck Lubrication Chart. Filtering of oil with a 3 micron filtering system is recommended. 1. Lower the tuck body and shut down the engine. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.

5. Continue to repeat Steps 1 through 4 until the oil level is maintained in the top sight gauge with the engine stopped, key switch OFF, and body down. NOTE: With the engine running and oil at operating temperature, the oil should be visible in the lower sight glass. If not, shut down the engine and add oil. NOTE: Minor adjustments to the oil level can be made by using drain cocks (5) next to the filler neck.

2. Remove fill cap (1, Figure 3-18) and add clean type C-4 hydraulic oil until oil is visible in the top sight gauge. 3. Install the fill cap. 4. Start the engine. Raise and lower the dump body three times.

If a component in the hydraulic system fails, an oil analysis should be made before replacing any component. If foreign particles are evident, the system must be flushed. Refer to Hydraulic System Flushing instructions. Removal 1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to bleed down. NOTE: Be prepared to contain approximately 947 L (250 gal) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3-micron filtering system available for refill. 2. Thoroughly clean the outside of the hydraulic tank and attached equipment. 3. Drain the hydraulic tank by using the drain valve located on the rear side of the tank. 4. Disconnect the hydraulic lines. Plug all lines to prevent possible contamination to the system. Tag each line at removal for proper identification during installation.

FIGURE 3-18. HYDRAULIC TANK 1. Fill Cap 2. Sight Gauges 3. Breather Filters (2)

4. Drain Valve 5. Drain Cocks (if equipped)

Be careful to avoid contact with hot oil if tthe ruck has been operating. Avoid spillage and contamination. 5. Attach a suitable lifting device to the hydraulic tank. The weight of the hydraulic tank is approximately 590 kg (1300 lbs). 6. Remove the capscrews and lockwashers that secure the hydraulic tank to the frame. 7. Move the hydraulic tank to a clean work area for disassembly or repair, if necessary

L3-16


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Installation 1. Lift the hydraulic tank into position and secure it with capscrews and lockwashers. Tighten to 622 N•m (459 ft lbs). 2. Uncap the hydraulic lines and attach them to the proper connections. 3. Replace the breather filters, if required. 4. Fill the hydraulic tank. Refer Instructions on the previous page.

to

Filling

5. Bleed all air from the hydraulic lines. 6. Open both suction line shutoff valves (4). Loosen the capscrews (at the pump) on the suction hoses to bleed any trapped air. Then loosen the capscrews (at the pump) on the pressure hoses to bleed any trapped air. Tighten all capscrews securely. NOTE: If trapped air is not bled from the steering pump, possible pump damage and no output may result.

HYDRAULIC TANK STRAINERS

NOTE: Be prepared to contain approximately 947 L (250 gal) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3-micron filtering system available for refill. 2. Drain the hydraulic tank by using the drain valve located on the rear side of the tank. 3. Disconnect pump suction hoses. (5, Figure 319). 4. Remove capscrews and lockwashers (3) that secure cover (2) to the hydraulic tank. Remove and discard the gasket. 5. Remove the capscrews and lockwashers that secure the suction strainers. Remove the suction strainers. Inspect and Clean NOTE: Inspect the strainers thoroughly for metallic particles and varnish build up (if oil has been overheated). The quantity and size of any particles may be an indication of excessive wear of components in the hydraulic system. 1. Clean the strainers from the inside out with fresh cleaning solvent.

Removal 1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to bleed down.

2. Inspect the strainers for cracks and wear. Replace the strainers if necessary. 3. Clean any sediment from the bottom of the hydraulic tank. Installation 1. Install suction strainers and secure them in place with capscrews and lockwashers. Tighten the capscrews to standard torque. 2. Using a new cover gasket, move cover (2, Figure 3-19) into position and install capscrews and lockwashers (3). Tighten the capscrews to standard torque. 3. Install the pump suction hoses. 4. Fill the hydraulic tank. Refer Instructions on the previous page.

FIGURE 3-19. STRAINER REMOVAL 4. Shutoff Valve 1. Hydraulic Tank 5. Pump Suction Hoses 2. Cover 3. Capscrews & Lockwashers

L03030 11/07

to

Filling

5. Open both suction line shutoff valves (4). Loosen the capscrews (at the pump) on the suction hoses to bleed any trapped air. Then loosen the capscrews (at the pump) on the pressure hoses to bleed any trapped air. Tighten all capscrews securely. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.


L3-17

HYDRAULIC TANK BREATHERS There are two breather filters located on top of the hydraulic tank that allow air in and out of the tank. The filters should be replaced at the interval specified on the lubrication chart. Keep the area around the breather filters clean and free of debris. If there is any indication that the breather filters are oil-soaked, replace the filters as soon as possible and check for proper oil level in the hydraulic tank. Once the breather filters become oilsoaked, they will plug very quickly.

L3-18

Plugged breather filters can cause pressure buildup inside the hydraulic tank and can cause the service brakes to drag.


11/07 L03030

SECTION L4 STEERING CIRCUIT INDEX

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5 Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-9 FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12 Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14 No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16 STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Full Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Half Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21

L04045

Steering Circuit

L4-1

NOTES

L4-2

Steering Circuit

L04045

STEERING CIRCUIT STEERING CIRCUIT OPERATION Pump (8, Figure 4-1) supplies oil to bleeddown manifold (5) after passing through high pressure filter (9). This oil supply is then distributed to the brake system and steering system.

System pressure is regulated between 19,000 kPa (2750 psi) and 20,900 kPa (3025 psi) by an unloader valve located on the bottom of the steering pump case.

FIGURE 4-1. STEERING SYSTEM COMPONENTS - TYPICAL (Bottom View) 1. Steering Cylinders 2. Manifold 3. Steering Accumulators

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4. Flow Amplifier Valve 5. Bleeddown Manifold 6. Hydraulic Tank

7. Shutoff Valve (930E only) 8. Steering/Brake Pump

Steering Circuit

9. Steering/Brake Circuit Filter 10. Hoist Circuit Pump

L4-3

Oil pressure from the bleeddown manifold is routed back to the pump and sensed by the “ACC” port on the unloader valve. A steering pressure switch, mounted on the bleeddown manifold, is connected electrically to a low steering pressure warning lamp mounted in the cab, which warns the operator if system pressure drops below 15,900 kPa (2300 psi).

COMPONENT DESCRIPTION

The bleeddown manifold performs many functions, including distribution of the steering circuit oil supply to steering system accumulators (3) and flow amplifier valve (4). Oil is also provided to the service brake apply system, the automatic lubrication system grease pump motor, and the optional radiator shutters, if installed. Two nitrogen precharged accumulators are mounted on the left frame rail behind the front tire. They provide a sufficient oil supply to allow the operator to steer the truck off the haul road and park in a safe area if a loss of steering circuit oil occurs. A steering accumulator bleeddown solenoid, mounted on the bleeddown manifold, is electrically activated to bleed the pressurized hydraulic oil from inside the accumulators back to the hydraulic tank whenever the key switch it turned to the OFF position. If a loss of steering pressure occurs during operation, the truck must be stopped immediately. The pressure in the accumulators allow the operator to steer the truck for a short period. Do not attempt further operation until the problem is located and corrected. The bleeddown manifold and accumulators supply oil to the flow amplifier valve. The flow amplifier directs oil flow to the appropriate ports on the steering cylinders as determined by inputs from the steering control unit as the operator steers the truck (see Figure 4-2). Oil entering the steering control unit is blocked until the steering wheel is turned in a desired direction. The valve then directs oil to the flow amplifier, which in turn provides a high volume of oil to the steering cylinders. Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier and bleeddown manifold to the hydraulic tank.

FIGURE 4-2. STEERING CONTROL UNIT “T”: Tank Port “L”: Left Steer Port “P”: Pressure (Supply) Port

“R”: Right Steer Port “LS”: Load Sense Port 1. Valve Assembly

Steering Control Unit The steering control unit (Figure 4-2) is mounted inside the cab and is directly coupled to the lower end of the steering column. Operation of the steering control unit is both manual and hydraulic in effect. This component incorporates a hydraulic control valve. Steering effort applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.

Oil flow to the brake apply system flows through a check valve, preventing loss of oil in the brake circuit if a loss of oil occurs in the steering circuit. Refer to Section J for a detailed description of the brake apply system hydraulic circuit and components.

L4-4

Steering Circuit

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Bleeddown Manifold Valve Bleeddown manifold (5, Figure 4-1) is located on the outside of the left hand frame rail just behind the accumulators. The bleeddown manifold is equipped with the following major circuit components, as shown in Figure 4-3: • Low steering system pressure switch (7) • Steering accumulator bleeddown solenoid (6) • 4100 kPa (600 psi) relief valve (12) • 27,500 kPa (4000 psi) relief valve (13) • Hoist up limit solenoid valve (15) • Pilot operated check valve (23) The bleeddown manifold receives oil from the steering/brake pump through a high pressure filter and directs oil to the accumulators, brake circuit, flow amplifier and auto lube system hydraulic pump. Oil supply for the steering control unit and steering cylinders is supplied via the flow amplifier. The manifold also provides hoist circuit control when the body is raised. The relief valves, steering accumulator bleeddown solenoid, and hoist up limit solenoid valve are factory preset and cannot be individually rebuilt. Steering Accumulator Bleeddown Solenoid Each time the key switch is turned OFF with the truck stopped, steering accumulator bleeddown solenoid (6, Figure 4-3 and 27, Figure 4-5) is energized. When the solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back to the hydraulic tank. Brake pressure, however, will not bleed down due to internal check valves in the brake manifold and bleeddown manifold (see Figure 4-5). After approximately 90 seconds, the solenoid will deenergize to close the return port to the tank. By this time, all the oil in the accumulators should be returned to the tank. At startup, the steering circuit and brake circuit will be charged. The low steering pressure light and buzzer will turn on until steering pressure reaches 15,900 kPa (2300 psi). This is controlled by the low steering pressure switch (7, Figure 4-3). If steering pressure falls below 15,900 kPa (2300 psi) during operation, the low steering pressure warning light will illuminate until pressure returns to normal.

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Steering Circuit

FIGURE 4-3. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. VHMS Pressure Sensor (Port TP2) 5. To Brake System 6. Steering Accumulator Bleeddown Solenoid 7. Low Steering System Pressure Switch 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 4100 kPa (600 psi) 13. Relief Valve, 27,500 kPa (4000 psi) 14. Auto Lube Pump Supply Port 15. Hoist Up Limit Solenoid Valve 16. Return From Hoist Pilot Valve 17. Hoist Pilot Valve, Power Down 18. Hoist Pilot Valve, Power Up 19. Return to Tank 20. Feedback Pressure to Unloader valve 21. Supply From Pump 22. Test Port (TP3) 23. Pilot Operated Check Valve 24. Quick Disconnect, Supply Port 25. Quick Disconnect, Return Port

L4-5

FIGURE 4-4. BLEEDDOWN MANIFOLD 1. Steering Accumulator Bleeddown Solenoid 2. Relief Valve, 4100 kPa (600 psi) 3. Relief Valve, 27,500 kPa (4000 psi) 4. Hoist Up Limit Solenoid 5. Return From Hoist Pilot Valve 6. Return to Tank 7. Pressure Test Port (TP3) 8. From Hoist Pilot Valve, Power Down 9. From Hoist Pilot Valve, Power Up

L4-6

10. Check Valve 11. Check Valve 12. Supply to Brake System 13. VHMS Pressure Sensor (Port TP2) 14. Low Steering System Pressure Switch 15. Check Valve 16. To Hoist Valve, Power Down 17. To Hoist Valve, Power Up 18. Auxiliary Power Supply Port 19. Inlet from Steering Pump

Steering Circuit

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Relief Valves

Low Precharge Warning Switch

Relief valve (3, Figure 4-4), located in the bleeddown manifold, limits the hydraulic supply pressure to the steering and brake circuits to 27,500 kPa (4000 psi).

Pressure switches, located in the top of each accumulator, monitor the nitrogen pressure and are used to activate the accumulator precharge warning light if the nitrogen pressure drops below 7600 kPa (1100 psi).

Relief valve (2) provides maximum pressure protection of 4100 kPa (600 psi) for the oil returning to the hydraulic tank.

Hoist Up Limit Solenoid Hoist up limit solenoid (4) is a 3-way valve that is activated by the hoist limit switch when the hoist cylinders approach the maximum extension limit. When activated, the solenoid will close the power up pilot line to the hoist valve from the hoist pilot valve mounted in the hydraulic cabinet. Pilot operated check valve (30, Figure 4-5) is opened by power down pilot pressure line (19) to allow oil in the raise port to bypass hoist up limit solenoid (24) for the initial power down operation while the solenoid is activated by the hoist limit switch. Refer to Section D, Electrical System (24VDC), for more information about the hoist limit switches.

The switches monitor nitrogen pressure when the key switch is turned ON before the engine is started. If nitrogen pressure is too low, the warning lamp turns on. A latching circuit prevents the warning lamp from turning off when the engine is started and steering system pressure compresses the nitrogen remaining in the accumulator.

Do not operate the truck with less than 7600 kPa (1100 psi) of nitrogen precharge in the accumulator. Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning light remains on, check the accumulator precharge pressure and recharge if necessary.

Steering Accumulators The two steering accumulators (3, Figure 4-1) are bladder type accumulators with a capacity of 62 liters (16.5 gallons) each. The accumulators are charged to 9700 kPa (1400 psi) with pure dry nitrogen using the charging valve located on the top end. Oil entering the accumulators compresses the nitrogen in the bladder. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 20,900 kPa (3025 psi), the unloader valve will unload the pump. The accumulators will contain a quantity of oil, under pressure and held by check valves in the bleeddown manifold, that will be available for steering the truck. When system pressure drops to 19,000 kPa (2750 psi), the pump output will again increase to refill the accumulators and increase the steering system pressure. The accumulators also provide oil for a limited period of time to be used in case the pump becomes inoperative.

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High Pressure Filter High pressure filter (9, Figure 4-1) filters oil for the steering and brake circuits. If the filter element becomes restricted, a warning indicator is activated at 241 kPa (35 psi) differential, and oil will bypass the element at 345 kPa (50 psi) differential. Refer to Section L9 for further information regarding hydraulic system filters and maintenance procedures. Quick Disconnect Ports Ports on the bleeddown manifold allow service personnel to connect an external hydraulic supply to allow operation of the truck steering and service brake systems if the steering/brake pump or engine is not operational. The external supply is connected to port (24, Figure 4-3) and the return is connected to port (25). This feature should only be used for an emergency to allow operation of the truck to return to the shop for service or to move the truck out of haul road traffic.

Steering Circuit

L4-7

FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet (Pump) 2. VHMS Steering Pressure Test Port (TP2) 3. Steering Accumulator 4. APU Port 5. Pressure Feedback (to Steering Pump) 6. Steering Pressure Switch 7. (Not used) 8. Radiator Shutters (If installed) 9. Spare Pressure Port 10. Brake Circuit Supply 11. Steering Accumulator 12. Steering Circuit Supply to Flow Amplifier 13. Quick Disconnect, Supply Port 14. Steering Circuit Return From Flow Amplifier 15. Quick Disconnect, Return Port 16. Spare Return Port

L4-8

17. Auto Lube Pump Supply 18. Hoist Pilot Return 19. Hoist Pilot Power Down 20. Hoist Pilot Power Up 21. Tank Return Port 22. Hoist Power Up 23. Hoist Power Down 24. Hoist Up Limit Solenoid 25. Relief Valve, 27,500 kPa (4000 psi) 26. Cavity Plug 27. Steering Accumulator Bleeddown Solenoid 28. Relief Valve, 4100 kPa (600 psi) 29. Pilot Operated Check Valve 30. Pilot Operated Check Valve 31. Test Port (TP3)

Steering Circuit

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Flow Amplifier Flow amplifier (4, Figure 4-1), located on the left frame rail in front of the accumulators, is used in the steering circuit to provide the high volume of oil required for the steering cylinders.

The flow amplifier uses the amount of flow from the steering control unit to determine a proportional amount of flow to send from the bleeddown manifold to the steering cylinders.

FIGURE 4-6. FLOW AMPLIFIER VALVE

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Steering Circuit

L4-9

FLOW AMPLIFIER SYSTEM OPERATION Refer to Figures 4-7 through 4-10 for oil flow paths during the following conditions: • Neutral • Steering Left • Steering Right • External shock load

No Steer (Refer to Figure 4-7) High pressure oil from the steering pump and steering accumulators is available through the bleeddown manifold to the “HP” port on the flow amplifier. Upon entering the priority valve, the oil goes past the spool to the closed amplifier valve and also out port “P” through a hose to port “P” on the steering control unit. In the steering control unit, the oil goes to a closed area in the control. As pressure builds up in these two areas, oil passes through orifices in the end of the priority valve and builds pressure on the end of the valve and port PP. When pressure reaches approximately 3500 kPa (500 psi), the spool moves, compressing its spring and closing off oil supply through area “A”, resulting in high pressure at “PP” but only 3500 kPa (500 psi) at the amplifier spool and steering control unit.

L4-10

Steering Circuit

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FIGURE 4-7. FLOW AMPLIFIER - NO STEER

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Steering Circuit

L4-11

Steering Left (Refer to Figure 4-8) When the operator turns the steering wheel to the left, the steering control unit is opened to allow oil coming in port “P” to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other passages in the control unit valve and out steering control unit port “L”. This oil enters port “L” of the flow amplifier and goes to a closed area “B” in the directional valve. As pressure in this area builds, it also passes into the spool through orifice “C” to the spring area on the end of the directional valve. The pressure then moves the spool compressing the springs on the opposite end. This movement allows the oil entering area “B” to pass through the directional valve to area “D” of the amplifier valve through sleeve “E” holes to a passage between sleeve “E” and valve “F”, through hole “G” in sleeve “E”, where it initially is blocked by the valve body. As pressure builds up in this area, oil also flows from area “D”, around the outside of sleeve “E”, around pin “H”, through orifice “J” to build pressure on the end of the amplifier valve, and opens hole “G” just enough to allow the flow of oil coming from the steering control unit to pass to the control area of the directional valve. At the same time, the movement of sleeve “E” opened the holes near the spring end to allow the oil from the priority valve to flow into the center of sleeve “E”.

This combined oil going to the center area “Q” of the directional valve passes out port “CL” of the flow amplifier 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, pass through the directional valve to area “M”, pass through 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 through its “LS” port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area “A” to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders. The flow amplifier valve includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 19,000 kPa (2750 psi), even though supply pressure coming in to port “HP” is higher. When 19,000 kPa (2750 psi) is obtained, the relief valve prevents the “LS” pressure from increasing, thereby allowing the priority valve to compress the spring enough to close off area “A” when 19,000 kPa (2750 psi) is present.

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 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”.

L4-12

Steering Circuit

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FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER

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Steering Circuit

L4-13

Steering Right (Refer to Figure 4-9) There are only a few differences between steering left and steering right. When the operator turns the steering wheel right, oil is supplied out ports “R” and “LS” of the steering control unit.

The oil enters the flow amplifier assembly at port “R” and shifts the directional valve the opposite direction. The oil flows through the amplifier valve in exactly the same way. 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 to the right. The returning oil comes back through port “CL” to go to the tank. The “LS” oil operates exactly the same as steering left.

L4-14

Steering Circuit

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FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER

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Steering Circuit

L4-15

No Steer, External Shock Load (Refer to Figure 4-10) When the operator is not turning the steering wheel, the steering control unit valve supply is closed. The directional valve remains centered by its springs, thus closing the passages to ports “CL” and “CR”. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction that causes a large shock load, forcing 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 at port “CR” will open at its adjusted setting of 21,400 kPa (3100 psi) and allow oil to escape from the pressurized ends of the cylinders, preventing a higher pressure.

L4-16

As the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port “CL”. This low pressure permits oil that is escaping through the “CR” port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port “CL”. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction merely reverses the above procedure.

Steering Circuit

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FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD

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Steering Circuit

L4-17

STEERING PUMP

Normal Operation

The steering/brake pump is mounted on the rear of the hoist system pump. The drive shaft mates with an internally splined coupling inside the hoist pump when the pump is bolted in place.

Driveshaft (35, Figure 4-11) runs through the centerline of pump housing (37) and valve plate (48). Cylinder barrel (45) is splined to the drive shaft.

The steering pump is a pressure compensated piston type pump with an unloader valve. The pressure compensator is adjusted to 22,900 kPa (3325 psi). The pump-mounted unloader valve maintains system pressure between 19,000 kPa (2750 psi) and 20,900 kPa (3025 psi). Oil flow from the pump is routed through a high pressure filter, then to the bleeddown manifold, where the flow is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake apply system components located in the hydraulic brake cabinet behind the cab.

Ball bearing (33) supports the outboard end of the driveshaft, and bushing type bearing (47) supports the inboard end. The pump cylinder barrel is carried in a polymerous (journal type) bearing (41). The valve plate has two crescent shaped ports (inlet and outlet). Pumping pistons (44) in the cylinder barrel are held against swashblock (28) by shoe retainer (17). The shoe retainer is held in position by fulcrum ball (40), which is forced outward by retainer springs (13). The springs act against pump cylinder barrel (45), forcing it against the valve plate while also forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle bearings (21). The cradle is swiveled by control piston (14). High Altitude Operation The steering pump on later model trucks incorporates adjustable stroke control device (25, Figure 4-11). If the truck is operating at high altitude locations of 3,050 meters (10,000 feet) or more above sea level, it may be necessary to adjust the pump stroke to reduce oil flow to eliminate pump cavitation problems.

L4-18

Steering Circuit

L04045

1. Plug 2. O-ring 3. Spring 4. Back-Up Ring 5. O-Ring 6. Back-Up Ring 7. O-Ring 8. O-Ring 9. O-Ring 10. Back-Up Ring 11. Spring 12. Control Piston Sleeve 13. Spring 14. Piston 15. Pin 16. Control Piston Stop Pin 17. Shoe Retainer 18. Pin 19. Retainer Ring 20. Washer 21. Saddle Bearing 22. Roll Pin 23. Link 24. O-Ring 25. Stroke Adjuster 26. Retainer Ring 27. Pin 28. Swashblock 29. Dowel Pin 30. Saddle 31. Roll Pin 32. Retainer Ring 33. Bearing 34. Shaft Retainer Ring 35. Shaft 36. Seal Retainer 37. Pump Housing 38. Shaft Seal 39. O-Ring 40. Fulcrum Ball 41. Cylinder Bearing 42. O-Ring 43. Elbow Fitting 44. Piston/Shoe Assembly 45. Cylinder Barrel 46. Gasket 47. Bearing 48. Valve Plate 49. Capscrew 50. O-Ring 51. Cover 52. Seal 53. Cap

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FIGURE 4-11. STEERING PUMP

Steering Circuit

L4-19

PRINCIPLE OF OPERATION Full Pump Volume Control piston (1, Figure 4-12) controls the angle of swashblock (4). When the control piston moves to the full right position, the pump is at maximum pumping capacity. The driveshaft turns splined housing (2), which contains pumping pistons (3). When the housing is rotated, the pistons move in and out of their bores and the piston shoes “ride” against the angled swashblock. As the cylinder rotates, the individual piston bores are connected alternately to the left (port “A”) and right (port “B”) crescent shaped ports in the valve plate. While connected to left side (suction) port “A”, each piston moves outward, drawing fluid from port “A” into the piston bore until its outermost stoke is reached. At that point, the piston bore passes from the left crescent port to the right crescent port.

FIGURE 4-12. PUMP AT FULL VOLUME

While rotating across the right side crescent, each piston moves downward on the angled swashblock face. Thus, each piston is forced inward. Each piston displaces fluid through the right side crescent to port “B” until it's innermost stroke is reached. At that point, the piston bore again passes from the right to the left side crescent and the operating cycle is repeated.

Half Pump Volume Figure 4-13 shows that the position of control piston (1) is near the center of its travel. Swashblock (4) is not angled as steep as before. Therefore, the pistons have a shorter stroke. As the piston stroke gets shorter, the pump output also decreases.

FIGURE 4-13. PUMP AT HALF VOLUME

Neutral Position Neutral position (Figure 4-14) results when control piston (1) centers swashblock (4). The swashblock angle is now zero and the swashblock face is now parallel to cylinder face. Therefore, no inward or outward motion of pump pistons (3) exists as the piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores to the crescents in the valve plate and, subsequently, no delivery from pump ports. FIGURE 4-14. PUMP IN NEUTRAL POSITION

L4-20

Steering Circuit

L04045

Steering Pump Figure 4-15 shows the steering pump and the location of the pressure control adjustments and stroke (flow) adjuster. Stroke adjuster (3, Figure 4-15) is set at the factory to provide maximum pump flow so adjustment is not normally required. If the truck is operated at high altitude locations of 3,050 meters (10,000 feet) or more above sea level, it may be necessary to readjust the stroke control to reduce pump flow to prevent pump cavitation under certain conditions. If the truck is operating at high altitude and problems occur, consult your Komatsu service representative for adjustment procedures.

Figure 4-16 shows the schematic of the pump and the pressure control valves.

FIGURE 4-15. PUMP ASSEMBLY 5. Compensator Press. 1. Outlet Port Adjust 2. Case Drain 6. 4-Way Valve 3. Stroke Adjuster 7. GPA Test Port 4. Unloader Valve 8. GP2 Test Port Press. Adjust 9. “ACC” Port

FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC 1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port 2. Unloader Control Block Control Block 7. GP4 Port 3. “ACC” Port 5. Case Drain 8. GPA Test Port

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Steering Circuit

L4-21

NOTES

L4-22

Steering Circuit

L04045

SECTION L5 STEERING CONTROL UNIT INDEX

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 SPLINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7

L05029

Steering Control Unit

L5-1

NOTES

L5-2


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STEERING CONTROL UNIT REMOVAL

Relieve pressure before disconnecting hydraulic 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 type of injury is not received immediately. 1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure that no oil remains under pressure. 2. Remove the capscrews and lockwashers that secure the access cover on the front side of the operator's cab. Remove the access cover. NOTE: Clean the steering control unit and surrounding area to help avoid contaminating the hydraulic oil when any lines are opened.

FIGURE 5-2. STEERING CONTROL UNIT 5. "T" Port Hose 1. Brake Valve 6. "P" Port Hose 2. Steering Control Unit 7. "R" Port Hose 3. "LS" Port Hose 4. "L" Port Hose 3. Tag all hydraulic lines for proper identification during installation. Disconnect the hydraulic lines (see Figure 5-2) at the steering control unit. Plug all hoses. 4. Remove four mounting capscrews (10, Figure 5-1), flat washers and lockwashers. Remove steering control unit (7). 5. Place the steering control unit in a clean work area for disassembly.

SPLINE INSPECTION Whenever the steering control unit is removed for service, the steering column shaft should be inspected for excessive wear. 1. Thoroughly clean the splines on the steering column shaft. Inspect for damage and excessive wear. FIGURE 5-1. STEERING CONTROL UNIT 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher

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7. Steering Control Unit 8. Bracket L.H. 9. Bracket R.H. 10. Capscrew 11. Lockwasher

2. Use an outside micrometer or dial caliper to measure the outside diameter of the male splines on the steering column shaft. • Minimum diameter: 24.13 mm (0.950 in.) 3. If the splines are worn more than minimum diameter specification, replace the steering column. Refer to Section N.


L5-3

4. Tighten all capscrews to the standard torque. Unplug and attach the hydraulic lines to their proper ports on the steering control unit. Refer to Figure 5-2. Serious personal injury to the operator or to anyone positioned near the front wheels may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed lines can result in uncontrolled steering and/or sudden and rapid rotation of the steering wheel as soon as the steering wheel is moved. It will turn rapidly and cannot be stopped manually. After servicing the steering control unit, check the hydraulic steering lines for correct hook-up before starting the engine.

INSTALLATION 1. Lubricate the splines of the steering column shaft with a molybdenum disulphide or multipurpose NLGI grease. 2. Move the steering control unit into position and align it with the steering column shaft splines. Secure the steering control unit in place using four mounting capscrews (10, Figure 5-1), flat washers and lockwashers.

5. Start the engine and check for proper steering function and any leaks. 6. Install the access cover and secure it with the capscrews and lockwashers.

DISASSEMBLY NOTE: The steering control unit is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential when handling the valve assembly. Work in a clean area and use lint free wiping materials or dry compressed air. Clean type C-4 hydraulic oil should be used during reassembly to ensure initial lubrication. 1. Allow the oil to drain from the valve ports. 2. Match mark the gear wheel set and end cover to ensure proper relocation during reassembly. Refer to Figure 5-4.

3. Check for proper steering wheel rotation. Ensure that the wheel does not bind and returns to neutral after rotating 1/4 turn left and right. If necessary, adjust the steering unit and/or steering column to realign the steering column and steering control unit.

FIGURE 5-4. MARKING VALVE COMPONENTS 1. Valve Assembly 2. Match Marks

3. Capscrew With Rolled Pin 4. End Cover

FIGURE 5-3. VALVE PORT IDENTIFICATION 1. Steering Control Valve "T" - Return to Tank "P" - Supply from Pump

L5-4

"L" - Left Steering "R" - Right Steering "LS" - Load Sensing

3. Remove the end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 5-4). Mark the hole location of the capscrew with rolled pin on the end cover to facilitate reassembly.


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4. Remove end cover (4) and O-ring (2, Figure 55).

10. Remove O-ring (5), kin ring (6) and bearing assembly (7). 11. Remove ring (8) and pin (9) and carefully push the inner spool out of the outer sleeve. 12. Press neutral position springs (10) out of their slot in the inner spool. 13. Remove dust seal (2, Figure 5-6) using a screwdriver. Be careful not to scratch or damage the dust seal bore.

FIGURE 5-5. END COVER REMOVAL 1. Gear Wheel Set

2. O-Ring

5. Remove the outer gear of gear wheel set (1) and the O-ring between the gear set and distribution plate. 6. Lift the inner gear off the cardan shaft. 7. Remove cardan shaft (11, Figure distribution plate (15) and O-ring (14).

5-7),

FIGURE 5-6. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal

3. Housing

8. Remove threaded bushing (4) and ball (3). 9. With the valve housing positioned with the spool and sleeve vertical, carefully lift the spool assembly out of the housing bore.

CLEANING AND INSPECTION 1. Clean all parts carefully with fresh cleaning solvent. 2. Inspect all parts carefully and make any replacements necessary.

If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore.

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NOTE: All O-rings, seals and neutral position springs should be replaced. Before reassembly, thoroughly lubricate all parts with clean type C-4 hydraulic oil.


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FIGURE 5-7. STEERING CONTROL VALVE 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring

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7. Bearing Assembly 8. Ring 9. Cross Pin 10. Neutral Position Springs 11. Cardan Shaft

12. Spacer 13. Tube 14. O- ring 15. Distribution Plate 16. Gear Wheel Set 17. O-ring


18. O-ring 19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Pin 23. Capscrews

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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 because, 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 upon assembly so that the holes are partly visible through the slots in the spool. Refer to Figure 5-8. 1. To install the neutral position springs, place a screwdriver in the spool slot as shown in Figure 5-9. 2. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove the screwdriver. 3. Push two curved neutral position springs in between one side of the screwdriver blade and a flat spring. Repeat for the opposite side. Remove the screwdriver.

FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole

3. Spool 4. Sleeve

4. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs and push the neutral position springs in place in the sleeve. 5. Install cross pin (9, Figure 5-7).

FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION

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L5-7

6. With neutral position springs (7, Figure 5-10) centered in spool and sleeve, install ring (3), rear bearing race (4), thrust bearing (5) and front bearing race (6) in that order. The chamfer on the rear bearing must be facing away from the bearing.

9. Position the steering control unit with the housing horizontal. Slowly guide the (lubricated) spool and sleeve with fitted parts into the bore using light turning movements. Refer to Figure 5-11.

FIGURE 5-11. SPOOL INSTALLATION FIGURE 5-10. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer)

1. Housing

2. Spool Assembly

5. Thrust Bearing 6. Bearing Race 7. Neutral Position Springs

7. Place dust seal (1, Figure 5-7) in position. Using a flat iron block over the seal, tap it into the housing.

The cross pin must remain horizontal when the spool and sleeve are pushed into the bore to prevent the pin from dropping out of the spool.

8. Position the O-ring and kin ring on the spool.

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10. Install the check ball in the hole shown in Figure 5-12. Install and lightly tighten the threaded bushing.

12. Install distribution plate (15, Figure 5-7) so that the plate holes match the corresponding holes in the housing.

11. Lubricate O-ring (3) with Vaseline and install it in the housing groove.

13. Guide cardan shaft (11) down into the bore with the slot in the cardan shaft aligned with cross pin (9). 14. Position the inner gear wheel onto the cardan shaft. It may be necessary to rotate the gear slightly to find the matching splines on the cardan shaft. Splines are machined to ensure proper alignment of the cardan shaft and inner gear wheel. 15. Lubricate O-rings (17) and (18) on both sides of the outer gear wheel with Vaseline and install them. 16. Align the outer gear wheel bolt holes with the tapped holes in the housing and the match marks. 17. Align cover (19), using the match marks as a reference. Install capscrews (23) and washers (20). 18. Install capscrew with pin (22) into the proper hole.

FIGURE 5-12. CHECK BALL INSTALLATION 1. Check Ball Hole 2. Check Ball

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3. O-ring 4. Housing

19. Install the end cover. Install and tighten the capscrews with washers hand-tight in a crisscross pattern.


L5-9

NOTES

L5-10


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SECTION L6 STEERING CIRCUIT COMPONENT REPAIR INDEX STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7 STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9 STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18 STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-23 Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-25 Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-26 Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-28 Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29 Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29 Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29 TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30

L06033 7/06

Steering Circuit Component Repair

L6-1

NOTES

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7/06 L06033

STEERING CIRCUIT COMPONENT REPAIR BLEEDDOWN MANIFOLD VALVE

Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the 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.

Removal NOTE: It may not be necessary to remove the bleeddown manifold from the truck for component replacement. If the problem area has been isolated, remove the inoperative component and replace it. 1. Perform normal truck shutdown procedures. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Manually bleed the brake system accumulators by using the needle valves located in the hydraulic components cabinet. 2. Remove the protective cover from the manifold. Disconnect the wires from solenoids (6, Figure 6-1) and (15), and pressure switch (7). 3. Disconnect, identify and plug each hydraulic line to prevent contamination. 4. Remove the mounting capscrews and bleeddown manifold. Clean the exterior of the manifold before starting disassembly. The weight of the manifold is 170 kg (375 lbs.).

FIGURE 6-1. BLEEDDOWN MANIFOLD 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23.

To Hoist Valve, Power Up To Hoist Valve, Power Down Spare Pressure Port Test Port To Brake System Steering Accumulator Bleeddown Solenoid Steering System Pressure Switch Supply To Flow Amp Return From Flow Amp To Front Steering Accumulator To Rear Steering Accumulator Relief Valve, 4100 kPa (600 psi) Relief Valve, 27,500 kPa (4000 psi) Auto Lube Pump Supply Port Hoist Up Limit Solenoid Return From Hoist Pilot Valve Hoist Pilot Valve, Power Down Hoist Pilot Valve, Power Up Return to Tank Feedback Pressure to Unloader valve Supply From Pump Test Port (TP3) Check Valve

24. Quick Disconnect Port (Supply) 25. Quick Disconnect Port (Return)

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L6-3

Installation 1. Position the bleeddown manifold on the truck. Install and tighten the capscrews to the standard torque. 2. Unplug the hoses and attach them to the proper ports. Tighten the connections securely. Install new O-rings at the flange fittings. 3. Attach the electrical leads to the solenoids and pressure switch. If the check valves or relief valves were removed, install new O-ring seals.

4. Start the engine and check for proper operation and leaks. Check the steering system and brake system. 5. Install the protective cover. NOTE: Relief valves are factory preset. Do not attempt to reset or repair if the relief valves are defective. Replace them as a unit. The check valves are also replaced only as units.

FIGURE 6-2. BLEEDDOWN MANIFOLD 1. 2. 3. 4. 5. 6. 7.

Steering Accumulator Bleed Solenoid Relief Valve, 4100 kPa (600 psi) Relief Valve, 27,500 kPa (4000 psi) Hoist Up Limit Solenoid Return From Hoist Pilot Valve Return to Tank Pressure Test Port (TP3)

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8. 9. 10. 11. 12. 13. 14.

From Hoist Pilot Valve, Power Down From Hoist Pilot Valve, Power Up Check Valves Check Valves Supply to Brake System Pressure Test Port (TP2) Steering System Pressure Switch


15. 16. 17. 18. 19.

Check Valve To Hoist Valve, Power Down To Hoist Valve, Power Up Auxiliary Power Supply Port Inlet from Steering Pump

7/06 L06033

FLOW AMPLIFIER

Disassembly

Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the key switch has been off for at least 90 seconds.

NOTE: The flow amplifier valve is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential when handling the valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior of the valve before disassembly. Clean solvent and type C-4 hydraulic oil should be used to ensure cleanliness and initial lubrication.

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. Removal 1. Perform normal truck shutdown procedures. Turn key switch OFF and allow 90 seconds for the accumulators to bleed down. 2. Disconnect, plug, identify, and tag each hydraulic line. 3. Support the flow amplifier valve and remove the mounting capscrews. Remove the valve. The weight of the valve is 29 kg (64 lbs). 4. Move the valve to a clean work area for disassembly.

Installation 1. Support the flow amplifier and move it into position. 2. Install the mounting capscrews and tighten them to the standard torque. 3. Unplug the hydraulic lines and connect them at their proper locations. Tighten the fittings securely. Use new O-rings on the flange fittings.

L06033 7/06

1. Remove counterpressure valve plug (38, Figure 6-3) and O-ring (4). Remove counterpressure valve (39). 2. Remove relief valve plug (20) and seal (5). Use an 8 mm hex allen head wrench to remove relief valve assembly (19). Remove steel seal (6). 3. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (15). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (15). 4. Remove spring stop (22) and spring (30). Remove spring stop (23) and springs (28) and (29). Remove O-rings (1) and (2) from end cover (15). 5. Remove spring control (24) and main spool (37). Remove priority valve spool (41). Remove spring control (24), springs (28) and (29), and spring stop (23) from housing (40). 6. Remove amplifier spool assembly (25) and set it aside for further disassembly, if required (see Figure 6-5). 7. Remove shock and suction valve (21) and set it aside for further disassembly, if required. 8. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (16). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (16). 9. Remove O-rings (1), (2) and (3). Remove spring (17). 10. Remove shock and suction valve (42) and set it aside for further disassembly, if required. 11. Remove orifice screw (27), orifice screw (33), and check valve (34).


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1. O-rings 2. O-rings 3. O-rings 4. O-ring 5. Seal 6. Seal (Steel) 7. O-ring 8. O-ring 9. O-ring 10. Pins 11. Screw 12. Lockwasher 13. Capscrews 14. Lockwashers 15. End Cover 16. End Cover 17. Spring 18. Spring 19. Relief Valve Assembly* 20. Plug 21. Shock/Suction Valve*

22. Spring Stop 23. Spring Stop 24. Spring Control 25. Amplifier Spool Assembly* 26. Name Plate 27. Orifice Screw 28. Spring 29. Spring 30. Spring 31. Orifice Screw 32. Orifice Plug 33. Orifice Screw 34. Check Valve* 35. Plug 36. Washer 37. Main Spool** 38. Plug 39. Counterpressure Valve* 40. Housing** 41. Spool** 42. Shock/Suction Valve* * Serviced as a complete assembly ** Not serviced separately L060124

FIGURE 6-3. FLOW AMPLIFIER VALVE

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12. Remove retaining ring (7, Figure 6-5), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unscrew check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Make any replacements that are necessary. Assembly

FIGURE 6-4. SHOCK & SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section

3. O-Ring

NOTE: The flow amplifier valve is equipped with two identical shock and suction valves which are only serviced as complete valve assemblies. Only O-rings (7, Figure 6-4) and (8) are replaceable. Check valve (34) and counterpressure valve (39) are also serviced only as assemblies.

FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY 1. Check Valve 2. O-Ring 3. Spool 4. Pin 5. Pin 6. Retaining Ring

7. Retaining Ring 8. Inner Spool 9. Spring 10. Plug 11. Orifice Plug

1. Use clean type C-4 hydraulic oil to thoroughly lubricate each internal part before installation. 2. Reassemble the amplifier spool assembly in reverse order. Refer to Steps 13 and 12 in the Disassembly procedure. 3. Install orifice screw (27, Figure 6-3) finger-tight. 4. Install check valve (34) and tighten it to 1 N·m (8 in. lbs.). 5. Install orifice screw (33) and tighten it to 1 N·m (8 in. lbs.). 6. Install steel seal (6), relief valve assembly (19), seal (5), and plug (20). Tighten the plug to 2 N·m (25 in. lbs.). 7. Install counterpressure valve assembly (39). Install plug (38) with new O-ring (4). 8. Install both shock and suction valves (21) and (42) as complete units. 9. Install spring stop (23) springs (28) and (29), and spring control (24) into housing (40). Install orifice screws (31) into main spool (37), if removed. Install main spool (37). 10. Install amplifier spool assembly (25). Install priority valve spool (41) and spring (30). Install spring (17). 11. Install spring control (24), springs (28) and (29), and spring stop (23). 12. Lubricate O-rings (1), (2) and (3) with molycote grease and install them on end covers (15) and (16). Install end covers (15) and (16), capscrews (13) and lockwashers (44). Tighten the capscrews to 3 N·m (26 in. lbs.). Install screws (11) and lockwashers (12). Tighten screws to 8 N·m (71 in. lbs.). 13. To prevent contamination, fit plastic plugs to each open valve port.

NOTE: Disassembly of the amplifier spool assembly is only necessary if O-ring (2, Figure 6-5), spring (9) or orifice plug (11) require replacement. Otherwise, replace the amplifier spool assembly as a complete unit. Refer to Steps 12 and 13.

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L6-7

STEERING CYLINDERS Figure 6-6 illustrates details of the steering cylinder mounting. Refer to Section G for removal and installation instructions.

Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.

FIGURE 6-6. STEERING CYLINDER MOUNTING 1. Steering Cylinder 2. Tie Rod 3. Capscrew 4. Spacer 5. Tie Rod End 6. Capscrew

L6-8

7. Locknut 8. Washer 9. Locknut 10. Retainer 11. Bearing 12. Spindle Arm


13. Bearing Retainer 14. Capscrew 15. Washer 16. Pin 17. Frame 18. Spherical Bearing Seal

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FIGURE 6-7. STEERING CYLINDER ASSEMBLY 1. Housing 2. Locknut 3. Piston

4. Piston Bearing 5. Piston Seal Assembly 6. O-Ring

10. Rod Structure 11. Rod Wiper 12. Rod Seal 13. Bearing

Assembly

Disassembly 1. Remove capscrews (9, Figure 6-7) and pull rod (10) and gland (8) out of cylinder housing (1). 2. Remove locknut (2) and piston (3). Remove piston bearing (4) and piston seal (5) from the piston. 3. Pull rod (10) free of gland (8). Remove O-ring (6) and backup ring (7). Remove rod seal (12) and rod wiper (11). Remove bearing (13). 4. Inspect the cylinder housing, gland, piston and rod for signs of pitting, scoring and excessive wear. Clean all parts with fresh cleaning solvent and lubricate with clean Type C-4 hydraulic oil. Piston Seal & Bearing Installation 1. Install new piston seal assembly (5, Figure 6-7) on piston (3) as follows: a. Heat the piston seal in boiling water for 3 to 4 minutes. b. Remove the seal from the water and assemble it on the piston. Do not take longer than five seconds to complete because the seal will take a permanent set. Piston bearing (4) may be used to position the seal in the groove. Apply pressure evenly to avoid cocking the seal. c. If the seal is loose on the piston, a belt type wrench or similar tool can be used to compress the outside diameter of the seal until it fits tightly on the piston. 2. Install bearing (4) in the piston groove.

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7. Backup Ring 8. Gland 9. Capscrew

1. Install new bearing (13, Figure 6-7), rod seal (12), rod wiper (11), backup ring (7) and O-ring (6) in gland (8). 2. Push rod (10) through the top of the gland. Slowly advance the rod over the rod seal and rod wiper. 3. Install piston assembly (3) on the rod. Secure the piston to rod with locknut (2). Tighten the locknut to 3390 N·m (2500 ft. lbs.). 4. Carefully install the rod and gland assembly into cylinder (1). Make sure that the backup ring and O-ring are not damaged during installation of the gland. 5. Install capscrews (9). Tighten the capscrews evenly to 420 N·m (310 ft. lbs.). Testing After the cylinder is assembled, perform the following tests to verify that performance is within acceptable limits. 1. Piston leakage must not exceed 1.6 cm3/min. (1.0 in3/min.) at 17,250 kPa (2500 psi), port to port. 2. Rod seal leakage must not exceed one drop of oil in eight cycles of operation. 3. Piston break-away force should not exceed 690 kPa (100 psi).


L6-9

STEERING AND BRAKE PUMP Removal NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.

1. Perform the normal truck shutdown procedure. Turn key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure that no oil remains under pressure. NOTE: As an alternative to draining the hydraulic oil, a vacuum can be placed on the hydraulic tank to hold the oil in the tank while checking the strainers.

Relieve pressure before disconnecting hydraulic 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.

2. Drain the hydraulic tank by using the drain located on the bottom side of the tank. NOTE: Be prepared to contain approximately 947 liters (250 gallons) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill. 3. Disconnect the suction line and outlet (7, Figure 6-8) at steering/brake pump (5). Disconnect and cap the pump case drain line from the fitting at the top of the pump housing. Plug all lines to prevent oil contamination.

The steering pump weighs approximately 113 kg (250 lbs). Use a suitable lifting device that has sufficient capacity to handle the load safely.

FIGURE 6-8. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump

L6-10

4. Pump Mounting Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet To Filter

4. Support the steering pump and the rear section of the hoist pump. Remove the capscrews and pump mount bracket (6). Remove four pump mounting capscrews (4). 5. Move the steering pump rearward to disengage the drive coupler splines from hoist pump (3). Remove the pump. 6. Clean the exterior of steering pump. 7. Move the steering pump to a clean work area for disassembly.


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Installation 1. Install a new O-ring on the pump mounting flange. 2. Ensure that the steering pump splined coupler is in place inside the hoist pump before steering pump installation.

The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely. 3. Move the steering pump into position. Engage the steering pump shaft with the hoist pump spline coupler. 4. Install pump mount bracket (6, Figure 6-8) and the capscrews. Do not tighten the capscrews at this time. 5. Align the capscrew holes and install four pump mounting capscrews (4). Tighten the capscrews to the standard torque. Tighten the pump bracket capscrews to the standard torque. 6. Remove the plugs from the pump inlet and outlet ports. Remove the caps from the inlet and outlet lines. Install the lines to the steering pump with new O-rings. Tighten the capscrews securely. Do not connect the steering pump drain hose to the steering pump at this time (see Step 7). 7. Remove the case drain fitting from the top of the pump housing. Add clean C-4 hydraulic oil to the pump through the opening until the steering pump housing is full. This may require 2 to 3 L (2 to 3 qt.) of oil. 8. Uncap the case drain line. Connect the line to the steering pump fitting and tighten it. 9. Replace the hydraulic filter elements. Refer to Section L9, Hydraulic System Filters.

Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. With the body down and the engine stopped, fill the hydraulic tank with clean C-4 hydraulic oil (as specified on the truck Lubrication Chart) to the upper sight glass level.

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11. With suction line shutoff valve open, loosen the suction (inlet) hose capscrews at the pump to bleed any trapped air. Retighten the capscrews to the standard torque.

If trapped air is not bled from steering pump, possible pump damage and no output may result. 12. If required, top off the oil in the hydraulic tank to the level of the upper sight glass. 13. In the hydraulic brake cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a reduced load. 14. Move the hoist control lever to the FLOAT position. 15. Start the truck engine and operate at low idle for two minutes.

Do not allow the engine to run with the needle valves in the open position for longer than this recommendation. Excessive hydraulic system heating will occur. DO NOT start any hydraulic pump for the first time after an oil change or pump replacement with the truck dump body raised. The oil level in the hydraulic tank may be below the level of the pump(s), causing extreme pump wear during this initial pump startup. 16. Turn off the engine. Fully close both brake accumulator needle valves. 17. Verify that the oil level in the hydraulic tank is at the upper sight glass when the engine is off and the body is resting on the frame. If the hydraulic oil level is not at the upper sight glass, follow the instructions for filling/adding oil in Section L3, Hydraulic System Component Repair. 18. Start the engine and check for proper pump operation. If necessary, refer to Steering Circuit Checkout Procedure in Section L10, or the Troubleshooting Chart at the end of this section.


L6-11

Disassembly

When disassembling or assembling the pump, choose a work area where no traces of dust, sand or other abrasive particles which could damage the unit are in the air. Do not work near welding, sand blasting, grinding benches, etc. Place all parts on a clean surface. To clean parts which have been disassembled, it is important that clean solvents are used. All tools and gauges should be clean before working with these units and new, clean, threadless rags should be used to handle and dry parts.

1. Drain off excess hydraulic oil from the pump inlet and discharge ports. It may be necessary to loosen four valve plate capscrews (8, Figure 6-11) in order to pull back on the valve plate and allow fluid to seep out of the case. 2. Thoroughly clean and dry the outside surface of the pump housing. NOTE: Depending upon what part or parts are to be inspected, it may not be necessary to completely disassemble all components. Control Piston Group 3. Remove two large plugs (24, Figure 6-9) with O-rings (25) from both sides of the pump. 4. Control piston (11, Figure 6-10) must be in the “neutral” position. Control link pin (16) should be centered in the plug opening. 5. Use snap ring pliers to remove retaining rings (14) from both sides of the pin. Remove control link washers (15). 6. For handling purposes, insert a 1/4” - 20 UNC capscrew into the threaded end of control link pin (16). 7. Use a brass rod and hammer to tap on the end opposite the capscrew to remove control link pin (16).

L6-12

Stroke adjuster assembly (items 12, 13, 14, 15 and 16, Figure 6-9) must be removed before further disassembly of the control piston. 8. Without disturbing jam nut (16, Figure 6-9), unscrew gland (15) and remove the stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 6-11), then remove cap (4). 10. Remove bias control spring (1, Figure 6-10). Valve Plate Group NOTE: Valve plate (11, Figure 6-11) is a slight press fit in the pump housing. 11. Support valve plate (11) from an overhead hoist. (Lifting lug holes are provided.) Remove four capscrews (8) from the valve plate. 12. Remove valve plate (11) from the pump housing by tapping it away from the housing with a mallet until the valve plate pilot diameter is disengaged from the case by 6 mm (0.25 in). 13. With the weight of the valve plate still suspended from the overhead hoist, slide te valve plate back until it disengages from the driveshaft. Set the valve plate aside. Be careful not to damage the wear face of the valve plate. 14. To further disassemble the control piston assembly, move control piston (11, Figure 6-10) into sleeve (4) until stop pin (8) contacts the sleeve. Use a large mallet to drive the piston and sleeve assembly outward from the valve plate. 15. When all sleeve seals (5), (6), and (7, Figure 610) are clear of the valve plate, re-extend the control piston. While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 16. Remove pin (18) from the control piston by pressing or tapping it out through the hole on the opposite side. Stop pin (8) can be removed and control piston (11) can be slipped out of sleeve (4). 17. Remove capscrews (12, Figure 6-12) and compensator block (10). 18. Remove capscrews (7, Figure 6-11) and cover plate (9).


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FIGURE 6-9. PUMP, FRONT HOUSING 1. Shaft 2. Bearing 3. Snap Ring 4. Retainer Ring 5. Lifting Eyes 6. Name Plate 7. Drive Screw

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8. Name Plate 9. Plug 10. O-ring 11. Plate 12. O-ring 13. Stem 14. O-ring

15. Gland 16. Jam Nut 17. Pin 18. O-ring 19. Pin 20. O-ring 21. Housing


22. Seal Retainer 23. Elbow Fitting 24. Plug 25. O-ring 26. Seal

L6-13

FIGURE 6-10. PUMP, ROTATING GROUP 1. Spring 2. Seal 3. Piston Ring 4. Sleeve 5. Backup Ring 6. O-ring 7. O-ring

L6-14

8. Stop Pin 9. Backup Ring 10. Cylinder Barrel 11. Control Piston 12. Ball 13. Piston Shoe Assembly 14. Retainer Ring

15. Washer 16. Pin 17. Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-ring


22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swash Block 26. Cylinder Bearing 27. Retainer 28. Spring

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Rotating Group

The rotating group weighs approximately 14 kg (30 lbs). Be careful not to damage the cylinder wear face or cylinder wear plate face, bearing diameters or piston shoes. Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury as well. 19. To remove the rotating group, firmly grasp cylinder barrel (10, Figure 6-10) and pull the assembly outward until the cylinder spline disengages from the driveshaft spline about 63.5 mm (2.5 in.). Then rotate the cylinder barrel one or two revolutions to break any contact between piston/shoe assemblies (13) and the wear face of swashblock (25). 20. Slide the rotating group off the driveshaft and out of the pump housing and place it on a clean, protective surface with piston shoes facing upward. 21. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly. 22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe retainer (27). 23. Remove fulcrum ball (12). 24. If shoe retainer springs (28) are removed, mark which spring came from which bore. Each spring must be returned to its particular bore upon assembly. 25. Remove two pins (17, Figure 6-9) and pull cylinder bearing (26, Figure 6-10) straight out of the pump housing. Swashblock Group 26. Remove two swashblock retaining pins (19, Figure 6-9). Tilt the bottom of swashblock (25, Figure 6-10) outward and remove the swashblock from the pump case. 27. Saddle bearings (24) can be removed by using a very short screwdriver or back hammer to pry them loose, or continue to the next step for further disassembly which will make their removal easier.

L06033 7/06

Driveshaft Group 28. Remove bearing retaining ring (3, Figure 6-9). Use a mallet on the tail shaft to tap driveshaft (1) out from the front of the pump housing. 29. Remove seal retainer (22) from the pump housing. Use a mallet to tap saddle (20, Figure 6-10) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed. Saddle O-ring (21) may also be removed at this time.

Inspection

Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury. 1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking and signs of fatigue. Control Piston Group 4. Control piston (11, Figure 6-10) must slide smoothly in sleeve (4). 5. The linkage to the cradle should operate smoothly but not loosely (with slop). Check the piston and bore in the sleeve for signs of scratching and galling. Polish with a fine emery, if needed. Valve Plate Group 6. Closely examine the mating faces of valve plate (11, Figure 6-11) and cylinder barrel (10, Figure 6-10) for flatness, scratches and grooves. If the faces are not flat and smooth, the cylinder side will “lift off” from the alve plate, resulting in delivery loss and damage to the pump. Replace if necessary.


L6-15

Rotating Group 7. Check all pump piston assemblies (13, Figure 6-10) for smooth action in their bores. 8. Check the piston walls and bores for scratches or other signs of excessive wear. (The pistons should not have more than a few thousandths of an inch of clearance). Replace if necessary. 9. The piston shoes must pivot smoothly, but the end play must not exceed 0.076 mm (0.003 in.).

A good piston/shoe fit will have no end play, but the shoe may rotate and pivot on the piston ball. Inspect each shoe face for nicks and scratches.

Check end play as follows:

b. Measure the shoe thickness between retainer (27, Figure 6-10) and the cradle. All shoes must have equal thickness within 0.003 mm (0.0001 in.). If even one piston/ shoe assembly (13) is out of specification, all piston/shoe assemblies must be replaced.

a. Place the square end of the piston on a bench and hold it down firmly. Pull on the end of the shoe with your other hand and note the end play.

c. Inspect cylinder bearing (26) and the matching cylinder barrel bearing mating surface for galling, pitting and roughness. Replace if necessary.

FIGURE 6-11. PUMP, REAR HOUSING 1. Capscrew 2. O-ring 3. Plug 4. Cap 5. Backup Ring

L6-16

6. O-ring 7. Capscrew 8. Capscrew 9. Cover Plate 10. O-ring


11. Valve Plate 12. Gasket 13. Bearing

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Swashblock Group 10. Inspect swashblock (25, Figure 6-10) for scratches, grooves, cracks and uneven surface. Replace if necessary. NOTE: The wear face is coated with a gray colored, epoxy-based, dry film lubricant for break-in purposes. Scratching or wearing of this coating is not detrimental as long as the metal surface underneath the coating is not scored or “picked-up”.

11. Compare saddle bearing (24) thickness in the wear area to the thickness in a non-wear area. Replace the saddle bearings if the difference is greater than 0.102 mm (0.004 in.). 12. Check the mating surface of the swashblock for cracks and excessive wear. Replace if necessary. 13. Swashblock movement in the saddle and saddle bearing must be smooth.

FIGURE 6-12. UNLOADER & COMPENSATOR CONTROLS 1. Valve Plate 2. O-Ring 3. O-Ring 4. O-Ring 5. Plug 6. O-Ring 7. Plug

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8. O-Ring 9. Orifice (0.062 in.) 10. Compensator Control Block 11. 4-Way Valve 12. Screw 13. Plug 14. O-Ring


15. Orifice (0.032 in.) 16. Compensator 17. Screw 18. Unloader Module 19. O-Ring

L6-17

Driveshaft Group 14. Remove shaft seal (26, Figure 6-9). 15. Check shaft bearing (2) for galling, pitting, binding and roughness. Replace if necessary. 16. Check the shaft and its splines for wear. Replace parts as necessary. Compensator Block and Unloader Module 17. Remove screws (17, Figure 6-12) and separate unloader module (18) from compensator block (10). 18. Remove 4-way valve (11) and compensator (16) from the compensator block. Remove all plugs and orifices (9) and (15). Clean the block in solvent and inspect all passages and orifices for obstructions. 19. Remove the valve from unloader module (18). Remove the plugs and clean the block passages. If the valve is inoperative, replace entire unloader module. Stroke Adjuster Assembly 20. Measure and record dimension “A” of the stroke adjuster assembly as shown in Figure 6-13. 21. Loosen jam nut (4). Separate stem (1) from gland (3). Remove and discard O-ring (2). 22. Inspect the parts for damage and excessive wear. 23. Install new O-ring (2) on stem (1) and reassemble it to gland (3). Adjust the stem-togland distance to dimension “A” recorded in Step 21. Tighten jam nut (4).

FIGURE 6-13. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-ring

L6-18

3. Gland 4. Jam Nut

Assembly NOTE: The procedures for assembling the pump are basically the reverse order of the disassembly procedures. 1. During assembly, install new gaskets, seals, and O-rings. 2. Apply a thin film of clean grease or hydraulic oil to the sealing components to ease the assembly procedure. If a new rotating group is used, lubricate it thoroughly with clean hydraulic oil. Apply oil generously to all wear surfaces. Swashblock Group 3. Press or tap roll pin (22, Figure 6-10) into pump housing (18, Figure 6-9). 4. Use an arbor press to press new shaft seal (26) into saddle (20, Figure 6-10). Install O-ring (21) into the groove in the saddle. 5. Press four roll pins (23) into saddle (20) until they bottom. Then press saddle bearing (24) onto the pins to locate the bearing in the saddle.

Be careful not to damage the saddle bearing surfaces while installing the saddle into the pump housing. 6. Use a long brass bar and a mallet (or an arbor press) to install the saddle and bearing assembly into the pump housing. Tap or press only on the area of the saddle that is exposed between the saddle bearings. Do not tap on the bearing surfaces. The saddle is fully seated when a distinct metallic sound is heard when installing the saddle into the pump housing. 7. Fasten control link (17, Figure 6-10) to swashblock (25) using link pin (16) and two retaining rings (14). 8. Ensure that both dowel pins (19) are pressed into swashblock (25). 9. Insert the swashblock into the pump housing until it engages in the saddle bearing. Allow the swashblock to settle to its lowest natural position. 10. Retain the swashblock by installing two retaining pins (19, Figure 6-9) and O-rings (20). Once pinned, ensure that the swashblock strokes smoothly in the saddle by pulling firmly on the free end of the control link.


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Driveshaft Group NOTE: Ensure that the punch marks on cylinder bearing (26, Figure 6-10) will face toward the shaft end of the pump. 11. Insert cylinder bearing (26) straight into the pump housing. Ensure that the bearing is positioned so that bearing retainer pins (17, Figure 6-9) can be inserted in the case and into the bearing. 12. Install O-rings (18) on pins (17). Install the pins. 13. An arbor press is required to install shaft bearing (2, Figure 6-9) onto driveshaft (1). Press only on the inner race of the bearing. Press the bearing until it contacts the shoulder on the driveshaft. 14. Use a long - 153 mm (6 in.) - sleeve with an inside diameter that is slightly larger than the retaining ring inside diameter to press retaining ring (4) toward the bearing until it seats in the groove. 15. Place seal retainer (22) over seal (26) inside pump housing (21). Lubricate the shaft seal with clean hydraulic oil. 16. Install the entire driveshaft assembly through the front of the pump housing. A mallet will be required to install the driveshaft through the shaft seal. 17. Once the driveshaft assembly is fully seated in the pump housing, install snap ring (3). Rotating Group 18. The mating surfaces should be greased. Place the cylinder assembly on a clean work bench with the valve plate side down. 19. Assemble the rotating group by inserting shoe retainer springs (28, Figure 6-10) into the same spring bores in cylinder barrel (10) that they came out of. 20. Slide fulcrum ball (12) over the nose of cylinder barrel (10). 21. Place shoe retainer (27) over the fulcrum ball and align the holes in the retainer with the corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston/shoe assemblies (13) into their corresponding holes.

L06033 7/06

The assembled rotating group weighs approximately 14 kg (30 lbs.). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 22. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing. 23. When installing the rotating group, support the weight of cylinder barrel (10, Figure 6-10) as the cylinder spline is passed over the end of the driveshaft to avoid scratching or damage. 24. Push the cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage the shaft splines. 25. Continue to slide cylinder barrel forward until it encounters the cylinder bearing (26). Lifting the driveshaft slightly helps cylinder barrel and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact swashblock (25). 26. At this point, the back of the cylinder barrel should be located approximately 6 mm (0.25 in.) inside the back of the pump housing. Control Piston Group 27. Install seal (2, Figure 6-10) and piston ring (3) into their respective grooves on control piston (11). 28. Insert the control piston assembly into sleeve (4). 29. While supporting the control piston, press or slip in pin (8) and secure it with cotter or roll pin (18). NOTE: The order of piston sleeve seal installation starts at the widest end of the sleeve. 30. Install backup ring (1, Figure 6-14), O-ring (2) and back-up ring (3) in rearmost groove on the piston sleeve. Install O-ring (4) and backup ring (5) in the remaining groove. NOTE: Ensure that the grooves in sleeve (4, Figure 6-10) are at the 12 o’clock and 6 o’clock positions when inserted into the valve plate. 31. Insert the piston and sleeve assembly into valve plate (11, Figure 6-11). Install O-ring (6) with backup ring (5) in the seal groove of control cover cap (4).


L6-19

40. With the hole in the control piston lined up with the hole in the link, carefully insert control link pin (16).

During this next step, be careful to prevent the washer and retaining ring from falling into the pump housing. 41. Install second control link washer (15) and control link retaining ring (14) onto the pin. Remove the capscrew from the pin. FIGURE 6-14. O-RING LOCATION ON PISTON SLEEVE 1. Backup Ring 2. O-ring 3. Backup Ring

4. O-ring 5. Backup Ring

32. Insert bias control piston springs (1, Figure 610) into control piston (11). Use four capscrews (1, Figure 6-11) to fasten the control cover cap to the rear of the valve plate. Tighten the capscrews evenly to 187 N·m (138 ft. lbs.). 33. Install O-ring (10) in the rear of the valve plate. Use four capscrews (7) to fasten cover plate (9) over the opening in the valve plate. 34. Pull the free end of control link (17, Figure 6-10) toward the rear of the pump housing until the open hole in the link lines up with the open ports on the sides of the pump case. 35. Install stroke adjuster assembly (Figure 6-13) to hold the swashblock in place. Valve Plate Group 36. Ensure that driveshaft bearing (13, Figure 6-11) is in place. Using assembly grease to hold the desired position, place valve plate gasket (12) in position on valve plate (11). 37. Support the valve plate assembly from an overhead hoist (lifting lug holes are provided) in preparation for mating to the pump housing. 38. Assemble one control link retainer ring (14, Figure 6-10) and one control link washer (15) onto the threaded hole side of control link pin (16). Then thread a 1/4” - 20NC capscrew into the pin to ease holding. 39. Carefully maneuver the valve plate assembly (supported by overhead hoist) over the driveshaft and into the pump housing so that the slot on control piston (11) engages control link (17).

L6-20

NOTE: The valve plate is a slight press fit into thr pump housing. Ensure that the pilot diameter on the valve plate is aligned with the mating diameter on the pump housing before assembly. 42. Insert four capscrews (8, Figure 6-11) and alternately tighten them until the valve plate is drawn up to the pump housing. Tighten the capscrews evenly to 330 N·m (244 ft. lbs.). 43. Install cover plate (9) with new O-ring (10) and capscrews (7). 44. Install O-rings (2), (3) and (4, Figure 6-12) in their proper locations on the top of the valve plate. Install block (10) to the valve plate with socket head capscrews (12). Tighten the capscrews to 21 N·m (183 in. lbs.). 45. Install 4-way valve (11) and compensator valve (16). 46. Install orifice (9) and plug (7) with new O-ring (8) in the side of the compensator block as shown in Figure 6-12. Install orifice (15), plug (7) and O-ring (8) in the top of the block. 47. Install the remaining plugs with new O-rings. 48. Install unloader module (18) on the compensator block with new O-rings (19) and socket head capscrews (17). Tighten the capscrews to 10 N·m (88 in. lbs.). 49. Install plugs (9) and (24, Figure 6-9) and O-rings (10) and (25) in the pump housing. 50. Measure the pump rotation torque. The rotation torque should be approximately 20 N·m (15 ft. lbs.).


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STEERING ACCUMULATORS Removal 1. Ensure that the key switch has been OFF for at least 90 seconds to allow the accumulator oil to drain back to tank. Turn the steering wheel to ensure that all pressurized oil is released. 2. Remove cover (1, Figure 6-15). Disconnect the electrical wiring from nitrogen precharge pressure switch (10). 3. Remove the charging valve guard and loosen the small hex on charging valve (9) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.

2. Secure the accumulator to mounting bracket (7) using mounting clamps (4), capscrews, lockwashers and nuts. Tighten the capscrews to the standard torque. 3. Connect the electrical wiring to nitrogen precharge pressure switch (10). Reconnect oil line (8) to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen. Refer to the Steering Accumulator Charging Procedure in this section. 5. Check charging valve (9), pre-charge switch (10) and check valve assembly (11) for leaks using a soap solution.

Ensure that 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 a protective face mask when discharging nitrogen gas. 4. Remove oil line (8) from the bottom of the accumulator that is being serviced. Plug the hoses and cover the opening in the accumulator to prevent possible contamination of the system. Do not use a screw-in type plug.

The accumulator weighs approximately 172 kg (380 lbs.). Use a suitable lifting device with adequate capacity to handle the load safely. 5. Attach a lifting device to the accumulator. 6. Loosen the capscrews and remove mounting clamp (4). 7. Raise the accumulator until it is clear of mounting bracket (7). Move the accumulator to a clean work area for disassembly.

Installation 1. Lift the accumulator into position it on mounting bracket (7, Figure 6-15). The accumulator should be positioned to allow access to charging valve (9).

L06033 7/06

FIGURE 6-15. STEERING ACCUMULATORS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier Valve


6. Bleeddown Manifold Valve 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Precharge Pressure Switch 11. Check Valve

L6-21

Cleaning and Inspection

Disassembly 1. After the accumulator has been removed from the equipment, the accumulator body should be secured in a vise, preferably a chain vise. If a standard jaw vise is used, brass inserts should be used to protect the hydraulic port assembly from damage. Clamp on wrench flats only when using a jaw vise to prevent the accumulator from turning. 2. Remove bleed plug (12, Figure 6-17) on the hydraulic port assembly. Usie a spanner wrench to remove locking ring (10) from the hydraulic port assembly. Use an adjustable wrench on the flats located on the port assembly to prevent the port assembly from rotating. 3. Remove spacer (9), then push the hydraulic port assembly into the shell. 4. Insert your hand into the accumulator shell and remove O-ring backup (8), O-ring (7), and metal backup washer (6). Separate anti-extrusion ring (3) from the hydraulic port. Fold the antiextrusion ring and remove it from the shell (Figure 6-15). 5. Remove the hydraulic port from the accumulator shell. 6. To prevent the bladder valve stem from twisting, secure it with an appropriate wrench applied to the valve stem flats. Remove gas valve manifold (14, Figure 6-17). Then remove nut (5) while still holding the bladder valve stem. 7. Fold the bladder and pull it out of the accumulator shell. A slight twisting motion while pulling on the bladder reduces the effort required (Figure 6-16). If the bladder is slippery, hold it with a cloth.

FIGURE 6-16. ANTI-EXTRUSION RING REMOVAL

L6-22

1. Clean all metal parts with a cleaning agent. 2. All seals and soft parts should be wiped clean. 3. Inflate the bladder to normal size. Wash the bladder with a soap solution. If the bladder causes bubbles in the soap solution, discard the bladder. After testing, deflate the bladder immediately. 4. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 5. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals. 6. After the shell has been cleaned with a cleaning agent, check the inside and outside of the shell. Special attention should be given to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu Service Manager.

DO NOT repair the housing by welding, machining or plating to salvage a worn area. These procedures may weaken the housing and result in serious injury to personnel when pressurized.

FIGURE 6-17. BLADDER REMOVAL


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Assembly NOTE: Assemble the accumulator(s) in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G-10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator. 1. After shell (4, Figure 6-18) has been cleaned and inspected, place the accumulator shell in a vise or on a table. 2. Thoroughly spray the inside of the accumulator shell with 3.1 L (106 oz.) of clean C-4 hydraulic oil to lubricate and cushion the bladder. Ensure that the entire internal surface of the shell is lubricated. 3. With all gas completely exhausted from the bladder, collapse the bladder and fold it longitudinally in a compact roll.

4. Install the gas valve on the bladder. 5. Insert the bladder pull rod into the valve stem opening and out through the shell fluid port. Attach the bladder pull rod to the bladder valve stem. 6. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of the bladder will assist in this insertion. 7. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install valve stem nut (5) by hand. Remove the bladder pull rod. 8. Use a wrench to hold the bladder valve stem on the flats, then tighten nut (5) securely. 9. If removed, install pressure switch (15) into valve assembly (11). Tighten the switch to 41 ± 5 N·m (30 ± 4 ft. lbs.). Then install valve assembly (11) onto gas valve manifold (14) and tighten it to 18 ± 4 N·m (13 ± 3 ft. lbs.).

FIGURE 6-18. ACCUMULATOR ASSEMBLY 1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti-Extrusion Ring 4. Shell 5. Nut 6. Metal Backup Washer

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7. O-ring 8. O-ring Backup 9. Spacer 10. Locking Ring 11. Valve Assembly 12. Bleed Plug

13. Warning Plate 14. Gas Valve Manifold 15. Pressure Switch 16. O-ring


L6-23

10. If removed, install the charging valve onto gas manifold (14). Then tighten small hex nut (4, Figure 6-19) to 5 N·m (45 in. lbs.). If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut (4, Figure 6-19) to 14 N·m (10 ft. lbs.). b. Loosen the small hex swivel nut. c. Retighten the small hex swivel nut to 14 N·m (10 ft. lbs.). d. Loosen the small hex swivel nut again. e. Finally, tighten small hex swivel nut to 5 N·m (45 in. lbs.). 11. Install charging valve cap (1) finger-tight. Install the charging valve cover,. Tighten the capscrews to 40 N·m (25 ft. lbs.). 12. Install new O-ring (16, Figure 6-17) on gas valve manifold (14). Hold the bladder valve stem with a wrench and install gas valve manifold (14) securely. 13. While holding hydraulic port assembly (2) by the threaded end, insert the poppet end into the shell fluid port. Lay the complete assembly inside the shell. 14. Fold anti-extrusion ring (3) to enable insertion into the shell. Once the anti-extrusion ring has cleared the fluid port opening, place the antiextrusion ring on the hydraulic port assembly with the steel collar facing toward the shell fluid port. 15. Pull the threaded end of the port assembly through the shell fluid port until it seats solidly into position on the shell fluid port opening. 16. Connect the nitrogen charging kit to the charging valve. With the hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen and a sufficient pressure of approximately 275 - 345 kPa (40 50 psi) to hold the port assembly in place so that both of your hands are free to continue with the assembly. 17. Install metal O-ring backup washer (6) over the hydraulic port assembly. Push it into the shell fluid port to bottom it out on the anti-extrusion ring. 18. Install O-ring (7) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against metal O-ring backup washer (6). Ensure that the O-ring does not twist.

L6-24

19. Install O-ring back-up (8) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against the O-ring. 20. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell. 21. Install locking ring (10) on the hydraulic port assembly and tighten it securely. This will squeeze the O-ring into position. Use an appropriate wrench on the flats on the port assembly to ensure that the unit does not turn. 22. Install bleed plug (12) into the hydraulic port assembly. 23. Verify that all warning labels are attached to the shell and that they are legible. Install new labels as required. 24. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to the Steering Accumulator Charging Procedure. 25. After precharging is completed, install a plastic cover over the hydraulic port to prevent contamination. Do not use a screw-in type plug.

Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. This amount of pressure fully expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Do not exceed 827 kPa (120 psi). Storing accumulators with too much pressure is not safe due to possible leakage. Refer to Accumulator Storage Procedures in this section for more information about properly storing bladder accumulators.


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Leak Testing Leak testing entails checking for internal and external leaks at high pressure. A source of 24,130 kPa (3500 psi) hydraulic pressure and nitrogen pressure of 9653 kPa (1400 psi) will be required. A small water tank will be necessary for a portion of the test.

FIGURE 6-19. GAS END COMPONENTS 1. Gas Manifold Valve 2. O-ring 3. Capscrew 4. Lockwasher 5. Guard

6. Cap 7. Flat Gasket 8. Charging Valve Assembly 9. Pressure Switch

FIGURE 6-20. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer

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6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring

1. Remove charging valve guard (5, Figure 6-18) and charging valve cap (6). 2. Close the bleed valve. 3. Attach a gauging assembly to the charging valve and tighten the swivel nut finger-tight. 4. Hold valve body (6, Figure 6-19) with one wrench while unscrewing swivel nut (4) three complete turns with a second wrench. This will open the poppet inside the gas valve. 5. Slowly charge the accumulator to 690 kPa (100 psi). After 690 kPa (100 psi) is obtained, the charging rate can be increased until the accumulator is fully charged at 9653 kPa (1400 psi). 6. Tighten swivel nut (4) finger-tight to close the internal poppet. 7. Submerge the accumulator assembly under water and observe it for 20 minutes. No leakage (bubbles) is permitted. If leakage is present, proceed to Step 14. 8. Hold charging valve (6) with a wrench and remove the swivel nut assembly. 9. Install valve cap (1) on the charging valve finger-tight and install the gas valve guard. 10. Connect a hydraulic power supply to the oil port on the accumulator. Ensure that bleed plug (12, Figure 6-18) is installed. 11. Pressurize the accumulator with oil to 24,130 kPa (3500 psi). This may take 23 to 30 liters (6 to 8 gallons) of oil. No external oil leakage is permitted. 12. Slowly relieve oil pressure and remove the hydraulic power supply. Install a plastic cover over the hydraulic port to prevent contamination. 13. If any gas or oil leakage was present, discharge all nitrogen gas using the charging equipment and repair as necessary. If there were no leaks of any kind, use the nitrogen charging equipment and adjust the nitrogen precharge pressure to 690 - 827 kPa (100 - 120 psi). 14. Verify that all warning and caution labels are attached and legible. Install new labels as required.


L6-25

1. With the engine off and key switch in the OFF position, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to ensure that no pressurized oil remains in the accumulators. 2. Open the needle valves in the brake cabinet to release hydraulic pressure from the brake accumulators. Ensure that all hydraulic pressure has been relieved from the hydraulic system. Remove bleeder plugs (12, Figure 617) in the steering accumulator stems to vent any residual pressure.

Charging Procedure

Do not loosen or disconnect any hydraulic line or component until the engine is stopped and the key switch has been OFF for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulator. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Ensure that pure dry nitrogen gas is being used to charge the accumulator. Before charging or discharging nitrogen gas in the accumulator, carefully read and understand the warning labels and instructions regarding the charging valve.

NOTE: If a new or rebuilt accumulator (or any bladder accumulator with all nitrogen discharged) is being precharged while installed on the truck and still connected to the hydraulic system, the oil side of the accumulator must be vented to allow proper bladder expansion. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure from being obtained for safe operation. 3. Remove charging valve guard (5, Figure 6-18) and charging valve cap (6). 4. Turn the gas valve "T" handle all the way out (counterclockwise) before attaching the charging assembly to the accumulator gas valve. 5. Close the bleed valve. 6. Attach the swivel nut to the gas valve fingertight. Do not to loop or twist the hose. 7. Hold valve body (6, Figure 6-19) with one wrench while unscrewing swivel nut (4) three complete turns with a second wrench. This will open the poppet inside the gas valve. 8. Set the regulator for 172 kPa (25 psi), then slightly open the nitrogen container. Slowly fill the accumulator. The fill rate time for this accumulator is approximately four minutes.

Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. Ensure that the nitrogen supply is shut off before attaching the charging manifold to the nitrogen container. NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and charged at the same time. Correct precharge pressure is the most important factor in prolonging accumulator life. NOTE: Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator.

L6-26

If the precharge is not filled slowly, the bladder may suffer permanent damage. A "starburst" rupture in the lower end of the bladder is characteristic of precharging too rapidly.


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9. When 172 kPa (25 psi) of precharge pressure is obtained, close the nitrogen valve. Set the regulator for the operating precharge pressure based on the current ambient temperature. Refer to Table 1. Then, open the nitrogen container and fill the accumulator. 10. Let the precharge set for 15 minutes. This will allow the gas temperature to stabilize. If the desired precharge is exceeded, close the nitrogen container valve and slowly open the bleed valve until the correct precharge pressure is obtained. Refer to Table 1.

Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the precharge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to ensure the accuracy of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature variation factor is determined by the ambient temperature when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 1 for charging pressures in different ambient operating conditions that the truck is currently exposed to during the charging procedure. For example, assuming that the ambient temperature is 10°C (50°F), charge the accumulator to 9294 kPa (1348 psi).

Do not reduce the precharge by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat. 11. Turn the top hex to close the internal poppet. Tighten the hex nut to 7 - 11 N·m (5 - 8 ft. lbs.). 12. Hold the gas valve stationary and loosen the swivel nut to remove the assembly. Use a common leak reactant to check for nitrogen leaks. 13. Install the gas valve cap finger-tight. The gas valve cap serves as a secondary seal. 14. Install the charging valve guard.

TABLE 1. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature

Charging Pressure ± 70 kPa (10 psi)

-23°C (-10°F) and below

8232 kPa (1194 psi)

-17°C (0°F)

8412 kPa (1220 psi)

-12°C (10°F)

8584 kPa (1245 psi)

-7°C (20°F)

8763 kPa (1271 psi)

-1°C (30°F)

8943 kPa (1297 psi)

4°C (40°F)

9122 kPa (1323 psi)

10°C (50°F)

9294 kPa (1348 psi)

16°C (60°F)

9473 kPa (1374 psi)

21°C (70°F)

9653 kPa (1400 psi)

27°C (80°F)

9832 kPa (1426 psi)

32°C (90°F)

10,011 kPa (1452 psi)

38°C (100°F)

10,184 kPa (1477 psi)

43°C (110°F)

10,363 kPa (1503 psi)

49°C (120°F)

10,542 kPa (1529 psi)

NOTE: A precharge pressure below 8232 kPa (1194 psi) is not recommended because of low precharge pressure warnings. The low accumulator precharge warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).

L06033 7/06


L6-27

Precharge Maintenance

If the low steering accumulator precharge warning light is illuminated when the key switch is turned ON, do not attempt to start the truck. Permanent bladder damage may result. Check the precharge pressure and adjust if necessary. 1. When starting the truck, turn the key switch to the RUN position and wait to confirm that the low accumulator precharge warning light does not stay illuminated after the system check is complete. If the warning light stays illuminated, do not start the truck. Notify maintenance personnel immediately. 2. Check the accumulator precharge pressure every 500 hours. If the precharge pressure is too low, the bladder will be crushed into the top of the shell by hydraulic system pressure and can extrude into the gas stem and become punctured. This condition is known as "pick out". One such cycle is sufficient to destroy a bladder.

L6-28

3. Check all sealing areas on the nitrogen side of the accumulator (charging valve, pressure switch, manifold, etc.) during every precharge maintenance interval to ensure that the seals do not leak. Replace all faulty or leaking seals, valves, etc. Failure to repair leaking nitrogen seals may result in a failed accumulator bladder or low performance from the accumulator. NOTE: If precharge pressure continues to decline frequently between precharge maintenance intervals, and if all nitrogen sealing areas are free of leaks, then the accumulator bladder most likely has a small hole in it and must be replaced. 4. Check all heat shields and exhaust blankets, as provided, during every precharge maintenance interval to ensure that they are in place and good condition. NOTE: If the truck is equipped with cold weather bladder accumulators, the precharge pressure must be checked every 100 hours because the nitrogen permeates this bladder material at a much greater rate than the standard bladder material.


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Installing A Bladder Accumulator From Storage

Accumulator Storage Procedures

1. Refer to the Charging Procedure earlier in this chapter to install the pressure gauges on the accumulator and to check the precharge pressure. Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. This amount of pressure fully expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Do not exceed 827 kPa (120 psi). Storing accumulators with too much pressure is not safe due to possible leakage. Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. 1. If the accumulator was just rebuilt, ensure that there is approximately 3.1 L (106 oz.) of clean C-4 hydraulic oil inside the accumulator before adding 690 kPa (100 psi) of nitrogen precharge pressure. 2. Bladder accumulators should always be stored with 690 - 827 kPa (100 - 120 psi) of nitrogen precharge pressure, which fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. The hydraulic port should always be covered with a plastic plug to prevent contamination. Do not use a screw-in type plug. 4. Always store the accumulator in an upright position.

Bladder Storage Procedures The shelf life of bladders under normal storage conditions is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool dry place away from the sun, ultraviolet and fluorescent lights, and electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which will appear on the bladder surface as cracks.

L06033 7/06

a. If the precharge pressure is 172 - 690 kPa (25 - 100 psi), set the regulator to 690 kPa (100 psi) and slowly charge the accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator and install the accumulator on the truck. Refer to Charging Procedure in this section to fully charge accumulator to the correct operating precharge pressure. b. If the precharge pressure is less than 172 kPa (25 psi), slowly drain off any nitrogen precharge and proceed to Step 2. 2. Remove the gauges from the accumulator. 3. Lay the accumulator on a suitable work bench so that the hydraulic port is higher than the other end of the accumulator. Remove the plastic dust cap from the hydraulic port. 4. Pour approximately 3.1 L (106 oz.) of clean C-4 hydraulic oil into the accumulator through the hydraulic port. Allow time for the oil to run down the inside of the accumulator to reach the other end. 5. Lay the accumulator flat on the work bench (or floor) and slowly rotate the accumulator two complete revolutions. This will thoroughly coat the accumulator walls with a film of oil necessary for bladder lubrication during precharging. 6. Stand the accumulator upright. Install the pressure gauges and refer to the Charging Procedure for instructions about charging the accumulator to 690 kPa (100 psi). Remove the gauges from the accumulator and install a plastic dust cap over the hydraulic port. 7. Install the accumulator on the truck. 8. Precharge the accumulator to the correct operating precharge pressure. Refer to Table 1.


L6-29

TROUBLESHOOTING CHART TROUBLE

POSSIBLE CAUSE


STEERING CIRCUIT Slow steering, hard steering or loss of power assist

Drift - truck veers slowly in one direction.

1. Overloaded steering axle 2. Malfunctioning relief valve preventing adequate system pressure build-up 3. Worn or malfunctioning pump 4. Restricted high pressure filter or suction strainer 1. Rod end of cylinder slowly extends without turning the steering wheel 2. Worn or damaged steering linkage 1. Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses 2. Loose cylinder piston

Wander - truck will not stay in straight line

3. Broken centering springs (spool valve, steering valve) 4. Worn mechanical linkage 5. Bent linkage or cylinder rod 6. Severe wear in steering control unit

Slip - a slow movement of steering wheel fails to steer front wheels

Spongy or soft steering

Erratic steering

L6-30

1. A small rate of extension may be normal on a closed center system. 2. Inspect and replace linkage if necessary. Check alignment or toein of the front wheels. 1. Correct oil supply problem or bleed air. 2. Repair or replace steering cylinder. 3. Repair or replace steering control unit. 4. Repair or replace. 5. Repair or replace defective components. 6. Repair or replace steering control unit.

1. Leakage of steering cylinder piston seals

1. Repair or replace steering cylinder.

2. Worn steering control unit meter

2. Replace steering control unit.

1. Low oil level

1. Service hydraulic tank and check for leakage.

2. Air in hydraulic system. Probably air trapped in cylinders or lines. 1. Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc. 2. Loose steering cylinder piston

Free wheeling - steering wheel turns freely with no back pressure - front wheels do not steer

1. Reduce axle loading. 2. Check system pressure. Adjust or replace relief valve. 3. Replace pump. 4. Replace filter element or clean strainer.

1. Splines of steering column/steering control unit coupling may be disengaged or damaged 2. No flow to steering control unit: a. Low oil level b. Ruptured hose c. Broken steering control unit gerotor drive pin


2. Bleed air from system. 1. Correct condition and add oil as necessary. 2. Repair or replace steering cylinder. 1. Repair or replace steering column or coupling. 2. Repair as required: a. Add oil and check for leakage. b. Replace hose. c. Repair or replace steering control unit.

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TROUBLE

Excessive free play at steered wheels

POSSIBLE CAUSE 1. Broken or worn linkage between steering cylinder and steered wheels 2. Leaky steering cylinder seals

Binding or poor centering of steered wheels

1. Binding or misalignment in steering column or splined coupling and steering control unit 2. High back pressure in tank can cause slow return to center - should not exceed 2068 kPa (300 psi) 3. Large particles can cause binding between the spool and sleeve in the steering control unit 1. Large particles in meter section

Steering control unit locks up

2. Insufficient hydraulic power 3. Severe wear and/or broken pin

Steering wheel oscillates or turns by itself Steered wheels turn in opposite direction when operator turns steering wheel

1. Lines connected to wrong ports 2. Parts assembled wrong; steering control unit improperly timed 1. Lines connected to wrong cylinder ports

SUGGESTED CORRECTIVE ACTION 1. Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels. 2. Repair or replace steering cylinder. 1. Align column to steering control unit. 2. Remove restriction in the lines or circuit. Check for obstruction or pinched lines. 3. Clean steering control unit and filter the oil. If another component has malfunctioned (generating contaminating materials), flush the entire hydraulic system. 1. Clean the steering control unit. 2. Check hydraulic system pressure. 3. Repair or replace steering control unit. 1. Check line routing and connections. 2. Reassemble correctly and retime control valve. 1. Inspect and correct line connections.

STEERING PUMP 1. Air trapped inside steering pump 2. Broken pump drive shaft No pump output

3. Excessive circuit leakage 4. No oil to pump inlet

L06033 7/06


1. Bleed air from pump and/or steering system. 2. Inspect hoist and steering pump; replace drive shaft. 3. Check for external leaks or internal system pressure loss. 4. Check hydraulic tank oil level. Ensure that pump inlet shutoff valve is open.

L6-31

TROUBLE

POSSIBLE CAUSE 1. Low pump pressure

Low pump output

2. Internal pump wear 3. Restricted inlet

4. Insufficient oil supply 5. High pressure filter restricted 1. Defective pressure control

Loss of pressure 2. Internal steering pump wear 3. Excessive leakage in brake system

Excessive or high peak pressure

1. Defective or improperly adjusted pressure control(s) 1. Low compensator or unloader valve setting 2. Fluid too cold or viscosity too high

Noise or squeal

3. Air leak at pump inlet 4. Insufficient inlet oil supply

5. Internal pump damage 1. Pressure compensator adjusted incorrectly or defective Erratic pump (load/unload) cycle

Excessive heat

L6-32

2. Excessive internal leakage in steering circuit

SUGGESTED CORRECTIVE ACTION 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. Replace as necessary. 2. Repair or replace steering pump. 3. Ensure that shutoff valve is open. Check suction hose. Clean tank strainers. 4. Check hydraulic tank oil level. Ensure that shutoff valve is open. 5. Replace filter element. 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. Replace as necessary. 2. Repair or replace pump. 3. Inspect brake system and check pressures. 1. Check unloader valve operation and adjust pressure if necessary. Check compensator adjustment pressure. Check system relief valves. Replace as necessary. 1. Check pressure and adjust pressure controls. 2. Warm oil before starting or install proper viscosity oil. 3. Inspect inlet hose, connections and shutoff valve. 4. Check hydraulic tank level. Clean suction strainer. Ensure that shutoff valve is open. 5. Repair or replace pump. 1. Adjust pressure compensator or repair if necessary.Check unloader pressure settings. 2. Measure component leakage rates and replace defective components.

3. Unloader valve pilot seat damaged

3. Replace unloader valve module.

1. Excessive system pressure

1. Adjust system pressures.

2. Low hydraulic fluid level

2. Service hydraulic tank.

3. Worn steering or hoist pump

3. Repair or replace pump(s).


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TROUBLE

POSSIBLE CAUSE


FLOW AMPLIFIER 1. Stuck amplifier spool

Slow or hard steer

2. Obstruction in orifice, directional spool

3. Incorrect relief valve pressure setting 1. Leaking shock and suction relief valve Free wheeling (no end stop) 2. Pressure setting of shock valve too low Inability to steer (no pressure build-up)

Resistance when initially turning steering wheel

L06033 7/06

1. Disassemble valve and check amplifier spool for damage or obstruction. 2. Disassemble valve and check directional spool and orifices for damage or obstruction. 3. Check and correct relief valve setting. 1. Disassemble valve, check and clean shock and suction valves. Replace valves if necessary. 2. Adjust pressure settings

1. Defective steering control unit

1. Repair or replace steering control unit.

1. Air in “LS” line

1. Bleed air from “LS” line.

2. Priority valve spring compression weak

2. Disassemble flow amplifier. Replace priority valve spring.

3. Obstruction in orifice in “LS” or “PP” port

3. Disassemble flow amplifier. Inspect and clean orifice.


L6-33

NOTES

L6-34


7/06 L06033

SECTION L7 HOIST CIRCUIT INDEX

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 BASIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Inlet Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Work Ports (Rear) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Tank Ports (Front) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Hoist Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7 Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8 Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10 Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12 Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14 Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16

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Hoist Circuit

L7-1

NOTES

L7-2

Hoist Circuit

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HOIST CIRCUIT BASIC OPERATION The following information describes the basic hoist system circuit as shown in Figure 7-1. Detailed component operation is outlined under the individual component descriptions. Hydraulic fluid is supplied by a tank (1) located on the left frame rail. Hydraulic oil is routed to a tandem gear type pump (2). A second pump, coupled to the rear of the hoist pump, supplies oil for the steering and brake systems. The pumps are driven by an accessory drive at the end of the traction alternator. Hoist pump output is directed to a pair of high pressure filters (3) mounted to the inboard side of the fuel tank.

Hydraulic oil from the hoist filters is directed to the hoist valve (7), mounted above the pumps The hoist valve directs oil to the body hoist cylinders (10) for raising and lowering of the dump body. Hoist valve functions are controlled by the operator through the lever connected to the hoist pilot valve (4) located in the hydraulic components cabinet. A hoist limit solenoid (5) located in the bleeddown manifold shifts the hoist valve out of POWER UP before the hoist cylinders extend to their maximum physical limit. When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front (8) and rear (9) service brakes, cooling the wet disc brakes during truck operation.

Hydraulic hoses deteriorate with age and use. Prevent possible malfunctions by inspecting all hoses periodically. Replace any hose showing wear, damage or deterioration.

FIGURE 7-1. HOIST CIRCUIT SCHEMATIC 1. Hydraulic Tank 2. Hoist Pump 3. High Pressure Filter 4. Hoist Pilot Valve 5. Hoist Limit Solenoid

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6. Pilot Operated Check Valve 7. Hoist Valve 8. Brake Cooling Oil Supply (Front) 9. Brake Cooling Oil Supply (Rear) 10. Hoist Cylinder

Hoist Circuit

11. Quick Disconnect 12. Overcenter Manifold 13. Check Valve 14. Counterbalance Valve 15. Bleeddown Manifold

L7-3

COMPONENT DESCRIPTION Hydraulic Tank The hydraulic tank supplies hydraulic oil for the hoist, steering and brake circuits. The tank is located on the left hand frame rail forward of the rear wheels. The tank’s service capacity is approximately 947 liters (250 gallons). Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist circuit flows through 100 mesh wire suction strainers to the inlet hoses of the pump. Air drawn into the tank during operation is filtered by air filters located on the top of the tank. Oil level can be checked visually at sight glasses located on the face of the tank.

The hoist valve precisely follows differential pressure input signals generated by the hoist pilot valve as the operator moves the hoist control lever while raising and lowering the dump body.

Hydraulic Pump The hoist system hydraulic pump is a tandem, gear type pump driven by a drive shaft on the end of the traction alternator. The pump has a total output of 931 l/m (246 gpm) at 1900 rpm and 17,235 kPa (2500 psi). A smaller piston type, pressure compensated pump, rated at 250 l/m (66 gpm) @ 1900 rpm, is coupled to the hoist pump. It supplies oil to the steering system and brake apply system. Hoist pressure is limited to 17,235 kPa (2500 psi) by internal relief valves located in the hoist control valve inlet sections. High Pressure Filters Hoist pump output oil is directed to the high pressure filters mounted on the inboard side of the fuel tank. The filter assemblies are equipped with a bypass valve which permits oil flow if the filter element becomes excessively restricted. Flow restriction through the filter element is sensed by an indicator switch. This switch will turn on a red warning light in the cab to indicate that filter service is required. The indicator light will illuminate when the restriction reaches approximately 241 kPa (35 psi). Actual filter bypass will result when the filter element restriction reaches approximately 345 kPa (50 psi). Hoist Valve The hoist valve (Figure 7-2) is mounted on a modular assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is bolted to brackets attached to the frame rails behind the main alternator. The hoist valve is a split spool design. The term “split spool” describes the spool section of the valve.

L7-4

FIGURE 7-2. HOIST VALVE

1. Inlet Section 2. Work Ports Spool Section 3. Tank Ports Spool Section

4. Inlet Section 5. Inlet Port 6. Outlet Port 7. Spool Section Cover 8. Separator Plate

Inlet Sections Each of the front and rear inlet sections of the hoist valve contains of the following components: • Flow control valve and main relief valve • Secondary Low pressure relief valve • Anti-void check valve • Load check valve The flow control portion of the flow control and main relief valves allow pump flow to the service brake cooling circuit unless the body is being raised or lowered. The relief portion of the valve is direct-acting and has the capacity to limit the working pressure at full pump flow.

Hoist Circuit

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The secondary low pressure relief is located between the low pressure core and the outlet to the brake cooling circuit. It provides for pressure relief if pressure spikes occur in the low pressure passage area. The load check allows free flow from the inlet to the high pressure core and prevents flow from the high pressure core to the inlet. The anti-void check valve allows free flow from the low pressure core to the high pressure core and prevents flow from the high pressure core to the low pressure core. Work Ports (Rear) Spool Section The rear spool section of the hoist valve consists of the following components: • Pilot ports

Tank Ports (Front) Spool Section The primary low pressure valves are located in the front spool section of the hoist valve. These valves maintain back pressure on the low pressure passage and direct the hoist cylinder return oil back to the hydraulic tank. Hoist Pilot Valve The hoist pilot valve (1, Figure 7-3) is mounted in the hydraulic components cabinet behind the operator’s cab. The hoist pilot valve spool is spring centered to the neutral position and is controlled directly by the operator through a lever mounted on the console between the operator and passenger seat. A cable connects the cab mounted lever to the hoist pilot valve in the hydraulic components cabinet. When the operator moves the lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve. The pilot flow causes the main spool to direct oil flow to the hoist cylinders.

• Main spools • Work ports • Check poppets The pilot ports are located in the spool section cover. These ports provide connections for a pilot line to the hoist pilot valve. Each work port has a corresponding pilot port. The work ports provide for a line connection between the spool section and the hoist cylinders. One main spool for each work port is spring biased at both end to block the work port from the high and low pressure cores when there is no flow through the spool cross holes.

The hoist pilot valve is equipped with a one way load check valve which allows free flow from the center passage to bridge core and prevents reverse flow. The valve also contains power down relief valve (2), which is used to limit the power down pressure to 10,400 kPa (1500 psi).

When there is flow through the pilot ports to the spools, a positive differential pressure at the top of the spool will overcome the bottom spring bias and the spool will shift to connect the work port to the high pressure core. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool will overcome the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the spool section permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements during void conditions.

FIGURE 7-3. HOIST PILOT VALVE 1. Hoist Pilot Valve 2. Relief Valve 3. Supply Port 4. To Hoist Valve (Rod End)

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Hoist Circuit

5. To Hoist Valve (Base End) 6. Return to Tank

L7-5

Bleeddown Manifold

Overcenter Manifold

The pilot valve/hoist valve hydraulic circuit is routed through the bleeddown manifold, located on the left frame rail. The hoist up limit solenoid and pilot operated check valve described below are contained in the manifold. Refer to Section L4 for additional information about these components.

The overcenter manifold (4, Figure 7-4), located on the pump module at the rear of hoist valve (1), contains counterbalance valve (2). This valve controls the pressure of the cushion of oil in the annulus area of the hoist cylinder when the body approaches the maximum dump angle. The valve limits the maximum pressure build-up by relieving pressure in excess of 20,400 kPa (3000 psi), preventing possible seal damage.

Hoist Up Limit Solenoid The hoist up limit solenoid (5, Figure 7-1), located on the bottom of the bleeddown manifold, is used in the hydraulic circuit to prevent maximum hoist cylinder extension. The solenoid valve is a 3-way valve, and is controlled by a proximity switch (hoist limit switch) located near the body pivot and the right rear suspension upper mount.

Quick disconnect fittings (5), mounted on the bottom of the manifold, allow dumping of the load in a disabled truck by connecting jumper hoses to the hydraulic system of an operational truck.

When the body is nearly fully raised, the body activates the magnetic proximity switch, signalling the solenoid to open the “raise” pilot line to the tank, and close the “raise” pilot line to the hoist valve, stopping further oil flow to the hoist cylinders. Refer to Section D, Electrical System (24VDC), for the adjustment procedure of the hoist limit switches. Pilot Operated Check Valve The pilot operated check valve (6, Figure 7-1), located in the bleeddown manifold, is opened by power down pilot pressure to allow oil in the raise port to bypass the hoist up limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch. FIGURE 7-4. PUMP MODULE 1. Hoist Valve 2. Counterbalance Valve 3. Needle Valve 4. Overcenter Valve

L7-6

Hoist Circuit

5. Quick Disconnects 6. Steering/Brake Pump 7. Hoist Pump

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HOIST CIRCUIT OPERATION

The following pages describe the hoist circuit operation in the FLOAT, POWER UP, HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)

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Hoist Circuit

L7-7

Float Position Of Pilot Valve With Truck Body On Frame Figure 7-5 shows the position of the hoist pilot valve when the truck body is resting on the frame. However, the hoist valve internal valves and spools will be in the position shown in Figure 7-7. Oil from the hoist pump enters the inlet sections of the hoist valve in port (11), passes through check valve (18), and stops at the closed high pressure passage (19) at the two main spools (7) and (8) as shown in Figure 7-5.

L7-8

Pressure builds to approximately 414 kPa (60 psi) on the pilot of flow control valve (2), causing the valve to compress the spring and open, which allows the oil to flow the through hoist valve port (23) to the service brakes for brake disc cooling and eventually back to the tank. Between hoist valve port (23) and the brakes or heat exchanger, the cooling supply tee’s to orificed regulator valves. If supply pressure attempts to increase above 240 kPa (35 psi), the regulator valve opens and dumps to the tank. Oil also flows out of hoist valve port (12) to port (12) on the pilot valve, through the hoist pilot valve spool, and out through 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.

Hoist Circuit

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FIGURE 7-5. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool

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17. Anti-void Check Valve 9. Head End Work Port 18. Load Check Valve 10. Tank Return Port 19. High Pressure Passage 11. Supply Port 20. Low Pressure Passage 12. Pilot Supply Port 21. Pilot Operated Check Valve 13. Hoist Limit Solenoid 22. Primary Low Pressure Valve 14. Raise Pilot Port (26 psi) 15. Down Pilot Port 16. Power Down Relief Valve (1500 23. Brake Cooling Circuit Port 24. Overcenter Manifold psi)

Hoist Circuit

L7-9

Power Up Operation (Figure 7-6) The hoist pilot valve spool is moved to the power up position when the operator moves the lever rearward in the cab. The pilot supply oil coming in port (12) is prevented from returning to the tank and, instead, is directed out port (14) through hoist limit solenoid (13) in the bleeddown manifold and into port (14) of the hoist valve. From there it goes to the top of the head end spool (8), builds pressure on the end of the spool, causes the spool to move down compressing the bottom spring, and connects the high pressure passage (19) to head end port (9). Working oil flow in the high pressure passage is now allowed to flow through spool (8) and out port (9) to extend the hoist cylinders. Even though a small amount of oil flows through the check poppet in the top of spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pilot supply pressure in ports (12) also increases causing back pressure to occur in the spring area of the flow control valve (2). This overcomes the pilot pressure on the other end of the flow control valve causing it to close and direct the incoming pump oil through the head end spool (8) to the hoist cylinders to extend them. At this time, oil flow to the brake cooling circuit is stopped. If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 17,235 kPa (2500 psi), the pilot pressure against hoist relief valve (1) causes it to open and allow flow to exit out port (23) to the brake cooling circuit and to return to the tank. As the hoist cylinders extend, oil in the annulus area of all three stages must exit sequentially from the cylinders. Initially, rod end spool (7) ports are closed. As the returning oil entering port (5) builds low pressure, it flows through the check-poppet in the top of the spool, through ports (15), through the pilot valve spool, and out port (10) of the pilot valve to the bleeddown manifold and to the tank.

L7-10

No pressure is present on the top of spool (7). Cylinder return pressure passes through the check-poppet in the bottom of spool (7) to build pressure under the spool, which moves the spool upward, compressing the top spring. This movement allows the returning cylinder oil to flow into the low pressure passage (20) to the primary low pressure relief valve (22). Approximately 179 kPa (26 psi) causes this valve to open, allowing the oil to flow out port (10) to the tank. If the load passing over the tail of the body during dumping attempts to cause the body to raise faster than the oil being supplied by the pump, the oil returning from the annulus area of the hoist cylinders passing through the counterbalance valve manifold controls how fast the hoist cylinders can extend due to the external force of the load. The speed is controlled by counterbalance valve. During the normal raise process, the raise pilot pressure supplied to the counterbalance valve (24) will open the cylinder return ports fully any time raise pressure is above 4600 kPa (666 psi). As the load shifts toward the tail of the body, the raise pressure decreases. As it drops below 4600 kPa (666 psi), the valve starts restricting oil flow, causing a back pressure to the annulus area. If raise pressure were to drop to 0, return pressure would increase to 20,400 kPa (3000 psi) maximum. When the operator releases the hoist control 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, hoist limit solenoid (13) is energized. The solenoid valve closes raise pilot port (14) on the hoist and releases the hoist pilot valve raise pilot pressure at port (14) to the tank, allowing head end spool (8) to center and shut off the supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.

Hoist Circuit

3/08 L07029

FIGURE 7-6. POWER UP POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool

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Hoist Circuit

L7-11

Hold Operation (Figure 7-7) The pilot valve spool is positioned to allow the pilot supply oil entering port (12) to return to the tank through port (10). Pilot supply pressure in ports (12) then decreases to no pressure, allowing flow control valve (2) to open and route the incoming pump oil to the brake cooling circuit through port (23) and back to the tank.

L7-12

Both pilot ports (14) and (15) in the pilot valve are closed by the pilot valve spool. In this condition, pressure is equalized on each end of each main spool (7) and (8), allowing the springs to center the spools and close all ports to trap the oil in the cylinders and hold the body in its current position.

Hoist Circuit

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FIGURE 7-7. HOLD POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool

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Hoist Circuit

L7-13

Power Down Operation (Figure 7-8) When the operator moves the hoist control 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 rod end spool (7). Pilot pressure increases to move the spool down, compressing the bottom spring. Movement of the spool connects high pressure passage (19) to the rod end (annulus area) of the hoist cylinders. At the same time, 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 the check valve in the overcenter manifold rather than back to the tank. Oil flow to the brake cooling circuit ceases when the flow control valve closes.

As oil attempts to return from the head end of the hoist cylinders, it initially encounters 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 179 kPa (26 psi) to open primary low pressure relief (3), and exit the hoist valve through port (10) to the tank. As the body descends and the hoist up limit solenoid is no longer activated, the pilot operated check valve is no longer necessary.

If the body is at the maximum up position, the hoist limit switch has the hoist up limit solenoid activated, therefore closing raise port (14) on the hoist valve. Power down pilot pressure in ports (15) pushes open pilot operated check valve (21), located in the bleeddown manifold, so the pilot pressure in ports (14) is open to the tank through the pilot valve spool.

L7-14

Hoist Circuit

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FIGURE 7-8. POWER DOWN POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool

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Hoist Circuit

L7-15

Float Operation (Figure 7-9) When the operator releases the lever as the body travels down, the hoist pilot valve spool returns to the FLOAT position. In this position, all ports (10, 12, 14, & 15) are common with each other. Therefore, the pilot supply oil is returning to tank with no pressure build-up, thus allowing flow control valve (2) to remain open to allow the pump oil to flow through hoist valve port (23) to the brake cooling circuit and eventually return to the tank.

The 179 kPa (26 psi) in the low pressure passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract. When the body reaches the frame and there is no more oil flow from the cylinders, the main spools center themselves and close the cylinder ports and the high and low pressure passages.

With no blockage of either RAISE or DOWN pilot ports (14) and (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 low pressure passage (20). The back pressure in the low pressure passage, created by primary low pressure relief valve (22), causes pressure under rod end spool (7) to move the spool upward. This connects the low pressure passage to the rod end of the hoist cylinders.

L7-16

Hoist Circuit

3/08 L07029

FIGURE 7-9. FLOAT POSITION 1. Hoist Relief Valve (2500 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool

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Hoist Circuit

L7-17

NOTES

L7-18

Hoist Circuit

3/08 L07029

SECTION L8 HOIST CIRCUIT COMPONENT REPAIR INDEX

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14

L08032 1/08

Hoist Circuit Component Repair

L8-1

HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-16 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19 Assembly - Quill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20 Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20 Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21 Assembly -Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22 OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23

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1/08 L08032

HOIST CIRCUIT COMPONENT REPAIR NOTE: Sometimes it is necessary to dump a load from the body of a truck when the hoist system is inoperable. Refer to Section A3, General Safety and Operating Instructions - Disabled Truck Dumping Procedure.

HOIST VALVE

1. Make sure that there is adequate overhead clearance and raise the truck body. Secure the body in the raised position with the body-up retention cable. Refer to Section A3, Gerneral Safety and Operating Instructions - Securing The Dump Body. 2. Shut down the machine. Refer to Section A3, Gerneral Safety and Operating Instructions Normal Engine Shutdown Procedure.

Removal

Relieve all 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.

3. Slowly move the hoist lever to the LOWER position to allow the body to lower against the body-up retention cable and relieve hoist cylinder pressure. 4. Thoroughly clean the exterior of the hoist valve. 5. Mark, disconnect and plug all hydraulic lines and ports to help prevent contamination. 6. Remove the capscrews and lockwashers that secure hoist valve (5, Figure 8-1).

1. Hoist Cylinder 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve 6. Pump Drive Shaft 7. Hydraulic Tank

FIGURE 8-1. HOIST VALVE & PIPING

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3. Connect the pilot supply lines. Tighten the fittings securely.

The hoist valve weighs approximately 193 kg (425 lbs). Use a suitable lifting device that can handle the load safely. 7. Attach a lifting device to the hoist valve and remove the valve from the truck. Move the hoist valve to a clean work area for disassembly.

4. Start the engine. Raise the body and remove the body-up retention cable. Lower and raise the body to check for proper operation and leaks. 5. Check the hydraulic tank oil level. Refer to Section P2, Lubrication and Service - Hydraulic Tank Service. O-Ring Replacement

Installation 1. Attach a suitable lifting device to the hoist valve. Move the hoist valve into position and secure it in place with capscrews, nuts and lockwashers. Tighten the capscrews to the standard torque. NOTE: The hoist valve must be positioned with separator plate (8, Figure 8-2) toward the front of the truck.

NOTE: It is not necessary to remove the individual valve sections to accomplish repairs unless emergency field repair is required to replace the Orings between sections to prevent leakage. Loosening and retightening the main valve tie rod nut could cause distortion, resulting in binding or severely sticking plungers, poppet and spools. To replace the O-rings between the valve sections: 1. Remove four tie rod nuts and washers (5, Figure 8-2) from one end of the valve. Slide the tie rods from the valve and separate the sections. 2. Inspect the machined sealing surfaces for scratches and nicks. If scratches or nicks are found, remove them by lapping on a smooth flat steel surface with fine lapping compound. 3. Lubricate the new O-rings lightly with multipurpose grease. Replace the O-rings between the sections. Stack the sections together, making sure that the O-rings between the sections are properly positioned. 4. Install the four tie rods with the dished washer between the nut and housing. See Figure 8-3.

FIGURE 8-2. HOIST VALVE ASSEMBLY 1. Inlet Section (Rear) 2. Spool Section (Work Ports) 3. Spool Section (Tank Ports)

4. Inlet Section (Front) 5. Nuts and Washers 6. Tie Rods 7. Tube 8. Separator Plate

2. Using new O-rings at the flange fittings, connect the hydraulic lines. Tighten the flange capscrews to the standard torque. Refer to Figure 8-1 for hydraulic line location.

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FIGURE 8-3. TIE ROD INSTALLATION


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5. Use a torque wrench to tighten the nuts in the pattern shown in Figure 8-4. Tighten the tie rod nuts evenly in the following sequence: a. First, tighten the nuts to 20 N·m (15 ft. lbs.) in order 1, 4, 2, 3. b. Next, tighten the nuts to 43 N·m (32 ft. lbs.) in order 1, 4, 2, 3. c. Finally, tighten the nuts to 142 N·m (105 ft. lbs.) in order 1, 4, 2, 3.

INLET SECTION Disassembly 1. Match mark or identify each part when removed in respect to its location or mating bore to aid in reassembly. 2. Disconnect external tube (7, Figure 8-2) at the cover end. Remove capscrews (14, Figure 8-5), and cover (13). Remove springs (12), check valves (11), and O-rings (10). NOTE: The inlet section is shown removed from the main valve body for clarity. 3. Remove capscrews (1, Figure 8-5) and cover (2). Remove springs (3) and (5) and flow control/main relief valve (4). Remove sleeve (6), low pressure relief valve (7), and O-rings (8). NOTE: If removal of the restrictor poppet in cover (2) is required, refer to Step 4 and Figure 8-6.

FIGURE 8-4. TIGHTENING SEQUENCE

FIGURE 8-5. INLET SECTION DISASSEMBLY 1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Flow Control & Main Relief Valve

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5. Spring 6. Sleeve 7. Secondary Low Pressure Relief Valve

8. O-Rings 9. Inlet Valve Body 10. O-Rings 11. Check Valves


12. Springs 13. Cover 14. Capscrews

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4. Remove sleeve (9, Figure 8-6), backup ring (8), O-ring (7), backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 5. Repeat Steps 1 through 4 for the opposite inlet section if disassembly is required.

Assembly 1. Coat all parts, including the housing bores, with clean, type C-4 hydraulic oil. Lightly lubricate the O-rings with a multipurpose grease. 2. If restrictor poppet (2, Figure 8-6) was removed, reassemble in the order shown. 3. Install check valves (11, Figure 8-5) in their respective bores. Install springs (12). 4. Install O-rings (10) and cover (13). Install and tighten capscrews (14) to 81 N·m (60 ft lbs). 5. Install low pressure relief valve (7) in sleeve (6), then install the assembly in housing (9). Install flow control/main relief valve (4). Install springs (3) and (5). Install cover (2). Install and tighten capscrews (1) to 81 N·m (60 ft. lbs.). Connect the external tube and tighten the nuts to 34 N·m (25 ft lbs).

FIGURE 8-6. RESTRICTOR POPPET REMOVAL (Inlet Cover) 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring

6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve

FIGURE 8-7. POPPET AND BALL 1. Poppet 2. Steel Ball 3. O-Ring

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 and 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 and excessive wear. 4. Inspect the poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding. 5. Inspect the fit and movement between the sleeve and low pressure relief valve.

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1/08 L08032

REAR SPOOL SECTION (Work Ports) Disassembly NOTE: It is not necessary to remove inlet sections (1) or (4, Figure 8-2) to accomplish disassembly of spool section (2) or (3). 1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 2. Remove capscrews and lift spool section cover (1, Figure 8-9) from the housing. 3. Remove poppet (1, Figure 8-7) from spool cover. Remove and discard O-ring (3). NOTE: The poppet (1) contains a small steel ball. Do not misplace. 4. Remove and discard O-rings (4) and (5, Figure 8-8).

7. Remove plug (3) from the end of the spool. Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15). NOTE: Pay special attention to poppets (12), (21) and (22 Figure 8-9) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot (red, green or white). If the poppets are not color coded, use the table below and the specified drill bit to measure the orifice diameter for proper identification. POPPET COLOR

ORIFICE DIAMETER

DRILL SIZE

Red

3.556 mm (.140 in.)

#28

Green

2.362 mm (.093 in.)

#42

White

1.600 mm (.063 in.)

#52

5. Remove restrictor poppet (1). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor when removed to ensure correct reassembly.

8. Repeat Step 7 to disassemble the opposite end of spool (20). Note that there is no plug or restrictor poppet in the opposite end and the spring is blue.

6. Remove spool assembly (20, Figure 8-9). Note the color of the lower spring (blue) to ensure proper location during reassembly. Also note the “V” groove on the top end of the spool.

9. Remove spool assembly (14). At the top end of the spool, remove plug (3). Remove spring seat (2) and spring (11). Remove poppet (12) and spool end (15). 10. At the opposite end, remove plug (3), spring seat (2) and spring (16). Remove restrictor poppet (22) and spool end (15). 11. Remove cover (19) and O-rings (4), (5) and (10). Remove poppet (18). Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect all springs for breaks and distortion. Inspect the poppet seating surfaces for nicks and excessive wear. All seats must be sharp and free of nicks. 3. Inspect all bores and surfaces of sliding parts for nicks, scores and excessive wear.

FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 2. O-Ring * 3. Backup Ring *

4. O-Ring 5. O-Ring

4. Inspect all poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding.

*Note: Items 2 and 3 not used on all valves.

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FIGURE 8-9. WORK PORTS SPOOL SECTION ASEMBLY 1. Spool Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Ball 8. O-Ring

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9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Red) 13. Spool Housing 14. Spool Assembly 15. Spool End 16. Spring (Blue)


17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly 21. Restrictor Poppet (Green) 22. Restrictor Poppet (White)

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Assembly 1. Lubricate O-rings (4), (5) and (10, Figure 8-9) with clean hydraulic oil. Install the O-rings in the spool housing. Install poppet (18). Install cover (19) and secure it in place with capscrews. Tighten the capscrews to 81 N·m (60 ft lbs). 2. Install spring (11) in spool (20). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install the spool end and tighten it to 34 N·m (25 ft lbs). Install green poppet (21). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 N·m (15 ft lbs). NOTE: Poppets (12), (21) and (22) may be color coded and must be installed in their original location. 3. Repeat Step 2 for the opposite end of spool (20) to install the spring, spring seat, and spool end. Ensure that spring (16) is blue. A poppet and plug are not installed in the lower end.

FIGURE 8-10. SPOOL INSTALLATION

4. Lubricate the spool assembly and carefully install it in the spool housing as shown in Figure 8-10. Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted.

1. “V” Groove 2. Spool Assembly

5. Install spring (11, Figure 8-9) in the top (grooved) end of remaining spool (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten to 34 N·m (25 ft lbs). Install red poppet (12). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 N·m (15 ft lbs).

8. If used, install O-ring (2, Figure 8-8) and backup ring (3) on restrictor poppet (1). Install the poppet in the spool housing as shown in Figure 8-9.

6. Repeat Step 5 for the bottom end of spool (14). Install spring (16) which is blue in color, spring seat (2) and spool end (15). Apply Loctite to spool end threads. Install spool end (15) and tighten to 34 N·m (25 ft. lbs.). Install white poppet (22). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 N·m (15 ft lbs). 7. Lubricate the assembled spool and install it in the spool housing as shown in Figure 8-10. Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted.

3. Work Ports Spool Section

9. Install new O-rings (4), (5) and (10). 10. Install a new O-ring (and backup ring if used) on poppet (6, Figure 8-9). Make sure that small steel ball (7) is installed in the poppet. Install the poppet in cover (1). 11. With new O-rings (4, 5 and 10) installed, position cover (1) over the spool housing. Install and tighten the capscrews to 81 N·m (60 ft lbs). NOTE: The cover must be positioned according to the match marks that were made during disassembly. Do not reverse the cover position.

NOTE: Spools (14) and (20, Figure 8-9) are physically interchangeable. Ensure that spool (14) is installed toward the base port of the spool housing.

L08032 1/08


L8-9

FRONT SPOOL SECTION (Tank Ports) Disassembly NOTE: It is not necessary to remove inlet sections (1) or (4, Figure 8-2) to accomplish spool section disassembly and repair. 1. Match mark or identify each spool in respect to its mating bore when removed. 2. Remove the capscrews and lift spool section cover (4, Figure 8-11) from the housing. 3. Remove and discard O-rings (5) and (6). 4. Remove the capscrews and bottom cover (9) from the spool housing. Remove and discard the O-rings. 5. Remove springs (8). Push spools (7) out of the housing bores.

Assembly 1. Lubricate spools (7, Figure 8-11) with clean hydraulic oil and reinstall them in their original bores. Install springs (8). 2. Lubricate O-rings (5) and (6) with clean hydraulic oil. Install the O-rings in the bottom of the spool housing. Install bottom cover (9) and secure it in place with capscrews. Tighten the capscrews to 81 N·m (60 ft. lbs.). 3. Lubricate O-rings (5) and (6) and install them in the top of the spool housing. Install top cover (4) and secure it in place with capscrews. Tighten the capscrews to 81 N·m (60 ft. lbs.). 4. If removed, install plugs (2) with new O-rings (3).

Cleaning and Inspection 1. Discard all O-rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect the springs for breaks and distortion. 3. Inspect the housing bores and surfaces of the spools for nicks, scoring and excessive wear.

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FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY 1. Spool Housing 2. Plug 3. O-Ring

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4. Spool Cover 5. O-Ring 6. O-Ring


7. Spool 8. Spring 9. Spool Cover

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HOIST PILOT VALVE

Installation

Removal 1. Place the hoist control lever in the body down position. Ensure that the body is in the full down position and resting on the frame. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines (3, Figure 8-12) at hoist pilot valve (1) located in the hydraulic components cabinet at the rear of the cab. Remove capscrews (5). 3. Loosen and unthread jam nut (8). Unthread sleeve (9) until cotter pin (6) and pin (10) are exposed. 4. Remove cotter pin and pin. 5. Remove hoist pilot valve mounting hardware (2), and remove the valve from the cabinet. Refer to the hoist pilot valve disassembly procedure for repair instructions.

1. Place hoist pilot valve (1, Figure 8-12) into position on the mounting bracket. Secure the valve in place with mounting hardware (2). 2. Position hydraulic lines (3) over the valve ports and assemble the fittings. Tighten the hydraulic line connections securely. 3. Place the hoist control lever in the springcentered position. Adjust the pilot valve spool until the centerline of the cable attachment hole extends 29.5 mm (1.16 in.) from the face of the valve body. 4. Align the control cable eye with the pilot valve spool hole and insert pin (10). Secure the pin in place with cotter pin (6). 5. Thread sleeve (9) upward until contact is made with the valve body. Move flange (4) into position and secure it in place with capscrews (5). 6. Thread jam nut (8) against the sleeve. Tighten the jam nut securely. 7. Start the engine and check for proper hoist operation and leaks.

FIGURE 8-12. HOIST PILOT VALVE & PIPING (Located in Hydraulic Components Cabinet) 1. Hoist Pilot Valve 2. Mounting Hardware 3. Hydraulic Tubes 4. Flange

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5. Capscrew 6. Cotter Pin 7. Control Cable 8. Jam Nut


9. Sleeve 10. Pin

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Disassembly 1. Thoroughly clean the exterior of the valve. Match mark the components to ensure proper reassembly.

2. Remove machine screw (15, Figure 8-13), seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1), capscrews (6), cap (24), spacer (23), and detent sleeve (22). Detent balls (2) and (21) will fall free when the cap and detent sleeve are removed. Separate cap (24), spacer (23) and detent sleeve (22), as this will be necessary for reassembly. 4. Carefully slide spool (14) out of spool housing (17). Remove seal retainer (25), wiper (26) and O-ring (27) from the spool. 5. Insert a rod in the cross holes of detent pin (3) and unscrew it from spool (14). Slight pressure should be exerted against the detent pin as it disengages and spring tension is released. 6. Remove spring seats (19), spring (4) and spacer (5). 7. Remove relief valve (2, Figure 8-14) from spool housing (1). 8. Match mark the inlet and outlet housings in relation to the spool housing to ensure correct location during reassembly. 9. Remove nuts (8) and (10, Figure 8-13) and remove tie rods (9). Separate the valve housings. Remove O-ring (11). Remove the poppet check and spring (located on the outlet housing side of the spool housing) from the spool housing.

FIGURE 8-13. HOIST PILOT VALVE 1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool

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15. Machine Screw 16. Seal Plate 17. Spool Housing 18. Inlet Housing 19. Spring Seat 20. Spring 21. Ball (1) 22. Detent Sleeve 23. Spacer 24. Cap 25. Seal Retainer 26. Wiper 27. O-Ring

FIGURE 8-14. RELIEF VALVE 1. Spool Housing 2. Relief Valve 3. Supply Port 4. To Hoist Valve (Rod End)


5. To Hoist Valve (Base End) 6. Return to Tank

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Cleaning and Inspection 1. Clean all parts, including the housings, in solvent and blow dry with compressed air. 2. Inspect the seal counter bores. They must be free of nicks and grooves. 3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 8-13). The spool must be free of longitudinal score marks, nicks or grooves. 5. Test spool (14) in spool housing for fit. The spool must fit and rotate freely through a complete revolution without binding. NOTE: Spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. If any of these parts require replacement, the entire control valve must be replaced. Assembly 1. Thoroughly coat all parts, including the housing bores, with clean type C-4 hydraulic oil. 2. If the inlet and outlet housings were removed, perform Steps 3 through 5 for reassembly. 3. Install check poppet (2, Figure 8-15) and spring (3) in spool housing (1). 4. Install new O-ring (4) in spool housing. Place the inlet and outlet housings on the spool housing.

FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY 1. Spool Housing 4. O-Ring 2. Check Poppet 5. Outlet Housing 3. Spring

L8-14

5. Install the tie rods. Install and tighten the tie rod nuts to the torques shown in Figure 8-16. 6. Install new O-ring (27, Figure 8-13) and wiper (26). Install seal retainer (25). 7. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Slight pressure will be required to compress the detent spring. Tighten the detent pin to 9 - 11 N·m (84 - 96 in lbs). Install spring (20). Carefully install the spool into the spool housing. 8. Apply grease to the cross holes of the detent pin (3) to hold balls (21) and (2). 9. Slide detent sleeve (22) into cap (24) and place it over a punch. Use the punch to depress ball (21) and insert balls (2) in detent pin cross holes. 10. While holding down ball (21), slide detent sleeve (22) and cap (24) as an assembly over detent pin (3). Continue to insert detent sleeve (22) until it contacts spring seat (19). 11. Secure cap (24) in place with capscrews (6). Tighten capscrews (6) to 7 N·m (5 ft lbs). Install spacer (23) and snap ring (1). 12. Install new O-ring (12) and wiper (13). Install seal plate (16) and machine screws (15). 13. Using new O-rings, install relief valve (2, Figure 8-14) in the spool housing.

FIGURE 8-16. TIE ROD NUT TORQUE 1. Nut 2. Tie Rod 3. Nut


4. Tie Rod 5. Outlet Housing

1/08 L08032

HOIST CYLINDERS

5. Carefully lower the cylinder until it lies against the inside dual tire. Attach a suitable lifting device to the upper cylinder mounting eye.

Removal

6. Install a retaining strap or chain to prevent the cylinder from extending while handling.

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.

7. At the lower mount, straighten the locking plate tabs to allow removal of the capscrews. Remove all capscrews (1, Figure 8-18), locking plate (2) and retaining plate (3). 8. Carefully remove the cylinder from the frame pivot by pulling it outward. Move the cylinder to a clean area for disassembly. NOTE: Do not lose spacer (6, Figure 8-18) between the cylinder bearing and frame. 9. Clean the exterior of the cylinder thoroughly.

1. Ensure that the engine and key switch have been OFF for at least 90 seconds to allow the accumulator to bleed down. Ensure that the park brake is applied. 2. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder. 3. Remove the capscrew and lockwashers from the clamps that secure the hydraulic hoses to the hoist cylinder. Cap and plug all lines and ports to prevent excessive spillage and contamination. Secure the cylinder to the frame to prevent movement.

The hoist cylinder weighs approximately 1135 kg (2500 lbs.). Some means of support is necessary to prevent it from falling or causing injury when removing it from the truck. Use a suitable lifting device that can handle the load safely. 4. At the upper mount, remove locknut (4, Figure 8-17) and capscrew (5). Use a brass drift and hammer to drive pivot pin (1) from the bore of the mounting bracket.

L08032 1/08

FIGURE 8-17. HOIST CYLINDER UPPER MOUNT 1. Pivot Pin 2. Retaining Ring 3. Bearing


4. Locknut 5. Capscrew

L8-15

Installation

Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 1135 kg (2500 lbs). Use a suitable lifting device that can handle the load safely. 1. Raise the cylinder into position over the pivot point on the frame. The cylinder should be positioned with the air bleed vent plug on top, toward the front of the truck. Install spacer (6, Figure 8-18). Align the bearing eye with the pivot point and push the cylinder into place. 2. Install retaining plate (3), locking plate (2) and capscrews. Tighten the capscrews to 298 N·m (220 ft lbs). Bend the locking plate tabs over the capscrew flats. 3. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket. Refer to Figure 8-17. 4. Align the retaining capscrew hole in pivot pin (1, Figure 8-17) with the hole in the mounting bracket. Install the pivot pin. Install capscrew (5) and locknut (4). Tighten the locknut to 203 N·m (150 ft lbs). 5. Install new O-rings in the grooves on the hose flange connections. Lubricate the O-rings with clean hydraulic oil. Position the flanges over the hoist cylinder ports and install the flange clamps. Secure the clamps with capscrews and lockwashers. Tighten the capscrews to the standard torque. 6. Reconnect the lubrication lines for the upper and lower hoist cylinder bearings.

FIGURE 8-18. HOIST CYLINDER LOWER MOUNT 1. Capscrew 2. Locking Plate 3. Retainer

4. Retaining Ring 5. Bearing 6. Spacer

7. Start the engine. Raise and lower the body several times to bleed air from the cylinder. Check for proper operation and leaks. 8. Check the hydraulic tank oil level. Refer to Section P2, Lubrication and Service - Hydraulic Tank Service.

L8-16


1/08 L08032

1. Rod & Third Stage 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Plate 6. Rod Bearing Retainer 7. Capscrew 8. Seal 9. Snap Ring 10. Cover 11. Capscrews 12. O-Ring 13. Bearing 14. Bearing 15. Seal 16. Seal 17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly 23. Backup Ring 24. Seal 25. Cushion

FIGURE 8-19. HOIST CYLINDER ASSEMBLY

L08032 1/08


L8-17

Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (4, Figure 818) and press out bearing (5).

NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks.

2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180 degrees.

8. Rotate the cylinder housing 180 degrees. Remove the retainer bar that was installed in Step 6.

3. Position the cylinder with the mounting eye on cover (10, Figure 8-19) at the top. Remove capscrews (11) and lockwashers the retain the cover to housing (4). 4. Install two threaded capscrews - 22 mm (0.88 in.) diameter x 229 mm (9 in.) length - into the two threaded holes in cover (10). Screw the capscrews in evenly until the cover can be removed. Lift the cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove capscrews (7) and plate (5) that secure rod bearing retainer (6) to rod (1). Remove seal (8). 6. Fabricate a retainer bar using a 6 x 25 x 460 mm (1/4" x 1" x 18") steel flat. Drill holes in the bar to align with a pair of tapped holes spaced 180 degrees apart in the housing. Attach the bar to the 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 degrees to position the lower mounting eye at the top. Hook a lifting device to the eye on rod (1) and lift the rod and third stage cylinder assembly out of the cylinder housing. Remove cushioin (25).

L8-18

9. Fabricate a round disc - 318 mm (12.5 in.) diameter x 10 mm (0.38 in.) thick with a 14 mm (0.56 in.) hole in the center. Align the disc over second stage cylinder (2) and first stage cylinder (3) at the bottom of the cylinder housing. 10. Insert a threaded rod - 13 mm (0.50 in.) diameter x 1350 mm (53 in.) - through the top and through the hole in the round disc. Thread a nut onto the bottom end of the threaded rod below the disc. 11. Screw a lifting eye into the top end of the rod. Attach it to a lifting device, then lift the second and first stage cylinders out of the housing. 12. Remove the lifting tools from the second and first stage cylinder assembly. 13. Slide second stage cylinder (2) down inside first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder. 14. Remove the second stage cylinder from the first stage cylinder by sliding it out the top. 15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts.


1/08 L08032

Cleaning and Inspection NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil. 1. Thoroughly clean and dry all parts. 2. Inspect all parts for damage and excessive wear. 3. If the 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. Quill (2, Figure 8-20) should be checked for tightness if it has not previously been tack welded. a. Check the tightness of the quill by using special tool SS1143 (Figure 8-20) and applying a tightening torque of 1356 N·m (1000 ft lbs). b. If the quill moves, remove the quill and clean the threads in the cover assembly and quill.

FIGURE 8-20. QUILL INSTALLATION

c. To install the quill, perform the Quill Installation procedure on the next page. 5. When a cylinder assembly is dismantled, check capscrews (7, Figure 8-19) carefully for distress. Replace the capscrews if in doubt.

1. Cap Assembly 2. Quill Assembly NOTE: SS1143 Tightening Tool can be made locally. Request the following drawings from your Area or Regional Service Manager: SS1143 Tightening Tool - Assembly Drawing • SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall x 2.0" long) • SS1145 - Plate (2.50" x 2.50" x 0.25" thick) • SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall x 15.50" long) • SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D.x 13.50" long) • SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick) • SS1149 - Hex Drive (1.75" Hex stock x 2.50" long) All materials are 1020 Steel except SS1147.

L08032 1/08


L8-19

Assembly - Quill 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. Check plugs (3, Figure 8-21) and the check balls (4) in the quill during any cylinder repair to ensure that the plugs are tight and the ball seats are not damaged. Refer to Installation of Check Balls and Plugs in Quill on the next page. 2. Secure cap assembly (1) in a sturdy fixture. Ensure that the threads in the cap and the threads on the quill are clean, dry and free of oil and solvent. 3. Spray the mating threads of both cap assembly (1) and quill assembly (2) with LOCQUIC® Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry 3 to 5 minutes. 4. Apply Loctite® Sealant #277 (Komatsu part number VJ6863) or equivalent to the mating threads of both the cap assembly and quill assembly. 5. Install the quill. Use SS1143 tool to tighten the quill to 1356 N·m (1000 ft lbs). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 6. Tack weld the quill in two places as shown in Figure 8-21. 7. Remove all slag and foreign material from the tack weld area before assembling the cylinder. During future cylinder rebuilds, removal of the quill will not be necessary unless it has loosened or is damaged. Removal will require a break-loose force of at least 2712 N·m (2000 ft lbs) after the tack welds are ground off.

FIGURE 8-20. PLUG & CHECK BALL INSTALLATION 1. Cap Assembly 2. Quill Assembly

L8-20


3. Plug 4. Check Ball

1/08 L08032

Installation Of Check Balls And Plugs In Quill Check balls (4, Figure 8-21) in the side of quill assembly (2) are held in place with threaded plugs (3). If a plug is missing and the check ball is not found in the cylinder, the opposite side hoist cylinder and the plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be checked to see whether 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. Refer to Figure 8-22 for SS1158 tool that can be fabricated for installing and removing the check ball plugs. Check the plugs during any cylinder repair to ensure that they are tight. If they move, remove the plugs and check whether the ball seat in the quill is deformed. • If deformation of the ball seat has occurred, the quill should be replaced. • If the ball seat area is not deformed, measure the plug thickness as shown in Figure 8-21: Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)

1. Use the newer plugs. Ensure that the threads in the quill tube and on the plugs are clean, dry and free of oil and solvent. 2. Spray the mating threads of both plugs (3, Figure 8-21) and quill assembly (2) with LOCQUIC® Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry 3 to 5 minutes. 3. Apply Loctite® Sealant #277 (Komatsu part number VJ6863) or equivalent to mating threads of both plugs and quill assembly. 4. Place check balls (4) in the quill tube and install plugs (3) with the concave side facing the ball. Use the SS1158 tool to tighten the plugs to 95 N·m (70 ft. lbs.). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC® Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 5. Stake the plug threads in two places (between the holes, as shown in Figure 8-21) to prevent loosening of the plug. If removal of the plug is necessary in a later rebuild, it will be necessary to carefully drill out the stake marks and destroy the plug. A new plug should be installed and staked as previously detailed.

FIGURE 8-21. SS1158 PLUG INSTALLATION & REMOVAL TOOL

L08032 1/08


L8-21

Assembly - Cylinder 1. Install seals (15, Figure 8-19) and bearing (14) on the second stage cylinder. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) on the first stage cylinder. Lubricate with clean Type C-4 hydraulic oil. 2. Align and slide second stage cylinder (2) inside first stage cylinder (3). Allow the second stage to protrude far enough to install snap ring (9) on the inside of the first stage cylinder.

12. Check capscrews (1, Figure 8-23) carefully for distress. Replace the capscrews if in doubt. 13. Lubricate capscrews (1, Figure 8-23) with a lithium based grease. Install capscrews and plate (2). Tighten the capscrews to 780 N·m (575 ft lbs).

3. Mount housing (4) in the fixture with the cover end positioned at the top. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in the housing. 4. Install the lifting tool that was used during disassembly in the second and first stage cylinder assembly. 5. Install bearings (13) and (24) on first stage cylinder (3). Lift and align this assembly over housing (4). Lower the second and first stage cylinders into the housing. 6. Install the retainer bar that was used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate the housing 180 degrees to position the lower mounting eye at the top. 7. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in second stage cylinder (2). 8. Attach a lifting device to the eye of rod (1) and align it over housing (4). Install cushion (25) on the rod with the chamfered corner toward the rod eye. Lower the rod into the housing. Lubricate the rod with hydraulic oil. 9. Rotate the housing 180 degrees to position the cover end at the top. Remove the retainer that was installed in Step 5. Install bearings (17) and seal (16) on rod bearing retainer (6). 10. Thread two guide bolts - 100 mm (4 in.) long - in the end of rod (1). Install seal (8) on the end of the rod. 11. Align piston rod bearing retainer (6) over the guide bolts and lower it over the end of rod (1). Remove the guide bolts.

L8-22

FIGURE 8-22. 3rd STAGE PISTON 1. 12 Pt. Capscrew 2. Plate

3. Piston

14. Install O-ring (12, Figure 8-19) and backup ring (23) on cover (10). Align and lower the cover onto housing (4). Lubricate capscrews (11) and install them with the lockwashers. Tighten the capscrews to 678 N·m (500 ft lbs). 15. Install hoist cylinder eye bearing (5, Figure 818) and retainer rings (4), if removed.


1/08 L08032

OVERCENTER VALVE MANIFOLD The overcenter valve manifold is located at the rear of the hoist valve. The internal counterbalance valve relieves excessive pressure that can develop in the annulus area of the hoist cylinders if the load sticks to the tail of the body as the body goes overcenter while dumping. Figures 8-24 through 8-26 show the proper placement of the O-rings and backup rings on the needle valve, counterbalance valve and the cavity plug. For information on how the overcenter valve functions, see Hoist Circuit Operation in this section. For adjustment of the counterbalance valve, refer to the Hydraulic Checkout Procedure in this section.

FIGURE 8-23. CAVITY PLUG 1. O-Rings 2. Backup-Rings

FIGURE 8-24. NEEDLE VALVE 1. O-Rings 2. Backup-Rings

FIGURE 8-25. COUNTERBALANCE VALVE 1. O-Rings 2. Backup-Rings

L08032 1/08


L8-23

NOTES

L8-24


1/08 L08032

SECTION L9 HYDRAULIC SYSTEM FILTERS INDEX

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4 STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

L09008

Hydraulic System Filters

L9-1

NOTES

L9-2


L09008

HYDRAULIC SYSTEM FILTERS HOIST CIRCUIT FILTER The hoist circuit filters (Figure 9-1) are located at the back of the fuel tank below the right frame rail. The filter provides secondary filtering protection for hydraulic oil flowing to the hoist valve and hoist circuit components. Indicator switch (5) is designed to alert the operator to a filter restriction before actual bypass occurs. The switch contacts close at 240 kPa (35 psi) to actuate a warning lamp on the overhead display panel. Actual filter bypass occurs at 345 kPa (50 psi). NOTE: When the engine is initially started and the hydraulic oil is cold, the warning lamp may illuminate. Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator to change the element. Refer to Section P, Lubrication and Service, for recommended normal filter element replacement interval. Earlier replacement may be required if the restriction indicator lamp turns on. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: An early indication of the filter warning light at first installation may be due to restriction in the filter as it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil. Replace only the filter element.

Filter Element Replacement

Relieve pressure before disconnecting hydraulic and lines. Tighten all connections before applying starting the machine. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.

L09008

FIGURE 9-1. HOIST CIRCUIT FILTER 1. O-Ring 2. Pressure Tap 3. Filter Head 4. O-Ring 5. Indicator Switch 6. O-Ring 7. Backup Ring


8. Set Screw 9. Filter Element 10. Bowl 11. Drain Plug 12. O-Ring 13. Bottom Plug

L9-3

Installation - Hoist Circuit Filter

Removal - Hoist Circuit Filter 1. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.

1. Install new element (9). Install new O-ring (6) and backup ring (7).

2. Remove drain plug (11, Figure 9-1). Remove bottom plug (13) and drain the oil from the housing into a suitable container.

2. Install bowl (10) on filter head (3) and tighten. Lock the bowl in place with setscrew (8).

If the truck has been operating, avoid contact with hot oil. Avoid spillage and contamination. 3. Loosen setscrew (8). Remove bowl (10). 4. Remove filter element (9). 5. Remove and discard backup ring (7) and O-ring (6).

3. Install bottom plug (13) and drain plug (11).

Indicator Switch - Hoist Circuit Filter Indicator switch (5, Figure 9-1) is factory preset to actuate at 240 kPa (35 psi). The switch and warning light should be routinely tested as a part of the regular vehicle maintenance program. Refer to Indicator Switch Test Procedure in this section.

6. Clean bowl in solvent and dry thoroughly.

L9-4


L09008

STEERING CIRCUIT FILTER The steering circuit filter (Figure 9-2) is located on the inboard side of the fuel tank. The filter provides secondary filtering protection for hydraulic oil flowing to the bleeddown manifold valve for the steering and brake systems. Indicator switch (1) is designed to alert the operator of filter restriction before actual bypass occurs. The switch contacts close at 240 ± 35 kPa (35 ± 5 psi) to actuate a warning lamp on the overhead display panel. Actual filter bypass occurs at 345 kPa (50 psi). NOTE: When the engine is initially started and the hydraulic oil is cold, the warning lamp may actuate. Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator to change the element. Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval. Earlier replacement may be required if the restriction indicator lamp turns on. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: An early indication of the filter warning light at first installation may be due to restriction in the filter as it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil; replace only the filter element.

Filter Element Replacement

Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. FIGURE 9-2. STEERING CIRCUIT FILTER 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.

L09008

1. Indicator Switch 2. Setscrew 3. Head 4. Pressure Tap 5. O-Ring


6. Filter Element 7. Bowl 8. O-Ring 9. Drain Plug

L9-5

INDICATOR SWITCH

Removal - Steering Circuit Filter 1. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down. 2. Remove drain plug (9, Figure 9-2) and drain the oil from the housing into a suitable container.

If the truck has been operating, avoid contact with hot oil. Avoid spillage and contamination.

The hydraulic filter indicator switch is factory preset to actuate at 240 ± 35 kPa (35 ± 5 psi). Switch adjustment is not necessary or recommended. However, the switch and warning lamp should be tested periodically for proper operation. The indicator switch is not repairable and, if inoperative, must be replaced. Figure 9-3 shows a pressure switch tester and Figure 9-4 shows a test block to accept the switch during testing. The test block may be fabricated as shown.

3. Remove bowl (7) and element (6). 4. Remove and discard O-ring (5) on filter bowl. 5. Clean bowl in solvent and dry thoroughly.

Test Procedure 1. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.

Installation - Steering Circuit Filter 1. Install new element (6). Install new O-ring (5) on bowl.

2. Disconnect the wiring harness and remove the switch from the filter head.

2. Install bowl on filter head and tighten.

3. Install the switch in the test block. Connect a pressure tester to the pipe nipple. Reconnect the wires to the switch.

3. Install drain plug (9), and O-ring (8). Indicator Switch - Steering Circuit Filter Indicator switch (1, Figure 9-2) is factory preset to actuate at 240 ± 35 kPa (35 ± 5 psi). The switch and warning light should be routinely tested as a part of the regular vehicle maintenance program. Refer to Indicator Switch Test Procedure in this section.

4. Turn thre key switch ON. Pump up pressure to the test block while observing the tester gauge and hydraulic oil filter warning light in the cab. The light should turn on at 240 ± 35 kPa (35 ± 5 psi). If not, test the bulb and switch as follows: a. If the lamp fails to light, remove the wire (circuit #39) from the switch and short to ground. If the warning lamp does not light, replace the bulb. b. If the lamp lights when wire #39 is grounded in the previous step, use an ohmeter to verify that the switch contacts close at 240 ± 35 kPa (35 ± 5 psi). 5. If the switch contacts fail to close, replace the switch assembly. NOTE: The hydraulic filter warning lamp may be activated by either the hoist or steering/brake circuit filter indicator switches.

L9-6


L09008

The indicator switch tester may be ordered from: Kent-Moore Heavy Duty Division Sealed Power Corp. 29784 Little Mack Roseville, MI 40866-9984 Phone: (313) 774-9500

FIGURE 9-3. INDICATOR SWITCH TESTER Kent-Moore Part No. J-33884-4

FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK

L09008


L9-7

NOTES

L9-8


L09008

SECTION L10 HYDRAULIC CHECK-OUT PROCEDURE INDEX

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . L10-3 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4 Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4 Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5 Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6 STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7 HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9 Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9 Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10 Counterbalance Valve Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11 Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12 HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13 Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14 930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15 930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16

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Hydraulic Check-Out Procedure

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NOTES

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

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 accumulators. The steering accumulators can be bled down by shutting off the engine, turning the key switch OFF, and waiting 90 seconds. Confirm that the steering pressure is released by turning the steering wheel. No front wheel movement should occur. Bleed down brake system accumulators before removing any hoses supplying oil to the brake system.

STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE The steering circuit hydraulic pressure is supplied from the piston pump and steering accumulators. Some steering system problems, such as spongy or slow steering or abnormal operation of the low steering pressure warning light, can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, perform the steering component leakage tests outlined in this section. NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Ensure that brake circuit leakage is not excessive before troubleshooting the steering circuit.

The steering circuit can be isolated from the brake circuit by first releasing all steering system pressure, then releasing all pressure from the brake accumulators and removing brake system supply line (4, Figure 10-2) from the bleeddown manifold. Plug the brake supply hose and cap the fitting at the bleeddown manifold to prevent high pressure leakage. Before checking the steering system, the hydraulic steering and brake systems must have the correct accumulator precharge and be at normal operating temperatures. Refer to the steering accumulator charging procedure in Section L6 for accumulator charging instructions.

If the steering and brake pump has just been installed, it is essential that the steering pump case is full of oil before starting the engine. Refer to Section L6 Steering and Brake Pump, for instructions.

The AC drive system rest switch, located on the instrument panel, must be in the ON position and the GF cutout switch in the CUTOUT position during test procedures. See Section E3, Propulsion System, for GF switch location.

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Equipment Requirements The following equipment will be necessary to properly check-out the hydraulic steering circuit: • Hydraulic schematic (see Section R) • Two 35,000 kPa (5000 psi) calibrated pressure gauges and hoses • A graduated container marked to measure liquid volume in cubic inches or milliliters Pump Pressure Control Adjustments With the brake system functioning properly and the parking brake on, proceed as follows: 1. Place the directional control lever in PARK. Place the rest switch in the ON position and the GF cutout switch in the CUTOUT position. Turn the key switch OFF and wait 90 seconds for the steering accumulators to completely bleed down before opening any hydraulic circuits. 2. Check the hydraulic oil level in the tank and add oil if required. Ensure that the suction line shutoff valves are open.

FIGURE 10-2. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Pressure Test Port (TP2) 4. To Brake System 5. Steering System Pressure Switch 6. Steering Accumulator Bleeddown Solenoid 7. Pressure Test Port (TP3) 8. Supply to Flow Amplifier 9. Return from Flow Amplifier 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 600 psi (4.1 MPa) 13. Relief Valve, 4000 psi (28.0 MPa) 14. Hoist Pilot Valve return 15. Return to Tank 16. Feedback Pressure to Unloader valve 17. Supply from Pump

FIGURE 10-1. STEERING/BRAKE PUMP ADJUSTMENTS 1. Stroke Control Adjustment Screw 2. Unloader Valve Adjustment Screw 3. Compensator Adjustment Screw 4. GPA Port

3. Install an accurate 35,000 kPa (5000 psi) pressure gauge at steering pressure “GPA” test port (4, Figure 10-1) located on the suction side of the pump. Install a second 35,000 kPa (5000 psi) gauge in bleeddown manifold test port “TP2” (3, Figure 10-2). 4. Turn unloader valve adjustment screw (2, Figure 10-1) clockwise until it bottoms out. 5. Back out compensator adjustment screw (3) by turning it counterclockwise.

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6. Start the engine and adjust pressure compensator (3) to obtain 22,925 kPa (3325 psi) on the pressure gauge at the “GPA” pump port. Tighten the compensator jam nut. * Record on Data Sheet

Steering Control Valve and Flow Amplifier Leakage Test 1. Disconnect flow amplifier return line (9, Figure 10-2) at the bleeddown manifold. Plug the port in the bleeddown manifold.

8. Back out unloader valve adjustment screw (2, Figure 10-1) completely.

2. Disconnect the steering control unit return line at the flow amplifier. Plug the port in flow amplifier. Do not turn steering wheel while hoses are disconnected!

9. Start the engine and allow pump pressure to build until the pump unloads.

3. Start the engine and allow the steering system to reach normal operating pressure.

7. Shut off the engine and allow the accumulators to bleed down.

NOTE: When the steering pump unloads, the pump output pressure at the “GPA” pressure test port will drop to approximately 1380 to 2760 kPa (200 to 400 psi). 10. Steer the truck to cause the accumulator pressure to drop until the pump loads. 11. Adjust the unloader valve to reload the accumulators when the pressure falls to 18,960 kPa (2750 psi). The unload pressure will be approximately 20,680 to 21,025 kPa (3000 to 3050 psi). When the unload pressure increases to 20,680 to 21,025 kPa (3000 to 3050 psi), the adjustment has been successfully completed. * Record on Data Sheet 12. Steer the truck again slowly while observing the “TP2” steering pressure gauge. The pump must reload when the pressure drops to 18,960 kPa (2750 psi) minimum.

4. Measure the leakage from the flow amplifier return hose that was removed in Step 1. Maximum permissible leakage is 820 ml/ min. (50 in3/min.). * Record on Data Sheet If leakage is excessive, the flow amplifier should be repaired or replaced. 5. Measure the leakage from the steering control unit return hose removed in Step 2. Maximum permissible leakage is 164 ml/ min. (10 in3/min.). * Record on Data Sheet If leakage is excessive, the steering control valve should be repaired or replaced. 6. Shut off the engine and allow the accumulators to bleed down completely. If all steering system hoses are connected, steer the truck to verify that all pressure has bled off.

* Record on Data Sheet 13. If the minimum reloading pressure in Step 12 is not correct, repeat Steps 11 and 12. NOTE: The critical pressure setting is the 18,960 kPa (2750 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 20,855 kPa (3025 psi). 14. Tighten the jam nut to lock the pressure setting. 15. Steer the truck several times to verify that the system pressure begins to increase (pump cycles from unload to load) once pressure has dropped to 18,960 kPa (2750 psi). 16. Shut off the engine and allow the accumulators to bleed down completely. Turn the steering wheel to verify that no pressure remains. 17. Remove all gauges and cap the test ports.

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Bleeddown Manifold Leakage Test 1. With the hydraulic lines still disconnected from the Steering Control Unit and Flow Amplifier Leakage Test, disconnect hoist pilot valve return hose (14, Figure 10-2) located on the side of the bleeddown manifold. Plug the open port on the bleeddown manifold. 2. Before performing the next step, it will be necessary to draw a vacuum on the hydraulic tank to prevent oil loss when the bleeddown manifold tank return line is disconnected.

Hydraulic tank oil level is above the level of this return line. It is necessary to draw a vacuum on the hydraulic tank to prevent a large amount of oil draining from the tank with the return line disconnected from the bleeddown manifold. 3. Disconnect tank return line (15, Figure 10-2) from the bleeddown manifold. Connect the hoist pilot valve return hose that was removed in Step 1 to the tank return line, or connect it to the hydraulic tank fill port. Do not plug the hoist pilot return hose. 4. Remove the vacuum on the hydraulic tank. 5. Start the engine and allow the system to build pressure until the unloader valve unloads the pump. Measure the leakage at the open “tank” return port on the bleeddown manifold. Maximum permissible leakage is 541 ml/ min. (33 in3/min.). * Record on Data Sheet If leakage is excessive, bleeddown solenoid (6, Figure 10-2), steering system relief valve (13), or the piloted check valve located on top of bleeddown manifold is defective and should be replaced.

In the next step, DO NOT use the key switch to shut off the engine. If the key switch is turned OFF, all accumulator oil will be discharged through the open port on the bleeddown manifold! A suggested method to provide steering accumulator bleed down when return hoses are disconnected is to connect a hose/needle valve assembly between bleeddown manifold port TP3 and the hydraulic tank filler tube. This hose/valve assembly cannot be connected or disconnected if the accumulators are pressurized. The opposite end of the hose can be connected to a fitting which screws into the hydraulic tank filler tube in place of the filler cap. Both accumulators will be bled down when port TP3 is opened to tank, reducing the possibility of either accumulator being accidentally left pressurized. The hose can be 1/4" SAE 100R2, rated for 5000 psi, or 3/8" SAE 100R2, rated for 4000 psi. Needle valves are suggested to allow simple opening/ closing, but must be rated for 4000 psi or above. 6. After test is complete, shut off the engine by using the engine shutdown switch located on the center console in the cab. 7. Reattach the vacuum source to the hydraulic tank and draw a vacuum before disconnecting the tank return hose from the pilot valve return hose. Attach the tank return hose to the bleeddown manifold. Attach the hoist pilot return hose to the fitting on the manifold. 8. Remove the vacuum source. Remove all test equipment and connect all remaining hoses to their proper locations. 9. Turn the key switch to OFF to allow the steering accumulators to bleed down.

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STEERING/BRAKE PUMP STROKE ADJUSTMENT Pump stroke adjustment screw (1, Figure 10-1) controls the volume of oil produced by the steering/ brake pump. Use of this feature is required only if the truck is operated at high altitude locations (greater than 3,050 meters (10,000 ft.) above sea level). If the truck is operating at high altitudes, contact the Komatsu area service representative for instructions regarding stroke control adjustment procedures. For trucks operating at lower altitudes, this adjustment should not be changed from the factory setting (adjusted fully counterclockwise). The factory setting provides full pump flow for maximum performance. FIGURE 10-3. STEERING RELIEF VALVE ADJUSTMENT

SHOCK AND SUCTION VALVES Equipment Requirements

1. Flow Amplifier Valve 2. Plug 3. O-Ring

The following equipment will be necessary to properly check the steering circuit shock and suction valves:

4. Start the engine and allow the steering system to build pressure.

• Hydraulic schematic (refer to Section R) • Three 35,000 kPa (5000 psi) range calibrated pressure gauges and hoses Pressure Tests Before the shock and suction valves in the steering circuit can be tested, steering system pressure must be increased to obtain sufficient pressure for testing. In addition, the steering relief valve pressure must be raised above the pressure required to actuate the shock and suction valves. 1. Install a 35,000 kPa (5000 psi) pressure gauge at “TP2” (3, Figure 10-2) in the steering bleeddown manifold. 2. Install a 35,000 kPa (5000 psi) gauge in each steering cylinder manifold test port. (Located on frame cross member, under engine.) 3. Raise steering relief valve pressure as follows: a. Use an 8 mm allen wrench to remove external plug (2, Figure 10-3) on the flow amplifier valve. b. Insert a 5 mm allen wrench into the opening and gently bottom out adjustment screw (4) by turning it clockwise.

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4. Relief Valve Adjustment Screw

5. While observing the gauge at the “TP2” steering pressure test port, turn unloader valve adjustment screw (2, Figure 10-1) clockwise until approximately 22,750 kPa (3300 psi) is obtained. NOTE: This pressure is near the pump compensator pressure setting and the pump may not unload. However, it is not necessary for the pump to unload during this test. 6. While observing the two gauges installed on the steering manifold, steer the truck against the left stop. Pressure on one of the gauges should read 21,370 kPa (3100 psi). * Record on Data Sheet 7. Steer the truck to the opposite stop. The other gauge should also read 21,370 kPa (3100 psi). * Record on Data Sheet 8. If the pressure is incorrect during Step 6 or 7, the shock and suction valves must be replaced. NOTE: The shock and suction valves are only serviced as complete units and cannot be adjusted while installed in the flow amplifier valve.


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9. After the test is complete, lower the steering relief pressure to 18,960 kPa (2750 psi) as follows: a. Steer full left or right and maintain a slight pressure against the steering wheel. b. Use a 5 mm allen wrench to adjust the steering relief valve to obtain 18,960 kPa (2750 psi) on the gauge.

HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES NOTE: If the relief valve or hoist valve assembly has been replaced or rebuilt, the hoist valve “power up” pressure should be checked. Also, check the brake cooling circuit for correct pressures. Check the hoist system “power down” relief pressure if the hoist pilot valve has been replaced or rebuilt.

* Record on Data Sheet 10. After the adjustment is complete, install plug (2, Figure 10-3) with O-ring (3) on the valve body. 11. Reset the unloader valve to the specified unload pressure. Back out the unloader valve adjustment screw completely counterclockwise.

Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure.

12. Steer the truck to reduce pressure in the steering circuit and cause the pump to load.

Equipment Requirements

a. Observe the increasing pressure readings on the gauge installed at steering pressure “TP2” test port (3, Figure 10-2).

The following equipment will be necessary to properly check the hoist relief and brake cooling circuit pressures: • Hydraulic schematics (refer to Section R)

When the unload pressure increases to 20,680 to 21,025 kPa (3000 to 3050 psi), the adjustment has been successfully completed.

• Three 25,000 kPa (3500 psi) range calibrated pressure gauges and hoses for hoist circuit pressure readings

b. Steer the truck again while observing the steering pressure feedback gauge.

• Two 1000 kPa (100 psi) low pressure gauges and hoses for brake cooling circuit pressure readings

The pump must reload when the pressure drops to 18,960 kPa (2750 psi) minimum. * Record on Data Sheet

Note: Hydraulic oil temperature approximately 21°C (70°F) during test.

should

be

Pressure Gauge Locations

13. If the minimum reloading pressure in Step 12 is not correct, repeat the unloader valve adjustment. NOTE: The critical pressure setting is the 18,960 kPa (2750 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 20,855 kPa (3025 psi).

1. Install a 1000 kPa (100 psi) low pressure gauge at brake cooling circuit test port (1, Figure 10-4) at the front of the hoist valve to monitor the front brake cooling oil pressure. 2. Install a 25,000 kPa (3500 psi) gauge in the power down test port (3, Figure 10-9) (marked “TPD”) located on the front face of the overcenter manifold. 3. Install a 25,000 kPa (3500 psi) gauge in each hoist pump filter pressure test port (2, Figure 10-4). 4. Install a 1000 kPa (100 psi) low pressure gauge at upper left test port (3, Figure 10-7) in the brake/hoist return manifold to monitor rthe ear brake cooling supply pressure.

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Brake Cooling Circuit Test NOTE: Hydraulic oil temperature should approximately 21°C (70°F) during this test. Do turn the steering wheel or apply the brakes. Do operate the engine at low idle for more than seconds.

be not not 30

3. Increase engine speed to 1500 rpm. Place hoist control lever in HOLD or FLOAT. Pressure at the front and rear brake cooling circuits should be approximately 344 kPa (50 psi) or less. * Record on Data Sheet

1. Start the engine and operate at low idle. Place the hoist control lever in the FLOAT position.

4. With engine at 1500 rpm, move the hoist control lever to POWER DOWN.

Hoist pump outlet pressures at the filters should be approximately 550 kPa (80 psi).

Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body lowers.

* Record on Data Sheet Pressure at front brake cooling circuit (1, Figure 10-4) and rear brake cooling circuit (3, Figure 10-7) should be approximately 172 kPa (25 psi) or less. * Record on Data Sheet 2. With the engine at low idle, move the hoist control lever to POWER UP. Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body rises. If the pressure is not correct, the hoist control valve may be plumbed incorrectly or defective.

* Record on Data Sheet

Power Up Relief Pressure Test The hoist control valve contains two relief valves. The rear inlet section contains the relief valve for the rear section of the hoist pump. The front inlet section contains the relief valve for the front section of the hoist pump. 1. To allow full extension of the hoist cylinders, disconnect the hoist up limit solenoid (located on the bottom of the bleeddown manifold) from the wiring harness.

* Record on Data Sheet

Ensure that there is adequate clearance before raising the body.

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NOTE: Ensure that the gauges are properly identified (front or rear section of the pump) when the pressures are read. 2. Start the engine and operate at low idle. Move the hoist control lever to POWER UP until the body is fully raised. Pressure at both hoist pump filter test ports should be 17,235 ± 690 kPa (2500 ± 100 psi). * Record on Data Sheet

FIGURE 10-4. PRESSURE TEST PORTS 1. Test Port - Front Brake Cooling 2. Test Port - Hoist Pump Pressure at Filter

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3. If the hoist power up relief pressure is incorrect on either gauge, the corresponding relief valve should be replaced. a. Lower the body until it is resting on the frame rails. Shut off the engine and wait at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to ensure that system pressure has been relieved. b. Relieve all hydraulic pressure from the hoist system. c. Disconnect the tube from cover (2, Figure 10-5). Disconnect the hose(s) at the top port. d. Remove capscrews (1) and cover (2). Remove spring (3) and relief valve (4). e. Install new relief valve (4), spring (3), cover (2), and new O-rings (8). Install and tighten capscrews (1). Connect the tube to the fitting on cover (2). Install the hose(s) at the top port. 4. Check the pressure again by repeating Step 2. If necessary, repeat the adjustment procedure until the correct pressure is obtained.

Power Down Relief Pressure Test NOTE: The hoist system power down relief valve is located on the hoist pilot valve in the hydraulic brake cabinet behind the cab. 1. Start the engine and operate at low idle. Allow the accumulators to fill and the steering pump to unload. 2. With the body resting on the frame, move the hoist control lever to POWER DOWN. Pressure at the overcenter manifold test port “TPD” should be 10,340 ± 517 kPa (1500 ± 75 psi). * Record on Data Sheet 3. If power down relief pressure is not within specifications, adjust the relief valve as follows: a. Remove the cap from power down relief valve (2, Figure 10-6). b. To increase the power down relief pressure, turn the adjusting screw inward (clockwise). To decrease the power down relief pressure, turn the adjusting screw outward (counterclockwise).

FIGURE 10-5. INLET SECTION (Front & Rear Inlet Sections are Identical) 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring

6. Sleeve 7. Secondary Low Pressure Valve 8. O-Rings 9. Inlet Valve body

FIGURE 10-6. POWER DOWN RELIEF VALVE 1. Spool Housing 2. Relief Valve

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4. Recheck the power down relief pressure by repeating Step 2 after adjusting the relief valve. Install the cap on the relief valve. 5. Shut off the engine and allow 90 seconds for the accumulators to bleed down completely. Remove the gauges and hoses.

Counterbalance Valve Pressure Check 1. Ensure that the engine is off, the body is resting on the frame or properly secured in its raised position, the hoist control valve is in the FLOAT position, and all hydraulic system pressure is bled down. 2. Loosen the locknut on the adjustment stem of needle valve (9, Figure 10-9) on the overcenter manifold. Turn the adjustment stem fully clockwise. 3. Remove the plug from “PILOT VENT” port (8) on the overcenter manifold. This port will remain open to the atmosphere during the adjustment. Do not allow dirt to enter the open port. NOTE: It is suggested that a clean SAE #4 (1/4”) hydraulic hose be installed in the open port and pointed downward. 4. Install a 35,000 kPa (5000 psi) gauge at test port “TR” (7) on the overcenter manifold. Use a hose that is long enough for the technician to read the pressure gauge while in the cab of the truck. Do not read the gauge near the overcenter manifold or make adjustments while the engine is running. The gauge will measure the rod end pressure (the pressure controlled by the counterbalance valve).

FIGURE 10-6. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 2. Rear Brake Supply 3. Rear Brake Supply Pressure 4. Front Brake Supply Pressure 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Brake/Hoist Return Oil Manifold

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9. Front Brake Bypass 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Return 14. Rear Brake Return to Tank 15. Hoist Return to Tank 16. Front Brake Return to Tank 17. Front Brake Return 18. Front Brake Return

FIGURE 10-7. COUNTERBALANCE VALVE ADJUSTMENT 1. Hoist Valve


2. Overcenter Manifold

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5. Start the engine and operate at low idle. If the body is in the raised position, lower the body to the frame. 6. Raise the body and, as it extends to the third stage, read the pressure on the gauge connected to the “TR” port. (All counterbalance valve pressures are read and adjusted while the hoist cylinders are in the third stage.) a. If pressure is 20,700 kPa (3000 psi) or above, stop raising the body immediately. The pressure is adjusted too high and must be lowered. Refer to Counterbalance Valve Adjustment.

4. Lower the body to the frame and operate the engine at low idle. Repeat Step 6 of the Counterbalance Valve Pressure Check procedure to verify proper adjustment. 5. With the body resting on the frame, install the plug in “PILOT VENT” port (8). Remove the pressure gauge. 6. Turn needle valve adjustment stem (9) fully outward and tighten the locknut securely. The needle valve must be fully open for normal operation.

b. If pressure is below 20,700 kPa (3000 psi), lower the body, increase engine speed by approximately 300 rpm and repeat Step 6 until the engine is at high idle or 20,700 kPa (3000 psi) is obtained. c. If the gauge indicates 20,700 kPa (3000 psi) with the engine at high idle, the hoist control lever in POWER UP and the hoist cylinders in the third stage, the counterbalance valve adjustment is correct. * Record on Data Sheet d. If the gauge still does not indicate 20,700 kPa (3000 psi) with the engine at high idle, the hoist control lever in POWER UP and the hoist cylinders in the third stage, or if 20,700 kPa (3000 psi) was obtained before the engine reached high idle, adjust the counterbalance valve. Counterbalance Valve Adjustment 1. With the hoist control lever in the FLOAT position and the body resting on the frame, loosen the locknut on the adjustment stem of counterbalance valve (4, Figure 10-9). Turn the adjustment stem fully inward (clockwise) so the counterbalance valve pressure is as low as possible. 2. Start the engine and operate at high idle. Observe the pressure gauge while raising the body. 3. Carefully turn the adjustment stem outward (counterclockwise) to obtain 20,700 kPa (3000 psi) with the engine at high idle, the hoist control lever in POWER UP and the hoist cylinders in the third stage.

FIGURE 10-8. OVERCENTER MANIFOLD VALVE 1. Check Valves 2. Overcenter Valve Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port 9. Needle Valve 10. Counterbalance Valve Port (TCBV)

NOTE: Complete valve adjustment range is three full turns.

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HYDRAULIC SYSTEM FLUSHING PROCEDURE Flushing Procedure

Preparation 1. Place the directional control lever in PARK and place the rest switch in the ON position. Leave the rest switch ON for all the following procedures. 2. Shut off the engine and turn the key switch OFF. Ensure that the link voltage warning lamps turn off. 3. Allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure that all pressure is relieved. 4. Open the brake accumulator bleeddown valves on the brake manifold. This will return contaminants in the brake accumulators to the hydraulic tank. 5. Thoroughly clean the exterior of the hydraulic tank. Drain the hydraulic tank, remove the strainers and diffusers, and clean the inside of the tank. Flush the interior of the hydraulic tank with a cleaning solvent. 6. Inspect all hydraulic hoses for deterioration or damage. NOTE: If a system component fails, all hoses and tubing should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside. 7. Inspect the hydraulic tank strainers and diffusers. If damaged, install new components. 8. Change all high pressure filter elements. 9. Fill the hydraulic tank with clean type C-4 hydraulic oil. 10. Ensure that the suction line shutoff valves are open. 11. Bleed any air that is trapped inside the steering pump. Refer to Section L, Steering and Brake Pump.

Ensure that there is adequate clearance before raising the body.

overhead

1. Verify that the accumulators are properly precharged. Turn the key switch ON but do not start the engine. The low accumulator precharge warning light must be off before proceeding. 2. Connect the “disabled truck” ports on the overcenter manifold with a jumper hose. Connect the “QD SUPPLY” and “QD RETURN” ports on the bleeddown manifold with a jumper hose. The jumper hoses must be made of SAE 100R12 material, rated at 27,580 kPa (4000 psi). 3. Ensure that the hoist control lever is in the FLOAT position. Do not turn the steering wheel or operate any controls until the next step is completed. 4. Start the engine and operate at 1000 rpm for five minutes. This will circulate oil with all valves in the neutral position. 5. To increase flow and turbulence in the system, increase engine speed to full throttle for 15 minutes. Move the hoist control lever to POWER UP for 30 seconds, and then move it to POWER DOWN for 30 seconds. Repeat this cycle five times. This process will carry any system contaminants to the hydraulic tank. 6. Shut off the engine and turn the key switch OFF. Allow at least 90 seconds for the accumulators to bleed down completely. Turn the steering wheel to ensure that all pressure is relieved. 7. Remove the jumper hoses from the overcenter manifold and the bleeddown manifold. 8. Close the brake accumulator bleeddown valves on the brake manifold. 9. To enable full extension of the hoist cylinders, disconnect the hoist up limit solenoid on the bottom of the bleeddown manifold.

L10027


L10-13

10. Start engine and operate at 1000 rpm while performing the following steps: a. Turn the steering wheel full left then full right ten times.

Filter Element Replacement After the hydraulic system flushing procedure has been completed, all system high pressure filter elements must be replaced. 1. Close both hoist pump suction line shutoff valves. Close the steering pump suction line shutoff valve.

In all of the following POWER UP steps, as the second stage starts out of the hoist cylinder in the POWER UP mode, slowly decrease engine speed to prevent sudden bottoming of the cylinders, which could cause severe damage to the hoist cylinders. b. Extend the hoist cylinders fully, then allow the body to “float” down ten times.

2. Remove the hoist and steering hydraulic filters, clean the housings, and install new filter elements. Detailed instructions may be found in Section L9, Hydraulic System Filters. 3. Check the hydraulic tank oil level and top off, if necessary. 4. Open the suction line shutoff valves.

c. Extend the hoist cylinders fully and hold the hoist control lever in the POWER UP position for ten seconds. d. Lower the body to the frame and hold the hoist control lever in the POWER DOWN position for ten seconds after the cylinders are fully retracted. 11. Increase engine speed to full throttle. Extend the hoist cylinders fully, then allow the body to “float” down. Return the hoist control lever to FLOAT. 12. Operate the truck (on a typical haul cycle, if possible) to exercise the braking functions a minimum of 30 times. Ensure that the braking functions are also exercised in reverse gear like on a typical haul cycle. NOTE: If the truck is equipped with any hydraulically operated attachment, the attachment must also be cycled in a similar manner. 13. Shut off the engine and turn the key switch OFF. Allow at least 90 seconds for the accumulators to bleed down completely. Turn the steering wheel to ensure that all pressure has been relieved. 14. Reconnect the hoist up limit solenoid on the bleeddown manifold. 15. Ensure that all hydraulic system relief valves and pressure settings are properly adjusted. Follow the procedures outlined earlier in this section.

L10-14


L10027

930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET

MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________

__________ Steering accumulators charged to 9650 kPa (1400 psi). Operate the hydraulic steering system to obtain the proper operating temperature. Refer to the Check-out Procedures.

PUMP PRESSURE CONTROL ADJUSTMENTS STEP 6___________ Steering pump compensator pressure STEP 11__________ Steering pump unload pressure STEP 12__________ Steering pump load pressure STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS STEP 4___________ Flow amplifier return hose leakage STEP 5___________ Steering control unit return hose leakage BLEEDDOWN MANIFOLD LEAKAGE TEST STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage SHOCK AND SUCTION VALVES TEST STEP 6___________ Shock and suction valve pressure, left steer STEP 7___________ Shock and suction valve pressure, right steer STEP 9___________ Steering relief valve pressure setting STEP 12__________ Steering pump reload pressure

Name of Technician or Inspector Performing Check-Out __________________________ Date __________________________

L10027


L10-15

930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET

MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________

Operate the brake cooling & hoist hydraulic system to obtain the proper operating temperature. Refer to the Check-out Procedures.

BRAKE COOLING CIRCUIT TEST STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position Brake cooling circuit pressure, low idle, FLOAT position STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position POWER UP RELIEF PRESSURE TEST STEP 2 __________ Hoist relief pressure, front pump section _________ Hoist relief pressure, rear pump section POWER DOWN RELIEF PRESSURE TEST STEP 2 __________ Power down relief pressure COUNTERBALANCE VALVE ADJUSTMENT STEP 6 __________ Counterbalance valve pressure

Name of Technician or Inspector Performing Check-Out__________________________ DATE _________________________

L10-16


L10027

SECTION M OPTIONS AND SPECIAL TOOLS INDEX

FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1

ENGINE OIL HEATER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1

ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1

RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1

M01056

Index

M1-1

NOTES

M1-2

Index

M01056

SECTION M2 FIRE CONTROL SYSTEMS INDEX

FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3 Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4 CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5 Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6 Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7 Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9 Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9 INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10 IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11 TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13

M02005

Fire Control Systems

M2-1

NOTES

M2-2


M02005

FIRE CONTROL SYSTEM (MANUAL) The fire control system aids in protecting the machine in the event of a fire. The system consists of: •

Actuators

•

Pneumatic Actuator/Cartridge Receivers

•

Pressure Relief Valve

•

Check Valves

•

Dry Chemical Tanks

•

Hoses And Nozzles.

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 ensure that it will operate effectively: 1. Check the system for general appearance, mechanical damage and corrosion. 2. Inspect each chemical tank fill cap gasket for damage and replace if necessary. Examine cap for nicks, burrs, cross threading or rough edges. 3. Check the level of dry chemical. The level should not be less than three inches (76 mm) from bottom of fill opening. Dry chemical must be free flowing, with no caking. 4. Insure that the vent in the fill opening threads is not obstructed. 5. Remove the cartridge from the extinguisher and examine the disc-seal. Replace seal if necessary. Install cartridge hand tight.

FIGURE 2-1. FIRE CONTROL SYSTEM 1. Cab Actuator 2. Remote Actuator 3. Safety Relief Valve 4. Check Valves

M02005

FIGURE 2-2. NOZZLE AND BLOW-OFF CAP

5. Actuator Receiver 6. Cartridge 7. Bursting Disc Union 8. Dry Chemical Tank


M2-3

3. Remove each extinguisher from its bracket. 4. Disassemble bursting disc union and replace the ruptured bursting disc with flat side toward extinguisher. 5. Fill tank with dry chemical to not more than three inches (76 mm) from the bottom of the fill opening. 6. Inspect fill opening threads and gasket. If necessary clean threads. 7. Install the fill cap and tighten the cap hand tight. 8. Remove the cartridge guard from the dry chemical tank and remove the cartridge. FIGURE 2-3. NOZZLES AND BLOW-OFF CAP 6. Inspect lines, fittings and nozzles for mechanical damage and cuts. 7. Check nozzle openings. The openings should be packed with silicone grease or equipped with plastic blow-off caps if equipped with nozzles as shown in Figure 2-2. Nozzles of the type shown in Figure 2-3 are not to be packed with grease. Only the protective caps shown are to be used on this type of nozzle. 8. Remove and inspect the cartridge of the remote actuators. Replace if ruptured. Check operation of puncture pin. 9. Replace any broken or missing lead and wire seals.

9. Insure that the cartridge puncture pin is fully retracted. 10. Weigh the new cartridge. The weight must be within 0.25 ounce (7.0 grams) of the weight stamped on the cartridge. 11. Screw the new cartridge onto the actuator assembly, hand tight. 12. Replace the cartridge guard and install the dry chemical tank into its bracket. 13. Connect line at the bursting union, and line at the tank actuator. 14. Remove the cartridge guard from the remote actuators and replace the cartridges. 15. Replace the cartridge guards, and install ring pins on the push buttons. 16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been exposed to fire areas.

Recharging Procedures After actuating the fire control system, the system should be recharged. Follow the procedure below for each dry chemical tank and actuator installed:

17. Clean the nozzles and repack the openings with silicone grease or install blow-off caps. Use caps for the new designed nozzles shown in Figures 2-2 and 2-3

1. Relieve the pressure from the lines by pulling the ring on the safety relief valve. 2. Disconnect line from tank actuator and remove line from the bursting disc union.

M2-4


M02005

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2-5) uses linear detection wire. This is a two conductor heat rated thermo cable. When the detection cable is subjected to 221°F (105°C) the insulating coating of the cable melts allowing the conductors to short together closing the electric circuit to the squib which detonates to depress the puncture pin and actuate the expellant cartridge.

Components of the checkfire electric detection and actuation system are shown in Figure 2-5.

Control Module (Figure 2-4) Provides the electrical connections necessary between the power lead and the linear detection wire to the power lead supplying electrical power, via the squib, to the actuator. Also provides a visual check of power availability - pressing the switch button will illuminate the green indicator light if electrical power is available in the system.

FIGURE 2-4. CONTROL MODULE

FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM 1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown) 2. Manual/Automatic Actuator 4. Power Wire

M02005


M2-5

Actuator (Figure 2-6) Provides automatic and manual means of fire suppression system actuation. By pulling the ring pin under the knob and then depressing the red knob, the puncture pin will rupture the diaphragm in the actuator and apply the system. Automatically, the squib is fixed to rupture the cartridge disc when the linear detection wire is exposed to temperatures in excess of its rated range. FIGURE 2-8. POWER WIRE

FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR

FIGURE 2-9. TEST KIT 1. Indicator Light Assembly 2. End-of-Line Detection Wire Jumper Assembly

Linear Detection Wire (Figure 2-7)

Test Kit (Figure 2-9)

Consists of a two conductor heat rated thermo cable. The temperature rating of the cable is 105°C (221°F) using black wire or 180°C (356°F) using red wire. When the cable is subjected to temperatures in excess of this rating the insulating coating melts allowing the conductors to short together, closing the actuating circuit to fire the squib.

Provides for checking of electrical continuity and consists of an indicator light assembly and an End-ofLine linear detection wire jumper assembly.

FIGURE 2-10. SQUIB FIGURE 2-7. LINEAR DETECTION WIRE Power Wire (Figure 2-8) Consists of a battery connector and conductor lead wires to connect the actuation system to the truck electrical system (battery circuit). The battery connector is equipped with a 5 ampere in line fuse (replaceable).

M2-6

Squib (Figure 2-10) Is an electrically detonated component containing a small exact charge of powder. When the actuation circuit is closed by the linear detection wire melting, an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the nitrogen gas charge.


M02005

be on. This indicates the power wire is installed correctly to the control module. If light does not appear, check all connections to insure they are snapped together. Retest by depressing button. If light is not on, refer to Troubleshooting The Electric Detection System covered in this section.

Securing the Detection Wire After the linear detection wire has been loosely installed, secure it to the equipment being protected as follows: 1. Begin at the control module with the first section of detection wire. If this section is sufficient to cover the total hazard area, no additional lengths are required. If additional lengths are required, remove blank plugged connector from the end of first length and add lengths until the total hazard area(s) is covered.

b. If battery power is correct, proceed to checking total system power.

NOTE: Remember to leave closed blank plug connection on the last length of detection wire. When making connection, push plug into receptacle until a "click" is heard (Figure 2-11). Plugs and receptacles are keyed to allow insertion only in one direction. After "click" is noted, apply a small amount of back pull to confirm connection has been made.

FIGURE 2-12. POWER CHECK

FIGURE 2-11. LINEAR DETECTION WIRE CONNECTOR

Do Not install squib to power lead at this time (Figure 2-13).

2. Secure the wire every 12-18 in. (30-45 cm) throughout the hazard area(s) using the black nylon cable ties provided. Secure more often if desired, or to keep the wire out of the way. Secure the wire to mounting surfaces, decks, struts, hydraulic hoses in the area, or any secure, non-moving part of the protected equipment. Always keep the previously mentioned guidelines in mind when installing the wire. Preliminary Test Before Final Hook-Up All necessary linear detection and power wire installation is now completed. Before arming the actuator with the squib, it is necessary to check to insure all connections are made properly. FIGURE 2-13. DO NOT CONNECT SQUIB

1. The Power Wire a. Depress the button on top of the control module and note green indicator light (Figure 2-12). With button, depressed, light should

M02005


M2-7

c. Proceed to the end of the last length of detection wire and remove the jumper assembly (Figure 2-15). Finally, put original plugged blank connector onto detection wire. The test module light should immediately go out. If light does not go out refer to "Troubleshooting". d. Remove the test kit from the system by, first, disconnecting the squib connector from the test module (Figure 2-17). NOTE: Retain these components for possible later use. ! CAUTION ! Remove jumper to prevent fire suppression system from discharging when squib is installed in electric detection and actuation system.

FIGURE 2-14. INSTALL JUMPER 2. The Linear Detection Wire a. Using the furnished text kit, proceed to the end of the last length of detection wire. Remove the plugged blank connector (Figure 2-14) and install the jumper assembly. NOTE: Retain plugged connector to be reinstalled after testing is completed. b. With jumper in place, screw squib connector into receptacle on test module (Figure 2-15). Test module light should immediately illuminate. This test confirms that the wire is properly installed and will function as designed. If test module light does not illuminate on test module, refer to the "Troubleshooting" section.

FIGURE 2-15. INSTALL TEST MODULE ASSEMBLY

M2-8

FIGURE 2-16. REMOVE JUMPER ASSEMBLY

FIGURE 2-17. REMOVE INDICATOR LIGHT ASSEMBLY


M02005

Installation Procedure for Squib After all testing has been completed and all test kit components removed, proceed to arm the system.

Using wrench, insert squib into upper right inlet hole on actuator body and firmly tighten (Figure 2-18). After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge (Figure 2-19).

Always install squib into actuator body first, before installing connector onto threaded body of squib. Possible injury could result if squib was actuated outside of actuator body. Install squib connector onto threaded stud of squib (Figure 2-20). Hand tighten as firmly as possible.

FIGURE 2-18.

Placing the Electric Detection & Actuation System Into Service To place the electric detection and actuation system into service, proceed as follows: 1. Check all fasteners for tightness. Insure jam nut on actuator body is securely tightened. 2. Before installing actuator cartridge, push manual puncture lever several times to insure smooth operation. 3. Insert ring pin in hole and attach lead wire seal (See Figure 2-21).

FIGURE 2-19.

FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower actuator body and hand tighten firmly. FIGURE 2-20.

M02005

5. Record date that system was placed in service.


M2-9

INSPECTION AND MAINTENANCE SCHEDULES

Proper inspection and maintenance procedures must be performed at the specified intervals to be sure that the electric detection and actuation system will operate as intended.

4. Weigh the actuation cartridge on the electric detection and actuation system. Replace cartridge if the weight is 1/4 oz. (7 g) less than that stamped on cartridge. Check the cartridge threads for nicks, burrs, cross threading and rough on feathered edges. Examine gasket in bottom of electric detection and actuation system for elasticity. If the temperature is below freezing, warm the gasket with body heat to insure a good seal. Clean and coat lightly with a high heat resistant silicone grease.

Daily The machine operator should manually test system power by pushing the button and noting illumination of indicator light. This confirms battery power is available. If light is not illuminated, refer to "Troubleshooting" covered in this section. Normal Maintenance Based On Actual Operating Hours Total system should be checked monthly or sooner, depending on working conditions or truck maintenance to perform total system check. NOTE: The squib should be replaced after being in service for five years. The proper disposal of the old squib should be done by actuating the squib within the actuator body. To do this, remove actuator LT-5-R cartridge (PB0674) from body. Install test jumper assembly to end of linear detection wire assembly. This jumper will service as a wiring short and cause the squib to discharge.

FIGURE 2-22. REMOVE CARTRIDGE AND DISCONNECT SQUIB

Remove jumper, clean actuator, install new squib and reinstall cartridge. Do Not reinstall cartridge at this time.

System is now back in service.

5. Test system power by depressing button on control module. Note illumination of light while button is depressed.

Record date of installation of new squib. 1. Check all mounting bolts for tightness. 2. Check all wiring connectors for tightness and possible evidence of corrosion. 3. Inspect detection and power wire as follows: a. Check for wear due to abrasion (at wall penetrations, around corners, etc.). b. Check for damage from direct impact or other abuse. c. Check mounting locations for tightness. d. Insure mounting hardware has not come loose or been broken, either of which would allow the wire to sag.

M2-10

6. Remove squib connector before proceeding with next series of checks (Figure 2-22). 7. Using the furnished test kit assembly, proceed to the end of the last length of detection wire. Remove the plugged blank connector and install the jumper assembly (retain plugged blank connector to be reinstalled after testing is completed). 8. With jumper in place, screw the squib connector into receptacle on test module (Figure 2-23). Light on the test module should immediately illuminate. This test confirms that the detection wire is properly installed and will function as intended.


M02005

10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2-24).

Failure to remove jumper assembly will cause system discharge when squib is installed into electric detection and actuation system. 11. Remove squib from actuator body and check that it has not been fired. Reinstall squib and wrench tighten firmly. 12. Reinstall squib connector to squib and firmly tighten by hand. 13. Pull ring pin on electric detection and actuation system actuator and push pin several times to insure smooth movement. Reinstall ring pin and attach lead wire seal. 14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.

FIGURE 2-23. ATTACH INDICATOR LIGHT ASSEMBLY (Test Module) If test module light does not illuminate, refer to Troubleshooting The Electric Detection System, covered in this section. 9. Proceed to the end of the last length of detection wire and remove the jumper assembly. Put original plugged blank connector back on detection wire. Test module light should immediately go out. If light does not go out, refer to Troubleshooting The Electric Detection System,covered in this section.

IN CASE OF FIRE Procedure to follow during and after a fire. In the event of a fire, the following steps should be taken: 1. Turn the machine off. 2. Manually activate fire suppression system, if possible. 3. Move away from the machine taking a hand portable extinguisher along if you can. 4. Stand-by with a portable fire extinguisher to put out any possible re-ignition of the fire after the fire suppression system is expended. Explanation of the above steps. 1. If you leave the machine running, it may add fuel to the fire or restart the fire with sparks. 2. May help put fire down more quickly. 3. By leaving the immediate fire area, you protect yourself from windblown flames, explosions or other dangers created by the fire.

FIGURE 2-24. REMOVE TEST MODULE

M02005

4. Having a hand portable fire extinguisher is advised because remaining heat may cause part of the fire to re-ignite after the fire suppression system has discharged. Depending on the heat that remains, this may occur a number of times, so remain alert until the equipment cools and you are assured that re-ignition is not likely.


M2-11

What to Expect When a fire suppression system discharges, there is some noise, accompanied by clouds of dry chemical. While breathing foreign particles is not pleasant, the agent is non-toxic. What to Do After the Fire is Out The machinery should not be restarted until it has been serviced and cleaned (water spray or steam may be used to remove the dry chemical). If the electric detection and actuation system cannot be recharged immediately, at least recharge the remainder of the fire suppression system so that manually actuated protection is available. Recharging the Electric Detection and Actuation System The recharge of the electric detection and actuation system is similar to the original procedure for installing and placing the automatic detection system into service. Follow these procedures as outlined previously in this manual, omitting the section which deals with mounting the bracket and power wire. Replace the entire length(s) of detection wire involved in the fire area. Before the system is put back into service, it is important that the inside chamber of the actuator be cleaned thoroughly. Failure to do so may cause excessive carbon build-up on the internal O-ring and piston chamber. This build- up will also stop the puncture pin from returning to its up-most position. To clean actuator (See Figure 2-25): 1. Remove squib. 2. Remove actuator from bracket and loosen upper portion of body. 3. Apply pressure to the bottom of the puncture pin. This will force out the puncture pin and spring.

FIGURE 2-25. ACTUATOR ASSEMBLY

4. Thoroughly clean carbon deposits from base of stem, puncture pin, spring and inside surface of body. 5. After all components are clean and dry, liberally lubricate O-rings with silicone grease. 6. Reassemble actuator and push button manually several times to insure free movement of puncture pin. NOTE: When puncture pin is fully reset, cutting point of pin will be located approximately 0.06 in. (1.6 mm) below thread on lower actuator body (Figure 2-25).

M2-12


M02005

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed. POSSIBLE CAUSES


Blown fuse in battery connector assembly

Look for possible short in external power wiring and change fuse

Battery connection loose

Clean and tighten

Connector between power wiring unsnapped or wire broken

Reconnect/install new length

Dead battery

Charge battery or install new one

Bulb burned out

Loosen green lens, install new bulb

TROUBLE: Test Module Light Will Not Illuminate. POSSIBLE CAUSES


Jumper assembly not in place on end of detection zone wiring

Install jumper assembly

Connector apart on either power or detection zone wiring

Reconnect

Bulb burned out

Loosen green lens, install new bulb

Blown fuse in battery connector assembly

Look for possible short in external power wiring and change fuse

Wire broken

Install new length

Dead battery

Charge battery or install new one

Battery connection loose

Clean and tighten

TROUBLE: Test Module Light Will Not Go Out POSSIBLE CAUSES


Jumper assembly left in place on end of detection wire

Remove jumper. Reinstall plugged blank connector

Damaged section at detection wire

Replace damaged length(s) of detection wire.

TROUBLE: Detonated Squib POSSIBLE CAUSES


Check for previous fire condition

Replace length(s) of detection zone wire. Replace squib and recharge

Detection wire too close to heat source

Check for broken points of security, move away from heat source, and recharge

Test jumper assembly left in place after testing

Remove jumper, reinstall plugged end of line connector and recharge

M02005


M2-13

NOTES

M2-14


M02005

SECTION M7 ENGINE OIL HEATER INDEX

ENGINE OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4

M07010

Engine Oil Heaters

M7-1

NOTES

M7-2

Engine Oil Heaters

M07010

ENGINE OIL HEATERS GENERAL INFORMATION Operation of the optional oil heaters is controlled by the coolant system heater thermostats. Cummins engines utilize two 230 Volt, 600 watt heaters in the oil pan. Not all trucks are equipped with this option.

TROUBLESHOOTING Operation of an oil heater can be tested by touching mounting boss (3, Figure 7-1) on the oil pan. After allowing time for the heater to warm up, it will be warm to the touch. 1. If the oil heater is not warm to the touch, check for a voltage of 220 to 230 Volts to the power cord. 2. If the oil heater is not warm to the touch, check the thermostat circuit at the engine coolant heaters. Also check the circuits between the heater and the external power source. 3. If the oil heater is not warm to the touch and the voltage is correct, the heater 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

HEATER ELEMENT Removal 1. Disconnect the external power source. NOTE: Replacing the heater element can be accomplished without draining the crankcase oil. Disassemble all the parts from the element cover. Figures 7-2 and 7-3 show the complete oil heater removed from the pan. 2. Remove housing cap (7, Figure 7-2). 3. Remove wire connectors (9), and disconnect electrical leads (8).

FIGURE 7-1. ENGINE OIL HEATER 1. Oil Heater 2. Power Cord

3. Oil Pan Mounting Boss

4. If necessary, remove cover (2) and remove power cord from housing (5). 5. Remove the housings from element cover (6).

M07010

Engine Oil Heaters

M7-3

6. Loosen setscrew (3, Figure 7-3) and remove heater element (2) from element cover (1).

FIGURE 7-3. HEATER ELEMENT REMOVAL 1. Element Cover 2. Heater Element

3. Element Retaining Setscrew

Installation 1. Install new heater element (2) and secure it in place with setscrew (3, Figure 7-3). 2. Coat the threads of element cover (6, Figure 72) with an anti-seize compound and install housing (5, Figure 7-2). 3. If removed, insert power cord (1), rubber bushing (4), washer (3), and cover (2) into the housing. 4. Twist the wires together and place screw-on wire connector (9) on each pair of wires. 5. Adjust the power cord and tighten the cord grip cover. 6. Replace housing (5). 7. If the engine oil was drained, refill the crankcase with clean, filtered oil.

M7-4

Engine Oil Heaters

M07010

SECTION M ENGINE COOLANT HEATER INDEX

ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4 THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4

M07012

Engine Coolant Heater

M7-1

NOTES:

M7-2


M07012

ENGINE COOLANT HEATER GENERAL

HEATING ELEMENT

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:

Removal

• Heaters

1. Disconnect the external power source at the plug-in receptacle. 2. Close the shut-off valves located at the inlet and outlet ports. 3. Remove heating element.

• Thermostats • 220 volt Receptacle

a. Remove the two Phillips head screws from cover at power cable entry. Slide cover out of the way.

• Power Cables, Thermostat Wiring, and Junction Box

b. Disconnect the two electrical leads and remove heating element from the cartridge.

• Coolant Shutoff Valves and Hoses

Heater operation is controlled by a thermostat mounted on the intake end of the heating units. The thermostat turns the heater ON at 48°C (120°F) and OFF at 60°C (140°F). Shutoff valves allow heater element or thermostat sensor replacement without loss of engine coolant.

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 48°C (120°F). 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.

M07012


M7-3

Installation 1. Install new heating element. 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. 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 1. Cover 2. Temperature Sensing Unit

3. Housing 4. Setscrew

Installation 1. Install a new temperature sensing unit and secure in place with two setscrews. 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.

M7-4


M07012

SPECIAL TOOLS Part Number

Description

Use

EB1759

Nitrogen Charging Kit

Suspension & Accumulator Nitrogen Charging

1. “T” Handle Valve 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas NOTE: Arrangement of parts may vary from illustration shown, depending on Charging Kit P/N.

Part Number

Description

Use

EJ2626

Roller Assembly

930E standard

EH8687

Roller Assembly

930E SE Power Module Removal & Installation

(No longer available as complete unit)

EJ2271

Roller Mount

930E standard

EH8681

Roller Mount

930E SE

PC0706

Bearing

TH9449

Bearing Retainer Ring

TG1680

Roller Retainer Ring

C1645

Capscrew 3/4” - 10NC x 2 1/4”

C1542

Lockwasher - 3/4”

EH8686

Roller Ring

M08018 1/08

Special Tools

M8-1

M8-2

Part Number

Description

PB8326

Offset Box End Wrench - 1 7/16”

Part Number

Description

TZ2734

3/4” Torque Adapter

Part Number

Description

TZ2733

Tubular Handle

Part Number

Description

BF4117

Seal Installation Tool

Front & Rear Disc Brake Floating Ring Seal Installation

ED3347

Seal Installation Tool

Rear Axle/Hub Adaptor Floating Ring Seal Installation

Special Tools

Use Cab Mounting & Miscellaneous

Use Miscellaneous

Use Use with PB8326 & TZ2734

Use

1/08 M08018

Part Number

Description

EH4638

Sleeve Alignment Tool

Use Steering Linkage and Tie Rod Assembly (See Section G)

Part Number

Description

EF9302

Wear Indicator

Use Brake Disc Wear (See Section J)

EB1723

Cap, Indicator

EF9301

Pin, Indicator

WA0010

O-Ring, Indicator Pin

TL3995

O-Ring, Indicator Cap

EB4813

Housing, Indicator

SV9812

O-Ring, Housing

Part Number

Description

PC2525

Harness

Use Payload Meter Download (See Section M)

Part Number

Description

EK3798

Brake Assembly Tool Group

ED3757

Bar, Flat

ED3758

Pipe

C1540

Lockwasher

C1615

Capscrew, Short

D9105

Capscrew, Long

M08018 1/08

Use Brake Assembly & Disassembly

Special Tools

M8-3

Part Number

Description

EH7817

Alignment Tool

Part Number

Description

PB4684

Hydraulic Coupling

Part Number

Description

PB9067

Bulkhead Connector

Part Number

Description

Use

PC2061

Belt Tension Tester

A/C Belt Tension Check

Part Number

Description

Use

EL8868

V-Belt Alignment A/C Belt Tool Alignment

M8-4

Use Upper Hoist Pin

Use Miscellaneous

Use Battery Jumper

Special Tools

1/08 M08018

SPINDLE REMOVAL TOOL Dimension "A" - Bolt Hole Diameter Dimension "B" - Plate Outside Diameter Dimension "C" - Bolt Circle Diameter Dimension "D" - Plate Inside Diameter Dimension "E" - Plate Thickness

M08018 1/08

Dimension "F" - Cylinder Height Dimension "G" - Cylinder Outer Diameter Dimension "H" - Cylinder Inner Diameter Dimension "I" - Cylinder Wall Thickness NOTE: Surface A-A must be parallel to surface B-B within 0.062 in. after welding.

Special Tools

M8-5

TABLE 1. PUSHER TOOL DIMENSIONS

Part Number

Description

Use

SS1143

Hoist Cylinder Quill Installation Tool

Hoist Cylinder Quill Installation

SS1153

Hoist Cylinder Quill Plug Tool

Hoist Cylinder Quill Plug Removal and Installation

Dimension

Description

Measurement

"A"

Plate Bolt Hole Diameter

34.8 mm (1.37 in.)

"B"

Plate O.D.

577.9 mm (22.75 in.)

"C"

Bolt Circle Diameter

517.7 mm (20.38 in.)

VJ6567

Radiator Tube Installation

"D"

Plate I.D.

50.8 mm (2.00 in.)

Radiator Tube Installation Tool

XA2307

Breaker Tool

"E"

Plate Thickness

34.8 mm (1.37 in.)

Radiator Tube Removal

BF4810

Bearing Tool

24V Alternator

"F"

Pusher Cylinder Height

133.4 mm (5.25 in.)

BF4818

Front Bearing Removal Tool

24V Alternator

"G"

Pusher Cylinder O.D.

320.6 mm (12.62 in.)

BF4820

Bobbin Removal Tool

24V Alternator

"H"

Pusher Cylinder I.D.

228.6 mm (9.00 in.)

BF4821

Bearing Insertion Tool

24V Alternator

Cylinder Wall Thickness

46.0 mm (1.81 in.)

BF4822

Stator Service Tool

24V Alternator

"I"

Refer to Section G for information about using the spindle tool to remove the spindles from the truck. The following table lists more special tools that will be necessary for various service procedures:

Part Number

Description

Use

J-24092

Puller Legs

A/C Service

Part Number

Description

J-25030

Front Brake Tool Group

Front Brake Removal

Clutch Hub Holding Tool

A/C Service

EK6089

J-33884-4

Rear Brake Tool Group

Rear Brake Removal

Indicator Switch Tester

A/C Service

EK6090

J-8092

A/C Service

Pin Removal Tool

Rear Suspension Pin Removal

Universal Handle

J-8433

Pulley Puller

A/C Service

EJ2848

Cylinder


J-9395

Puller Pivot

A/C Service

EJ2849

Hand Pump


J-9399

Thin Wall Socket A/C Service

J-9401

EJ2850

Shackle


Clutch Plate & Hub Assembly Removal Tool

MM0093

Capscrew M16 x 2.00 x 70


J-9403

Spanner Wrench A/C Service

J-9480-01

A/C Service

EC6027

Oil Charge Kit

Suspension Oil Charging

Drive Plate Installer

J-9480-02

Spacer

A/C Service

J-9481

Puller and Bearing Installer

A/C Service

EJ2847

M8-6

Use

The tools in the following table can be ordered from Kent-Moore:

Special Tools

A/C Service

1/08 M08018

SECTION M20 PAYLOAD METER III ™ INDEX

OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11

M20008 05/07

Payload Meter III

M20-1

PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16 Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24 Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24

M20-2

Payload Meter III

05/07 M20008

DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35 No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36 No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38 Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39 Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41

M20008 05/07

Payload Meter III

M20-3

Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47 Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50 Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50 Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50 Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52 PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57 Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57 Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59

M20-4

Payload Meter III

05/07 M20008

OPERATION SECTION INTRODUCTION Payload Meter III (PLMIII) measures, displays and records the weight of material being carried by an offhighway truck. The system generally consists of a payload meter, a gauge display, deck-mounted lights, and sensors. The primary sensors are four suspension pressures and an inclinometer. Other inputs include a body up signal, brake lock signal, and speed. Data Summary 5208 haul cycles can be stored in memory. The following information is recorded for each haul cycle: • Payload • Operator ID number (0000-9999) • Distance traveled loaded and empty • The amount of time spent empty run/stop, loading, loaded run/stop, and dumping

Data Gathering Windows 95/98/NT software is available to download, store and view payload and fault information. The PC software will download an entire truck fleet into one Paradox database file. Users can query the database by date, time, truck type and truck number to produce reports, graphs and export the data. The software can export the data in '.CSV' format that can be easily imported into most spreadsheet applications. The Windows software is not compatible with the Payload Meter II system. It is important that each payload meter be configured for each truck using the PC software. The information for frame serial number and truck number is used by the database program to organize the payload data. In addition, the payload meter must be configured to make calculations for the proper truck model. Improper configuration can lead to data loss and inaccurate payload calculations.

• Maximum speed loaded and empty with time of day • Average speed loaded and empty • Empty carry-back load • Haul-cycle, loading, dumping start time of day. • Peak positive and peak negative frame torque with time of day • Peak sprung load with time of day • Tire ton-mph for each front and average per rear tires

The payload meter stores lifetime data that cannot be erased. This data includes: • Top 5 maximum payloads and time stamps. • Top 5 positive and negative frame torque and time stamps • Top 5 maximum speeds and time stamps

M20008 05/07

Payload Meter III

M20-5

COMPONENT DESCRIPTION System Diagram

Suspension Pressure Sensors

Operator Display

PLMIII uses a two-wire pressure sensor. The range for the pressure sensor is 4000 psi (281 kg/cm2) and the overload limit is 10,000 psi (700 kg/cm2). One wire to the sensor is the supply voltage and the other is the signal. The 0-4000 psi range is converted into an electrical current between 4-20 ma. The supply voltage for the sensor is nominally +18vdc. Each pressure sensor has an 118 in. (3000 mm) length of cable. The cable is specially shielded and reinforced to provide mechanical strength and electronic noise immunity.

The speedometer/display gauge is used as a speedometer and payload display. The top display is used for speed and can display metric (km/h) or English (mph) units. Grounding terminal #4 on the back of the speedometer will switch the meter to display metric units. Leaving terminal #4 unconnected will cause the gauge to display English units. The speedometer can be adjusted using a calibration potentiometer in the back just like existing speedometers.

Inclinometer The inclinometer is used to increase the accuracy of load calculations on an incline. The inclinometer uses three wires. For the sensor, red is the +18vdc supply voltage, black is ground and the white is the signal. The incline signal is a voltage between 1 and 4 volts. Zero degrees of incline is represented by 2.6vdc on the signal line. The voltage signal will be decreased by 0.103vdc for every degree of nose up incline.

M20-6

The payload meter uses the lower display for payload information. The normal display mode shows the current payload. The display can be changed to show the load and total tons counter or the Operator ID. Using the operator switch on the dash panel, the current suspension pressures and incline can be displayed. The units for display are set using the PC software. Payloads can be displayed in short tons, long tons or metric tons.

Payload Meter III

05/07 M20008

Operator Switch

Payload Meter

The payload operator switch is used to set, view and clear the total load counter and total ton counter. It is also used to enter the operator ID number (0-9999). This switch can also be used to view the suspension pressures and inclinometer. The payload meter operator switch is located on the dashboard. It is a twoway momentary switch. The top position is the SELECT position. The SELECT position is used step through the different displays. The lower position is the SET position. The SET position is used to set the operator ID or clear the load and total ton counters. Normally the inputs from the switch to the payload meter are open circuit. The switch momentarily connects the circuit to ground.

The payload meter is housed in a black aluminum housing. There is a small window on the face of the unit. Status and active alarm codes can be viewed through the window. During normal operation, a twodigit display flashes 0 back and forth. Active fault codes will be displayed for two seconds. These codes are typically viewed using the laptop computer connected to the serial communications port.

Speed Input

There is one 40-pin connector on the payload meter. A jack-screw is used to hold the payload meter and wire harness connector housings together. This screw requires a 4mm or 5/32 hex wrench. The correct tightening torque for this screw is 25 lb-in. Four bolts hold the payload meter housing to its mounting bracket in the cab.

PLMIII uses a speed signal to calculate speed, distance, and other performance data. This input is critical to the proper operation of the system. PLMIII receives this signal from the speedometer/operator display on the dashboard. The same signal displayed to the operator is used by the system. Distance calculations are made based on the rolling radius of the tires for a particular truck.

The circuit board inside the payload meter housing is made from multi-layer, dual-sided surface-mount electronics. There are no field serviceable components inside. The electronics are designed to withstand the harsh operating environment of the mining industry. Opening the payload meter housing will result in voiding the warranty.

Body-Up Switch

The payload meter has two RS232 serial communications ports and two CAN ports. Connections for the two serial ports are available inside the payload meter junction box. The two CAN ports are available for future electronics systems.

The body-up input signal is received from a magnetic switch located on the inside of the truck frame, forward the pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is down, the switch closes and completes the circuit to 71-control power. 24vdc indicates the body is down. Open circuit indicates that the body is up. Brake Lock Switch The brake lock is used to lock the rear brakes on the truck. It is necessary for the accurate calculation of swingloads during the loading process. Without the brake lock applied, the payload meter will not calculate swingloads during the loading process. Without the brake lock, the payload meter will assume that the truck was loaded using a continuous loader and flag the haul cycle record. All other functions will be normal regardless of brake lock usage. The brake lock input comes from the switch located on the dash panel. The brake lock switch connects the circuit to ground. Open circuit indicates brake lock off. Ground indicates brake lock on.

M20008 05/07

Communications Ports

Serial port #1 is used to communicate with the dashboard display. It is also used to connect to the laptop computer. The display gauge will remain blank when the PC is using the serial port. This port initially operates with serial settings at 9600,8,N,1. These settings change automatically to increase the communications rate when the PC is using the port. This serial port uses a 3-wire hardware connection. Serial port #2 is used to communicate to other onboard electronics like Modular Mining's Dispatch® system or the scoreboard from Komatsu. This port uses a 3-wire hardware connection. Connections to this serial port need to be approved by Komatsu. Several protocol options are available and detailed technical information is available depending on licensing.

Payload Meter III

M20-7

Key Switch Input

Load Lights

PLMIII monitors the status of the key switch. 24vdc indicates that the key switch is on, open indicates the key switch is off. The payload meter does not receive its electrical power from the key switch circuit. The payload meter will remain on for several seconds after key switch is removed. When the key switch power is removed, payload meter performs a series of internal memory operations before turning itself off. To allow for these operations, the key switch should be turned off for at least 15 seconds before turning the key switch back on. The payload meter will automatically reset itself without error if not enough time is given for these operations. The display may blink briefly.

PLMIII uses load lights to indicate to the shovel operator the approximate weight of the material in the truck. The load lights are illuminated only when the brake lock is applied. The lights are controlled by the payload meter through a series of relays in the junction box. The payload meter controls the relays with 24vdc outputs. A 24vdc signal from the payload meter powers the relay coil and connects battery power to the load light. When the relay is not powered by the payload meter, a pre-warm resistor connects the load light to a reduced voltage. This circuit pre-warms the load light filaments and reduces the inrush current when the light is fully illuminated. This lengthens the operating life of the load lights.

Payload Meter Power

The load lights progressively indicate to the shovel operator the approximate weight of the material in the truck.

The payload meter receives its power from the battery circuit on the truck. Removing battery power from the payload meter before removing key switch and waiting 15 seconds may result in lost haul cycle data. The payload meter turns itself off approximately 15 seconds after the key switch power is removed. Some haul cycle data will be lost if battery power is removed before waiting 15 seconds. The payload meter system operates at a nominal voltage of 24vdc at 1 to 2 amps depending on options. The payload meter is designed to turn itself off if the supply voltage rises above 36vdc. The payload meter is also protected by a 5 amp circuit breaker located in the junction box. Power to the load lights comes from the same battery circuit. The load lights are powered through a relay. The key switch circuit controls the relay. The load lights are also protected by a 15 amp circuit breaker in the junction box.

M20-8

A flashing green light indicates the next swingload will make the measured load greater than 50% of rated load. A solid green light indicates that the current load is greater than 50% of rated capacity. A flashing amber light indicates the next swingload will make the measured load greater than 90% of rated load. A solid amber light indicates that the current load is greater than 90% of rated capacity. A flashing red light indicates the next swingload will make the measured load greater than 105% of rated load. A solid red light indicates that the current load is greater than 105% of rated capacity. The optimal loading target is a solid green and amber lights with a flashing red light. This indicates that the load is between 90% and 105% of rated load for the truck and the next swingload will load the truck over 105%.

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05/07 M20008

Wiring and Termination Most of the PLMIII truck connections use a heavyduty cable. This yellow multi-conductor cable uses a 16awg, finely stranded wire designed for continuous motion operations. The conductors are protected by a foil and braided shield for electronic noise immunity and physical strength. This wire is typically terminated with a #10 ring terminal. Most connections for the PLMIII system are made in the payload meter junction box.

TCI Outputs The GE drive system on the 930E/960E requires information from the payload meter regarding the loaded condition of the truck. There are three outputs from the payload meter to GE to indicate the relative load in the truck. 24 vdc on the 73MSL circuit indicates that the load is 70% of rated load. 24 vdc on the 73FSL circuit indicates the truck is 100% loaded. The 73OSL circuit is not currently used.

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Payload Meter III

M20-9

OPERATOR’S DISPLAY AND SWITCH

Using the Operator ID

Reading the Speedometer The top window of the speedometer/display gauge is the speedometer section. The display shows the speed indicated by the frequency being received by the gauge. This can be adjusted using the potentiometer on the back of the gauge. In addition, the units for the display can be changed. Terminal #4 controls the displayed units. If #4 is grounded, the display will be metric. If terminal #4 is left open, the display will be in English units.

The current operator ID number is recorded with each haul cycle. The number can be between 0 and 9999. To set the Operator ID: 1. Press the “SELECT” switch until played.

Id= is dis-

2. Hold the “SET” button until 0000 is displayed. The first digit should be flashing. 3. Press the “SET” button again to change the digit. 4. Press the “SELECT” button once to adjust the second digit.

Reading the Load Display The lower display on the speedometer/display gauge is used for payload information. The SELECT position on the operator switch allows the user to scroll through a number of useful displays. The order for the displays is as follows:

5. Use the “SET” button again to change the digit. 6. Press the “SELECT” button once to adjust the third digit. 7. Use the “SET” button again to change the digit. 8. Press the “SELECT” button once to adjust the fourth digit. 9. Use the “SET” button again to change the digit

• • • • • • • • •

10. Press the “SELECT” button one more time to enter the ID.

PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer

If no buttons are pressed for 30 seconds, the display will return to normal operation. The number being entered will be lost and the ID number returns to the previous ID number.

Using the Load and Ton Counter

The display holds the displayed information until the SELECT switch is pressed again. The suspension pressures, inclinometer, and payload displays are based on current sensor inputs. Communications to the display use the same serial link as the download connection. Whenever another computer is connected to serial port #1 to download or configure the system, the lower display will blank. This is not the same connection used by mine dispatch systems.

PLMIII allows the truck operator to monitor and track the total tons hauled and the number of haul cycles during the shift. This display can be cleared at the beginning of each shift to allow the operator to record how many loads and tons have been hauled during the shift. Total Ton Counter The total ton counter records the number of tons hauled since the last time it was cleared. This display is in 100’s of tons. For example, if the display shows 432 the total tons is 43,200. This display can be cleared at the beginning of each shift to allow the operator to record how many tons have been hauled during the shift. The units are selected using the PC software. • To view the total ton counter press and release the “SELECT” switch until tL= is displayed on the gauge.

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Total Load Counter The total load counter records the number of loads hauled since the last time it was cleared. This display can be cleared at the beginning of each shift to allow the operator to record how many loads have been hauled during the shift. • To view the total load counter press and release the “SELECT” switch until LC= is displayed on the gauge.

Clearing the total ton counter or total load counter clears both records.

tL= or LC=

2. Hold the “SET” button until the display clears.

• Right Front Pressure - To display the pressure in the right-front suspension, press and release the “SELECT” switch until rf= is displayed.

“SELECT” switch until Lr= is displayed. • Right Rear Pressure - To display the pressure in the right-rear suspension, press and release the “SELECT” switch until rr= is displayed. • Inclinometer - To display the truck incline, press

Viewing Live Sensor Data The display can also be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The live displays cannot be cleared and the SET button will have no effect. The units for the display are controlled by the configuration of the payload meter. If the payload meter is set to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows 202 the actual value is 20.2 kg/ cm . If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). Multiply by 14.2 to convert kg/cm2 to psi. (example -1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect the units setting for the gauge without the PC software.

M20008 05/07

PL= does not

• Left Rear Pressure - To display the pressure in the left-rear suspension, press and release the

To clear the total ton and total load counter:

2

minute. Only the payload display, display this information.

• Left Front Pressure - To display the pressure in the left-front suspension, press and release the “SELECT” switch until Lf= is displayed.

Clearing the Counters

1. Press the “SELECT” switch until is displayed.

The inclinometer displays whole degrees of incline. Positive incline is truck nose up. The gauge will quickly display the type of information shown every 10 seconds. For example, if the left-front pressure is being displayed, Lf= will flash on the display every

and release the “SELECT” switch until displayed.

In= is

Other Display Messages On startup of the payload meter system, the gauge display will scroll the truck type that the PLMIII is configured for. For example, on a 930E, the gauge will scroll,

---930E---.

If the PLMIII encounters memory problems, it will display ER88 ,where 88 is the specific memory error. In this very rare circumstance, the system should be turned off for 30 seconds and restarted.

Payload Meter III

M20-11

PAYLOAD OPERATION & CALCULATION

during loading. If the load increases above 50% of rated load for 10 seconds without the brake lock applied, the meter will switch to loading and record the continuous_loading flag in the haul cycle.

Description of Haul Cycle States The typical haul cycle can be broken down into eight distinct stages or states. Each state requires the payload meter to make different calculations and store different data. “States" or stages of a typical haul cycle 1. Tare Zone 2. Empty 3. Loading 4. Maneuvering 5. Final Zone 6. Hauling 7. Dumping 8. After Dump Haul Cycle Description A new haul cycle is started after the load has been dumped from the previous cycle. The payload meter will stay in the after_dump state for 10 seconds to confirm that the load has actually been dumped. If the current payload is less than 20% of rated load, the payload meter will switch to the tare_zone and begin calculating a new empty tare. If, after dumping, the payload has not dropped below 20% of rated load the meter will return to the maneuvering or hauling states. In this case, the false_body_up flag will be recorded in the haul cycle record. While in the tare_zone state, and moving faster than 5 km/h (3 mph), the payload meter calculates the empty sprung weight of the truck. This tare value will be subtracted from the loaded sprung weight to calculate the final payload. The payload meter will switch from the tare_zone or empty to the loading state if swingloads are detected. By raising the dump body while in the empty state the payload meter can be manually switched back to the tare_zone to calculate a new tare. From the empty state, the payload meter will switch to the loading state through one of two means. If the brake lock is applied, the payload meter will be analyzing the suspension pressures to detect a swingload. If a swingload is detected, the meter will switch to the loading state. The minimum size for swingload detection is 10% of rated load. Swingload detection usually takes 4-6 seconds. The second method to switch from empty to loading is through continuous loading. This can happen if the brake lock is not used

M20-12

The payload meter switches from loading to maneuvering as soon as the truck begins moving. The maneuvering zone is 160m and is designed to allow the operator to reposition the truck under the shovel. More payload can be added anytime within the maneuvering zone. Once the truck travels 160m (0.1 miles) the payload meter switches to the final_zone and begins calculating payload. If the body is raised while the payload meter is in the maneuvering state, the no_final_load flag will be recorded in the haul cycle record, no payload will be calculated, and the meter will switch to the dumping state. While in the final_zone moving faster than 5 km/h (3 mph), the payload meter calculates the loaded sprung weight of the truck. The same advanced algorithm is used to calculate the empty and loaded sprung weights. The payload meter will switch from the final_zone to the dumping state if the Body-Up signal is received. If the truck has moved for less than 1 minute in the final_zone, the payload meter will calculate the final payload using an averaging technique which may be less accurate. If this happens, the average_load flag will be recorded in the haul cycle. The payload meter switches to the dumping state when the dump body rises. The payload meter will switch from dumping to after_dump when the dump body comes back down. From the after_dump, the payload meter will switch to one of three states: 1. If the average payload is greater than 20% of rated load and no final payload has been calculated, the payload meter will return to the maneuvering state. After the truck travels 160m (0.1 mile) the meter will switch to the final_zone and attempt to calculate the payload again. The false_body_up flag will be recorded in the haul cycle record. 2. If the average payload is greater than 20% of rated load and the final payload has been calculated, the payload meter will switch back to the hauling state. The false_body_up flag will be recorded in the haul cycle record. 3. If the average payload is less than 20% of rated load, the payload meter will switch to the tare_zone and begin to calculate a new empty tare.

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SOURCES FOR PAYLOAD ERROR

Load Calculation The final load calculation is different from the last swingload calculation. The accuracy of the swing load calculation depends on loading conditions and the position of the truck during loading. The last swingload calculation is not the value recorded in memory as the final load. The final load is determined by a series of calculations made while the truck is traveling to the dump site.

Carry Back Carry back is calculated as the difference between the current truck tare and the clean truck tare. The clean truck tare is calculated using the PC software. When the suspensions are serviced or changes are made that may affect the sprung weight of the truck, a new clean truck tare should be calculated.

Measurement Accuracy Payload measurements are typically repeatable within 1%. Accuracy for a particular scale test depends on specific combinations of pressure sensors and payload meters as well as the specifics of each scale test. Comparisons from different scale tests are often made without considering the differences introduced by the specific installation and operation of the scales for each test. In addition, each pressure sensor and payload meter introduces it's own non-linearity. Each truck becomes an individual combination of sensors and payload meter. Errors from these sources can introduce up to a ±7% bias in the payload meter calculations for a specific scale test, for an individual truck. Because the PLMIII calculates a new empty tare for each payload, a detailed scale test must weigh the trucks empty and loaded for each haul cycle. Using a simple average of 2 or 3 empty truck weights as an empty tare for the entire scale test will introduce significant error when comparing scale weights to PLMIII weights.

M20008 05/07

Payload Error The number one source of error in payload calculation is improperly serviced suspensions. The payload meter calculates payload by measuring differences in the sprung weight of the truck when it is empty and when it is loaded. The sprung weight is the weight of the truck supported by the suspensions. The only method for determining sprung weight is by measuring the pressure of the nitrogen gas in the suspensions. If the suspensions are not properly maintained, the payload meter cannot determine an accurate value for payload. The two critical factors are proper oil height and proper nitrogen charge. If the suspensions are overcharged, the payload meter will not be able to determine the empty sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives empty. The pressure in an overcharged suspension can push the suspension rod to full extension. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. If the suspensions are undercharged, the payload meter will not be able to determine the loaded sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives loaded. If the pressure in an undercharged suspension cannot support the load, the suspension will collapse and make metal-to-metal contact. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. Low oil height can also introduce errors by not correctly supporting a loaded truck. This is why the correct oil height and nitrogen charge are the most critical factors in the measurement of payload. If the suspensions are not properly maintained, accurate payload measurement is not possible. In addition, suspension maintenance is very important to the life of the truck.

Payload Meter III

M20-13

Loading Conditions

HAUL CYCLE DATA

The final load calculation of the PLMIII system is not sensitive to loading conditions. The final load is calculated as the truck travels away from the shovel. Variations in road conditions and slope are compensated for in the complex calculations performed by the payload meter.

PLMIII records and stores data in its on-board flash memory. This memory does not require a separate battery. The data is available through the download software.

Pressure Sensors

PLMIII can store 512 alarm records in memory. When the memory is full, the payload meter will erase the oldest 312 alarm records and continue recording.

Small variations in sensors can also contribute to payload calculation error. Every pressure sensor is slightly different. The accuracy differences of individual sensors along the range from 0 to 4000 psi can add or subtract from payload measurements. This is also true of the sensor input circuitry within individual payload meters. These differences can stack up 7% in extreme cases. These errors will be consistent and repeatable for specific combinations of payload meters and sensors on a particular truck.

Swingloads Swingload calculations can be affected by conditions at the loading site. Parking the truck against the berm or large debris can cause the payload meter to inaccurately calculate individual swingloads. While the PLMIII system uses an advanced calculation algorithms to determine swingloads, loading site conditions can affect the accuracy.

PLMIII can store 5208 payload records. When the memory is full, the payload meter will erase the oldest 745 payload records and continue recording.

All data is calculated and stored in metric units within the payload meter. The data is downloaded and stored in metric units within the Paradox database on the PC. The analysis program converts units for displays, graphs and reports. The units noted in the Table 1 are the actual units stored in the data file. The value for the haul cycle start time is the number of seconds since January 1, 1970 to the start of the haul cycle. All other event times are referenced in seconds since the haul cycle start time. The PC download and analysis program converts these numbers into dates and times for graphs and reports.

Speed and Distance The payload meter receives the same speed signal as the speedometer. This signal is a frequency that represents the speed of the truck. The payload meter uses this frequency to calculate speeds and distances. The meter assumes a single value for the rolling radius of the tire. The rolling radius may change at difference speeds by growing larger at higher speeds. The actual rolling radius of the tire will also change between a loaded and empty truck. The payload meter does not compensate for these changes. NOTE: Earlier 730E and 830E models are subject to incorrect speed data due to electrical interference. The incorrect speeds are generated while the truck is stopped. An attenuator was added to newer production models to prevent this error from occurring. A kit was released to update older PLMIII systems with the attenuator. Consult your area service representative for details.

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The following information is recorded for each haul cycle:

Table 1: HAUL CYCLE DATA Data

Unit

Remark

Truck #

alphanumeric

Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the truck number.

Haul Cycle Start Date/Time

seconds

Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transitions from dumping to empty state after the previous haul cycle, download program converts seconds into date and time for display

Payload

tons

Stored as metric, download program allows for conversion to short or long tons.

Number of Swingloads

number

The number of swingloads detected by the payload meter

Operator ID

number

This is a 4 digit number that can be entered by the operator at the start of the shift.

Warning Flags

alpha

Each letter represents a particular warning message about the haul cycle, details are located on page 19.

Carry-back load

tons

The difference between the latest empty tare and the clean truck tare

Empty haul time

seconds

Number of seconds in the tare_zone and empty states with the truck moving

Empty stop time

seconds

Number of seconds in the tare_zone and empty states with the truck stopped

Loading time

seconds

Number of seconds in the loading state

Loaded haul time

seconds

Number of seconds in the maneuvering, final_zone and loaded states with the truck moving

Loaded stop time

seconds

Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped

Dumping time

seconds

Number of seconds in the dumping state

Loading start time

seconds

Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading state

Dump start time

seconds

Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to dumping state

Loaded haul distance

m

Distance traveled while loaded

Empty haul distance

m

Distance traveled while empty

Loaded max speed

km/h

Maximum speed recorded while the truck is loaded

Loaded max speed time

seconds

Number of seconds from the start of the haul cycle to the time when the max speed occurred

Empty max speed

km/h

Maximum speed recorded while the truck is empty

Empty max speed time

seconds

Number of seconds from the start of the haul cycle to the time when the max speed occurred

Peak positive frame torque

ton-meter

Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the operator’s seat.

Peak frame torque time

seconds

Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display

Peak negative frame torque

ton-meter

Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed from the operator's seat.

Peak frame torque time

seconds

Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display

Peak sprung load

tons

Peak dynamic load calculation

Peak sprung load time

seconds

Number of seconds from the start of the haul cycle to the peak instantaneous load calculation

Front-left tire-ton-km/h

t-km/h

Tire ton-km/h for haul cycle

Front-right tire-ton-km/h

t-km/h


Average rear tire-ton-km/h

t-km/h


Truck Frame Serial Number

alpha

The truck serial number from the nameplate on the truck frame

Reserved 1-10

number

These values are internal calculations used in the continued development of the PLMIII system and should be ignored

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M20-15

Haul Cycle Warning Flags

F: Final Zone to Dumping Transition

The payload meter expects haul cycles to progress in a particular way. When something unexpected takes place, the system records a warning flag. Several events within the haul cycle can cause a warning flag to be generated. Each one indicates an unusual occurrence during the haul cycle. They do not necessarily indicate a problem with the payload meter or payload calculation.

This message is generated when the payload meter senses a body-up while it is calculating the final payload indicating that the operator has dumped the load. It may also be generated if the body-up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is calculating the final payload. H: False Body Up

A: Continuous Loading This message is generated when the truck is loaded over 50% full without the payload meter sensing swingloads. This indicates that a continuous loading operation was used to load the truck. It may also indicate that the payload meter did not receive the brake lock input while the truck was being loaded. There may be a problem with the wiring or the brake lock was not used. The payload meter will not measure swingloads unless the brake lock is used during the loading process. B: Loading to Dumping Transition

This message indicates that the body was raised during the haul cycle without the load being dumped. The body-up signal indicated that the truck was dumping, but the weight of the truck did not fall below 20% of the rated load. I: Body Up Signal Failed This message indicates that the load was dumped without a body-up signal being received by the payload meter. The weight of the truck fell below 20%, but the payload meter did not receive a body-up signal from the sensor.

This message is generated when the payload meter senses a body up input during the loading process. This message is usually accompanied by a no_final_load flag.

J: Speed Sensor Failed

C: No Final Load

K: New Tare Not Calculated

This message is generated when the payload meter is unable to determine the final payload in the truck. Typically, this means that the payload meter switched from a loaded state to the dumping state before the load could be accurately measured.

The payload meter was not able to accurately calculate a new empty sprung weight for the truck to use as the tare value for the haul cycle. The tare value from the last haul cycle was used to calculate payload.

D: Maneuvering to Dumping Transition

L: Incomplete Haul Cycle

This message is generated when the payload meter senses a body-up input during the maneuvering or repositioning process indicating that the operator has dumped the load. It may also be generated if the body-up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is maneuvering or repositioning.

The payload meter did not have proper data to start the haul cycle with after powering up. When the PLMIII powers off, it records the data from the haul cycle in progress into memory. This flag indicates that this data was not recorded the last time the payload meter was shut down. This can happen when the main battery disconnect is used to shut the truck down instead of the key switch. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.

E: Average Load or Tare Used This message indicates that the recorded payload may not be as accurate as a typical final load calculation. Typically, this is recorded when loading begins before an accurate tare is calculated or the load is dumped before the load can be accurately measured.

M20-16

This message indicates that the payload meter sensed the truck loading and dumping without receiving a speed signal.

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M: Haul Cycle Too Long

Sprung Weight Data

The haul_cycle_too_long flag indicates that the haul cycle took longer than 18.2 hours to complete. The times stored for particular events may not be accurate. This does not affect the payload calculation.

The payload meter is constantly monitoring the live payload calculation. This value naturally rises and falls for a loaded truck depending on road and driving conditions. The payload meter records the top 5 highest payload calculations and the time they occurred. This information is stored in permanent memory inside the meter.

N: Sensor Input Error An alarm was set for one of the 5 critical sensor inputs during the haul cycle. The five critical sensors are the four pressure sensors and the inclinometer. Without these inputs, the payload meter cannot calculate payload. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.

Frame Torque Data Payload meter records the top 5 peak positive and negative frame torque values and the time they occurred. The frame torque is a measure of the twisting action along the centerline of the truck. Positive frame torque is measured when the suspension forces on the front of the truck act to twist the frame in the clockwise direction as viewed from the operator's seat. Negative frame torque is measured when the forces from the suspensions act in the opposite direction.

Maximum Speed Data The payload meter records the top 5 highest speeds and the time they occurred. This information is stored in permanent memory inside the meter.

Alarm Records The payload meter stores alarm records to give service personnel a working history of the system. All codes are viewed using the PC connected to the payload meter. Active codes are also displayed on the two-digit display on the meter itself. Each code has a specific cause and should lead to an investigation for correction. Some failures can be overcome by the payload meter. Haul cycle data will indicate if an alarm condition was present during the cycle. Failures with the suspension or inclinometer sensors cannot be overcome.

For example, if the left front and right rear pressure rises as the right front and left rear pressure drops, the truck frame experiences a twisting motion along the longitudinal centerline. In this case, the payload meter will record a positive frame torque. The 5 highest values in the positive and negative direction are stored in permanent memory within the payload meter.

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M20-17

Fault Code Data

Table 2: Fault Code

Name

Description

1

Left front pressure high

Input current > 22 ma

2

Left front pressure low

Input current < 2 ma

3

Right front pressure high


4

Right front pressure low


5

Left rear pressure high


6

Left rear pressure low


7

Right rear pressure high


8

Right rear pressure low


9

Inclinometer high

Input voltage < 0.565 vdc

10

Inclinometer low

Input voltage > 5.08 vdc

11

Speed input failure

Not Used

12

Brake lock input failure

Not Used

13

Body-up input failure

Payload meter detected dumping activity without receiving a body up signal

16

Memory write failure

Indicates possible memory problem at power start up. Cycle power and recheck.

17

Memory read failure

Indicates possible memory problem at power start up. Cycle power and recheck.

18

Rear right suspension flat

Payload meter detected an undercharged suspension condition on the rear right suspension.

19

Rear left suspension flat

Payload meter detected an undercharged suspension condition on the rear left suspension.

20

Time change

Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates original time. The Alarm Clear time indicates the new time.

21

Tare value reset

The user manually forced the payload meter to reset the haul cycle empty (tare) sprung weight. This forced the meter into the tare_zone state and lost all data for the previous haul cycle.

22

Excessive carryback

The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two consecutive haul cycles.

26

User switch fault - SELECT

Select switch on for more than 2 minutes, may indicate short to ground

27

User switch fault - SET

Set switch on for more than 2 minutes, may indicate short to ground

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PC SOFTWARE OVERVIEW

Installing the PLMIII Software

The PC software has several basic functions:

The CD ROM containing the Payload Data Management (PDM) Software will automatically begin installation when it is inserted into the drive on the PC. If this does not happen, the software can be installed by running the Setup.exe program on the CD ROM.

• Configure the PLMIII system on the truck. • Troubleshoot and check the PLMIII system. • Download data from the PLMIII system. • Analyze data from the payload systems.

Configuration, troubleshooting and downloading require a serial connection to the payload meter on the truck. Analysis can be done at any time without a connection to the payload meter. Payload data is downloaded from several trucks into one database on the PC. The database can be queried to look at the entire fleet, one truck or truck model. The data can be graphed, reported, imported or exported. The export feature can take payload data and save it in a format that spreadsheet programs like Excel or word processing programs can easily import.

The minimum PC requirements for running the software is a Pentium 133Mhz with 64 MB of ram and at least 300 MB of free hard drive space available. For improved performance, the recommended PC would be a Celeron, AMD K6-2 or better processor with 128 MB of ram running at 400 Mhz. The PDM Software uses a powerful database to manipulate the large amounts of data gathered from the PLMIII system. Using a more powerful computer and added memory to run the software can result in a significant improvement in performance. The software is written to use a minimum 800x600 screen resolution.

System Configuration PLMIII needs to be configured for operation when it is first installed on the truck. This process requires several steps and uses the laptop computer to make the necessary settings. The setup procedure can be broken down into several steps:

• Connecting the laptop to the PLMIII system. • Starting communications • Setting the time & date • Setting the truck type • Setting the truck ID • Setting the speedometer/display gauge units

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DOWNLOADING DATA PLMIII records many types of data. The PLMIII PC software is designed to download the data from a whole truck fleet. Instead of creating one data file for each truck, the PC software combines all the data from many trucks into one database on the hard drive of the computer. The software then allows users to query the database to create custom reports and graphs. Data for individual trucks or groups of trucks can be easily analyzed. This same data can be exported for use in other software applications like word processors and spreadsheet applications. As the database grows, performance of the PC software for analysis will slow down. It may be helpful to periodically export data. For example, query the database to show the oldest quarter, month, or half year and print out a summary report. Then export the data to a compressed format and save the file in a secure location. Once the data is exported, delete the entire query results from the database. If necessary, the data can easily be imported back into the main database for analysis at a future date. Removing this older data will improve performance.

To download the payload meter: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. The number of haul cycles and alarms will be displayed. 3. Select the " Begin Download" button. The PC will request the payload and alarm data from the payload meter and save it into the database. This may take several minutes. A progress bar at the bottom will show the approximate time left.

The PC software downloads the data from the payload meter into a single Paradox database. The data from all the trucks is added to the same database. Downloading the payload meter can take several minutes. The data is added to the database on the laptop used to download. To move the data to another computer, a query must be run to isolate the particular data for export. Do not press the operator switch on the dashboard while downloading

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PLM III SYSTEM CONFIGURATION

Short Tons: Payload is displayed in short tons, distances and speeds will be displayed in Miles

Starting Communications The PDM software allows users to download and configure the system.

Metric Tons: Payload is displayed in metric tons, distances and speeds are displayed in Kilometers Long Tons: Payload is displayed in long tons, distances and speeds are displayed in Miles Time Units Minutes and Seconds Example: Five minutes and thirty-two seconds = 5:32 Decimal Minutes Example: Five minutes and thirty-two seconds = 5.53 Connection Menu

Before connecting to the payload meter, select "Change Program Options" and confirm that the program has selected the correct laptop serial port. Most laptops use Comm 1 for serial communications. The units displayed for reports and graphs by the PC software can be set on this form. Click “Done” to return to the main menu.

The connection screen displays basic system information to the user.

From the main menu, click the "Connect to Payload Meter" button. The PC will try to connect to the payload meter and request basic information from the system. In the event of communications trouble, the PC will try 3 times to connect before "timing-out". This may take several seconds. Displayed Payload Units Three options are available for the display of units in the PC software, reports, and graphs:

• Frame S/N should agree with the truck serial number from the serial plate located on the truck frame. • Truck Number is an ID number assigned to the truck by the mine. • The Payload Meter Date / Time values come from the payload meter at the moment of connection. • Number of Haul Cycle Records is the number of haul cycles records stored in memory and available for download. • Number of Active Alarms shows how many alarms are currently active in the system at the time of connection. If there are active alarms, the "Display Active Alarms" button is available. • Number of Inactive Alarms shows how many alarms have been recorded in memory and are available for download. • PLM Software Version displays the current version of software in the payload meter. The information on the connection menu comes from the configuration of the payload system on the truck.

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There are also many configuration and download options available from this screen. The Connection Menu is updated only when the connection is first made. It does not update automatically. To view changes made while connected, the user must close the window and reconnect to the payload meter. The connection menu is displayed after a serial connection has been established and the PC software has connected to the payload meter.

Setting the Date and Time

The time shown on the form is the time transmitted from the payload when the connection was first established.

Connecting to the Payload Meter Communications to the PLMIII requires a laptop computer running the PDM software. The software connects to the payload meter through the meter's serial port #1. This is the same port used by the speedometer/display gauge. When the laptop is using the serial port, the lower display on the operator gauge on the dashboard will be blank. This does not affect the operation of the speedometer. • Connect the laptop to the system using the EF9160 communications harness. The download connector is typically located on the housing mounted in the cab to the back wall. The PLMIII system uses the same connection as the Payload Meter II system. Configure the Payload Meter Configuration of the payload meter requires a serial connection to the PLMIII system. Clicking the "Configure Payload Meter" button will bring up the Truck Configuration screen and menu. This screen displays the latest configuration information stored on the payload meter. When changes are made to the configuration, the "Save Changes" button must be pressed to save the changes into the payload meter. To confirm the changes, exit to the main menu and re-connect to the payload meter.

The date and time are maintained by a special chip on the PLMIII circuit board. The memory for this chip is maintained by a very large capacitor when the power is removed from the payload meter. This will maintain the date and time settings for approximately 30 days. After this time, it is possible for the payload meter to lose the date and time setting. It is recommended that the system be powered every 20 days to maintain the date and time. If the date and time is lost, simply reset the information using this procedure. It takes approximately 90 minutes to recharge the capacitor. Changing the date and time will affect the haul cycle in progress and may produce unexpected results in the statistical information for that one haul cycle. To change the time: 1. Click on the digit that needs to be changed. 2. Use the up/down arrows to change or type in the correct value. 3. Press the "Save Changes" button to save the new time in the payload meter. To change the date: 1. Click on the digit that needs to be changed. 2. Type in the correct value or use the pull-down calendar to select a date. 3. Press the "Save Changes" button to save the new time in the payload meter.

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Setting the Truck Number

Setting the Truck Type

1. From the Truck Configuration screen, use the pull-down menu to select the truck type that the payload meter is installed on. 2. Press the "Save Changes" button to program the change into the meter.

Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Truck Number field. It is very important to enter a unique truck number for each truck using the PLMIII system. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters.

1. On the Truck Configuration screen, enter the truck number in the appropriate field.

Setting the Gauge Display Units The payload meter speedometer / display gauge displays the speed on the upper display. The units for the speed display are selected using a jumper on the rear of the case. The payload units on the lower display can be changed from metric to short tons or long tons using the Truck Configuration screen. This selection also switches between metric (kg/cm2) and psi (lbs/in2) for the live display of pressure on the gauge. 1. From the Truck Configuration screen, select the payload units to be used on the lower display of the speedometer/display gauge. 2. Press the "Save Changes" button to program the change into the payload meter. Setting the Frame Serial Number

2. Press the "Save Changes" button to program the change into the payload meter.

Setting the Komatsu Distributor This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. The field will hold 20 alpha-numeric characters.

1. On the Truck Configuration screen, enter the distributor name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.

Setting the Komatsu Customer

The frame serial number is located on the plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. 1. On the Truck Configuration screen, enter the truck frame serial number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.

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This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. The field will hold 20 alpha-numeric characters.

1. On the Truck Configuration screen, enter the customer name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.

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Inclinometer Calibration

Clean Truck Tare

The payload meter uses the clean truck tare value to calculate carry-back load for each haul cycle. The carry-back stored in the haul cycle record is the new empty tare minus the clean truck tare. This procedure should be performed after service to the suspensions or when significant changes are made to the sprung weight of the truck. Before performing this procedure, be sure the suspensions are properly filled with oil and charged. It is critical to payload measurement that the proper oil height and gas pressure be used. Once the clean tare process is started, the payload meter will begin to calculate the clean empty sprung weight of the truck. This calculation continues while the truck drives to the next loading site. Once the procedure is started, there is no reason to continue to monitor the process with the PC. The truck does not need to be moving to start this procedure. 1. After cleaning debris from the truck and checking to see that the suspensions are properly serviced, use the PLMIII software to connect to the payload meter. 2. From the "Truck Configuration" screen, select "Clean Truck Tare". 3. Be sure to follow the screen instructions.

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The inclinometer calibration procedure is designed to compensate for variations in the mounting attitude of the inclinometer. The inclinometer input is critical to the payload calculation. This procedure should be performed on relatively flat ground. Often the maintenance area is an ideal location for this procedure. 1. After cleaning debris from the truck and checking to see that the suspensions are properly serviced, use the PLMIII software to connect to the payload meter. 2. From the "Truck Configuration" screen, select "Inclinometer". 3. With the truck stopped and the brake lock on, press the “Start” button. This instructs the payload meter to sample the inclinometer once. 4. Turn the truck around. Drive the truck around and park in the exact same spot as before, facing the other direction. 5. With the truck stopped and the brake lock on, press the “Start” button. This instructs the payload meter to sample the inclinometer again. The payload meter will average the two samples to determine the average offset. 6. Be sure to follow the screen instructions.

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DATA ANALYSIS PAYLOAD SUMMARY FORM

The data analysis tools allow the user to monitor the performance of the payload systems across the fleet. Analysis begins when the "View Payload Data" button is pressed. This starts an "all trucks, all dates, all times" query of the database and displays the results in the Payload Summary Form. The user can change the query by changing the dates, times, or trucks to include in the query for display. Haul cycles in the data grid box at the bottom can be double-clicked to display the detailed results of that haul.

Sorting on Truck Unit Number The truck unit number is the truck unit number entered into the payload meter when it was configured at installation. The query can be set to look for all trucks or one particular truck number. When the program begins, it searches through the database for all the unique truck numbers and creates a list to select from. Choosing one particular truck number will limit the data in the displays, summaries and reports to the one selected truck. To create reports for truck number 374, select 374 from the pull-down menu and hit the "Query Database and Display" button.

Creating a Query The program defaults to show all trucks, all types, all dates and all times for the initial query. The display can be narrowed by selecting which trucks or types to view and for what dates and times. The query items are added in the "AND" condition. If the user selects a truck # and date range, the query will sort the data for that truck number AND the date range.

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Sorting on Truck Type The truck type is the size of the truck from the family of Komatsu trucks. This allows the user to quickly view results from different types of trucks on the property. For example, a separate report can be generated for 830E and 930E trucks.

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Sorting on Date Range The default query starts in 1995 and runs through the current date on the PC. To narrow the range to a specific date, change the “From” and “To” dates. For example, to view the haul cycle reports from truck 374 for the month of July, 2000: 1. Select truck 374 from the Truck Unit pull-down menu. 3. Change the “To” date to January 8, 2000. 4. Change the “From” time to 06:00. 5. Change the “To” time to 18:00.

6. Press the "Query Database and Display" to view the results.

2. Change the “From” date to July 1, 2000.

This query will display haul cycles from January 5 to January 8, from 6:00 AM to 6:00 PM. Date Time

Jan 5, 2000

Jan 6, 2000

Jan 7, 2000

Jan 8, 2000

Jan 9, 2000

0:00

6:00

3. Change the “To” date to July 31, 2000. 4. Press the "Query Database and Display" to view the results.

12:00

Sorting on Time Range The time range sorts the times of the day for valid dates. Changing the time range to 6:00AM to 6:00PM will limit the payloads displayed to the loads that occurred between those times for each day of the date range. Times are entered in 24:00 format. To view the haul cycle reports from the first shift for truck 374 from January 5, 2000 to January 8, 2000:

1. Select truck 374 from the Truck Unit pull-down menu.

18:00

24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 6:00 to 18:00

Haul Cycles Included in the Query

The shift times selected can extend the query past the original date. If the dates set for the query are January 5 to January 8 and the times were changed to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift, the results would extend into the morning of the 9th. This can been seen in the following example:

2. Change the “From” date to January 5, 2000.

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Creating Reports Date Time

Jan 5, 2000

Jan 6, 2000

Jan 7, 2000

Jan 8, 2000

Jan 9, 2000

0:00

6:00

Reports can be generated and viewed on the screen or printed. These reports are generated from the query displayed on the Payload Summary Screen. From the example in "Sorting on Time Range", the report printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM.

12:00

It is important to carefully select the query data and press the "Query Database & Display" button before printing a report. 18:00

24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 18:00 to 6:00

Haul Cycles Included in the Query

Payload Detail Screen The Payload Detail screen gives the details for any individual haul cycle. From the “Payload Summary” screen, double-click on any haul cycle to display the detail.

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NOTE: Some haul cycles may contain the Sensor Input warning flag. This indicates that one of the four pressure sensors or inclinometer was not functioning properly during the haul cycle. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display. Summary - one page report A summary of the queried data can be printed onto 1 page. The cycle data is summarized onto one sheet. Displayed is the speeds, cycle times, load statistics, frame and tire data.

Detailed - multi-page report The detail report starts with the summary report and follows with pages of data for each haul cycle. The detailed report prints date, time, payload, cycle times, and cycle distances, speeds and the number of swing loads.

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Payload Meter III

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Exporting Data

Creating Graphs The PLMIII software can generate graphs that quickly summarize payload data. These graphs can be customized for printing. Just like the reports, the graphs are generated from the query displayed on the “Payload Summary” screen. From the "Sorting on Time Range" example, the graph that is printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM. It is important to carefully select the query data and press the "Query Database & Display" button before creating a graph. 1. From the Payload Summary Screen select the “Graph” button at the bottom. The Histogram Setup screen will display

The data from the database can be exported for use with other software applications. The data is selected from the currently displayed query. The exported data can be put into a ".CSV" file or a compressed ".zip" file.

• The “.CSV” format allows data to be easily imported into spreadsheet applications and word processing applications. • The “.Zip” format allows data to be transferred from one computer to the PDM Software database on another computer. This offers a compact way to transfer data from one computer to another.

CSV Export

2. Enter the "Lowest Value". This will be the lowest payload on the graph. Any payloads less than this value will be summed in the first bar. 3. Enter the "Highest Value". This will be the highest value on the graph. Payloads over this value will be summed in the last bar. 4. Enter the "Incremental Change". This will determine the number of bars and the distance between them. The program limits the number of bars to 20. This allows graphs to fit on the screen and print onto 1 page. 5. Press the “Create Graph” button. The graph will be displayed based on the query settings from the Payload Summary screen. The graph can be customized and printed.

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CSV stands for Comma Separated Value. This is an ASCII text file format that allows spreadsheet applications like Excel and Lotus 123 to import data easily. To export the data into a ".csv" file, press the "Export" button at the bottom of the payload summary screen and select "To CSV". The program will request a filename and location for the file.

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•

.

•

Reserved 1-5, 7-10: These values are internal calculations used in the continued development of PLMIII and should be ignored. Reserved 6: This value is the payload estimate at the shovel just before the truck begins to move.

Two sets of data are exported. At the top of the file will be the haul cycle data. The columns, left to right are: • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Truck number Haul cycle start date Haul cycle start time Payload Swingloads Operator ID Warning Flags Carry Back Total Haul Cycle time Empty Running Time Empty stop time Loading time Loaded running time Loaded stopped time Dumping time Loading start time Dumping start time Loaded haul distance Empty haul distance Loaded maximum speed Time when loaded maximum speed occurred Empty maximum speed Time when loaded maximum speed occurred Maximum + frame torque Time when the maximum + frame torque occurred Maximum - frame torque Time when the maximum - frame torque occurred Maximum sprung weight calculation Time when the maximum sprung weight calculation occurred Left Front Tire-kilometer-hour Right Front Tire-kilometer-hour Average Rear Tire-kilometer-hour Frame serial number

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The second series of data below the haul cycle data is the alarms. The alarm columns, left to right are: • • • • • •

The alarm type The date the alarm was set The time the alarm was set Alarm description The date the alarm was cleared The time the alarm was cleared

Compressed

This export function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck onto a diskette for analysis. The file format is a compressed binary form of the displayed query. The file can only be imported by another computer running the PDM Software.

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Deleting Haul Cycle Records

To export data in ZIP format: 1. Confirm that the data displayed is the query data that needs to be exported. 2. From the payload summary screen, press the "EXPORT" button and select "To ZIP". 3. The program will ask for a filename and location. Importing Data This import function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck from a diskette into a database for analysis. To import data, press the "IMPORT" button at the bottom of the “Payload Summary” screen. The program will ask for a ".zip" file to import, locate the file and press "Open". The program will only import ".zip" files created by another computer running the PDM Software.

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To delete haul cycle records from the main database, press the "Delete" button at the bottom of the “Payload Summary” screen. The program will display a summary of the records from the displayed query. To delete a record, select one at a time and press the "Delete" button. It is recommended that records be exported to a zip file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the records from the current query and delete them.

NOTE: There is no recovery for records that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.

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Viewing Alarms From the Payload Summary screen, click the “Alarms” button to display the alarm screen. The alarms are sorted by the query settings from the Payload Summary screen. Alarms can be displayed as Active or Inactive.

Deleting Alarm Records To delete alarm records from the main database, press the "Delete" button at the bottom of the “Alarm Display” screen. The program will display a summary of the alarms from the query. To delete an alarm, select one at a time and press the "Delete" button. It is recommended that the query data be exported to a “.zip” file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the alarms from the current query and delete them.

NOTE: There is no recovery for alarms that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.

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TROUBLESHOOTING SECTION TROUBLESHOOTING

Real-Time Data Display

Troubleshooting the PLMIII system is done through the PC software you can: • • • • •

View active alarms. View the sensor inputs using the Real-Time Data Display. Test the payload lights. Create log files of sensor inputs for further analysis. These activities require a connection to the PLMIII system.

Viewing Active Alarms Active alarms are alarms that have been set, but not yet cleared. Each alarm is set when the conditions for activation are held for 5 seconds. Each alarm is cleared when the condition has been returned to normal range for 5 seconds. For example, 5 seconds after the left-rear pressure sensor is disconnected, the LR-Pressure Lo alarm will be activated. This can be viewed using to the "Connect to Payload Meter" screen. 5 seconds after the pressure sensor is reconnected, the alarm will clear and be recorded in memory. Active alarms are recorded in memory as "cleared" when the key switch is turned off. When power is restored to the payload meter, the alarms will be reactivated if the conditions still exist for 5 seconds. To view active alarms: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. If there are active alarms, the "Display Active Alarms" button in the lower left corner will be available. If the button is not available, there are no active alarms at the time of connection. The screen does not automatically refresh. If a condition changes to cause an alarm, the user must exit and re-enter the "Connect to Payload Meter" screen.

The PC software can be used to view the 'live' input readings from the payload meter. The numbers displayed are 1-second averages. 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The data screen will pop up. The PC will request the payload meter to begin transmitting data. 4. To exit, press the “Close” button. The units for each measurement are determined by the setting in the Program Options for the PC software. The four suspension pressures and inclinometer are shown. The status of the Body-Up and BrakeLock inputs is also shown. The haul cycle state and speed is displayed. The current sprung weight is displayed. This differs from pure payload. The sprung weight is a measurement of the weight of the truck above the suspension. It does not include the tires, spindles, wheel motors, drive case, or anything below the suspensions. Testing the Payload Lights The real time data display also allows the user to individually power the payload lights. This can be useful for testing the lights. To turn on a particular color payload light: 1. Click the check box beside the color light to power. 2. Press the "Set Lights" button to turn on the light. 3. Uncheck the box and press "Set Lights" to turn off the light. The lights will return to their normal state when the real time data display is closed.

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Creating Log Files of Inputs

Daily Inspections

The PC software can create a text file of the live data stream from the payload meter. This can be very useful for diagnostic purposes. The data is written into a text data file in comma separated value format. The data is recorded in metric units at 50 samples per second. The data file can grow large very quickly. Each sample writes one line into the ASCII file in comma separated format.

An important part of maintaining the Payload Meter III (PLMIII) system is monitoring the basic inputs to the system. It is recommended that the truck operator walk around the truck and visually inspect the following: • Charging condition of the suspensions - not flat, not overcharged. • Pressures in the suspensions - check suspensions by using the operator gauge and the operator switch.

The order for each line of data in is: • Date • Time • Sprung Weight • LF Pressure • RF Pressure • LR Pressure • RR Pressure • Incline • Speed • Body Up State (1=up) • Brake Lock State (1=on) • Payload State • Status Flags • Spare

Periodic Maintenance It is recommended that the following items be checked every 500 hours: • Confirm the suspension pressures using external gauges. • Confirm proper suspension height. • Confirm suspensions do not collapse and make metal-to-metal contact when the truck is loaded. • Confirm that inclinometer indicates positive (+) values for truck nose up, and negative (-) values for truck nose down.

To create a log file: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The real time data screen will pop up. The PC will request the payload meter to begin transmitting data.

In addition, it may be useful to confirm proper operation of the suspensions by riding the truck during a complete haul cycle. Record the suspension pressures using the CSV log file tool in the Payload Data Manager software for the PC. The suspension pressures in this log file can be graphed to inspect for flat or overcharged suspensions.

4. Click the "Set File Name" button and enter a name and location for the text file. The default extension is ".txt". This data can be easily imported into spreadsheets as a comma separated value (.CSV) format. 5. Once the filename has been entered, the Start Log and Stop Log buttons will be active. 6. Press the “Start Log” button to start taking data and recording into the file. Once a file is started, it cannot be stopped and started again. 7. Press the “Stop Log” button to stop recording data. Attempting to start the log file again will overwrite the previous file and erase the previous data. To gather more data, close the real time data window, start it again and create a new log file.

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Abnormal Displays at Power-Up The payload meter performs several internal memory system checks every time it powers-up. In case of error, the operator gauge may display an error code when power is applied to the PLMIII system. Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck configuration record from memory. Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. To resolve these errors:

• If these errors persist after reprogramming, the primary and secondary processors then the payload meter must be replaced.

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No Payload Display When Key Switch is Turned ON • Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground). • Check the 5A circuit breaker (CB A) in PLMIII junction box. • Check all connectors and terminal connectors in the power circuits to the payload meter. • If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display will show the code for each active alarm. The alarm codes are in the operation section.

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No Display on Speedometer No Display on Operator Display

• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload Display When Key Switch is Turned ON”.

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No Communications With PC In a case where the laptop PC will not properly connect to the PLMIII system: • Confirm power to the payload meter. • Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program Options". Confirm that the selected serial port is correct and that it is available. • Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often, PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications use the serial connection. Close the synchronization software and retry the Payload Data Manager software. • Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between the payload meter and the junction box is functional. • Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.

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Load Lights Don’t Light During Loading • Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the payload meter will not properly recognize swingloads. • Confirm bulbs in payload lights by using lamp check mode. • Confirm 15 A breaker CB-B in payload junction box. • To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data Manager software.

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Load Lights Remain ON Load Lights Remain ON During Dumping Display Doesn't Clear When The Load Is Dumped • Confirm the body up switch signal. When the body up signal is not properly received during dumping, the payload meter may maintain the lights after the body is lowered. • Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".

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Calibration Problems • Confirm that the truck is empty and clean. • Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data Manager software. • The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when the truck is empty. This may be necessary after servicing the suspensions.

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Alarm 1 - Left Front Pressure High Alarm 2 - Left Front Pressure Low Troubleshoot Wiring to Left Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. • Confirm 18v sensor supply at TB46-L in payload junction box. • Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload junction box TB46-F to payload meter connector R264, pin 39.

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Payload Meter III

05/07 M20008

Alarm 3 - Right Front Pressure High Alarm 4 - Right Front Pressure Low Troubleshoot Wiring to Right Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. • Confirm 18v sensor supply at TB46-L in payload junction box. • Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.

M20008 05/07

Payload Meter III

M20-43

Alarm 5 -Left Rear Pressure High Alarm 6 - Left Rear Pressure Low Troubleshoot Wiring to Left Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. • Confirm 18v sensor supply at TB46-L in payload junction box. • Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.

M20-44

Payload Meter III

05/07 M20008

Alarm 7 - Right Rear Pressure High Alarm 8 - Right Rear Pressure Low Troubleshoot Wiring to Right Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi. • Confirm 18v sensor supply at TB46-L in payload junction box. • Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.

M20008 05/07

Payload Meter III

M20-45

Alarm 9 - Inclinometer High Alarm 10 - Inclinometer Low Troubleshoot Inclinometer Wiring These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on signal 39FE should be greater than 0.5v and less than 5.0v as measured in the junction box between TB46-.

M20-46

Payload Meter III

05/07 M20008

Alarm 13 - Body Up Input Failure

The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and the body down signal is received.

M20008 05/07

Payload Meter III

M20-47

Alarm 16 - Memory Write Failure Alarm 17 - Memory Read Failure These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recommended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds, then turn the battery disconnect OFF. Wait 1 minute before restoring power. In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram the payload meter. All current data in memory will be lost. This will effectively restart the payload meter. • See “Troubleshooting Abnormal Displays at Power-Up” for more information.

M20-48

Payload Meter III

05/07 M20008

Alarm 18 Payload meter detected an undercharged suspension condition on the rear right suspension. The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the suspensions.

Alarm 19 Payload meter detected an undercharged suspension condition on the rear left suspension. The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the suspensions.

Alarm 22 The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two consecutive haul cycles. Stop the truck and clean any stuck material from the truck body.

M20008 05/07

Payload Meter III

M20-49

Operator Switch Doesn't Work Alarm 26 - User Switch Fault - SELECT Alarm 27 - User Switch Fault - SET • Confirm power to the payload meter speedometer and display gauge. • Confirm that a laptop is not connected to the PLMIII system. • Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.

M20-50

Payload Meter III

05/07 M20008

Connector Map This diagram shows the general location of connectors, terminal boards and miscellaneous connections.

M20008 05/07

Payload Meter III

M20-51

Connectors

M20-52

Payload Meter III

05/07 M20008

PLMIII CHECK OUT PROCEDURE 8. Return to the cab and check the speedometer/ display gauge. The gauge will display the current payload. With the EJ3057 harnesses attached at the sensor locations, the payload should be 0.

General Description The process consists of attaching dummy loads in place of the suspension pressure sensors and checking the pressures indicated by the payload meter. In addition, connecting to the payload meter using a laptop PC in order to confirm the latest software version and the rest of the inputs and outputs of the system. Tools Required • Payload Data Manager software • EF9160 - Download Harness

NOTE: The display can be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The display is changed by pressing the 'SELECT' button on the dashboard. The sequence of displays is:

• EJ3057 - Harness Str, PLMIII test (4 needed). Checkout Procedure 1. Attach one EJ3057 harness to the left-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB42-A. The white alligator clip attaches to the 39FD circuit at TB42-B. The EJ3057 acts as a dummy load to simulate a suspension pressure sensor for the payload system. 2. Attach one EJ3057 harness to the right-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB41-A. The white alligator clip attaches to the 39FC circuit at TB41-B. 3. Attach one EJ3057 harness to the left-rear suspension connection in the rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FB circuit at TB61-C. 4. Attach one EJ3057 harness to the right-rear suspension connection in the rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FA circuit at TB61-B. 5. In the PLMIII junction box, check the input voltage on circuit 39G between TB45-B and TB45X. This voltage should be 24vdc from the batteries. 6. Turn the key switch ON. The speedometer/display gauge on the dashboard will scroll the truck type across the lower display. The payload meter defaults to 930E. 7. In the PLMIII junction box, check the sensor supply voltage on circuit 39F between TB46-L and TB45-X. This voltage should be 18vdc ±1vdc.

M20008 05/07

• • • • • • • • •

PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer

NOTE: The live displays cannot be cleared and the SET button will have no effect. NOTE: The units for the display are controlled by the configuration of the payload meter. The payload meter defaults to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows 202 the actual value is 20.2 kg/ cm2. If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). To convert from kg/cm2 to psi, multiply by 14.2233. 14.2233 psi (lbs/in2) = 1 kg/cm2. NOTE: The inclinometer displays whole degrees of incline. Positive incline is when front of truck is pointing up. NOTE: The gauge will quickly display the type of information being displayed every 1 minute. For example, if the left-front pressure is being displayed, LF= will quickly display every minute. Only the payload display, PL= does not display this information.

Payload Meter III

M20-53

9. Press and hold the “SELECT” button on the dashboard. Id= will be displayed. Release the button and the Operator ID will be displayed. This value should be 0. 10. Press and hold the “SELECT” button on the dashboard. tL= will be displayed. Release the button and the total tons will be displayed. This value should be 0.

15. Press and hold the “SELECT” button on the dashboard. rr= will be displayed. Release the button and the right-rear pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model. 16. Press and hold the “SELECT” button on the dashboard. In= will be displayed. Release the button and the inclinometer value will be displayed. This value is in degrees. The incline will depend on how the truck is set during assembly. Values between ±3° are acceptable. It is not necessary to zero this reading by adjusting the attitude of the inclinometer in the buddy seat.

11. Press and hold the “SELECT” button on the dashboard. Lc= will be displayed. Release the button and the number of loads will be displayed. This value should be 0. 12. Press and hold the “SELECT” button on the dashboard. Lf= will be displayed. Release the button and the left-front pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model. 13. Press and hold the “SELECT” button on the dashboard. rf= will be displayed. Release the button and the right-front pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model.

17. Press and hold the “SELECT” button on the dashboard. PL= will be displayed. Release the button and the current payload will be displayed. 18. Connect a laptop to the PLMIII system. Typically an EF9160 download cable is used. Refer to Section D11 for the location of the payload meter connector. The laptop must have the Payload Data Manager software installed. 19. Run the PC software. 20. From the main menu, select "Connect to Payload Meter".

14. Press and hold the “SELECT” button on the dashboard. Lr= will be displayed. Release the button and the left-rear pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model.

M20-54

Payload Meter III

05/07 M20008

21. The Connection Menu will be displayed. Select "Configure Payload Meter".

22. Confirm that the PLMIII software version matches the latest available version. As of 09May-01 the EJ0575-1 software version will display as "01/28/01A". The latest version can be found at http://www.kms-peoria.com/payload. If the version does not match the latest indicated on the internet, download the latest and update the PLMIII software using the Flashburn software. See Checkout Procedure Confirmation for more information. 23. Using the Truck Configuration menu, set the following:

24. Setting the Frame Serial Number.

NOTE: The frame serial number is located on a plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. • On the Truck Configuration screen, enter the frame serial number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter. 25. Setting the Customer Unit Number. NOTE: Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Customer Unit Number field. It is very important to enter customer unit number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If no truck number has been specified, enter the frame serial number. • On the Truck Configuration screen, enter the truck number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter. 26. Setting the Komatsu Distributor.

• • •

• •

Set the time. Set the Date to today’s date. Set the Gauge display units to Metric, Short Tons or Long Tons according to the final destination of the vehicle. If nothing has been specified, set to Metric Tons. Set the truck type to the proper truck model. Press the “Save Changes” button to program the change into the payload meter.

M20008 05/07

NOTE: This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the distributor is not known, enter "UNKOWN". • On the Truck Configuration screen, enter the distributor name or number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter.

Payload Meter III

M20-55

27. Setting the Komatsu Customer. NOTE: This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the customer is not known, enter "UNKOWN" ·On the Truck Configuration screen, enter the customer name or number in the appropriate field. ·Press the "Save Changes" button to program the chnge into the payload meter. 28. Press "Save Changes" and close the Truck Configuration screen and the Connection Menu. 29. From the main menu select "Connect to Payload Meter". 30. From the Connection Menu select "Configure Payload Meter". Confirm that all previous changes have been saved and close the Truck Configuration form. 31. From the Connection Menu select "Real Time Data".

32. Confirm that the suspension pressures are within range. The nominal value should be 23.4 kg/cm2 (332psi). Values between 17.6 and 2 29.2 kg/cm (250 psi and 416 psi) are acceptable. Record the values displayed. 33. Confirm that the inclinometer is within range and record the value. 34. Confirm that the body up input is working correctly. Place a steel washer on the body up switch. The real time data screen should indicate "No". Remove the washer and the real time data screen should indicate "Yes". The Haul Cycle State should change to "Dumping". 35. Confirm that the brake lock input is working correctly. Turn the brake lock on using the switch on the dashboard. The real time data screen should indicate ON. Turn the brake lock off. The real time data screen should indicate OFF. 36. Turn on the green payload lights by checking "Green Light" and pressing the "Set Lights" button. Check to be sure that only the green payload lights on the truck are illuminated. 37. Uncheck the green light and turn on the amber payload lights by checking "Amber Light" and pressing the "Set Lights" button. Check to be sure that only the amber payload lights are illuminated. 38. Uncheck the amber light and turn on the red payload lights by checking "Red Light" and pressing the "Set Lights" button. Check to be sure that only the red payload lights are illuminated. 39. Uncheck all the payload lights and press the "Set Lights" button. Confirm that all the lights are off.

NOTE: The weight shown on the real time data screen is the sprung weight and includes the weight of the truck. Given the suspension pressure dummy loads, the nominal value shown should be 112 short tons (101 metric tons).

40. Use the procedure for speedometer calibration for the particular truck type to simulate a 25 MPH (40.2 Km/h) speed signal. Confirm that this value is displayed by the speedometer on the dashboard and the real time data screen. The value can be ±1 MPH (±2 km/h). The brake lock must be off for the PLMIII to recognize speed input. 41. On the PC, close the Real Time Screen and the Connection Menu and return to the Main Menu.

M20-56

Payload Meter III

05/07 M20008

42. Remove the EJ3057 harness from the left front suspension junction box, TB42-A and TB42-B.

PLMIII CHECKOUT PROCEDURE CONFIRMATION

43. Wait at least 1 minute and remove the EJ3057 harness from the left-rear connections in the rear junction box, TB61-B and TB61-C.

Flashburn Programming

44. Wait at least 1 minute and remove the EJ3057 harness from the right-rear connections in the rear junction box, TB61-A and TB61-C.

Before beginning, be sure the ".kms" file required to program the product and you know where to find it on your computer.

45. Wait at least 1 minute and remove the EJ3057 harness from the right-front connections in the right-front junction box, TB61-B and TB61-C.

Programming will reset all the truck configuration information.

46. Wait at least 1 minute. 47. From the main menu of the PC software press the "Connect to Payload Meter" button. 48. From the Connection Menu select "Display Active Alarms". Confirm that the four alarms displayed occurred in the proper order; Left-front suspension low

General Instructions:

NOTE: Before starting this procedure, record the Payload Meter configuration information. This information can be found using the Payload Data Manager software. After programming, it will be necessary to restore this information in the payload meter configuration.

1. Turn off power to the payload meter by turning the key switch OFF.

Left-rear suspension low

2. Start the "Flashburn" software installed on the laptop.

Right-rear suspension low Right-front suspension low 49. Close all screens and disconnect the laptop from the PLMIII system.

Flashburn

1. Power OFF

Before programming, power must be turned off to the target device. Be sure the power is turned off before continuing.

2. Select Port 3. Select File 4. Power ON

< Back

Next >

Cancel

3. Confirm that the payload meter power is OFF and press “NEXT".

M20008 05/07

Payload Meter III

M20-57

4. Confirm the proper communications port for the programming laptop. This is usually COM 1. Press “NEXT”.

Flashburn

1. Power OFF

Flashburn

1. Power OFF 2. Select Port

2. Select Port

Select the serial communications port to use between the computer and the target device. For most computers this will be COM 1.

3. Select File

COM 1

4. Power ON

3. Select File

Turn on power to the target device. This will start the programming process. Comm Port:

COM 1

Filename:

071000A.KMS Status

Steps Connection:

Complete

Preparation:

Complete

Programming:

Complete

Verification:

4. Power ON

Complete 61 %

< Back

< Back

Next >

Cancel

Cancel

7. After successful programming, turn the key witch OFF. 5. Press “BROWSE” and select the ".kms" file to program into the payload meter. Press “NEXT”. Flashburn

1. Power OFF

Select the file that will be used to program the target device. This file will end with the ".KMS" extension.

2. Select Port

Comm Port: COM 1 Filename:

*.KMS

8. Wait 20 seconds and turn the key switch ON. 9. The payload meter will need to be configured as instructed in the manual using the Payload Data Manager software on the laptop computer.

Browse

3. Select File 4. Power ON

< Back

Next >

Cancel

6. When instructed, turn the key switch ON in order to power-up the payload meter. The PC will begin to reprogram the payload meter. This process takes approximately 5 minutes.

M20-58

Payload Meter III

05/07 M20008

Confirmation Checklist Use the Real Time Data Screen in order to verify the checklist items in the table below. Checklist Item

Value

Initials

PLMIII Software Version User switch and display works properly Left - Front Pressure Right - Front Pressure Left - Rear Pressure Right - Rear Pressure Inclinometer Green light works properly Amber light works properly Red light works properly Brake Lock input works properly Body Up input works properly Speed input works properly

Date Truck Signature

M20008 05/07

Payload Meter III

M20-59

NOTES

M20-60

Payload Meter III

05/07 M20008

SECTION M31 RESERVE ENGINE OIL SYSTEM INDEX

RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 Circuit Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8

M31004 10/07

Reserve Engine Oil System

M31-1

NOTES

M31-2


10/07 M31004

RESERVE ENGINE OIL SYSTEM The reserve engine oil system is designed to add more oil capacity to the engine sump and to reduce frequent servicing of the engine oil. The constant circulation of oil between the engine sump and reserve tank (9, Figure 31-1) increases the total volume of working oil. This dilutes the effects of contamination and loss of additives and maintains the oil quality over longer periods. The system adds or removes oil from the engine as required to maintain a constant level which prevents over fills or under fills.

The normal reserve system capacity of oil carried in the tank can be one half or nearly the same (depending on tank size) volume inside the engine. In the process of continuous adjustment of the engine oil level, there is a constant circulation of oil between the engine and the reserve tank. The volume of oil in the tank becomes part of the working oil for the engine. Oil change intervals may usually be extended in proportion to the increased working oil volume. Extension beyond a proportional increase is often possible, but should be undertaken only as determined by oil sampling and analysis. Local conditions such as engine application, climate, and fuel quality should be taken into consideration before determining permissible oil life.

M31004 10/07

FIGURE 31-1. OIL RESERVE TANK 1. Suction Line 2. Remote Fill Line 3. Fill Valve 4. Engine Add Line 5. Fill Switch 6. Air Relief Valve 7. Tank Fill Line


8. Tank Fill Cap 9. Reserve Tank 10. Engine Add Line 11. Pumping Unit 12. Sight Gauge 13. Tank Add Line

M31-3

LED Monitor Light

Operation Engine oil is circulated between engine oil pan (1, Figure 31-2) and reserve tank (2) by two electrically driven pumps (pump 1 and pump 2) within a single pumping unit (4). The pumping unit is mounted on the side of the reserve tank. The pump unit is equipped with an LED monitor light on one side.

• Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. • Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. • Irregular pulsing - Oil is at the correct running level.

Pump 1 draws oil from the engine oil pan (1) at a preset control point determined by the height of the suction tube (3). Oil above this point is withdrawn and transferred to the reserve tank. This lowers the level in the engine oil pan until air is drawn. Air reaching the pumping unit activates pump 2, which returns oil from reserve tank (2) and raises the engine oil level until air is no longer drawn by pump 1. Pump 2 then turns off. The running level is continuously adjusted at the control point by alternating between withdrawal and return of oil at the engine oil pan. The oil returning to the engine oil pan is below the normal operating level to prevent aeration of the oil.

FIGURE 31-2. RESERVE SYSTEM SCHEMATIC 1. Engine Oil Pan (Sump) 2. Oil Tank 3. Suction Tube

M31-4

4. Pumping Unit (1 & 2) 5. Air Relief Valve


A. Oil Suction Line B. Oil Return Line C. Engine Oil Level

10/07 M31004

Tank Fill Control (Optional) With the reserve oil system the engine oil level is held constant, with only the reserve tank needing routine filling. The fill system automatically controls the filling of remote tank from a convenient ground level position. Filling of the tank to the proper “full” level is fast and accurate and accomplished in 2 to 3 minutes. The reserve oil tank for the engine is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift using the dipstick. The oil level in the reserve tank should also be checked using the filler cap dipstick. If the engine oil has been drained from the engine oil pan, the new oil must be added through the engine fill tube. After an oil change, both engine and reserve tank must be at the full level of oil before starting the engine. NOTE: DO NOT use the oil in the reserve tank to fill the engine oil pan. System switch (2, Figure 31-3) is an illuminated push-pull POWER-ON switch that powers the fill system. Start switch (3) is a momentary push button switch that opens the fill valve mounted on the reserve tank to begin the automatic filling of the reserve tank. Supply oil under pressure flows through the fill valve and into the tank. Filling Procedure (Remote fill feature) NOTE: This procedure adds oil to the reserve tank. 1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open valve on supply hose to apply pressure.

FIGURE 31-3. RESERVE OIL TANK REMOTE FILL 1. Remote Control Box 2. System Switch 3. Start Switch

4. FULL Light 5. VALVE OPEN Light

2. Pull out on system switch (2, Figure 31-3) to turn the fill system on. 3. Push start switch (3). VALVE OPEN light (5) should illuminate and the filling process will begin. 4. When the tank is full, the VALVE OPEN light will turn off and FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press and hold start switch (3) for a couple of seconds to relieve oil pressure in the line. 7. Disconnect the new oil supply hose. 8. Push switch (2) in to turn fill system power off.

M31004 10/07


M31-5

SERVICE

Every 500 Hours:

Between oil drains, the only normal servicing required is routine replenishment of oil at the reserve supply tank. Maintenance of running levels should be checked routinely; manually before starting the engine and with the LED system monitor on the reserve tank pumping unit (11, Figure 31-1) when the engine is running. There is also an in-line filter (screen) installed at the inlet of the fill valve (3, Figure 31-1). This filter requires no periodic maintenance, but it can be cleaned by removing it from the system and back flushing through the filter.

1. Change all engine filters, if applicable. 2. More system failures result from bad electrical connections than all other causes combined. Check electrical system connections for tightness, corrosion and physical damage. Check battery, alternator, oil pressure switch, junction boxes, remote control fill box and circuit breakers. 3. Examine electrical cables over their length for possible damage. 4. Small hose leaks can cause system malfunction. Examine all hoses, including those on the reserve tank and the ones leading to and from the engine for leaks, cracks or damage. Check all fittings for tightness, leakage or damage. Changing Oil

Always check the engine oil level before starting engine. Use the engine dipstick. Every 10 Hours, or once each shift:

1. Drain both the engine sump and the reserve tank. Refill both engine and reserve tank with new oil to proper levels. 2. Change engine oil filters as required.

1. Before starting engine, check oil level using the engine dipstick. Oil level should be in normal operating range. If not, check the reserve system for proper operation. 2. The engine oil quality will be best if the reserve tank is kept reasonably full. Check the oil level in the reserve tank. As a minimum guideline, if the oil is below the half-full level, fill the tank manually according to the filler cap dipstick or by using the automatic fill control method.

3. Start engine and check for proper operation. NOTE: Do not use the oil in the reserve tank to fill the engine sump. Both must be at proper level before starting engine. The engine oil level should be checked with the engine dipstick at every shift change. The oil level in the reserve tank must also be checked at every shift change using the fill cap dipstick.

3. After starting and warm-up, check engine oil level signal (LED) to verify that the engine is being maintained at the preset running oil level. The signal should alternate between periods of ‘steady on’ and ‘flashing’.

NOTE: Oil should always be visible in the lower sight gauge. If the tank is equipped with three sight gauges, oil should always be visible in the middle sight gauge.

M31-6


10/07 M31004

TROUBLESHOOTING It is important to understand the LED signal for the pumping unit. It is used primarily to verify that the system is maintaining the oil level at the level of the open end of the withdrawal tube in the engine oil pan. The signal is also a valuable tool in troubleshooting the system. When the signal is STEADY (not flashing), pump 1 is running and oil is being withdrawn from the engine and being transferred to the reserve tank. When the signal is FLASHING, pump 1 is drawing air from the suction tube which triggers operation of the pump 2 to operate and transfer oil back to the engine from the tank (the flashing is actually the pulses of pump 2). When the oil is at the correct level in the engine, air and oil are alternatively entering the suction tube, with pump 1 commanding operation of pump 2 with each portion of air that comes through the line. This is a complete test for proper operation of the pumping unit. This operation can be accomplished without running the engine by jumping the oil pressure switch that activates the system. 1. If the signal light is STEADY, pump 1 should be pumping oil. Verify by loosening the hose at pump 1 outlet to verify that oil is coming through (pump 1 is marked by a groove on its outlet). 2. Loosen the hose at the inlet of pump 1 to admit air. Pump 2 should then run and the signal should be flashing. Verify proper pumping of pump 2 by loosening the hose at its outlet to see that oil is coming through. 3. Re-tighten the inlet hose on pump 1. The pump should again receive oil and the flashing should stop.

M31004 10/07

NOTE: There is a condition that would show a level higher than the controlled point. If both the engine and reserve tank are overfilled, there is no room in the tank to draw the oil level down in the engine. In this case, the LED signal would never start FLASHING because pump 1 is never receiving air. It will continue to pump oil from the engine to the tank, but because the tank is full, the oil will be routed back to the engine via the air relief valve on top of the tank.

There are two explanations for an overfilled tank and engine: • When the tank is filled to “FULL” and the engine is overfilled. • When oil is added directly to the engine between oil changes. The system transfers the oil to the reserve tank until it can not receive any more and the engine remains overfilled. It is, therefore, important that oil should be added only to the reserve tank between oil changes (except if the engine oil level is extremely low).

Circuit Fuse The reserve system fill control unit is protected by a 15 amp fuse (Fuse Block 2, position 10) located in the auxiliary control cabinet. The pump unit is protected by a 15 amp fuse (Fuse Block 2, position 9) located in the auxiliary control cabinet. For circuit information, refer to the system schematic in the back of the shop manual.


M31-7

SYSTEM ELECTRICAL SCHEMATICS

FIGURE 31-4. FILL SYSTEM SCHEMATIC 1. Fill Valve 2. Oil Level Sensor (top of reserve oil tank) 3. 15 Amp Fuse

M31-8

4. Auxiliary Control Box 5. Ground Wire 6. Remote Fill Control Box


10/07 M31004

SECTION N OPERATOR CAB INDEX

TRUCK CAB AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1

HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1

N01034

Index

N1-1

NOTES

N1-2

Index

N01034

SECTION N2 TRUCK CAB AND COMPONENTS INDEX TRUCK CAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5 CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8 Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Recommended Tools and Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18

N02023

Truck Cab And Components

N2-1

NOTES

N2-2


N02023

TRUCK CAB AND COMPONENTS TRUCK CAB Description The truck cab is a fully insulated design incorporating an integral ROPS structure for maximum operator comfort and safety. All gauges, switches, and controls have been designed to simplify operation and are placed within easy reach of the operator. Servicing of cab and associated electrical systems is simplified by use of heavy duty connectors on the various wiring harnesses. Hydraulic components are located outside the cab interior and are accessed through cover (1, Figure 2-1) on the front of the cab.

DO NOT attempt to modify or repair damage to the ROPS structure without written approval from the manufacturer. Unauthorized repairs to the ROPS structure will void certification. If modification or repairs are required, contact the servicing Komatsu Distributor.

FIGURE 2-1. CAB ASSEMBLY (FRONT VEW) 1. Access Cover

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2. Lifting Eyes


N2-3

NOTE: Prior to cab removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, the body should be raised and the safety cables installed at the rear of the truck.

Do not attempt to work in the deck area until the body safety cables have been installed.

8. Remove clamps and heater hoses from the fittings on the underside of the deck, below the heater.

Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system. 9. Evacuate the air conditioning system as follows:

Removal NOTE: The following procedure describes removal of the cab as a complete module with the hydraulic brake cabinet attached. All hoses and wire harnesses should be marked prior to removal for identification to ensure correct reinstallation. 1. Turn the key switch to the OFF position and allow at least 90 seconds to bleed the steering accumulator. Turn the steering wheel to ensure that no pressure remains. 2. Block the truck securely, and open the brake accumulator bleed down valves on the accumulators located in the cabinet mounted on the rear of the cab. Allow sufficient time for the accumulators to bleed down completely. 3. Activate the battery disconnect switches located at one end on the battery box. 4. Disconnect all hydraulic hoses that are routed to the frame from the fittings on the bottom of the hydraulic brake cabinet. (It is not necessary to disconnect hoses that are routed under the cab.) Cap all fittings and plug the hoses to prevent contamination. 5. Disconnect the wire harnesses from cab connector plate (1, Figure 2-2) at the rear of the cab. 6. Remove cable clamps and hose clamps as needed for cab removal. 7. Close the heater shutoff valves located at the water pump inlet housing on the right side of the engine and at the water manifold. Disconnect the heater hoses at each valve and drain the coolant into a container.

N2-4

a. Attach a recycle/recovery station at the air conditioning compressor service valves. Refer to “Heater/Air Conditioning System” in this section for detailed instructions. b. Evacuate the refrigerant.

air

conditioning

system

c. Remove the air conditioner system hoses that are routed to the cab from the receiver/ drier and compressor. Cap all hoses and fittings to prevent contamination. 10. Attach a lifting device to lifting eyes (2, Figure 21) provided on top of the cab.

The cab assembly weighs approximately 2270 kg (5000 lbs). Ensure the lifting device has adequate capacity for lifting the load. 11. Remove cab mounting hardware (2, Figure 2-2) from the mounting pads at each corner of the cab. 12. Check for any other hoses or wiring which may interfere with cab removal. 13. Lift the cab assembly off the truck and move it to a work area for further service. 14. Place blocking under each corner of the cab to prevent damage to the floor pan and hoses before the cab is lowered to the floor.


N02023

FIGURE 2-2. CAB ASSEMBLY (REAR VEW) 1. Cab Connector Plate Installation 1. Lift the cab assembly and align the mounting pad holes with the tapped pads. Insert at least one capscrew and hardened washer at each of the four pads before lowering the cab onto the truck. 2. After the cab is positioned, install the remaining capscrews and hardened washers (32 total). Tighten the capscrews to 950 N•m (700 ft. lbs.). 3. Route the wire harnesses to cab connector plate (1, Figure 2-2) on the rear corner of the cab. Align the cable connector plug key with the receptacle key and push the plug onto the receptacle. Carefully thread the retainer onto the receptacle and tighten it securely. Install any clamps that were removed during cab removal. 4. Remove the caps from the hydraulic hoses and tubes and reinstall the hoses and tubes. Reinstall any hose clamps as required.

N02023

2. Cab Mounting Hardware 5. Install the heater hoses and clamps on the fittings on the underside of the cab. Connect the other end of each hose to the fittings at the shutoff valves on the engine. Open the heater shutoff valves. Connect the air cleaner restriction indicator hoses. 6. Remove the caps and reinstall the air conditioning system hoses to the compressor and receiver/drier. Refer to “Heater/Air Conditioning System” for detailed instructions about evacuation and recharging with refrigerant. 7. Close the brake accumulator bleed down valves. 8. Deactivate the battery disconnect switches. 9. Service the hydraulic tank and engine coolant as required. 10. Start the engine and verify proper operation of all controls. Ensure that the air conditioning system is properly recharged.


N2-5

CAB DOOR

Installation

The cab door assemblies are similar except for the hinge side. Each is hinged on the rear edge with a heavy duty hinge. For repairs on the door latches or window controls, it is usually better (but not necessary) to remove the door from the cab and lower it to the floor for service. Removal 1. If overhead space is available, raise the body to allow access to the door with an overhead hoist. Secure the body in the raised position with safety cables. 2. Lower the door glass far enough to allow insertion of a lifting sling when the door is removed. 3. Remove the door panel for access to the power window motor harness connector. Disconnect the motor and remove the cab harness from the door. 4. Remove the retainer clip and bolt clip from the travel limiting strap. 5. Insert a lifting sling through the door and attach it to a hoist. Remove the capscrews (a swivel socket works best) that secure the door hinge to the cab. Lift the door from the cab.

1. Attach a lifting sling and hoist to the door assembly. Lift the door up to the deck and position the door hinges on the cab. 2. Align the door hinges with the cab and install the capscrews that secure the door to the cab. 3. Attach the travel limiting strap with the bolt and clip that were removed previously. 4. Connect the door harness to the receptacle mounted in the cab floor. 5. Verify proper operation of the power window and door latch adjustment. 6. Install the door panel.

Door Adjustment If an adjustment is necessary to ensure tight closure of the door, loosen the striker bolt in the door jamb, adjust it, and retighten the striker bolt. A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to keep out dirt and drafts. This sealer strip should be replaced if it becomes damaged.

6. Place the door on blocks or on a work bench to protect the window glass and allow access to internal components for repair.

N2-6


N02023

Door Jamb Bolt Adjustment Over time, the door latch mechanism and door seals may wear and allow dirt and moisture to enter the cab. To ensure proper sealing of the door seals, the door jamb bolt may need to be adjusted periodically.

4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, repeat Step 2. If the paper is firmly gripped, but can be removed without tearing it, open the door and tighten the jamb bolt completely without affecting the adjustment. 5. If the paper slips out from the door seal easily along the top but the bottom (or vise versa), the door itself will have to be adjusted.

FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT 1. Washer 2. Striker Bolt

3. Frame 4. Seal

• If the door closes, but not tightly enough to give a good seal between the seal on the door and the cab skin: 1. Mark washer location (1, Figure 2-3) portion of the door jamb bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jamb. 2. Loosen door jamb bolt (2) and move it straight inwards 1.5 mm (1/16 inch) and retighten the bolt. 3. Hold a piece of paper between where door seal (4) will contact the skin of the cab and firmly close the door. NOTE: The door latch mechanism has a double catch mechanism, so ensure that it latches on the second catch.

a. If the seals are tight at the bottom of the door but not at top, place a 4 x 4 block of wood at the bottom edge of the door, below the handle. Close the door on the wood block and press firmly inward on the top corner of the door. Press in one or two times, then remove the wood block and check the seal tension again using the paper method. Seal compression should be equal all the way around the door. If the seal is still loose at the top, repeat the procedure again until seal compression is the same all the way around. b. If the seals are tight at the top of the door but not at the bottom, place a 4 x 4 block of wood at the top corner of the door and press firmly inward on the lower corner of the door. Press in one or two times, then remove the wood block and check seal compression again using the paper method. Seal compression should be equal all the way around the door. If seal is still loose at the bottom, repeat the procedure again until seal compression is the same all the way around. • If the door springs back when trying to close it, striker bolt (2, Figure 2-4) has probably loosened and slipped down from where the catch can engage with the bolt. 1. Open the door and close both latches (3) and (5 on the catch until they are both fully closed. 2. Transfer the center of this opening onto the skin of the cab nearest where the door jamb bolt is located. Use a T-square or other measuring equipment and mark on the cab with a pencil. NOTE: Release the door catch before trying to close the door.

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N2-7

Door Handle Plunger Adjustment If the door handle does not function, it can either be adjusted or replaced. The following is a procedure for adjusting the exterior door handle plunger. 1. Determine the amount of free play in the door release plunger by pushing in on the plunger until it just contacts the door release mechanism. Measure the distance that the plunger travels from this position to where the plunger is fully released (See Figure 2-5).

FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT 1. Cab 2. Striker Bolt 3. Upper Latch

FIGURE 2-5. MEASURING TRAVEL DISTANCE OF PLUNGER

4. Door 5. Lower Latch

3. Loosen and vertically align (center) the door jamb bolt with the mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close door (4) and determine whether this adjustment has helped the “springing” problem. If the door latches but not firmly enough, follow the procedure in Step 1. If the door latch does not catch, move the bolt outward and try again. When corrected, follow the adjustment procedures in Step 1 to ensure a good seal. By design, if both seals are in good condition, proper adjustment of the outside seal will ensure good contact on the inside seal to prevent dust and moisture from entering the cab.

2. Remove the door panel as follows: a. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closest to the door. b. Remove two capscrews (3) which secure the door strap bracket to the door. c. Disconnect wiring harness (4) from the window regulator. d. Open the door as far as possible in order to remove the internal door panel. e. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5). NOTE: Remove the panel screws across the top last.

The door glass and internal door panel will drop when the door panel screws are removed.

N2-8


N02023

f. Carefully lower the door panel a few inches. Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 2-7) from the track on the bottom of the glass. Slide the panel away from the cab to disengage the other top roller and lower roller from its tracks. Place the panel out of the way after removal.

Replacing the Door Glass 1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closest to the door.

g. Lift the door glass and support it at the top of the frame. h. Remove two screws (Figure 2-8) holding the roller track to the bottom of the door glass. 3. Remove the capscrew and nut from inside release lever (1, Figure 2-14). 4. Remove four mounting screws (2) that hold the latch mechanism in the door. 5. Remove door latch mechanism (4). Check whether the door latch mechanism works properly by performing the following test: a. Close the latch mechanism pawls. b. Operate the inside door release lever to see whether the pawls open. If the pawls do not open, replace the door latch assembly. c. Close the pawls again. d. Press the outside door button to see whether the pawls open. e. If the latch mechanism operates properly, proceed to Step 6. If the latch mechanism does not operate properly, install a new door latch assembly then continue with STEP 6. 6. Remove mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counterclockwise to increase the height of the door handle release button. Lock the plunger capscrew with the locknut. Apply Loctite® to prevent the screw from loosening. 7. Reassemble the door assembly by reversing the previous steps.

FIGURE 2-6. 1. Hair Pin Clip 2. Door Strap Bolt 3. Strap Bracket

4. Wiring Harness 5. Panel Screws 6. Window Regulator Mounting Screw

2. Remove two capscrews that hold door strap bracket (3) to the door. 3. Disconnect wiring harness (4) from the window regulator. 4. Open the door as far as possible in order to remove the internal door panel. 5. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5). NOTE: Remove panel screws across the top last.

Door glass and internal door panel will drop when door panel screws are removed.

N02023


N2-9

6. Carefully lower the door panel a few inches. Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 27) from the track on the bottom of the glass. Slide the panel away from the cab to disengage the other top roller and lower roller from its tracks. Place the panel out of the way after removal.

7. Remove two screws (Figure 2-8) holding the roller track to the bottom of the door glass.

FIGURE 2-8.

8. Support the glass in the door frame with support block (1, Figure 2-9) as shown. Remove screws (2) that hold the adapter for the window regulator track.

FIGURE 2-7.

FIGURE 2-9. 1. Support Block

N2-10


2. Screws

N02023

11. Lift the door glass up in frame (1, Figure 2-12) so that it is near the top. While holding the glass in place, tilt the frame out at the top. Lift the frame and glass straight up and out of the door.

Bracket (2, Figure 2-12) at bottom of glass must clear the door frame if still on the glass.


2. Rubber Felt Insert

9. Remove the screw at the lower end of the window channels. It is necessary to pull rubber felt insert (2, Figure 2-10) out of the channel to be able to remove the screws. 10. Remove the trim material covering screws (1, Figure 2-11) that are holding the window frame to the door. Remove the screws. NOTE: The screws along the bottom of the window frame may be shorter than the screws along the top and sides.

FIGURE 2-12. 1. Window Frame

2. Window Bracket

12. Move the window glass and frame to a work area where the glass can be removed. Slide the glass down and out of the window channels.


N02023

13. Before installing new window glass, inspect the window frame. In each corner there is an “L” shaped bracket (1, Figure 2-13) with two screws in it to hold the corners of the frame together. Check the screws to ensure that they are tight. Also ensure that rubber felt insert (2, Figure 210) in the window channels is in good condition. Replace it if necessary.


N2-11

14. Slide the new window glass into the window frame glass channels. Move the glass to the top of the frame. 15. While holding the glass at the top of the frame, lift the window frame and lower the assembly into the door.

17. Install screws (1, Figure 2-10) that secure the window frame to the door frame.

The screws along the outer bottom of the window frame may be shorter than the ones along the sides and top. These screws must be used in this area to prevent the window glass from being scratched or cracked. See Figure 2-11. 18. Install the trim material over the top of screws that hold the window frame to the door. Use a flat blade screwdriver to assist with installing the trim material. See Figure 2-15. NOTE: Be careful not to cut the retainer lip on the trim material.

FIGURE 2-13. 1. “L” Shaped Brackets

Ensure that the one channel in window frame (5, Figure 2-14) that is next to the door latch passes to the inside of latch assembly (4). 16. Lower the glass in the frame and support it with a support block as shown in Figure 2-9. FIGURE 2-14. 1. Capscrew & Nut 2. Mounting Screws Latch

N2-12


3. Mounting Screw Outside Door Handle 4. Latch Assembly 5. Window Frame

N02023

19. Install the two screws that were removed in Step 8. Ensure that the rubber felt insert is back in place after the screws are installed. 20. Install the window regulator track bracket as shown in Figure 2-7. Ensure that the nylon bushings and gaskets are installed properly to prevent damage to the glass. 21. Lift the window glass in the frame and install the window regulator roller track onto the bracket installed in Step 20. See Figure 2-8. 22. While holding the window glass as shown in Figure 2-9 (a few inches from the top), install the lower and upper regulator rollers in their tracks. Start by moving the door panel (with the window regulator) away from the cab just far enough to allow the rollers to enter their tracks. Then, with the rollers in the tracks, slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass.

23. Lift up the door panel, regulator and glass to align the screw holes in the panel with the holes in the door frame. Install the screws that secure the panel to the door frame. 24. Hook up the electrical connector for the window regulator. Install the two capscrews that hold the door strap bracket to the door frame. 25. Align the door check strap opening with the holes in the bracket and install the bolt. Install the hair pin clip. See Figure 2-6.

Replacing the Door Window Regulator 1. Perform Steps 1 through 6 in the procedure “Replacing the Door Glass”. 2. Move the inner panel assembly to a work area. 3. Remove four mounting screws (6, Figure 2-6). 4. If replacing the motor assembly of the window regulator, ensure that the worm gear on the motor is engaged properly into the regulator gear. Also, the regulator should be in the UP position before replacing the motor assembly. Ensure that the motor mounting screws are tight. 5. If replacing the window regulator assembly, the new regulator should be in the UP position before being mounted. 6. Mount the window regulator to the inner panel with the four mounting screws that were removed in Step 3. Ensure that the screws are tight. 7. Perform Steps 22 through 25 in the procedure “Replacing the Door Glass”.

FIGURE 2-15.

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N2-13

Replacing the Door Handle or Latch Assembly The cab doors are equipped with serviceable latch handle assemblies (inner and outer). If they become inoperative, they should be replaced. The outer latch handle assembly on each door has a key-operated lock. 1. Perform Steps 1 through 6 in the procedure “Replacing the Door Glass”. 2. Remove capscrew and nut (1, Figure 2-14) from the inside door handle. 3. Remove four mounting screws (2) for the latch. Remove the latch assembly. 4. If replacing the latch assembly, proceed to Step 5. If replacing the outside door handle, remove three screws (3) that secure the handle to the door panel.

Replacing the Door and Door Hinge Seal 1. The door assembly seal has only three members to it (sides and top) and is glued on the door. This seal can be replaced by peeling the seal away from the door frame. Then use a suitable cleaner to remove the remaining seal and glue material. 2. The area where the door seal mounts should be free of dirt and oil. Spread or spray a glue which is quick drying and waterproof onto the area where the seal is to installed. 3. Install the seal so that the corners of the seal fit up into the corners of door frame (3, Figure 216). 4. Door hinge seal (2, Figure 2-17) is glued to the hinge. Use the same procedure as above for this seal.

Note: Only one screw is shown. The other two are behind the latch assembly. 5. Install a new latch assembly and align the mounting holes. Install four mounting screws (2, Figure 2-14). Ensure that they are tight. 6. Align the inside door handle and install capscrew and nut (3). 7. Perform Steps 22 through 25 in the procedure “Replacing the Door Glass”.

N2-14


N02023

Removing the Door Opening Seal 1. Starting at the lower center of the door opening, pull up on one end of the seal. The seal should pull loose from the cab opening lip. Pull the seal loose all the way around opening (1, Figures 216 and 2-17). 2. Inspect the cab opening lip for damage, dirt, and oil. Repair or clean the cab opening as necessary. Remove all dirt and old sealant Ensure that the perimeter of the opening is clean and free of burrs.

Installation 1. Install the seal material around the door opening in the cab. Start at the bottom center of the cab opening and work the seal lip over the edge of the opening. Go all the way around the opening. Ensure that the seal fits tightly in the corners. A soft face tool may be used to work the seal up into the corners.

FIGURE 2-16. 1. Door Opening Seal

3. Door Assembly Seal

2. Continue going all the way around the opening. When the ends of the seal meet at the bottom center of the cab opening, it may be necessary to trim off some of the seal. NOTE: The ends of the seal material need to be square-cut to assure a proper fit. 3. Fit both ends so that they meet squarely. Then while holding the ends together, push them firmly into the center of the opening.

FIGURE 2-17. 1. Door Opening Seal

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2. Door Hinge Seal

N2-15

GLASS REPLACEMENT (Adhesive-Bonded Windows)

Replacement Procedure

Recommended Tools and Supplies • Cold knife, pneumatic knife, or a piano wire cutting device, long knife. Cutout tools are available at an auto glass supply store. • Heavy protective gloves • Safety eyeglass goggles • Windshield adhesives, proper cleaners, primers and application gun • SM2897 glass installation bumpers (6 or 7 per window) • Window glass (Refer to the Parts Catalog.) Recommended adhesives: • SikaTack Ultrafast or Ultrafast II (both heated). Vehicle can be put into service in 4 hours under optimum conditions. Heated adhesives require a Sika approved oven to heat adhesive to 80° C (176° F). • Sikaflex 255FC or Drive (unheated). Vehicle can be put into service in 8 hours under optimum conditions. Sika Corporation 30800 Stephenson Hwy. Madison Heights, MI 48071 Toll Free Number: 1-800-688-7452 Fax number: 248-616-7452 http://www.sika.com or http://www.sikasolutions.com

Due to the severe duty application of off-highway vehicles, the cure times listed by the adhesive manufacturer should be doubled before a truck is moved. If the cure time is not doubled, vibration or movement from a moving truck will weaken the adhesive bond before it cures, and the glass may fall off the cab. If another adhesive manufacturer is used, follow that manufacturer's instructions for use, including the use of any primers, and double the allowances for proper curing time.

N2-16

The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window. 2. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even. Use only clean water. NOTE: Removal of all old adhesive is not required. Remove just enough to provide an even bedding base. 3. Use a long knife to cut the remaining urethane from the opening, leaving a bed 2 - 4 mm (0.08 0.15 in.) thick. If the existing urethane is loose, completely remove it. Leave the installation bumpers in place, if possible. 4. Clean the metal with Sika Aktivator. Allow it to dry for ten minutes. Then paint on a thin coat of Sika Primer 206G+P and allow it to dry for ten minutes. 5. Using only the new side window(s) which are to be bonded in place, center the new glass over the opening in the cab. Use a permanent marker to mark on the cab skin along all the edges of the new glass that is to be installed. All edges must be marked on the cab in order to apply the adhesive in the proper location. 6. Use Sika Primer 206G+P to touch up any bright metal scratches on the metal frame of the truck. Do not prime the existing urethane bed. Allow it to dry for ten minutes. 7. Use a clean, lint free cloth to apply Sika Aktivator to the black ceramic Frit surrounding the new window. Use a clean, dry cloth and wipe off the Sika Aktivator. Allow it to dry for ten minutes.


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8. For the side windows, use six or seven glass installation bumpers (SM2897). Space them equally around the previously marked glass perimeter, approximately 19 mm (0.75 in.) inboard from where the edge of the glass will be when it is installed. NOTE: Be careful not to place the adhesive too far inboard, as it will make any future glass replacement more difficult. 9. Apply a continuous, even bead of adhesive (approximately 10 mm (0.38 in.) in diameter) to the cab skin at a distance of 13 - 16 mm (0.50 0.63 in.) inboard from the previously marked final location of the glass edges from Step 4. 10. Immediately install the glass. Carefully locate the glass in place with the black masking side toward the adhesive. Press firmly, but not abruptly, into place to ensure that the glass is properly seated. Do not pound the glass into place. 11. Use a wooden prop and duct tape to hold the glass in place for at least two hours or double the adhesive manufacturer’s curing time, whichever time is longer.

WINDSHIELD AND REAR GLASS NOTE: Two people are required to remove and install the windshield or rear glass. One person inside the cab, and the other person on the outside. Special tools that are helpful in removing and installing automotive glass are available from local tool suppliers. Removal 1. If the windshield is to be replaced, lift the windshield wiper arms out of the way. 2. Starting at the lower center of the glass, pull out weatherstrip locking lip (2, Figure 2-18 or 2-19). Use a non-oily rubber lubricant and a screwdriver to release the locking lip. 3. Remove glass (1) from weatherstrip (3) by pushing it out from inside the cab. 4. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the window opening is clean and free of burrs.

12. Remove the tape or prop from the glass only after the cure time has expired.

FIGURE 2-18. FRONT WINDSHIELD 1. Glass 2. Locking Lip

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3. Weatherstrip 4. Sheet Metal

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Installation 1. If the weatherstrip that was previously removed is broken, weathered, or damaged in any way, install a new rubber weatherstrip.

5. After the glass is in place, go around the weatherstrip and push in on locking lip (2) to secure the glass in the weatherstrip.

NOTE: Using a non-oily rubber lubricant on the weatherstrip material and cab opening will make the following installation easier:

6. If the windshield was replaced, lower the windshield wiper arms back onto the glass.

a. Install weatherstrip (3, Figure 2-18 or 2-19) around the window opening. Start with one end of the weatherstrip at the center, lower part of the window opening and press the weatherstrip over the edge of the opening. b. Continue installing the weatherstrip all around the opening. When the ends of the weatherstrip meet at the lower, center part of the window opening, there must be 12.7 mm (0.5 in.) of overlapping material. NOTE: The ends of the weatherstrip material need to be square-cut to assure a proper fit. c. Lift both ends so that they meet squarely. Then, while holding the ends together, force them back over the lip of the opening. 2. Lubricate the groove of the weatherstrip where the glass is to be seated. 3. Lower the glass into the groove along the bottom of the window opening. 4. Two people should be used for glass installation. Have one person on the outside of the cab pushing in on the glass against the opening, while one person on the inside uses a soft flat tool (such as a plastic knife) to work the weatherstrip over the edge of the glass all the way around.

N2-18

FIGURE 2-19. REAR WINDOW 1. Glass 2. Locking Lip


3. Weatherstrip 4. Sheet Metal

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SECTION N3 CAB COMPONENTS INDEX CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7

N03025

Cab Components

N3-1

NOTES

N3-2

Cab Components

N03025

CAB COMPONENTS WINDSHIELD WIPERS The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the turn signal lever.

WIPER MOTOR

3. While holding the linkage stationary, remove nut (10, Figure 3-1) and disconnect the linkage from the motor. 4. Remove three cap screws (6) with washers attaching the wiper motor to plate (5). Remove the motor assembly. Installation

Removal 1. Remove the large access panel from the front of the cab. 2. Disconnect the wiper motor harness connector.

1. Place wiper motor (1, Figure 3-1) into position on plate (5). 2. Install three cap screws (6) with flat washers (7) and lock washers (8). Tighten cap screws to 8-9 N·m (71-79 in. lbs) torque. 3. Align the motor output shaft with the wiper linkage. Install nut (10) and while holding the linkage stationary, tighten nut to 22-24 N·m (16-18 ft. lbs) torque. 4. Reconnect the wiper motor harness connector. 5. Verify the wipers operate properly and park in the proper position. Refer to Figure 3-3.

WIPER ARM Removal 1. Note the parked position of wiper arm (1, Figure 3-2). 2. Lift the wiper arm cover and remove nut (2) and washer (3). 3. Disconnect the washer hose, and remove the wiper arm.

FIGURE 3-1. WINDSHIELD WIPER 1. Wiper Motor 2. Cap Screw 3. Flat Washer 4. Lock Washer 5. Plate

N03025

6. Cap Screw 7. Flat Washer 8. Lock Washer 9. Linkage 10. Nut

FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 4. Cap 2. Nut 5. Washer 3. Spring Washer 6. Nut

Cab Components

N3-3

WIPER LINKAGE

Installation 1. Place wiper arm (1, Figure 3-2) into the position noted during removal. Install washer (3) and nut (2). Tighten the nut to 16-20 N·m (142-177 in. lbs) torque. Close the cover. 2. Connect the washer hose to the wiper arm. 3. Ensure the wipers arms operate properly and park in the proper position after installation is complete. Refer to Figure 3-3.

Removal 1. Remove the wiper arms. Refer to Wiper Arm Removal in this section. 2. Remove wiper retainer (8, Figure 3-3) and disconnect the wiper linkage from the wiper motor drive arm. 3. Remove nut (6, Figure 3-2) and the washer (5) from each wiper shaft. 4. Remove cap screws (3, Figure 3-3) with washers. 5. Remove wiper assembly from cab.

Installation 1. Place the wiper assembly into position in the wiper compartment. 2. Install cap screws (3, Figure 3-3) with lock washers (4) and flat washers (5) and tighten cap screws. 3. Install washer (5, Figure 3-2) and nut (6) on each wiper shaft and tighten finger-tight. Tighten the nuts to 18-20 N·m (160-177 in. lbs) torque. Do not overtighten. The threads on the shafts are easily stripped when improperly tightened. Install cap (4) over nut (6). 4. Align the linkage and attach to the wiper motor drive arm using retainer (8, Figure 3-3). NOTE: When the motor is parked, the drive arm will be in the 3 o’clock position as shown in Figure 3-3. FIGURE 3-3. PARK POSITION A. Park Position (7°) 1. Wiper Motor 2. Wiper Blade 3. Cap Screw 4. Lock Washer

N3-4

5. Flat Washer 6. Wiper Arm 7. Nozzle 8. Retainer 9. Hose

5. Install the wiper arms. Refer to Wiper Arm Installation. Ensure the wipers arms operate properly and park in the proper position after installation is complete.

Cab Components

N03025

WINDSHIELD WASHER Operation The windshield washer, mounted on the right side of the hydraulic components cabinet behind the cab, has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the turn signal lever. When the switch is activated, washing solution is pumped through the outlet hose (3) and fed to a jet located in each of the windshield wiper arms. Service If windshield washer maintenance is required, check the strainer opening for obstructions and inspect the hoses for damage. Check the voltage to the pump from the control switch. If the pump is inoperable, replace it with a new pump assembly. Note: The pump is only available as an assembly and cannot be repaired.

FIGURE 3-4. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump

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Cab Components

3. Outlet Hose 4. Filler Cap

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OPERATOR SEAT

.

The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: Move up, down, fore, or aft by moving headrest (1, Figure 3-5) to desired position. 2. Armrests: Rotate adjusting knob until armrest is in desired position. 3. Backrest: Lift handle (3) to release and select backrest angle; release control handle to set. 4. Seat Belt: Operator should always have seat belt (4) buckled in place and properly adjusted whenever vehicle is in motion. 5. Seat Slope: Lift lever (5) and hold to adjust the slope of seat. Release lever to lock adjustment. 6. & 7 Air Lumbar Support: Each rocker switch (6 or 7) controls an air pillow. Switch (7) controls the lower air pillow and switch (6) controls the upper air pillow. To inflate, press on top of rocker switch and hold for desired support, then release. To deflate, press on bottom of rocker switch and hold for desired support, then release. Adjust each pillow for desired support. 8. Seat Suspension: Move rocker switch (8) up to increase ride stiffness and down to decrease ride stiffness. 9. Horizontal Adjustment: Lift control lever (9) and hold. Bend knees to move seat to a comfortable position; release control lever to lock adjustment 10. Seat Height: Lift lever (12) and hold to adjust the height of the seat. Release lever to lock adjustment.

N3-6

FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT CONTROLS 1. Headrest 2. Armrest Adjustment 3. Backrest Adjustment 4. Seat Belt 5. Seat Slope Adjustment 6. Upper Air Pillow Lumbar Support 7. Lower Air Pillow Lumbar Support 8. Suspension Adjustment 9. Horizontal Adjustment 10. Mounting Cap Screws and Hardware 11. Seat Tether Cap Screw 12. Seat Height Adjustment

Cab Components

N03025

Seat Installation

Seat Removal 1. Remove cap screws (10, Figure 3-5) and hardware that secures the seat base to the riser. Remove cap screws (11) that secures tether to floor.

1. Mount seat assembly to seat riser. Install cap screws (10, Figure 3-5), lockwashers, flatwashers and nuts. Tighten cap screws to standard torque.

2. Remove seat assembly from cab to clean work area for disassembly.

2. Fasten tether straps to floor with cap screws (11), flatwashers and lockwashers. Tighten cap screws to standard torque

N03025

Cab Components

N3-7

NOTES:

N3-8

Cab Components

N03025

SECTION N4 HEATER / AIR CONDITIONER INDEX OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11 ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13 AIR CONDITIONING SYSTEM SERVICING WARNINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14 SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16 Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17 Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18 SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19

N04032

Heater/Air Conditioner

N4-1

SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29 Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32 EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33 CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36 PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-42

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HEATER/AIR CONDITIONER OPERATION

Directional Control Knob

The heater/air conditioner assembly incorporates all the controls necessary for regulating the cab interior temperature; heated air during cold weather operation, and de-humidified, cool air during warm weather operation.

Knob (3, Figure 4-1) directs heated air to different areas of the cab.

Heat for the cab is provided by passing coolant from the engine cooling system through a heater coil. Blowers move air across the heating coil which warms the air for heating or defrosting. An engine driven refrigerant compressor passes refrigerant through an evaporator coil mounted in the same enclosure. The same blowers used for heating move air across the evaporator to provide cooled air through the outlet vents. All heater and air conditioner controls are mounted on a pod on the face of the enclosure. Refer to Figure 4-1 for the following:

Fan Control Knob Knob (1, Figure 4-1) controls the cab air fan motor. The fan motor is a 3-speed motor: low (setting 1), medium (setting 2), and high (setting 3). Speeds are selected by rotating the control knob to the desired position. OFF is full the counterclockwise position (setting 0).

• The full counterclockwise position directs air to the floor vents only. • Turning the knob one position clockwise directs air to both the floor and dash vents. • Turning the knob one more position clockwise directs air to the dash vents only. • Turning the knob one more position clockwise directs air to the windshield defrost vents only. • The full clockwise position directs air to both the floor and windshield defrost vents. Heater Vents Each heater/air conditioner vent (4, Figure 4-1) is a flapper type vent which may be opened or closed or rotated 360 degrees for optimum air flow. There are four (three not shown) across the top of the panel, one each in the right and left panel modules, and four below the panel. NOTE: The air conditioner will not operate unless the fan control knob is turned ON.

Temperature Control Knob Knob (2, Figure 4-1) allows the operator to select a comfortable temperature. • Rotating the knob counterclockwise (blue arrow) will select cooler temperatures. Full counterclockwise position is the coldest air setting. • Rotating the knob clockwise (red arrow) will select warmer temperatures. Full clockwise position is the warmest heater setting.

FIGURE 4-1. A/C & HEATER CONTROLS 1. Fan Speed 2. Temperature

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3. Air Location 4. Air Vent

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COMPONENTS

Relays

Figures 4-2 and 4-4 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to the air conditioning system topics later in this section for additional information regarding air conditioning system components, maintenance and repair.

Five relays (9, Figure 4-2) control the air dampers, the A/C compressor, and the heater valve. All five relays require 12VDC through the coil which is supplied by a 24VDC to 12VDC converter (2). One relay (Relay 1) switches 24 volt current to actuate the A/C compressor clutch. The temperature control switch, heater valve and the actuator motors all operate on 12 VDC current.

Fuse and Circuit Breaker Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn the key switch ON and verify that the fuse at location FB1-1 (located in the auxiliary electrical cabinet) is not burned out, and the internal heater circuit breaker has not opened. Refer to the electrical schematic for more detailed information.

Heater Core Heater core (48, Figure 4-4) receives engine coolant through heater valve (14) when heat is selected. If temperature control potentiometer (39) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If temperature control potentiometer (39) and heater valve appear to be working properly, yet no heat is apparent in heater core (48), the core may be restricted. Remove and clean or replace the core.

FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Converter (24 V to 12 V) 3. Water Control (Heater) Valve 4. A/C Refrigerant Hoses 5. Water Outlet (To Engine) 6. Water Inlet (From Engine Water Pump) 7. Evaporator Core 8. Heater Core 9. Relays

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Fan Motor And Speed Control

Cab Air Filter

Fan speed is controlled by inserting resistors (52) and (53, Figure 4-4) in series with the supply circuit to the blower motor to reduce voltage. The number of resistors in series is determined by the position of the fan speed selector switch.

Recirculation air filter (19, Figure 4-4) and fresh air filter (2, Figure 4-3) in the front access panel of the cab need periodic cleaning to prevent restrictions in air circulation. Restricted filters will decrease the performance of the heater and air conditioner. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours, or sooner if inspection indicates a clogged or damaged filter.

At low speed, both resistors are used. At medium speed, one resistor is used. At high speed, the full 24 VDC is supplied to the blower motor, bypassing all resistors. If motor (5) does not operate at any of the speed selections, verify that battery voltage is available at the switches, relay, and circuit breakers. Refer to the electrical schematic in Section R. If voltage is present, the motor is probably defective and should be removed and replaced. If the motor operates at high speed, but does not operate at reduced speed, inspect the resistors for physical damage or an open circuit. Replace resistors as required.

Actuators Two rotary actuator motors (8, Figure 4-4) are installed inside the heater housing and are used to actuate the flappers for the following: • Defroster outlet • Bi-level or floor outlets A failure to switch one of the above modes of operation may be caused by a faulty actuator. Visually inspect flappers (11, Figure 4-4) and the linkage for the function being diagnosed. Ensure that the flapper is not binding or obstructed, preventing movement from one mode to the other. Verify that 12 VDC is present at the actuator when the toggle switch is closed or absent when the toggle switch is opened. If the correct voltages are present during operation of the switch, disconnect the actuator from the flapper and verify that actuator force is comparable to a known (new) actuator. If it is not, install a new actuator.

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FIGURE 4-3. CAB FILTER LOCATION 1. Access Cover


2. Cab Filter

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FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Blower Housing 2. Blower Wheel 3. Cover Plate 4. Venturi 5. Motor, 24V 6. Motor Mount 7. Plate 8. Actuator Motor 9. Screw 10. Spacer 11. Defrost Flapper 12. Snap Bushing 13. Foam 14. Heater Valve

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15. Grommet 16. Casing 17. Gasket 18. Filter Holder 19. Recirculation Air Filter 20. Knob 21. Filter Holder 22. Foam Insulation 23. Nut 24. Flat Washer 25. Cover 26. Louver 27. Louver Adapter 28. Foam

29. Plate, Coil 30. Evaporator Core 31. O-Ring 32. Expansion Valve 33. Control Panel 34. Plate 35. Light 36. Overlay 37. Knob 38. Blower Switch 39. Potentiometer 40. Switch 41. Plunger 42. Disc (Temperature)


43. Screw 44. Discharge Flapper 45. Front Door 46. Gasket 47. Grommet 48. Heater Core 49. Blower Retainer 50. Relay (12V) 51. Circuit Breaker 52. Resistor (12 Volt) 53. Resistor (24 Volt) 54. Thermostat 55. Grommet

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FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor

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7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container


13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser 18. Accumulator

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ENVIRONMENTAL IMPACT OF AIR CONDITIONING Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon. (HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging procedure is prohibited. These restrictions require the use of equipment and procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete recovery of refrigerants, which will not only help to protect the environment, but through the “recycling” of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.

AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation challenges for air conditioning systems. Off-highway equipment, in general, is unique enough that normal automotive or highway truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered. The cab tightness, insulation, and isolation from heat sources is very important to the efficiency of the system. It is advisable to close all vents, even the intakes of pressurization systems, when there are high humidity conditions.

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The general cleanliness of the system and components is important. Dust and dirt collected in the condenser, evaporator, and air filters decreases the system's cooling capacity. The compressor, condenser, evaporator units, hoses and fittings must be installed clean and tight and be capable of withstanding the strain and abuse they are subjected to on off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventive maintenance at regular intervals on vehicle air conditioning systems (cleaning, checking belt tightness, and checking operation of electrical components).

PRINCIPLES OF REFRIGERATION A brief review of the principles of air conditioning is necessary to relate the function of the components, the technique of troubleshooting, and the corrective action necessary to put the air conditioning unit into top operating efficiency. Too frequently, the operator and the service technician overlook the primary fact that no air conditioning system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be kept free of dust and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil. Air Conditioning Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term “air conditioner” is commonly used to identify an air cooling unit. To be consistent with common usage, the term “air conditioner” will refer to the cooling unit utilizing the principles of refrigeration, sometimes referred to as the evaporator unit.


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Refrigeration - The Act Of Cooling • There is no process for producing cold; there is only heat removal. • Heat always travels toward cooler temperatures. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. •

Temperature is the measurement of the intensity of heat in degrees. The most common measuring device is the thermometer.

• All liquids have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air moves to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. • Refrigerant - Only R-134a should be used in the new mobile systems which are designed for this refrigerant.

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 liquid refrigerant moves on to the receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for some liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. This causes the refrigerant to become cold. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, adding to the cooling. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it absorbs the heat from the air producing cool air which is pushed back into the cab. The moisture in the air condenses upon movement into the evaporator and drops into the drain pan from which it drains out of the cab. Refrigerant leaving the evaporator enters the accumulator. The accumulator functions as a sump for liquid refrigerant in the system. Because of its design, the accumulator only allows vaporized refrigerant to return to the compressor, preventing compressor slugging from occurring. Desiccant is located at the bottom of the accumulators to remove moisture that is trapped in the system. The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side. This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology. Some of these will be covered in the following discussions of the components, controls, and techniques involved in preparing the unit for efficient operation.

The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid.

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AIR CONDITIONER SYSTEM COMPONENTS Compressor (Refrigerant Pump) The compressor is where the low pressure side of the system changes to high pressure. It concentrates the refrigerant returning from the evaporator (low side), creating high pressure and a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant from the evaporator through the suction valve and, during compression strokes, forces it out through the discharge valve to the condenser. The pressure from the compressor action moves the refrigerant through the condenser, receiver-drier and connecting hoses to the expansion valve. The compressor is driven by the engine through a Vbelt driving an electrically operated clutch mounted on the compressor drive shaft.

Service Valves Quick-connect hose end fittings with integral service valves attach to system service ports for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.

Condenser The condenser receives the high pressure, hightemperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is achieved by air flowing from the radiator fan along with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow unless travel speed is at least 40 kph (25 mph).

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Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and tubes of the condenser. The condenser is usually located in front of the radiator or on the roof of the truck. Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an air conditioning system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.

Receiver-Drier The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. The receiver-drier is also equipped with a sight glass and a moisture indicator. The sight glass can give a good indication of the charge of the system. If the sight glass is not clear, the system is low on refrigerant. The moisture indicator is a device to notify service personnel that the drier is full of moisture and must be replaced. The indicator is blue when the component is free from moisture. When the indicator turns beige or tan, the drier must be replaced.


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Expansion Block Valve The expansion block valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator. This system uses an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.

Accumulator As the accumulator receives vaporized refrigerant from the evaporator, moisture and/or any residual liquid refrigerant is collected at the bottom of the component. The moisture is absorbed by the desiccant where it is safely isolated from the rest of the system.

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The storage of the liquid refrigerant is temporary. When the liquid vaporizes into a gas it will be pulled from the bottom of the accumulator into the compressor. This process not only allows the accumulator to act as a storage device, but also protects the compressor from liquid slugging. The low side service port is also located on the accumulator.

Evaporator The evaporator cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only draws heat laden air into the evaporator, but also forces this air over the evaporator fins and coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of the evaporator into the cab. Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going through the evaporator coil is as important as that of the air flow over the coil. All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator.


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ELECTRICAL CIRCUIT

Compressor Clutch

The air conditioner's electrical circuit is fed from an accessory circuit and is fused with a 30-ampere circuit breaker.

An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or blower is turned off.

The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is available at the compressor clutch. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the swash plate inside the compressor to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.

Thermostat An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Evaporator temperature is then maintained by the cycling action of the clutch.

The stationary field clutch is the most desirable type since it has fewer parts to wear. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor body. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotate on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle. When the switch or thermostat is opened, current is cut off. The armature snaps back out and stops while the rotor continues to turn. Pumping action of the compressor is stopped until current is again applied to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are abnormal.

The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats have a positive OFF position as a means to turn the clutch off regardless of temperature. The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.

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Trinary™ Switch This switch is mounted on the receiver-drier and has three functions, as implied by the name: 1. Disengage the compressor clutch when system pressure is too high. 2. Disengage the compressor clutch when system pressure is too low. 3. Engage and disengage the radiator fan drive clutch during normal variation of system pressure. The Trinary™ switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed on the receiverdrier. The switch functions are: Terminals 1 and 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.

• Fan Clutch - The mid-range function actuates the engine fan clutch, if installed. • High Pressure - This switch opens and disengages the compressor clutch if system pressure rises above the 2068 - 2413 kPa (300 350 psi) range. After system pressure drops to 1448 - 1724 kPa (210 - 250 psi), the switch contacts will close and the clutch will engage. The switch functions will automatically reset when system pressure returns to normal. OPENS

CLOSES

Low Pressure

103 - 207 kPa (15 - 30 psi) descending pressure

276 kPa (40 psi) rising pressure

High Pressure

2068 - 2413 kPa (300 - 350 psi)

1448 - 1724 kPa (210 - 250 psi)

Fan Clutch

241 - 414 kPa (35 - 60 psi) below closing pressure

1379 - 1586 kPa (200 - 230 psi) rising pressure

The pressures listed above are typical of pressures at the receiver-drier. Due to normal system flow losses and the distance between the service port and the receiver-drier, it is expected that actual system pressure displayed on the gauge will normally be approximately 138 kPa (20 psi) higher. This factor should be observed when checking for proper operation of the switch. Terminals 3 & 4 are connected internally through a normally open switch that is used to control the clutch that drives the radiator fan. This switch closes and causes the cooling fan clutch to engage when system pressure rises to 1379 - 1586 kPa (200 - 230 psi). When pressure falls to 965 - 1344 kPa (140 195 psi), the switch contacts open, and the cooling fan clutch disengages. • Low Pressure - This switch opens and disengages the compressor clutch if system pressure drops into the 103 - 207 kPa (15 - 30 psi) range. When pressure rises above 276 kPa (40 psi), the switch contacts close, and the clutch engages the compressor. Since temperature has a direct effect on pressure, if the ambient temperature is too cold, system pressure will drop below the low range, and the pressure switch will disengage the clutch.

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NOTE: One other pressure controlling device is installed within the compressor. A mechanical relief valve is located on the back of the compressor. The relief valve will open at 3447 - 3792 kPa (500 - 550 psi). The purpose of this valve is to protect the compressor in the event that pressure should be allowed to rise to that level. Damage to the compressor will occur if pressure exceeds 550 psi.


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AIR CONDITIONING SYSTEM SERVICING WARNINGS Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with the proper use, handling, care and safety factors involved in the R-134a refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their importance before learning the correct procedures. Read, remember, and observe each warning before beginning actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using R-134a refrigerant, it is essential that servicing tools that come into contact with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type of refrigerant only in order to prevent cross contamination.

Trucks operating in cold weather climates must continue to keep the A/C system charged during cold weather months. Keeping the system charged helps prevent moisture intrusion into system oil and desiccants.

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Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to recover refrigerant from the A/C system. Refrigerant is stored in a container on the unit for recycling, reclaiming, or transporting. In addition, technicians servicing A/C systems must be certified they have been properly trained to service the system. Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed when servicing A/C systems: • Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant. • A drop of the liquid refrigerant on your skin will produce frostbite. Wear gloves and use extreme caution 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. • Ensure that there is sufficient ventilation whenever refrigerant is being discharged from a system. Keep in mind that refrigerant is heavier than air and will fall to low-lying areas. • When exposed to flames or sparks, the components of refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in an area where refrigerant 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 49° C (120° F). • Do not flush or pressure test the A/C system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.

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SERVICE TOOLS AND EQUIPMENT Recovery/Recycle Station Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 46, performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant is recycled to reduce contaminants, and can then be reused in the same machine or fleet. To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant. NOTE: To be re-sold, the gas must be “reclaimed” which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops. Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant - it is used to recover the refrigerant from an A/C system prior to servicing.

Mixing different types of refrigerant will damage equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to avoid equipment damage. DISPOSAL of the gas removed requires laboratory or manufacturing facilities. Test equipment is available to confirm that the refrigerant in the system is actually the type intended for the system and has not been contaminated by a mixture of refrigerant types. Recycling equipment must meet certain standards as published by the Society of Automotive Engineers (SAE) and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat. Leak Detector The electronic leak detector (Figure 4-7) is very accurate and safe. It is a small hand-held device with a flexible probe used to seek refrigerant leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Some leak detectors are only applicable to one type of refrigerant. Ensure that the leak detector being used applies to the refrigerant in the system.

FIGURE 4-6. RECOVERY/RECYCLE STATION FIGURE 4-7. TYPICAL ELECTRONIC LEAK DETECTOR

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Manifold Gauge Set A typical manifold gauge set (Figure 4-8) has two screw type hand valves to control access to the system, two gauges and three hoses. The gauges are used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air conditioner, to remove air and moisture, and to put in, or remove, refrigerant from the system. Shutoff valves are required within 305 mm (12 in.) of the hose end(s) to minimize refrigerant loss. A gauge set for R-134a will have a blue hose with a black stripe for the low side, a red hose with a black stripe for the high side, and a yellow hose with a black stripe for the utility (center) hose. The hoses use a 1/2 in. ACME female nut on the gauge end. Special quick disconnect couplings are normally combined with a shutoff valve on the high and low side hoses. The free end of the center hose contains a 1/2 in. ACME female nut and a shutoff device within 305 mm (12 in.) of the hose end. These special hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant in a system.

NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R134a”.

Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations.

FIGURE 4-8. 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.

Never open the hand valve to the high side when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury.

High Side Gauge The high side gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated to 500 psi.

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Installing Manifold Gauge Set Before attempting to service the air conditioning system, a visual inspection of both the engine and A/ C system components is recommended. Particular attention should be given to the belts, hoses, tubing and all attaching hardware as well as the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.

Shut off engine. DO NOT attempt to connect service equipment when the engine is running.

4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator, as shown in Figure 4-9. (High side to compressor discharge valve and low side to accumulator.) Do not open the service valves at this time.

This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the connections are the same. The procedures performed next will vary depending what type of equipment is being used. If a recovery/recycling station is being used, complete servicing can be accomplished. Using only a set of gauges will limit the servicing to only adding refrigerant or observing pressures.

1. Be sure all valves on the manifold are closed all the way (turn them clockwise). 2. Check the hose connections on the manifold for tightness.

Purging Air From Service Hoses

3. Locate the low and high side system service fittings and remove their protective caps.

The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve. The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of time. The hose is the only area that is being placed in a vacuum and this will not require a lengthy process. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.

FIGURE 4-9. SERVICE HOSE HOOK-UP

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Service Valves

Vacuum Pump

Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacuation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed.

The vacuum pump (Figure 4-11) is used to completely evacuate all of the refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system.

New and unique service hose fittings (Figure 4-10) have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The service ports on the system are quick disconnect type with no external threads. They do contain a Schrader type valve. The low side fitting has a smaller diameter than the high side attachment. Protective caps are provided for each service valve. When not being used these caps should be in place to prevent contamination or damage to the service valves.

FIGURE 4-11. VACUUM PUMP

FIGURE 4-10. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect

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SYSTEM PERFORMANCE TEST This test is performed to establish the condition of all components in the system. Observe these conditions during testing: 1. Place a fan in front of the condenser to simulate normal ram air flow and allow the system to stabilize. 2. Install a thermometer into the air conditioning vent closest to the evaporator. 3. Start the engine and operate at 1000 rpm. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. 5. Set the air conditioning system at maximum cooling and maximum blower speed operation.

8. Feel the hoses and components on the low side. They should be cool to the touch. Check the connections near the expansion valve. The inlet side should be warm and the outlet side should be cold. 9. After a minimum of 10 minutes has elapsed and the system has stabilized, observe the gauge readings. Compare the readings to the specifications in Table 1. NOTE: Pressures may be slightly higher in very humid conditions and lower in very dry conditions. Pressures listed in the table are during compressor clutch engagement.

6. Close all windows and doors to the cab. 7. Carefully feel the hoses and components on the high side. All should be warm or hot to the touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler than inlet, a restriction is indicated.

10. Check the cab vents for cool air. Outlet air temperature should be approximately 16 - 22° C (30 - 40° F) below ambient air temperature. 11. If pressures and temperatures are not within the specified ranges, the system is not operating properly. Refer to Preliminary Checks near the end of this chapter for tips on diagnosing poor system performance.

Use extreme caution when placing hands on high side components and hoses. Under most normal conditions, these items can be extremely hot.

TABLE 1. NOMINAL R-134a PRESSURE RANGES Ambient Air Temperature

High Side Pressure

Low Side Pressure

21° C (70° F)

820 - 1300 kPa (120 - 190 psi)

70 - 138 kPa (10 - 20 psi)

27° C (80° F)

950 - 1450 kPa (140 - 210 psi)

70 - 173 kPa (10 - 25 psi)

32° C (90° F)

1175 - 1650 kPa (170 - 240 psi)

105 - 210 kPa (15 - 30 psi)

38° C (100° F)

1300 - 1850 kPa (190 - 270 psi)

105 - 210 kPa (15 - 30 psi)

43° C (110° F)

1450 - 2075 kPa (210 - 300 psi)

105 - 210 kPa (15 - 30 psi)

NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining proper refrigerant charge.

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SYSTEM OIL

Checking System Oil

R-134a air conditioning systems require the use of Polyalkylene Glycol (PAG) lubricating oil. This is the only oil recommended for use in this system. The Komatsu PAG oil (p/n EL5550) is the oil that is furnished in the system on Komatsu trucks. This light blue-green oil can also be purchased at General Motors dealers, (p/n 12378526).

The receiver-drier and accumulator must be replaced each time the system is opened.

Handling and Reusing PAG Oil • Avoid skin contact and inhalation of PAG oil, as these are normal precautions with any chemical. • PAG oil removed from new or old components mustn’t be retained for re-use. It must be stored in a marked container and properly sealed. PAG oil is an environmental pollutant and must be properly disposed of after use. • PAG oil in containers or in an air conditioning system must not be left exposed to the atmosphere any longer than necessary. PAG oil absorbs moisture very rapidly, and therefore, any absorbed moisture could cause damage to an air conditioning system.

Oil Quantity It is critical to keep the correct amount of lubricant in the air conditioning system at all times. Failure to do so could result in damage to the compressor. Damage to the compressor can be a result from not only a lack of oil, but from too much oil, also. A lack of oil will cause excess friction and wear on moving parts. Excessive oil can result in “slugging” the compressor. This condition occurs when the compressor attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed, damage to internal parts results.

1. Remove the compressor from the truck. With the compressor positioned horizontally, remove the drain plug, and capture the oil in a clear graduated container. Rock the compressor back and forth, and rotate the shaft to facilitate oil removal.

Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result, leading to premature compressor failures. 2. Inspect the oil for any foreign particles. If particles are found, further investigation and service are necessary to determine the source. After repair, the system will need to be flushed. Refer to System Flushing. If no particles are found, proceed to the next step. 3. Add 207 ml (7oz.) of PAG oil to the compressor sump. Add the oil through the drain port, and install the drain plug. It is important to only add the specified amount to ensure optimal system performance. Too much oil will result in a reduction in cooling. Too little oil will result in compressor failure. 4. Determine the correct amount of additional oil to add to the system by using the Replacing Oil table. Add this extra oil to the inlet side of the receiver drier or accumulator. NOTE: If truck is being assembled for the first time, add 207 ml (7oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator. EXAMPLE - If only the accumulator and receiver drier were replaced, then add 120 ml (4 oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator. If the evaporator was also replaced at this time, then add 150 ml (5 oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator. NOTE: The proper quantity of oil may be injected into the system during charging as an alternate method of adding oil.

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REFRIGERANT Recycled Refrigerant

When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) of new PAG oil to the compressor to ensure proper system oil level. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance. Additionally, a new receiver-drier and accumulator must be installed and oil added to either one of these components.

Recycled refrigerant has been extracted from a mobile air conditioning system using a recovery unit. The refrigerant is cleaned by the recovery unit as it passes through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has passed through the filtering process has only been cleaned of contaminants that are associated with mobile systems. Therefore, recycled refrigerant from mobile systems is only acceptable for reuse in mobile systems. Reclaimed Refrigerant

REPLACING OIL

Reclaimed refrigerant has been filtered through a more thorough filtering process and has been processed to the same standards of purity as virgin refrigerant. Because of this, reclaimed refrigerant is acceptable for use in all systems, not just mobile. The reclaiming equipment used for this process is expensive, and therefore, not common among normal maintenance shops. Equipment such as this is more commonly found in air conditioning specialty shops.

Component

Oil to add

Condenser

60-90 ml (2-3 ounces)

Evaporator

30 ml (1 ounce)

Receiver-Drier

60 ml (2 ounces)

Accumulator

60 ml (2 ounces)

Compressor

207 ml (7 ounces)

Block Valve (Expansion)

Adding oil is not necessary

Hoses

Drain and measure amount removed

5. Connect all hoses and components in the system. Lubricate O-rings with clean mineral oil before assembly.

Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to this recommendation may result in premature wear or damage to air conditioning system components and poor cooling performance.

NOTE: Do not use PAG oil to lubricate O-rings or fittings. PAG oil could corrode fittings when used externally. 6. Evacuate the system. Refer to Evacuating The System later in this section.

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Refrigerant Quantity

SYSTEM LEAK TESTING

If not enough refrigerant is charged into the system, cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures and, in some cases, may damage system components. Exceeding the specified refrigerant charge will not provide better cooling.

Refrigerant leaks are probably the most common cause of air conditioning problems, resulting from improper or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually or by feeling with your fingers around the shaft for traces of oil. The R-134a itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.

If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight of 3.4 kg (7.4 lb). This is not only the recommended procedure, but it is also the best way to ensure that the system is operating with the proper charge and providing optimum cooling. Using the sight glass to determine the charge is not an accurate method.

An unclear sight glass on R-134a systems can indicate that the system may be low on refrigerant. However, the sight glass should not be used as a gauge for charging the system. Charging the system must be done with a scale to ensure the proper amount of refrigerant has been added. R-134a Refrigerant Containers Two basic, readily available containers are used to store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canisters (Figure 4-12). Always read the container label to verify the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.

A second common place for leaks is the nylon and rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak. Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 1.6 kg (3.5 lbs) of refrigerant into the system.

Use extreme caution when leak testing a system while the engine is running. In its natural state, refrigerant is a harmless, colorless gas. But when combined with an open flame, it will generate toxic fumes (phosgene gas) which can cause serious injuries or death. NOTE: The refrigerant is heavier than air and will move downward when it leaks. Apply pickup hose or test probe on the under-surface of all components to locate leaks.

FIGURE 4-12. R-134a CONTAINERS 1. 14 kg (30 lb) Cylinder

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Electronic Leak Detector Refer to Figure 4-7. As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes.

6. When the pressure reaches 34-69 kPa (5-10 psi), open the “oil drain” valve, collect the oil in an appropriate container, and dispose of container as indicated by local, state or federal regulation. The oil is not reusable due to contaminants absorbed during use.

Tracer Dyes Tracer dyes are available that can be added to the system as refrigerant is added. The system is then operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light (“black light”), revealing a bright fluorescent glow. Soap and Water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s). NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible.

Before system assembly, check the compressor oil level and fill to specifications.

RECOVERING AND RECYCLING THE REFRIGERANT Draining Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked “oil drain” on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to 34 - 69 kPa (5 - 10 psi), switch the controller ON and OFF again.

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Performing the Recovery Cycle 1. Ensure that the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having been drained, it should be at 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 A/C system. 5. Attach the appropriate hoses to the system being recovered. 6. Start the recovery process by operating the equipment as per the manufacturer's instructions. 7. Continue extraction until a vacuum exists in the A/C system. 8. If an abnormal amount of time elapses after the system reaches 0 psi and does not drop steadily into the vacuum range, close the manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak. 9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above “0” gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a “RECOVERED” (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Record the amount of refrigerant recovered.


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Performing the Recycling Procedure

System Flushing

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 the equipment manufacturer's instructions for this procedure.

If any contaminants are found in system hoses, components or oil, the entire system must be flushed. Major components such as the compressor are extremely susceptible to foreign particles and must be replaced. If contaminated, the evaporator and condenser must also be replaced. The evaporator and condenser are multi-pass units, and they can not be properly cleaned by flushing.

Evacuating and Charging the A/C System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the A/C system is reassembled. Evacuation removes air and moisture from the system. Then, the A/C system is ready for the charging process, which adds new refrigerant to the system.

SYSTEM REPAIR The following service and repair procedures are not any different than typical vehicle service work. However, A/C 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.

Only SAE and/or Mobile Air Conditioning Society (MACS) approved flushing methods with the appropriate refrigerants are to be performed when removing debris from the system. Other methods may be harmful to the environment, as well as air conditioning components. 1. Remove the compressor, receiver-drier, expansion valve, and accumulator. 2. Inspect all other components such as the condenser, evaporator, hoses and fittings. If any of these items are damaged or highly contaminated, replace the components. 3. Flush the remaining hoses with a flushing unit. Use only R134a as a flushing agent.

All of the service procedures described are only performed after the system has been discharged. Never use any lubricant or joint compound to lubricate or seal any A/C connections. NOTE: To help prevent air, moisture or debris from entering an open system, cap or plug open lines, fittings, components and lubricant containers. Keep all connections, caps, and plugs clean.

4. After flushing, blow out the system with dry shop air for 5 to 10 minutes. 5. If the expansion valve has been removed of all foreign contamination, it may be reinstalled back into the system. If contamination is still present, replace the valve. 6. Install a new compressor, receiver-drier, and accumulator. 7. Add oil to the system as outlined in Checking System Oil.

Never leave A/C components, hoses, oil, etc. exposed to the atmosphere. Always keep sealed or plugged until the components are to be installed and the system is ready for evacuation and charging. PAG oil and receiver-drier desiccants attract moisture. Leaving system components open to the atmosphere will allow moisture to invade the system, resulting in component and system failures.

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A/C DRIVE BELT CHECKOUT PROCEDURE This procedure must be performed each time any component in the accessory drive is serviced, such as replacing a belt or removing the compressor. In addition, a 250 hour inspection of the AC drive belt is mandatory. The belts must be inspected for indications of wear and damage that may hinder performance. Replace as necessary and perform the following procedure. Pulley Alignment 1. Install alignment tool (EL8868) onto the pulleys to check the alignment. Refer to Figure 4-15. If misalignment of the pulleys exceeds 3 mm (0.13 in.), the position of the compressor must be adjusted. Belt Tension Check NOTE: This procedure has been written for use with belt tension tool (XA3379), shown in Figure 4-13. Other tension tools may differ in functionality.

FIGURE 4-14. DEFLECTION MEASUREMENT 4. Find the approximate center of the belt between the two pulleys. Place the tip of the tool onto the outer face of the belt and apply pressure, as shown in Figure 4-14. The tool must be perpendicular to the belt. Push on the tool until the bottom edge of the deflection scale O-ring is even with the outer face of the adjacent drive belt. If only one belt is used, rest a straight edge across both pulleys to serve as the indicating plane. 5. The O-ring on the force scale indicates the force used to deflect the belt. The belt must deflect 5.3 mm (0.21 in.) under a force of 1.6 ± 0.1 kg f (3.44 ± 0.11 lbf). If not, adjust the belt accordingly and recheck the tension.

FIGURE 4-13. BELT TENSION TOOL - XA3379 2. Refer to Figure 4-16 for the proper distance from the centerline of the drive pulley to the centerline of the compressor pulley. Set the tension tool accordingly on the "deflection" scale by moving the deflection O-ring to the corresponding distance on the scale. 3. Slide the O-ring for the "force" scale to zero.

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FIGURE 4-15. BELT ALIGNMENT TOOL 1. AC Compressor Pulley

2. Drive Pulley

3. Alignment Tool

a

346 mm (13.63 in.)

FIGURE 4-16. BELT TENSION DIMENSIONS

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N04032

COMPONENT REPLACEMENT Hoses and Fittings

Receiver-Drier

When replacing hoses, be sure to use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured.

The receiver-drier can not be serviced or repaired. It must be replaced whenever the system is opened for any service. The receiver-drier has a pressure switch to control the clutch, and should be removed and installed onto the new unit.

Lines Always use two wrenches when disconnecting or connecting A/C fittings attached to metal lines. Copper and aluminum tubing can kink or break very easily. When grommets or clamps are used to prevent line vibration, be certain these are in place and secure.

It is important to always torque fittings to the proper torque. Failure to do this may result in improper contact between mating parts and leakage may occur. Refer to the following torque chart for tightening specifications. Fitting Size

Foot Pounds

Newton Meters

6

10 - 15 ft.lbs.

14 - 20 Nm

8

24 - 29 ft.lbs.

33 - 39 Nm

10

26 - 31 ft.lbs.

36 - 42 Nm

12

30 - 35 ft.lbs.

41 - 47 Nm

Installation torque for the single M10 or 3/8 in. capscrews securing the inlet and outlet fittings onto the compressor ports is 15 - 34 N·m (11 - 25 ft lbs).

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 A/C system operation). Causes are a loss of charge in the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes are a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on the evaporator fins and blocked air flow. There will also be below normal pressure on the low side of the system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coldest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil.

Expansion Valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.

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Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. Use a mechanic's stethoscope to listen for noises inside the compressor.

When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) of new PAG oil to the compressor to ensure proper system oil level. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance.

Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result, leading to premature compressor failures.

Accumulator The accumulator can not be serviced or repaired. It must be replaced whenever the system is opened for any service.

Clutch pulley bearing failure is indicated by bearing noise when the A/C system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley. Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley.

NOTE: Some compressors may be discarded because it is suspected that internal components within the compressor have seized. Ensure that the compressor clutch is working properly before discarding a compressor for internal seizure. The normal compressor life span should be about twice as long as the normal life span of the compressor clutch. It is important to note that often times a weak clutch coil may be mistaken for a seized compressor. When a coil’s resistance has increased over time and the magnetic field weakens, the coil may not be able to pull the load of the compressor. Failure of the coil to allow the compressor shaft to be turned, may appear as though the compressor is locked up.

Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly.

Before a compressor is dismissed as being seized, a check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked for proper electrical resistance. The coil should fall within the following range:

The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices.

The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.

N4-28

12.0 ± 0.37 Ohms @ 20° C (68° F) 16.1 ± 0.62 Ohms @ 116° C (240° F)


N04032

1. Remove the belt guard from the front of the air conditioning compressor.

Servicing the Compressor Clutch * RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399

Thin Wall Socket

**J-9403

Spanner Wrench

**J-25030

Clutch Hub Holding Tool

J-9401

Clutch Plate and Hub Assembly Remover

J-8433

Pulley Puller

J-9395

Puller Pilot

***J-24092

Puller Legs

J-8092

Universal Handle

J-9481

Pulley and Bearing Installer

J-9480-01

Drive Plate Installer

J-9480-02

Spacer, Drive Plate Installer

FIGURE 4-17. 1. Belt Pulley 2. Clutch Hub/Drive Plate

3. Shaft 4. Locknut

2. Remove the drive belt from compressor belt pulley (1, Figure 4-13).

*Tools are available though your local Kent-Moore dealer. ** These tools are interchangeable. ***For use on multiple groove pulleys.

Use the proper tools to remove and replace clutch components. Using the recommended tooling helps prevent damage to compressor components during maintenance. Do not drive or pound on the clutch plate, hub assembly, or shaft. Internal damage to the compressor may result.

FIGURE 4-18. 1. Thin Wall Socket 2. Clutch Hub Holding Tool 3. Clutch Hub

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3. Remove locknut (4) using thin wall socket (1, Figure 4-14) or the equivalent. Use clutch hub holding tool (2), spanner wrench (J-9403), or the equivalent to hold clutch hub (3) while removing the locknut. It is recommended that the locknut be replaced after it has been removed.

5. Remove square key (1, Figure 4-16) from the keyways.

FIGURE 4-21. 1. Clutch Hub FIGURE 4-19. 1. Clutch Assembly

2. Clutch Plate & Hub Assembly Remover

2. Pulley

6. Inspect the friction surface on the clutch hub and the friction surface on the pulley. Scoring on the friction surfaces is normal. DO NOT replace these components for this condition only.

4. Thread clutch plate and hub assembly remover (2, Figure 4-15) into the hub of clutch assembly (1). Hold the body of the remover with a wrench and tighten the center screw to pull the clutch plate and hub assembly from the compressor. Inspect the steel friction surface on the clutch and ensure that it is not damaged by excessive heat. Inspect the other components near the clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to replace the compressor. Excessive heat may cause leakage in the seals and damage to internal components as well as external components.

FIGURE 4-20. 1. Square Key

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2. Keyway in Shaft


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10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley.

Pulley Removal

11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check the bearing for brinneling, excessive looseness, noise, and lubricant leakage. Replace the assembly if any of these warning signs are evident. Clutch Coil Check 12. Use a multi-meter to ohm check the clutch coil. The resistance should be as follows: 12 ± 0.37 ohms @ 20° C (68° F) 16.1 ± 0.62 ohms @ 115° C (239° F) FIGURE 4-22. 1. Pulley Assembly 2. Pulley Retainer Ring

3. Retaining Ring Pliers

7. Use retaining ring pliers (3, Figure 4-18) to remove pulley retainer ring (2) from pulley (1).

If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove the retaining ring and replace the coil.

Pulley Installation

8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.

FIGURE 4-24. 1. Bearing Installer 2. Universal Handle

1. Pulley Puller 2. Pulley Assembly

1. Place the pulley assembly into position on the compressor. Use bearing installer (1, Figure 420), universal handle (2), and a hammer to lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the equivalent ensures that the force driving the bearing into position acts on the inner race of the bearing. Applying force to the outer race of the bearing will result in bearing damage.

FIGURE 4-23. 3. Puller Pilot

9. Install pulley puller (1, Figure 4-19) and puller pilot (3) onto the compressor, as shown. If a multiple groove pulley is used, install puller legs (J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back side of the pulley. DO NOT use the belt grooves to pull the pulley from the compressor.

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2. Ensure the pulley rotates freely. If the pulley does not rotate freely, remove the pulley and check for damaged components. Replace any damaged components and reinstall the pulley. 3. Install the pulley retainer ring and ensure that the ring is properly seated. 4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer.


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Clutch Assembly Installation 1. Insert square key (1, Figure 4-16) into the keyway in the clutch hub. Allow the key to protrude about 4.5 mm (0.18 in.) from the outer edge of the hub. Use petroleum jelly to hold the key in place.

4. Press the clutch onto the compressor using installer (1). Continue to press the clutch plate until a 2 mm (0.079 in.) gap remains between the clutch friction surface and the pulley friction surface. Refer to Figure 4-22. NOTE: The outer threads of installer (J-9480-01) are left handed threads.

FIGURE 4-25. 1. Drive Plate Installer

FIGURE 4-26. CLUTCH GAP

2. Spacer

2. Place the clutch assembly into position on the compressor. Align the square key with the keyway on the shaft. 3. Thread drive plate installer (1, Figure 4-21) onto the shaft of the compressor. Spacer (2) should be in place under the hex nut on the tool.

5. Install locknut (4, Figure 4-13) and tighten the nut until it seats. The gap should now measure 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap is not within the specification, check for proper installation of the square key. 6. Install the drive belt onto the compressor. Ensure that the proper tension on the belt is attained. Refer to the belt tension chart in the appropriate engine manual for the proper specifications. 7. After assembly is complete, burnish the mating parts of the clutch by operating the air conditioning system at maximum load conditions with the engine at high idle. Turn the air conditioning control ON and OFF at least 15 times for one second intervals. 8. Install the belt guard if no further servicing is required.

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EVACUATING THE SYSTEM Evacuating the complete air conditioning system is required for all new system installations, when repairs are made on systems requiring a component replacement (system opened), or when a major loss of refrigerant has occurred. All these conditions will require that a vacuum be pulled using a vacuum pump that completely removes any moisture from the system. Once properly evacuated, the system can be recharged again. Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the pump. The pump does this by reducing the point at which water boils (100°C, 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 24°C (75°F) at sea level, by creating a vacuum in the system so that the pressure is below that of the outside air (in this case, at least 749.3 mm (29.5 in.) of vacuum is needed), the boiling point of water will be lowered to 22°C (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 attempt to use the air conditioning compressor as a vacuum pump or the compressor will be damaged.

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FIGURE 4-27. VACUUM PUMP HOOKUP NOTE: Refer to Table 2 for optimal vacuum specifications at various altitudes. 1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 4-23. Then open both hand valves to maximum. 2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn on the pump and watch the low side gauge. The pump should pull the system into a vacuum. If not, the system has a leak. Find the source of the leak, repair, and attempt to evacuate the system again.


N4-33

3. Allow the vacuum pump to run for at least 45 minutes. 4. Shut off the vacuum pump and observe the gauges. The system should hold the vacuum within 5 cm Hg (2 in. Hg) of the optimal vacuum for five minutes. If the vacuum does not hold, moisture may still be present in the system. Repeat the previous step. If the vacuum still does not hold, a leak may be present in the system. Find the source of the leak, repair, and evacuate the system again. NOTE: In some cases, 45 minutes of evacuation may not be sufficient to vaporize all of the moisture and draw it out of the system. If it has been verified that no system leaks exist and gauge readings increase after 45 minutes, extend the evacuation time to ensure total moisture removal.

TABLE 2. ALTITUDE VACUUM VARIATIONS Altitude Above Sea Level

Optimal Vacuum

0 m (0 ft)

76.0 cm Hg. (29.92 in. Hg.)

305 m (1000 ft)

73.5 cm Hg. (28.92 in. Hg.)

610 m (2000 ft)

70.7 cm Hg. (27.82 in. Hg.)

914 m (3000 ft)

68.1 cm Hg. (26.82 in. Hg.)

1219 m (4000 ft)

65.6 cm Hg. (25.82 in. Hg.)

1524 m (5000 ft)

63.3 cm Hg. (24.92) in. Hg.

1829 m (6000 ft)

60.8 cm Hg. (23.92 in. Hg.)

2134 m (7000 ft)

58.5 cm Hg. (23.02 in. Hg.)

2438 m (8000 ft)

56.4 cm Hg. (22.22 in. Hg.)

2743 m (9000 ft)

54.2 cm Hg. (21.32 In. Hg.)

NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.

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CHARGING THE A/C SYSTEM The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant from the system. The charging refrigerant should then be weighed on a scale to ensure the proper amount is charged into the system. Most recovery units include a scale within the apparatus, thus making it very easy to charge the correct amount every time. If equipment such as this is not available, a common scale can be used to determine the weight of charge. Simply weigh the charging tank, subtract the weight of the proper charge, and charge the system until the difference is shown on the scale. On certain types of equipment, it is also possible to add any necessary lubricant when charging the system. If a scale is not used when charging R-134a into a system, it is difficult to tell if the correct charge has been achieved. The sight glass can provide some indication, but it is not a reliable tool for determining proper charge. NOTE: Charging is to be performed with the engine and compressor operating. Charge the A/C system through the low side service port. Trucks equipped with accumulators may charge the refrigerant as a liquid or as a vapor. 1. Charge the A/C system with 3.4 kg (7.4 lbs) of R-134a refrigerant. 2. Check the system for leaks. Refer to System Leak Testing. 3. If no leaks are found, verify the system’s cooling capacity meets requirements. Refer to System Performance Testing.


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TROUBLESHOOTING Preliminary Checks If the system indicates insufficient cooling, or no cooling, the following points should be checked before proceeding with the system diagnosis procedures. NOTE: If equipped, ensure that the rest switch in the cab is ON. Place the GF cutout switch in the CUTOUT position. Some simple, but effective checks can be performed to help determine the cause of poor system performance. Check the following to ensure proper system operation. • Compressor belt - Must be tight, and aligned.

• 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. • Cab filters - Ensure the outside air filter and inside recirculation filter are clean and free of restriction. • Condenser - Check the condenser for debris and clogging. Air must be able to flow freely through the condenser. • Evaporator - Check the evaporator for debris and clogging. Air must be able to flow freely through the condenser.

• Compressor clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. • Oil leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates a refrigerant leak. • Electrical check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. • Cooling system - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and radiator for condition or proper operation. • Radiator shutters - Inspect for correct operation and controls, if equipped. • Fan and shroud - Check for proper operation of fan clutch. Check installation of fan and shroud. • Heater/water valve - Check for malfunction or leaking. With the heat switch set to COLD, the heater hoses should be cool.

N04032

Diagnosis Of Gauge Readings And System Performance 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. The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to information listed under “Suggested Corrective Action” for service procedures.


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TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

PROBLEM: Insufficient Cooling Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is only slightly cool. Possible Causes

Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be slightly lower than normal.

Check for leaks by performing leak test. If No Leaks Are Found: Recover the refrigerant and use a scale to charge the proper amount into the system. Check system performance. If Leaks Are Found: After locating the source of the leak, recover the refrigerant, and repair the leak. Evacuate the system and recharge using a scale. Add oil as necessary. Check A/C operation and performance test the system.

PROBLEM: Little or No Cooling Indications: Low side pressure - VERY LOW High side pressure - VERY LOW Discharge air is warm. No bubbles observed in sight glass, may show oil streaks. Possible Causes


- Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.

N4-36

Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check A/C operation and do system performance test.


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PROBLEM: Extremely Low Refrigerant Charge in the System Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is warm. The low pressure switch may have shut off the compressor clutch.

Possible Causes - Extremely low or no refrigerant in the system. Possible leak in the system.

Suggested Corrective Actions Check for leaks by performing leak test. No Leaks Found: Recover refrigerant from the system. Recharge using a scale to ensure correct charge. Check A/C operation and performance. Leaks Found: Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check AC operation and do system performance test.

PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - Normal High side pressure - Normal Discharge air is only slightly cool. (In a cycling type system with a thermostatic switch, the switch may not cycle the clutch on and off, so the low pressure gauge will not fluctuate.) Possible Causes Leaks in the system.

N04032

Suggested Corrective Actions Test for leaks, especially around the compressor shaft seal area. When the leak is found, recover refrigerant from the system and repair the leak. Replace the receiver-drier or accumulator because the desiccant may be saturated with moisture. Check the compressor and replace any refrigerant oil lost due to leakage. Evacuate and recharge the system with refrigerant using a scale. Check A/C operation and performance.


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PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - HIGH High side pressure - HIGH Discharge air is only slightly cool. Possible Causes


- Leaks in system.

Test for leaks, especially around the compressor shaft seal area. After leaks are found, recover refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor and replace any oil lost due to leakage. Evacuate and recharge the system using a scale to ensure proper quantity. Check A/C operation and performance.

PROBLEM: Expansion Valve Stuck or Plugged Indications: Low side pressure - VERY LOW or in a Vacuum High side pressure - HIGH Discharge air only slightly cool. Expansion valve body is frosted or sweaty. Possible Causes


An expansion valve malfunction could mean the valve is stuck in the closed position, the filter screen is clogged (block expansion valves do not have filter screens), moisture in the system has frozen at the expansion valve orifice, or the sensing bulb is not operating. If the sensing bulb is accessible, perform the following test. If not, proceed to the Repair Procedure.

Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activate the system and watch to see if the low pressure gauge rises. Next, carefully spray a little nitrogen, or any substance below 32° F, on the capillary coil (bulb) or valve diaphragm. The low side gauge needle should drop and read at a lower (suction) pressure on the gauge. This indicates the valve was partially open and that your action closed it. Repeat the test, but first warm the valve diaphragm or capillary with your hand. If the low side gauge drops again, the valve is not stuck. Repair Procedure: Inspect the expansion valve screen (except block type valves). To do this, remove all refrigerant from the system. Disconnect the inlet hose fitting from the expansion valve. Remove, clean, and replace the screen. Reconnect the hose and replace the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Replace the valve.

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PROBLEM: Expansion Valve Stuck Open Indications: Low side pressure - HIGH High side pressure - Normal Air from vents in the cab seems warm or only slightly cool. Possible Causes The expansion valve is stuck open and/or the capillary tube (bulb) is not making proper contact with the evaporator outlet tube. Liquid refrigerant may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb heat normally. In vehicles where the expansion valve sensing bulb is accessible, check the capillary tube for proper mounting and contact with the evaporator outlet tube. Then perform the following test if the valve is accessible. If it is not, proceed to the Repair Procedure.

Suggested Corrective Actions Test: Operate the A/C system on it's coldest setting for a few minutes. Carefully spray nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low pressure (suction) side gauge needle should now drop on the gauge. This indicates the valve has closed and is not stuck open. Repeat the test, but first warm the valve diaphragm by warming with hands. If the low side gauge shows a drop again, the valve is not stuck. Clean the surfaces of the evaporator outlet and the capillary coil or bulb. Make sure the coil or bulb is securely fastened to the evaporator outlet and covered with insulation material. Operate the system and check performance. Repair Procedure: If the test did not result in proper operation of the expansion valve, the valve is defective and must be replaced. Recover all refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check A/C operation and performance.

PROBLEM: High Pressure Side Restriction Indications: Low side pressure - LOW High side pressure - Normal to HIGH Discharge air is only slightly cool. Look for sweat or frost on high side hoses and tubing. The line will be cool to the touch near the restriction.


Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.

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Repair Procedure: After you locate the defective component containing the restriction, recover all of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge the system with refrigerant, then check A/C operation and performance.


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PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes

Suggested Corrective Actions Repair Procedure: If the belt is worn or loose, replace or tighten it and recheck system performance and gauge readings. If inspection of the compressor is required, all of the refrigerant must be recovered and the compressor disassembled to the point that inspection can be performed. Replace defective components or replace the compressor. If particles of desiccant are found in the compressor, flushing of the system will be required. It will also be necessary to replace the receiver-drier. Always check the oil level in the compressor, even if a new unit has been installed. Rotary compressors have a limited oil reservoir. Extra oil must be added for all truck installations. Tighten all connections and evacuate the system. Recharge the system with refrigerant using a scale. Check system operation and performance.

- Defective reed valves or other internal components.

PROBLEM: Thermostatic Switch Malfunction Indications: Low side pressure - Normal High side pressure - Normal Low side pressure may cycle within a smaller range as the compressor clutch cycles more frequently than normal. This may indicate the thermostat is set too high.

Possible Causes


- Thermostat malfunctioning possibly due to incorrect installation.

Replace the thermostatic switch. When removing the old thermostat, replace it with one of the same type. Take care in removing and handling the thermostat and the capillary tube that is attached to it. Use care not to kink or break the tube. Position the new thermostat capillary tube at or close to the same location and seating depth between the evaporator coil fins as the old one. Connect the electrical leads

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PROBLEM: Condenser Malfunction or System Overcharge Indications: Low Side High High Side High Discharge air may be warm. High pressure hoses and lines are very hot.

Possible Causes


- Lack of air flow through the condenser fins

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Repair Procedure: Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Inspect condenser for dirt, bugs, or other debris, and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 38 mm) between it and the radiator. Check the radiator pressure cap and cooling system, including the fan, fan clutch, drive belts and radiator shutter assembly. Replace any defective parts and then recheck A/C system operation, gauge readings, and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a scale to recharge the system using the correct amount. Recheck A/C system operation, gauge readings and performance. If the gauge readings do not change, all of the refrigerant should be recovered and the system flushed. The condenser may be partially blocked -replace condenser. The receiver-drier must also be replaced. Evacuate the system, recharge, and check operation and performance.


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PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM Truck Serial Number_________________________

Last Maintenance Check:_____________________

Site Unit Number____________________________

Name of Service Technician________________

Date:____________Hour Meter:________________

Maintenance Interval COMPONENT

NOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.

(months) 3

6

12

Maintenance Interval Done

COMPONENT

1. Compressor Check noise level Check clutch pulley Check oil level Run system 5 minutes Check belt tension (80-100) lbs; V-belt

3 5. Expansion Valve

Check mounting bracket (tighten bolts)

Check solder joints on inlet/ outlet tubes (leakage)

Check clutch alignment w/ crankshaft pulley (within 0.06 in.)

Inspect condensation drain

2. Condenser Clean dirt, bugs, leaves, etc. from coils (w/compressed air) Verify engine fan clutch is engaging (if installed) Check inlet/outlet for obstructions or damage 3. Receiver-Drier

12

Done

X

6. Evaporator Clean dirt, bugs, leaves, etc. from fins (w/ compressed air)

Verify clutch is engaging

6

Inspect capillary tube (if used) for leakage, damage, looseness

Inspect shaft seal for leakage

Perform manifold gauge check

(months)

7. Other Components Check discharge lines (hot to touch) Check suction lines (cold to touch) Inspect fittings/clamps/hoses Check thermostatic switch for proper operation Outlets in cab: 40°F to 50° F Inspect all wiring connections Operate all manual controls through full functions

Check inlet line from condenser (should be hot to touch) Replace, if system is opened 4. Accumulator Check the inlet line from the evaporator. It should be cool to cold. Replace the accumulator each time the system is opened.

N4-42


N04032

SECTION N5 OPERATOR CAB CONTROLS INDEX STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Retarder Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Brake/Retarder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Accelerator/Throttle Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 GRADE/SPEED CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Speakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Radio/CD Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Warning Indicator Light Dimmer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Status/Warning Light Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 Air Cleaner Restriction Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9 CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Override/Fault Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 L.H. & R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Hoist Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 Retard Speed Control (RSC) Adjustment Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 VHMS Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Service Engine Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 12V Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13

N05073 5/08

Operator Cab Controls

N5-1

DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 VHMS Diagnostic Port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Truck Control Interface (TCI) Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Key Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Air Conditioner Compressor Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Rotating Beacon Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Heated Mirrors Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 AC Drive System Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Wheel Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Hazard Warning Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Engine Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Digital Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Left Turn Signal Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Lamp Check Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Headlight/Panel Illumination Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Backup Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Panel Illumination Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Engine Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19 OVERHEAD STATUS/WARNING INDICATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-27

N5-2


5/08 N05073

OPERATOR CAB CONTROLS

FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW 1. 2. 3. 4. 5.

Steering Wheel Retarder Control Lever Brake/Retarder Pedal Throttle/Accelerator Pedal Heater/Air Conditioner Vents

6. 7. 8. 9. 10.

Heater/Air Conditioner Controls Instrument Panel Grade/Speed Chart Radio Speakers Warning Alarm Buzzer

11. 12. 13. 14. 15.

Radio/CD Player* Warning Lights Dimmer Control Warning/Status Indicator Lights Air Cleaner Vacuum Gauges Windshield Wipers

NOTE: *Earlier trucks may be equipped with a radio/cassette player.

N05073 5/08


N5-3

STEERING COLUMN Removal 1. Turn the key switch OFF. Allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure that no pressure remains. 2. Activate the battery disconnect switch. 3. Remove access cover (15, Figure 5-2) from the front of the cab. NOTE: Do not remove hydraulic lines from the steering control unit unless necessary. 4. Loosen capscrews (10) on steering control unit (7) and move it out of the way. 5. Disconnect the steering column wire harness. 6. Remove the screws that secure trim cover (14) where the steering column enters the instrument panel. Remove the cover. 7. Remove capscrews (12) and brackets (8) and (9). 8. Remove four capscrews (4) with flat washers (5) and lockwashers (6). Access these capscrews from the front of the cab through the access opening. 9. Lift the steering column from the instrument panel. Inspection Whenever the steering column or steering control unit is removed for service, the steering column shaft splines should be inspected for excessive wear.

FIGURE 5-2. STEERING COLUMN INSTALLATION 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher 7. Steering Control Unit 8. Bracket - L.H.

9. Bracket - R.H. 10. Capscrew 11. Lockwasher 12. Capscrew 13. Nut 14. Trim Cover 15. Access Cover

1. With the column assembly removed from the truck, thoroughly clean the splines on the steering column shaft. Inspect for damage and excessive wear. 2. Use an outside micrometer or dial caliper to measure the outside diameter of the male splines on the steering column shaft. Minimum diameter: 24.13 mm (0.95 in.) 3. If the splines are smaller than the minimum diameter specification, replace the steering column.

N5-4


5/08 N05073

STEERING WHEEL

Installation 1. Insert capscrew (10, Figure 5-2) with lockwashers (11) and flat washers (5) through brackets (8) and (9), then through the steering column flange. Add second flat washer (5) and nut (13) to each capscrew to hold the parts together. Tighten the nuts securely. 2. Slide the entire assembly down the tapered blocks until brackets (8) and (9) contact the mounting surface in the cab. Install capscrews (4) and (12) with flat washers (5) and lockwashers (6). Tighten capscrews (4) only. 3. Inspect brackets (8) and (9) to see whether they contact the mounting surface evenly and are flat and inline with the surface. If they are, tighten capscrews (12). If brackets are not quite parallel, install flat washers as needed between the brackets and mounting surface to eliminate any gaps. Tighten capscrews (12) to the standard torque. 4. After capscrews (4) and (12) are tightened to the standard torque, remove nuts (13) and flat washers (5) that were holding the steering column to the two brackets. Do not remove capscrews (10) from the brackets. 5. Lubricate the male splines on the end of the steering column shaft. Note: There is no lower end bearing in this steering column assembly. Therefor, the male end of the shaft will have to be guided into the mating female part of the steering control unit. 6. Without removing capscrews (10) from the holes, move steering control unit (7) into place and start each of the capscrews.

Removal 1. Turn off the battery disconnect switch to remove battery power from the horn circuit. 2. Use a pocket screwdriver to pry horn button (4, Figure 5-3) from steering wheel (1). 3. Disconnect horn wire (3) and set the horn button aside. 4. Remove nut (2). 5. Use a marker to make alignment marks on the steering wheel and the shaft. 6. Pull the steering wheel from the column. If the steering wheel will not slide off the shaft it may be necessary to install a puller into the tapped holes (5/16" - 24NF) in the steering wheel. Installation 1. Place steering wheel (1, Figure 5-3) into position on the steering column shaft while guiding horn wire (3) through the access hole in the steering wheel. Align the marks on the steering wheel and the shaft that were made during disassembly. Align the serrations and push the steering wheel onto the shaft. 2. Install nut (2). Tighten the nut to 81 ± 7 N·m (60 ± 5 ft lb). 3. Connect horn wire (3) to horn button (4). 4. Install the horn button onto the steering wheel. Turn on the battery disconnect switch and verify that the horn functions properly.

7. Tighten four capscrews (10) to the standard torque. 8. Ensure that the steering wheel turns properly without binding and that the steering wheel returns to its centered position after rotating 1/4 turn to the left and to the right. 9. If disconnected, reconnect the hoses to the steering control unit. 10. Connect the steering column wire harness to the harness in the cab. 11. Install access cover (15) and trim cover (14). FIGURE 5-3. STEERING WHEEL RETAINER NUT 1. Steering Wheel 2. Nut

N05073 5/08


3. Horn Wire 4. Horn Button

N5-5

STEERING WHEEL AND CONTROLS

Multi-Function Turn Signal Switch

Steering wheel (1, Figure 5-1) can be telescoped in and out, and the lilt angle can be adjusted to provide a comfortable steering wheel position for most operators. Horn Button Actuate the horn by pushing horn button (2, Figure 54) in the center of the steering wheel. Ensure that the horn operates before moving the truck. Observe all local safety rules regarding the use of the horn as a warning signal device before starting the engine and moving the vehicle.

Multi-function turn signal switch (4, Figure 5-4) is used to activate the turn signal lights, the windshield wipers, and to select high or low beam headlights. Turn Signal Operation Move the lever upward to signal a right turn.

Tilt / Telescope Lever The steering column can be telescoped and the steering wheel can be tilted with lever (3, Figure 5-4) in front of the turn signal lever. Adjust the tilt of the steering wheel by pulling the lever toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. Adjust the steering column by pushing the lever forward to unlock the telescoping function. After positioning as desired, release the lever to lock the steering column in position.

Move the lever downward to signal a left turn. An indicator in the top center of the instrument panel will illuminate to indicate the selected turn direction. Refer to Instrument Panel later in this section. NOTE: The turn signal does not automatically cancel after the turn has been completed. The turn signal lever must be manually returned to the neutral position. High Beam Headlight Operation Pulling the lever inward (toward the rear of the cab) changes the headlights to high beam. When the high beams are selected, the indicator in the top center of the instrument panel will illuminate. Moving the switch back to the original position will return the headlights to low beam. Windshield Wiper Operation Windshield Wipers OFF Intermittent - Long Delay Intermittent -Medium Delay Intermittent -Short Delay

N050262

Low Speed

FIGURE 5-4. STEERING WHEEL & CONTROLS 1. Steering Wheel 2. Horn Button 3. Tilt/Telescope Lever

High Speed

4. Multi-Function Turn Signal Switch 5. Retarder Lever

Depressing the button at the end of the lever will activate the windshield washer.

NOTE: The wipers will not come on automatically when activating the washer. This must be done manually.

N5-6


5/08 N05073

DYNAMIC RETARDING Dynamic retarding is a braking torque (not a brake) produced through electrical generation by the wheelmotors when the truck motion (momentum) is the propelling force. For normal truck operation, dynamic retarding should be used to slow and control truck speed. Dynamic retarding is available in FORWARD/ REVERSE at all truck speeds above 0 kph/mph. However, as the truck speed slows below 5 kph (3 mph), the available retarding force may not be effective. Use the service brakes to bring the truck to a complete stop. Dynamic retarding will not hold a stationary truck on an incline.Use the parking brake or wheel brake lock for this purpose. When in NEUTRAL, dynamic retarding is available only when truck speed is above 5 kph (3 mph). When dynamic retarding is in operation, engine rpm will automatically go to an advance retard speed setting. This rpm will vary depending on temperature of several electrical system components. Dynamic retarding will be applied automatically if the speed of the truck obtains the maximum speed setting programmed in the control system software. When dynamic retarding is activated, an indicator light in the overhead display will illuminate. The grade/speed retard chart should always be used to determine safe downhill speeds. Refer to Grade/ Speed Chart in this chapter. Retarder Lever Retarder lever (5, Figure 5-4) mounted on the right side of the steering column can be used to modulate retarding effort. The lever will command the full range of retarding and will remain at a fixed position when released.

NOTE: The retarder control lever must be rotated back to the OFF position before the truck will resume the propel mode of operation. The lever and foot-operated retarder/service brake pedal can be used simultaneously or independently. The Propulsion System Controller (PSC) will determine which device is requesting the most retarding effort and apply that amount. Brake/Retarder Pedal Brake/retarder pedal (3, Figure 5-1) is a single, footoperated pedal that controls both retarding and service brake functions. The first portion of pedal travel commands retarding effort through a rotary potentiometer. The second portion of pedal travel modulates service brake pressure directly through a hydraulic valve. Thus, the operator must first apply, and maintain, full dynamic retarding in order to apply the service brakes. Releasing the pedal returns brake and retarder to the OFF position. When the pedal is partially depressed, the dynamic retarding is actuated. As the pedal is further depressed, to where dynamic retarding is fully applied; the service brakes (while maintaining full retarding) are actuated through a hydraulic valve which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both dynamic retarding and the service brakes. Indicator light (B3, Figure 5-7) in the overhead panel will illuminate, and an increase in pedal resistance will be felt when the service brakes are applied. For normal truck operation, dynamic retarding (lever or foot-operated pedal) should be used to slow and control the speed of the truck. Service brakes should be applied only when dynamic retarding requires additional braking force to slow the truck speed quickly or when bringing the truck to a complete stop.

• When the lever is rotated to full “up” (counterclockwise) position, it is in the OFF/no retard position. An adjustable detent holds the lever in the OFF position. Refer to Section J in the service manual for adjustment procedures. • When the lever is rotated to full “down” (clockwise) position, it is in the full ON/retard position. • For long downhill hauls, the lever may be positioned to provide desired retarding effort, and it will remain where it is positioned.

N05073 5/08


N5-7

Throttle/Accelerator Pedal

GRADE/SPEED CHART

Throttle/accelerator pedal (4, Figure 5-1 and shown below) is a foot-operated pedal which allows the operator to control engine rpm depending on pedal depression.

Grade/speed chart (8, Figure 5-1 and shown below) provides the recommended MAXIMUM retarding limits at various truck speeds and grades with a fully loaded truck.

It is used by the operator to request torque from the motors when in forward or reverse. In this mode, the propulsion system controller commands the correct engine speed for the power required. In NEUTRAL, this pedal controls engine speed directly.

This decal in the truck may differ from the decal below due to optional truck equipment such as: wheel motor drive train ratios, retarder grids, tire sizes, etc. Always refer to this decal in the operator's cab and follow these recommendations for truck operation. The operator should reference this chart before descending any grade with a loaded truck. Proper use of dynamic retarding will maintain a safe speed.

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Two speed lists are provided, one for continuous retarding, and the second for short term (approximately three-minute) retarding. Both lists are matched to the truck at maximum Gross Vehicle Weight (GVW). The two ratings are guidelines for proper usage of the retard function on downhill grades.

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The “short term” numbers listed on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for a short duration before system components reach the maximum allowable temperature during retarding. These speeds are faster than the “continuous” values, reflecting the thermal capacity of various system components. System components can accept heating at a higher-than-continuous rate for a short period of time. Beyond this short duration of time, the system would become overheated. If the vehicle is operated at “short term” grade and speed limits for a period of time exceeding thermal capacity, the Propulsion System Controller (PSC) gradually reduces retarding effort from “short term” to “continuous”. The “retard @ continuous” indicator light will illuminate alerting the operator of the retarding reduction and the need for a reduction in speed. The operator must use the service brakes to quickly slow the truck to maximum “continuous” retarding limits or less.

OVERHEAD PANEL AND DISPLAYS The components described below are located on the overhead panel. Refer to Figure 5-1. Speakers Speakers for the radio/CD player are located at the far left and right of the overhead panel. Warning Alarm Buzzer A warning alarm buzzer will sound when activated by any one of several truck functions. Refer to Instrument Panel and Indicator Lights in this section for a detailed description of functions and indicators that will activate this alarm. Radio/CD Player This panel will normally contain a radio/CD player. Refer to Section 70 in the Operation and Maintenance Manual for a complete description of the radio/CD player and its functions. Individual customers may use this area for other purposes, such as a two-way communications radio. Warning Indicator Light Dimmer Control

Do not LIGHTLY apply the service brakes when attempting to slow the truck on a downhill grade. Overheating of the brakes will result. FULLY apply the brakes (within safe limits for road conditions) in order to quickly slow the truck to maximum “continuous” retarding limits or less. NOTE: The “three minute” curve is a MINIMUM. The actual time limit could be greater. Ambient temperature, barometric pressure and recent motor power levels can affect this number. The “short term” rating will successfully accommodate most downhill loaded hauls. It is necessary to divide haul road grade segment length by allowable speed to determine actual time on grade. If actual time on the grade exceeds the allowable limits, the grade will need to be negotiated at the “continuous” speed.

The dimmer control below the radio/CD player permits the operator to adjust the brightness of the warning indicator lights. Status/Warning Indicator Light Panel The status/ warning indicator panel contains an array of indicator lights to provide the operator with important status messages concerning selected truck functions. Refer to Instrument Panel and Indicator Lights in this section for a detailed description of these indicators. Air Cleaner Restriction Gauges

The “continuous” numbers on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for unlimited time or distance during retarding.

Air cleaner restriction gauges provide a continuous reading of the maximum air cleaner restriction reached during operation. The air cleaner(s) should be serviced when the gauge(s) shows the maximum recommended restriction of 25 inches of H2O vacuum.

DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck.

NOTE: After service, push the reset button on face of gauge to allow the gauge to return to zero.

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CENTER CONSOLE

Directional Control Lever Directional control lever (2, Figure 5-5) is mounted on a console to the right of the operator's seat. It is a four position lever that controls the park, reverse, neutral and forward motion of the truck. Before moving the directional control lever, apply the service brakes to completely stop the truck. Depress the button on the side to release the detent lock, then move the control lever to the desired position. When the control lever is in the center N position, it is in NEUTRAL. When the control lever is in the P position, it is in PARK, and the parking brake will be applied. The parking brake is spring applied and hydraulically released. It is designed to hold the truck stationary when the engine is off and the key switch is turned OFF. The truck must be completely stopped before moving the control lever to PARK, or damage may occur to the parking brake. When the key switch is ON, and the control lever is in PARK, parking brake indicator light (A3, Figure 5-8) in the overhead panel will be illuminated.

FIGURE 5-5. CENTER CONSOLE 1. Center Console 2. Directional Control Lever 3. Override/Fault Reset Switch 4. Engine Shutdown Switch 5. L.H. Window Control Switch 6. R.H. Window Control Switch 7. Hoist Control Lever 8. Retarder Speed Control Dial 9. Retarder Speed Control Switch 10. Data Store Button 11. VHMS Snapshot In Progress Light 12. Link Energized Light (red) 13. Service Engine Light (blue) 14. 12V Auxiliary Power Outlets

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The directional control lever must be in PARK to start the engine. NOTE: Do not move the directional control lever to the PARK position at the shovel or dump site. The operator can select FORWARD drive by moving the lever to the F position. The operator can select REVERSE drive by moving the lever to the R position. Do not allow the control lever to travel too far and go into the PARK position when REVERSE is desired. NOTE: The truck must be completely stopped before the control lever is moved to a drive position or into PARK. A fault will be recorded if the control lever is placed into the PARK position while the truck is still moving.


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Override/Fault Reset Switch

Hoist Control Lever

This push-button switch (3, Figure 5-5) is springloaded to the OFF position. When pushed in and held, this switch may be used for several functions.

Hoist control (7, Figure 5-5) is a four position handoperated lever located between the operator seat and the center console (see illustration below).

• The switch permits the operator to override the body-up limit switch and move the truck forward when the directional control lever is in FORWARD, the dump body is raised, and the brakes are released. Use of the override switch for this purpose is intended for emergency situations only! • The push-button deactivates the retard pedal function when the truck speed is below 5 kph (3 mph).

Raising The Dump Body

• The switch is also used to reset an electric system fault that is indicated by a red warning light. Refer to Overhead Status/Warning Indicators later in this section.

1. Pull the lever to the rear to actuate the hoist circuit. Releasing the lever anywhere during “hoist up” will place the body in HOLD at that position. 2. Raise engine rpm to increase hoist speed. 3. Reduce the engine speed as the last stage of the hoist cylinders begin to extend, then let the engine go to low idle as the last stage reaches half-extension.

Engine Shutdown Switch Engine shutdown switch (4, Figure 5-5) is used for engine shutdown. Pull the switch up to stop the engine. Push the switch back down to enable engine operation.

4. Release the hoist lever as the last stage reaches full extension. 5. After the material being dumped clears the body, lower the body to the frame.

SWITCH UP ENGINE OFF

SWITCH DOWN ENGINE ON

Use this switch to shutdown the engine if the key switch fails or to stop the engine without turning off the 24 VDC electrical circuits. A ground level engine shutdown switch is also located at the left front corner of the truck.

Refer to Section A3, General Safety & Operating Instructions - Dumping, for more complete details about this control. Lowering The Dump Body

Move the hoist lever forward to the DOWN position and release. Releasing the lever places hoist control valve in the FLOAT position, allowing the body to return to the frame.

L.H. Window Control Switch R.H. Window Control Switch Control switches (5 and 6, Figure 5-5) are springloaded to the OFF position. Pushing the front of the switch raises the left hand or right hand cab window. Pushing the rear of the switch lowers the window.

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Retarder Speed Control (RSC) Adjustment Dial RSC adjustment dial (8, Figure 5-5) allows the operator to vary the downhill truck speed that the retard speed control system will maintain when descending a grade. This function can be overridden by the throttle pedal, retard lever, or brake/retard pedal. When the dial is rotated counterclockwise toward this symbol, the truck will descend a grade at lower speeds. When the dial is rotated clockwise toward this symbol, the truck speed will increase.

NOTE: Always refer to the grade/speed chart in the operator's cab and follow the recommendations for truck operation. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck. Throttle pedal position will override the RSC setting. If the operator depresses the throttle pedal to increase truck speed, dynamic retarding will not come on unless the truck overspeed setting is reached or the brake/retarder pedal is used. When the throttle pedal is released and the RSC switch is ON, dynamic retarding will come on at, or above, the RSC dialed speed and will adjust the truck speed to, and maintain, the dialed speed.

With the RSC switch on and dial adjusted, the system will function as follows: As the truck speed increases to the “set” speed and the throttle pedal is released, dynamic retarding will apply. As the truck speed tries to increase, the amount of retarding effort will automatically adjust to keep the selected speed. When the truck speed decreases, the retarding effort is reduced to maintain the selected speed. If the truck speed continues to decrease to approximately 5 kph (3 mph) below the “set” speed, dynamic retarding will turn off automatically. If the truck speed must be reduced further, the operator can turn the dial to a new setting or depress the brake/retarder 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.

Retarder Speed Control (RSC) Switch Retarder speed control switch (9, Figure 5-5) turns the system on and off. Push the knob in for OFF and pull the knob out to turn the system ON.

To adjust the RSC control, pull up switch (9) and start with dial (8) rotated toward fastest speed while driving truck at the desired maximum speed. Release the throttle pedal to let the truck coast and turn the RSC adjusting dial slowly counterclockwise until dynamic retarding is activated. Dynamic retarding will now be activated automatically anytime the “set” speed is reached, the RSC switch is on, and the throttle pedal is released.

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DIAGNOSTIC PORTS

Data Store Button Button (10, Figure 5-5) is for use by qualified maintenance personnel to record in memory a “snapshot” of the AC drive system. It will also trigger the VHMS system to store a snapshot of the truck operating system. Light (11, Figure 5-5) will stay illuminated while the VHMS system is recording the snapshot.

VHMS Diagnostic Port Diagnostic port (1, Figure 5-6) is used to download truck operation data from the VHMS controller. Interface Module (IM) Diagnostic Port Diagnostic port (2) is used to connect the interface module to a computer for installing software.

VHMS Snapshot In Progress Light

Payload Meter Diagnostic Port

Light (11, Figure 5-5) is an indicator that will illuminate while VHMS is in the process of taking a snapshot of machine data.

Diagnostic port (3) is used to download data from the payload meter system. Refer to Section M20, Payload Meter III, for a more complete description of the payload meter and its functions. Truck Control Interface (TCI) Diagnostic Port

Link Energized Light Light (12, Figure 5-5) is a red indictor that, when illuminated, indicates that the AC drive system is energized. No one is permitted to work on the AC drive system while this light is illuminated.

Diagnostic port (4) is used to access diagnostic information for the Truck Control Interface (TCI). Propulsion System Controller (PSC) Diagnostic Port Diagnostic port (5) is used to access diagnostic information for the Propulsion System Controller.

Service Engine Light Light (13, Figure 5-5) is a blue indicator that will illuminate if a problem is detected by the electronic engine monitoring system. Electric propulsion and dynamic retarding will still be available. If this light is ON, notify maintenance personnel so they can diagnose and repair the problem the next time the truck is in the shop for repairs or at the next PM (Preventive Maintenance) interval.

Engine Diagnostic Port (CENSE) 3-pin diagnostic port (6) is used to access diagnostic information for the engine monitoring system. Engine Diagnostic Port (QUANTUM) 9-pin diagnostic port (7) is used to access diagnostic information for the engine monitoring system.

12V Auxiliary Power Outlets Outlets (14, Figure 5-5) can be used to provide 12VDC power for tools and accessories.

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FIGURE 5-6. DIAGNOSTIC PORTS (D.I.D. PANEL AT REAR OF CAB) 1. VHMS Diagnostic Port 2. IM Diagnostic Port 3. Payload Meter Diagnostic Port 4. TCI Diagnostic Port

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5. PSC Diagnostic Port 6. Engine Diagnostic Port (CENSE) 7. Engine Diagnostic Port (QUANTUM)

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INSTRUMENT PANEL The operator must understand the function and operation of each instrument and control. Control functions are identified with “international” symbols that the operator should learn to recognize immediately. This knowledge is essential for proper and safe operation. Items that are marked “optional” do not apply to every truck. Control Symbols Many control functions are identified with international symbols that the operator should learn to recognize immediately. The operator must understand the function and operation of each instrument and control. This knowledge is essential for proper and safe operation of the machine. The following symbols are general indicators and may appear in multiple locations and combinations on the instrument panel.

This symbol may be used alone or with another symbol. This symbol identifies the OFF position of a switch or control.

This symbol may be used alone or with another symbol. This symbol identifies the ON position of a switch or control.

This symbol identifies the “Pushed-In” position of a pushpull switch or control.

This symbol when it appears on an indicator or control identifies that this indicator or control is NOT used.

This symbol identifies a rotary control or switch. Rotate the knob clockwise or counterclockwise for functions.

This symbol identifies a switch used to test or check a function. Press the switch on the side near the symbol to perform the test.

This symbol identifies the “Pulled-Out” position of a pushpull switch or control.

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FIGURE 32-7. PANEL GAUGES, INDICATORS, AND CONTROLS 1. Key Switch 2. Engine Shutdown Switch with Timer Delay 3. Air Conditioner Compressor Switch * 4. Rotating Beacon Switch (optional) 5. Heated Mirrors Switch (optional) 6. AC Drive System Rest Switch 7. Wheel Brake Lock Switch 8. Hazard Lights Switch 9. Heater/Air Conditioner Vents 10. Engine Oil Pressure Gauge 11. Right Turn Signal Indicator Light 12. Digital Tachometer 13. High Beam Headlight Indicator

14. Speedometer/Payload Meter Display 15. Left Turn Signal Indicator 16. Water Temperature Gauge 17. Lamp Check Switch 18. Headlight/Panel Illumination Lights Switch 19. Ladder Light Switch (3-Way) 20. Backup Light Switch 21. Fog Light Switch 22. Payload Meter Switch 23. Panel Illumination Lights Dimmer Switch 24. Hydraulic Oil Temperature Gauge 25. Engine Hourmeter 26. Fuel Level Gauge

* Earlier models may not be equipped with this feature.

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Key Switch Key switch (1, Figure 5-7) is a three-position switch (OFF, RUN, START). When the switch is rotated one position clockwise, it is in the RUN position and all electrical circuits (except START are activated). 1. With the directional control lever in PARK, rotate key switch fully clockwise to START position, and hold this position until engine starts. START position is spring-loaded to return to RUN when key is released. 2. After the engine has started, place rest switch (6, Figure 5-7) in the OFF position to deactivate the rest mode of operation. Refer to AC Drive System Rest Switch on the next page.

Engine Shutdown Timer Switch with 5 Minute Idle Delay Engine shutdown timer switch (2, Figure 5-7) is a 3-position, rocker type switch with OFF, ON and MOMENTARY positions. When used, the engine is allowed to idle for approximately 5 minutes before actual shutdown occurs. The delayed shutdown feature allows the engine to cool down slowly, reducing internal temperatures as coolant is circulated through the engine. Refer to Delayed Engine Shutdown Procedure in Section A3, Operating Instructions, for instructions on using this feature.

Air Conditioner Compressor Switch Air conditioner compressor switch (3, Figure 5-7) provides the operator the option to disable the A/C compressor when the cab heater is being used. The A/C compressor will operate whenever the blower fan is ON, regardless of whether heating or cooling is being used. This feature will help improve the service life of the A/C compressor.

Rotating Beacon Switch (optional) Rotating beacon switch (4, Figure 5-7) is used to activate the rotating beacon (if equipped) on top of the operator cab.

Heated Mirrors Switch (optional) Heated mirrors switch (5, Figure 57) is used to activate the heated mirrors (if equipped) on both sides of the truck.

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AC Drive System Rest Switch

Wheel Brake Lock Switch

Rest switch (6, Figure 5-7) is a rocker switch with a locking device for the OFF position. A small tab must be pushed to unlock the switch before it can be depressed to the ON position. When in the ON position, an amber lamp in the switch will illuminate.

Wheel brake lock switch (7, Figure 57) should be used with engine running for dumping and loading operations only. The brake lock switch actuates the hydraulic brake system which locks the rear wheel service brakes only. When pulling into shovel or dump area, stop the truck using the foot-operated service brake pedal. When truck is completely stopped and in loading position, apply the brake lock by pressing the top of the rocker switch. To release the brake, press the bottom of the rocker switch.

The switch should be in the ON position to deenergize the AC drive system whenever the engine is to be shutdown or the truck will be parked for a length of time with the engine running. The directional control lever must be in PARK or NEUTRAL and the vehicle not moving to enable this function. This will allow the engine to continue running while the AC drive system is de-energized.

NOTE: Use at the shovel and dump only to hold the truck in position.

Amber indicator light (B6, Figure 5-8) in the overhead panel will illuminate when the rest mode is activated.

Activation of the rest switch alone DOES NOT completely ensure that the drive system is safe to work on. Refer to Section A3, Safety, for more information on servicing an AC drive truck. Check all “link-on” or “link energized” indicator lights to verify that the AC drive system is deengergized before performing any maintenance on the drive system. DO NOT activate the rest switch while the truck is moving! The truck may unintentionally enter the rest mode after stopping.

Do not use the wheel brake lock switch to stop the truck unless foot-operated treadle valve is inoperative. Use of this switch applies rear service brakes at a reduced, unmodulated pressure. Do not use brake lock for parking. With engine stopped, hydraulic pressure will bleed down, allowing brakes to release.

Hazard Warning Lights Hazard warning light switch (8, Figure 5-7) flashes all the turn signal lights. Pressing the bottom of the rocker switch activates these lights. Pressing the top of the rocker switch turns these lights off.

Heater/Air Conditioner Vents Heater/air conditioner vents (9, Figure 5-7) may be directed by the operator to provide the most comfortable cabin air flow.

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Engine Oil Pressure Gauge

Left Turn Signal Indicator

Engine oil pressure gauge (10, Figure 5-7) indicates pressure in the engine lubrication system.

Indicator (15, Figure 5-7) illuminates to indicate that the left turn signals are operating when the turn signal lever is moved downward. Moving the lever to its center position will turn the indicator off.

Normal operating pressure after engine warm-up should be: Idle: 138 kPa (20 psi) minimum Rated Speed: 310 - 483 kPa (45 - 70 psi)

Right Turn Signal Indicator Indicator (11, Figure 5-7) illuminates to indicate that 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 the indicator off.

Water Temperature Gauge Water temperature gauge (16, Figure 5-7) indicates the temperature of the coolant in the engine cooling system. The temperature range after engine warm-up and with the truck operating under normal conditions should be 85° - 97°C (185° - 207°F).

Lamp Check Switch Digital Tachometer

High Beam Indicator

Lamp check switch (17, Figure 5-8) is provided to allow the operator to test the indicator lamps prior to starting the engine. To test the lamps and the warning horn, turn the key switch to the RUN position and press the bottom side of the rocker switch for the CHECK position. All lamps should illuminate except those which are for optional equipment that may not be installed. The warning alarm should also sound. Any lamp bulbs which do not illuminate should be replaced before operating the truck. Releasing the spring-loaded switch will allow the switch to return to the OFF position.

When lit, high beam indicator (13, Figure 5-7) indicates that the headlights are on high beam. To switch the headlights to high beam, push the turn indicator lever away from the steering wheel. For low beam, pull the lever toward the steering wheel.

NOTE: Do not use the lamp check switch while the engine is on. Pressing this switch while the engine is on will cause false electrical system faults. Warning light (D5, Figure 5-8) will illuminate and engine shutdown is required to turn it off.

Speedometer/Payload Meter Display

Headlight/Panel Illumination Light Switch

Speedometer/payload meter display (14, Figure 5-7) indicates the truck speed in kilometers per hour (kph) or in miles per hour (mph). The display also shows payload meter information. For more information, see Section 60, Payload Meter III.

The instrument panel lights, clearance lights, and the headlights are controlled by this three-position rocker type switch (18, Figure 32-7). OFF is selected by pressing the bottom of the switch. Press the top of the switch until it reaches the first detent to select the panel lights, clearance lights and tail lights only. Press the top of the switch again until it reaches the second detent to select headlights, panel lights, clearance lights and tail lights.

Digital tachometer (12, Figure 5-7) registers engine crankshaft speed in hundreds of revolutions per minute (rpm). Governed Speed

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Low Idle

750 rpm

High Idle

1910 rpm

Full Load

1900 rpm


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Ladder Light Switch (3-Way)

Panel Illumination Light Dimmer Switch

Ladder light switch (19, Figure 5-7) turns the ladder lights on or off after or before using ladder. Pressing the top of the rocker switch turns the lights on. Pressing the bottom of the switch turns the lights off. Another switch is mounted at the front left of truck near the base of ladder.

Panel illumination light dimmer switch (23, Figure 5-7) is a rheostat which allows the operator to vary the brightness of the instruments and panel illumination lights. Rotating knob to the full counterclockwise position turns panel lights on to brightest condition. Rotating knob clockwise continually dims lights until the OFF position is reached at full clockwise rotation.

Backup Light Switch Backup light switch (20, Figure 5-7) allows the backup lights to be turned on for added visibility and safety when the directional control lever is not in the REVERSE position. When the switch is in the ON position, the backup light indicator (B4, Figure 5-8) in the overhead panel will be illuminated.

Hydraulic Oil Temperature Gauge Hydraulic oil temperature gauge (24, Figure 5-7) indicates the hydraulic oil temperature. There are two colored bands: green and red. Green indicates normal operation. As the needle approaches the red zone, minimum engine idle speed will increase to help cool the oil.

Fog Lights

Red indicates high oil temperature. Continued operation could damage components in the hydraulic system. Warning lights (A1, Figure 5-8) and (E1) in the overhead panel will illuminate when the temperature exceeds a certain level (when the needle enters the red zone). If this occurs, the operator should safely stop the truck, move directional control lever to PARK and operate the engine at 1200 - 1500 rpm to reduce system temperature.

Pressing the top of fog light switch (21, Figure 5-7) turns the lights on. Pressing the bottom of the switch turns the lights off.

Payload Meter Switch Payload Meter switch (22, Figure 5-7) is a two-way momentary rocker switch. The top position is the SELECT position. The SELECT position is used to step through the different displays. The lower position is the SET position. The SET position is used to set the operator ID, or clear the load and total ton counters. Refer to Section M20, Payload Meter III, for a more complete description of the payload meter system and its functions.

NOTE: If the temperature gauge does not move into the green range after a few minutes, and the warning lights do not go out, shut down the truck and notify maintenance personnel immediately.

Engine Hourmeter Engine hourmeter (25, Figure 5-7) registers the total number of hours the engine has been in operation.

Fuel Gauge Fuel gauge (26, Figure 5-7) indicates how much diesel fuel is in the fuel tank. The fuel tank capacity is 4542 liters (1200 gallons).

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OVERHEAD STATUS / WARNING INDICATORS

FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR Row / Column


Indicator Color Wire Index

Row / Column


Indicator Color Wire Index

A1*

High Brake Oil Temp.

Red-24VIM/34TL

A5

No Propel/ No Retard

Red-12M/75-6P1

B1*

Low Steering Pressure

Red-12F/33A

B5

Amber-12F/79WI

C1

Low Accumulator Press.

Red-12F/33K

Propulsion System Warning

D1

Not Used

C5

Propulsion System Temperature

Amber -12F/34TW1

D5

System/Component Failure

Red-24VIM/311MLI

E1

Low Brake Pressure

Red-12F/33L

A2*

Low Hydraulic Oil Level

Red-12F4/34LL

B2*

Low Automatic Lubrication Pressure

Amber-12MD8/ 68LLP

E5

Battery Charge System Failure

Red-24VIM/11BCF1

C2*

Circuit Breaker Tripped

Amber-12MD3/31CB

A6

NO PROPEL

Red-12M/75NPI

D2*

Hydraulic Oil Filter

Amber-12MD/39

B6

Low Fuel

Amber-24VIM/38

Propulsion System @ Rest

Amber-12M/72PR1

E2* A3*

Park Brake Applied

Amber-24VIM/52AL

C6*

Propulsion System Not Ready

Amber-12MD/72NR1

D6*

Reduced Propulsion System

Amber-12MD/72LP1

E6*

Retard @ Reduced Level Amber-12MD/76LR1

B3*

Service Brake Applied

Amber-12MD/44L

C3*

Body Up

Amber-12MD6/63L

D3*

Dynamic Retarding

Amber-12MD/44DL

E3

Stop Engine

Red-12M/31MT

A4*

Starter Failure

Amber-21SL/24VIM

B4*

Manual Back-Up Lights

Amber-12MD/47L

C4*

Engine Shutdown Timer

Amber-12MD/23L1

D4*

Retard Speed Control

Amber-12MD/31R

E4*

Check Engine

Amber-12MD7/419

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* Brightness for these indicator lamps can be adjusted by using dimmer control (12, Figure 5-1).


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Indicator lights that are amber (yellow) in color alert the operator that the indicated truck function requires some precaution when lighted. Indicator lights that are red in color alert the operator that the indicated truck function requires immediate action by the operator. Safely stop the truck and turn off the engine.

• If the light illuminates momentarily (flickers) while turning the steering wheel at low truck speed and low engine rpm, this may be considered normal and truck operation may continue. • If the indicator lights illuminate at a higher truck speed and high engine rpm, do not operate the truck.

DO NOT OPERATE THE TRUCK WITH A RED WARNING LIGHT ILLUMINATED! Refer to Figure 5-8 and the descriptions below for explanations of the symbols. Location of the symbols is described by rows (A - E) and columns (1 - 6).

A1. High Hydraulic Oil Temperature This red warning light indicates that the brake oil temperature is too high. The low brake pressure warning light will also illuminate. If these lights come on, the operator should safely stop the truck, move the directional control lever to PARK and operate the engine at 1200 - 1500 rpm to reduce system temperature. If temperature gauge (9, Figure 5-7) does not move into the green range after a few minutes, and the warning lights do not go out, turn off the engine and notify maintenance personnel immediately.

If the low steering warning light continues to illuminate and the alarm continues to sound, low steering pressure is indicated. The remaining pressure in the accumulators allows the operator to control the truck to a stop. If the oil pressure continues to decrease, the brake auto-apply feature will activate and the service brakes will apply automatically to stop the truck. Do not attempt further operation until the malfunction is located and corrected. 1. Stop the truck as quickly as possible by using the foot pedal to apply the service brakes. If possible, steer the truck to the side of the road while braking. 2. As soon as the truck has stopped moving, shift the directional control lever to PARK. This will apply the parking brake. 3. Slowly release the service brakes to check the capacity of the parking brake. If the parking brake can not hold the truck stationary, apply the service brakes and hold them ON. DO NOT turn the key switch OFF, and do not release the service brakes.

If temperature gauge does not move into the green range after a few minutes, and the red overhead indicator light does not go out, stop the engine and notify maintenance personnel immediately.

4. Notify maintenance personnel immediately.

B1. Low Steering Pressure

6. If safe to do so, have maintenance personnel place wheel chocks or other mechanisms in front or behind the wheels to reduce the risk of the truck rolling.

When the key switch is turned ON, the low steering pressure warning light will illuminate and the warning horn will sound until the steering system hydraulic pressure reaches 15,860 kPa (2300 psi). Both will remain on until the accumulator has been charged.

5. If the truck is on level ground, or if the parking brake can hold the truck stationary and the truck is in a stable condition, it is then OK to turn the key switch OFF.

7. If traffic is excessive near the disabled machine, mark the truck with warning flags during daylight hours or use flares at night. Adhere to local regulations.

During truck operation, the low steering pressure warning light, low brake pressure warning light, and warning alarm will turn on if steering system hydraulic pressure drops below 15,860 kPa (2300 psi).

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C1. Low Accumulator Precharge Pressure

A2. Low Hydraulic Tank Level

This red warning light indicates low nitrogen precharge for the steering accumulator(s). To check for proper accumulator precharge, the engine must be stopped and the hydraulic system must be completely depressurized. Turn the key switch to RUN. The warning light will not come on if the system is properly charged. The warning light will flash if the nitrogen precharge in the accumulator(s) is below 7585 ± 310 kPa (1100 ± 45 psi).

This warning light indicates the oil level in the hydraulic tank is below the recommended level. Damage to hydraulic pumps may occur if operation continues. Shut down the truck and notify maintenance personnel immediately.

If the low accumulator precharge warning light flashes, notify maintenance personnel. Do not attempt further operation until the accumulators have been properly charged with nitrogen. Sufficient pressure for emergency steering may not be available if the system is not properly charged.

B2. Low Automatic Lubrication System Pressure This amber light will illuminate if the automatic lubrication system fails to reach 13,790 kPa (2000 psi) at the junction block located on the rear axle housing within one minute after the lube timer initiates a cycle of grease. To turn the light off, turn the key switch OFF, then back to ON again. Notify maintenance personnel at shift change.

C2. Circuit Breaker Tripped This light will illuminate if any of the circuit breakers in the relay circuit control boards are tripped. The relay circuit boards are located in the electrical control cabinet.

D1. Not used This light is reserved for future use by the AC drive system.

NOTE: Additional circuit breakers are in the operator cab behind the center console. However, tripping of these circuit breakers should not activate this light. E1. Low Brake Pressure This red warning light indicates a malfunction within the hydraulic brake circuit. If this light comes on and buzzer sounds, shut down the truck and notify maintenance personnel.

D2. Hydraulic Oil Filter Monitor

NOTE: Adequate hydraulic oil is stored to allow the operator to safely stop the truck.

This light indicates a restriction in the high pressure filter assembly for either the steering or hoist circuit. This light will come on before the filters start to bypass. Notify maintenance personnel as soon as possible after the light comes on. NOTE: The filter monitor warning light may also illuminate after the engine is initially started if the oil is cold. If the light turns off after the oil is warmed, filter maintenance is not required.

N5-22


5/08 N05073

E2. Low Fuel

E3. Stop Engine

This amber low fuel indicator will illuminate when the usable fuel remaining in the tank is approximately 95 liters (25 gallons). A warning buzzer will also sound.

This red warning light will illuminate if a serious engine malfunction is detected in the electronic engine control system. Electric propulsion to the wheel motors will be discontinued. Dynamic retarding will still be available if needed to slow or stop the truck.

A3. Parking Brake This amber parking brake indicator will illuminate when the parking brake is applied. The parking brake is applied by placing the directional control lever in the PARK position.

Stop the truck as quickly as possible in a safe area and move the directional control lever to PARK. TURN OFF THE ENGINE IMMEDIATELY. Additional engine damage is likely to occur if operation is continued.

B3. Service Brake This amber service brake indicator light will illuminate when the service brake pedal is applied or when wheel brake lock or emergency brake is applied. Do not attempt to drive the truck from a stopped position with the service brakes applied, except as noted in Section 30, Operating Instructions - Starting On A Grade With A Loaded Truck.

Listed below are a few conditions that could cause the stop engine light to illuminate: • Low Oil Pressure - red warning light will illuminate, but engine does not shutdown. • Low Coolant Level - red warning light will illuminate, but engine does not shutdown. • Low Coolant Pressure - red warning light will illuminate, but engine does not shutdown. • High Coolant Temperature - red warning light will illuminate, but engine does not shutdown.

C3. Body Up

A4. Cranking Motor Failure

This amber indicator light will illuminate if the body is not completely down on the frame. The truck should not be driven until body is down and the light is off.

This amber indicator light will illuminate when either of the starter motors fails to crank the engine, leaving just one starter motor to start the engine. With only one starter motor doing the work of two, the motor life will be shortened. If this indicator illuminates, truck operation may continue, but maintenance personnel should be alerted as soon as possible.

D3. Dynamic Retarding This amber indicator light illuminates whenever the brake/ retarder pedal (or retarder lever) is operated, Retarder Speed Control (RSC) switch is activated, or the automatic overspeed retarding circuit is energized, indicating that the dynamic retarding function of the truck is operating.

N05073 5/08

B4. Backup Lights This amber indicator light will illuminate when manually operated backup switch (17, Figure 5-7) is turned ON.


N5-23

C4. Engine Shutdown Timer - 5 Minute Idle

B5. Propulsion System Warning

When engine shutdown timer switch (2, Figure 5-7) has been activated, this indicator light will illuminate to indicate that the shutdown timing sequence has started. Information detailing the operation of this switch is outlined earlier in this section.

When this amber indicator light is illuminated, a “no propel” or “no retard” event may be about to occur. It is intended to provide advance notice of these events when possible. It does not require the operator to stop the truck, but may suggest that truck operation be appropriately modified in case a red alarm does occur.

D4. Retard Speed Control (RSC) Indicator C5. Propulsion System Temperature

This amber indicator light is illuminated when RSC switch (9, Figure 5-5) is pulled out to the ON position. The light indicates that the retarder is active. It is for feedback only and does not signal a problem.

This amber warning light indicates that the drive system temperature is above a certain level. When this condition occurs, the operator should consider modifying truck operation in order to reduce system temperature. The operator is not required to stop the truck at this time.

E4. Check Engine This amber indicator light will illuminate if a malfunction is detected by the engine electronic control system.

D5. System/Component Failure

If this indicator illuminates, truck operation may continue, but maintenance personnel should be alerted as soon as possible.

A5. No Power

If this light illuminates, safely stop the truck, move directional control lever to PARK, shut off the engine, and notify maintenance personnel immediately.

This red “no retard/no propel” indicator light indicates a fault has occurred which has eliminated the retarding and propulsion capability. A warning buzzer will also sound.

E5. Battery Charging System Failure

If this condition occurs, the operator should safely stop the truck, move the directional control lever to PARK, turn off the engine, and notify maintenance personnel immediately.

N5-24

This red warning light indicates that the interface module system detected a failure somewhere on the truck. There are many conditions that could trigger the light to illuminate.

This red warning light indicates that a problem has been detected in the charging system and system voltage is at or below 24 volts. If this light illuminates, the operator should safely stop the truck, move the directional control lever to PARK, turn off the engine, and notify maintenance personnel immediately. If truck operation continues and the battery voltage drops below 20 volts, the propulsion system will not operate, but retarding will still be available.


5/08 N05073

A6. No Propel

D6. Reduced Propulsion

This red warning light indicates that a fault has occurred which has eliminated the propulsion capability. If this condition occurs, the operator should safely stop the truck, move the directional control lever to PARK, turn off the engine, and notify maintenance personnel immediately.

This amber indicator light illuminates if the full AC drive system performance in propulsion is not available. At this time, the only event that should activate this light is the use of “limp home” mode. This mode of operation requires a technician to enable.

B6. Propel System @ Rest

E6. Retard At Continuous Level

This amber indicator light illuminates if the AC drive system is de-energized and propulsion is not available. This light is activated when rest switch (3, Figure 5-7) is turned ON and the AC drive system is de-energized. Link energized light (12, Figure 5-5) on the rear of the center console should NOT be illuminated at this time.

This amber indicator light illuminates when the retarding effort is at the continuous level. The operator should control the speed of the truck in accordance to the “continuous speeds” on the grade/speed chart.

C6. Propel System Not Ready This amber indicator light functions during start-up much like the hourglass icon on a computer screen. This light indicates the computer is in the process of performing the self-diagnostics and set-up functions at start-up. Propulsion will not be available at this time.

N05073 5/08


N5-25


During normal truck operation, the red LED digits on the VHMS controller will count from 1-99 continuously.

Operation This system uses VHMS controller (2, Figure 5-10) to gather data about the operation of the truck from sensors and other controllers installed on the truck. The data stored in the VHMS controller is downloaded by computer using VHMS diagnostic port (2, Figure 5-12) or transmitted directly by communications satellite using Orbcomm controller (1, Figure 5-10). This data is then compiled at the Komatsu computer server. Based on this information, the servicing Komatsu distributor will suggest improvements and provide information aimed at reducing machine repair costs and downtime. When data store button (1, Figure 5-9) on the rear of the center console is pressed, it will store a “snapshot” of the Statex III drive system. It will also trigger VHMS to store a snapshot of the truck operating system. Blue light (2) on the rear of the center console will stay illuminated while VHMS is recording the snapshot.

When the key switch is turned to OFF, the VHMS controller will remain on while it finishes processing internal data and saves the recent data into permanent memory. When the data has been safely stored, the two digit LED display will turn off. This process could take up to three minutes to complete.

If 24V power is disconnected (using the battery disconnect switches) from the VHMS controller before it has completed its shutdown procedure, the VHMS controller will lose all data gathered since the key switch was last turned to ON. Do not disconnect battery power until the VHMS controller has completed the shutdown procedure and has turned the LED digits off.

VHMS is turned on by the key switch. Immediately after receiving 24V power from the key switch, the VHMS controller begins the power-up initialization sequence. This sequence takes about three seconds, during which time red LED digits (4, Figure 5-10) near the top of the VHMS controller will display a circular sequence of flashing LED segments.

N050269

FIGURE 5-10. VHMS COMPONENT LOCATION N050268

FIGURE 5-9. REAR OF CENTER CONSOLE 1. Data Store Button 2. VHMS Snapshot In Progress Light

N5-26


1. Orbcomm Controller 2. VHMS Controller 3. Interface Module (IM) 4. Red LED Digits 5. Green LED Light

5/08 N05073

The Orbcomm controller transmits data through antenna (1, Figure 5-11) mounted on top of the cab with magnetic mount (2). The antenna coaxial cable is routed through the cab to protect it from damage. If the antenna or coaxial cable is damaged, replace the part.

Basic Precautions Never disassemble, repair, or modify VHMS components. This may cause failure or fire on the machine or in the system. Do not touch the VHMS system when operating the machine. Do not pull on the wiring harnesses, connectors, or sensors of this system. This may cause short circuits or disconnections that lead to failure or fire on the machine or in the system. Do not get water, dirt, or oil on the system controllers. If there is any abnormality with VHMS, consult the servicing Komatsu distributor.

FIGURE 5-11. ORBCOMM ANTENNA 1. Orbcomm Antenna

N050270

FIGURE 5-12. DIAGNOSTIC PORTS (D.I.D. PANEL AT REAR OF CAB)

2. Magnetic Mount

Interface module (3, Figure 5-10) receives data from the sensors installed on the truck and sends this information to the VHMS controller. When the key switch is ON, green LED light (5) on the face of the controller should be blinking. If the light is continuously illuminated, there is a problem in the controller.

1. IM Diagnostic Port 2. VHMS Diagnostic Port

When a new interface module is installed on the truck, new software has to be installed inside the controller. IM diagnostic port (1, Figure 5-12) on the D.I.D. panel at the rear of the cab is used to connect the interface module to a computer for installing software.

N05073 5/08


N5-27

NOTES

N5-28


5/08 N05073

SECTION P LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1

P01024

Index

P1-1

NOTES

P1-2

Index

P01024

SECTION P2 LUBRICATION AND SERVICE INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Adding Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 COOLING SYSTEM SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Reserve Oil Tank Filling Procedure (Remote Fill). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 10 HOUR (DAILY) INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6 50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8 100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8 250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8 500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11 1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12 5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12

P02040 9/07

Lubrication and Service

P2-1

NOTES

P2-2


9/07 P02040

LUBRICATION AND SERVICE GENERAL

HYDRAULIC TANK SERVICE

Recommended preventive maintenance will contribute to the long life and dependability of the truck and its components. The use of proper lubricants and the performance of checks and adjustments at the recommended intervals is most important.

There are two sight gauges on the side of the hydraulic tank. With the engine stopped, key switch OFF, hydraulic system depressurized, and dump body down, the oil level should be visible in the center of the top sight gauge. If it is not, follow the instructions below for adding oil.

Lubrication requirements are referenced to the lube key found in the Lubrication Chart (page P2-5). For detailed service requirements for specific components, refer to the shop manual section for that component (for example, Section H for suspensions, Section L for hydraulic system, etc). Refer to the manufacturer's service manual when servicing any components of the General Electric propulsion system. Refer to engine manufacturer's service manual when servicing the engine or any of its components. The service intervals presented here are in hours of operation. These intervals are recommended in place of an oil analysis program which may determine different intervals. However, if the truck is being operated under extreme conditions, some or all of the intervals may need to be shortened and the service should be performed more frequently. The 930E truck is equipped with a Lincoln Automatic Lubrication System. The initial setup for this system provides for nominal amounts of lubricant to be delivered to each serviced point. The lubrication injectors can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication intervals is normally adjustable. For adjustments to these devices, refer to Section P3, Automatic Lubrication System.

Adding Hydraulic Oil NOTE: To lessen the chances of system contamination, keep the hydraulic system open to the atmosphere only as long as 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 the engine stopped, key switch OFF, hydraulic system depressurized, and dump body down, check whether the oil level is visible in the center of the top sight gauge. 2. If the oil level is not visible in the center of the top sight gauge, remove the tank fill cap and add clean, filtered C-4 hydraulic oil (Lubrication Chart, Lube Key “B”) until the oil level is visible in the center of the top sight gauge. 3. Replace the tank fill cap. 4. Start the engine. Raise and lower the dump body three times. 5. Repeat Steps 1 through 4 until the oil level is maintained in the center of the top sight gauge with the engine stopped, dump body down, and hydraulic system depressurized. Do not overfill the hydraulic tank!

930E SERVICE CAPACITIES Liters

U.S. Gallons

Crankcase (including 4 oil filters) Komatsu SSDA16V160 Engine

280

74

Cooling System Komatsu SSDA16V160 Engine

594

157

Hydraulic System Refer to “Hydraulic Tank Service”

1325

350

Wheel Motors (each side)

95

25

Fuel Tank (Diesel fuel only)

4542

1200

Component/System

P02040 9/07

WHEEL MOTOR SERVICE Due to differences in gear ratio and component evolution/design, wheel motor service intervals may be unit number and/or mine specific. Because of the wide variety of factors involved, it is necessary to consult your area Komatsu representative for all wheel motor service intervals and instructions. General intervals for oil service and sampling are listed in the interval charts.


P2-3

COOLING SYSTEM SERVICE

RESERVE ENGINE OIL SYSTEM

Check the coolant level sight gauge. If coolant cannot be seen in the sight gauge, add coolant to the system before truck operation. Refer to the procedure below for the proper filling procedure.

The reserve engine oil system is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift by using the dipstick. If the engine oil level is not correct, check for proper operation of the reserve engine oil system. Never add oil to the engine unless it has been drained.

Radiator Filling Procedure

The cooling system is pressurized due to thermal expansion of coolant. Do not remove the radiator cap while the engine and coolant are hot. Severe burns may result. 1. With the engine and coolant at ambient temperature, remove the radiator cap. NOTE: If coolant is added using the Wiggins quick fill system, the radiator cap must be removed before adding coolant. 2. Fill the radiator with the proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge. 3. Install the radiator cap. 4. Run the engine for 5 minutes, then check the coolant level. 5. If coolant is not visible in the sight gauge, repeat Steps 1 through 4. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature.

If the engine oil has been drained from the oil pan, new oil must be added to the engine oil pan before starting. Do not use the oil in the reserve tank to fill an empty engine with oil. After an oil change, both the engine and reserve tank must be full of oil before starting the engine. Reserve Oil Tank Filling Procedure (Remote Fill) 1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open the valve on the supply hose to apply pressure. 2. On remote control box (1, Figure 2-1), pull out on power switch (2) to turn on the system. 3. Push start switch (3). VALVE OPEN light (5) should illuminate and the filling process will begin. 4. When the tank is full, the VALVE OPEN light will turn off and FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press start switch (3) for a couple of seconds. 7. Disconnect the new oil supply hose.

COOLING SYSTEM ANTI-FREEZE RECOMMENDATIONS (Ethylene Glycol Permanent Type Anti-Freeze) Percentage of Anti-Freeze

Protection To:

10

-5° C (23° F)

20

-9° C (16° F)

25

-11° C (11° F)

30

-16° C (4° F)

35

-19° C (-3° F)

40

-24° C (-12° F)

45

-30° C (-23° F)

50

-36° C (-34° F)

55

-44° C (-48° F)

60

-52° C (-62° F)

Use only anti-freeze that is compatible with the engine (as specified by engine manufacturer).

P2-4

8. Push power switch (2) to turn off the system.

FIGURE 2-1. CONTROL PANEL 1. Remote Control Box 4. FULL Light 2. Power Switch 5. VALVE OPEN Light 3. Start Switch


9/07 P02040

LUBRICATION CHART P02040 9/07


P2-5

10 HOUR (DAILY) INSPECTIONS NOTE: “Lube Key” references are to the Lubrication Chart on page P2-5.

Truck Serial Number______________________ Hourmeter_____________

Site Unit Number_______________

Date_______________

Name of Service Technician___________________________________

TASK

COMMENTS

CHECKED INITIALS

1. MACHINE - Inspect the entire machine for leaks, worn parts and damage. Repair as necessary. 2. FAN DRIVE AND TURBOCHARGERS - Check for leaks, vibration and unusual noise. Check the condition and alignment of the alternator and fan belt. 3. RADIATOR - Check the coolant level and fill the radiator with the proper coolant mixture as shown in the Cooling System Anti-Freeze Recommendation chart on page P2-4. Refer to the engine service manual for the proper coolant additives. 4. ENGINE 1. Check the oil level by using the dipstick. Refer to the engine service manual for oil recommendations. (Lube Key “A”) 2. Check the oil level in the reserve tank. The oil level should be visible in the center of the top sight gauge. If it is not, add oil to the reserve tank until the oil level is visible in the center of the top sight gauge. Also, with the engine running, check the operation of the LED monitor light. Refer to Section M31, Reserve Engine Oil System. 3. Make sure that the exhaust piping is secure. 4. Check for abnormal noises and fluid leaks. 5. Check the operating indicator of the eliminator filter. 5. HYDRAULIC TANK - Check the oil level in the tank. Add oil if necessary. Refer to Hydraulic Tank Service on page P2-3. (Lube Key “B”) 6. WHEELS AND TIRES 1. Inspect the tires for wear and proper inflation. 2. Check for embedded debris in the treads. 3. Check for damaged, loose or missing wheel mounting nuts and studs. Replace damaged or missing hardware and tighten to standard torque before truck operation. 7. COOLING AIR DUCTWORK - Inspect the ductwork from the blower to the rear axle. Make sure that the ductwork is secure, undamaged and unrestricted.

P2-6


9/07 P02040

10 HOUR (DAILY) INSPECTIONS (Cont.)



Date_______________


TASK

COMMENTS

CHECKED INITIALS

8. AIR INTAKE PIPING - Check all mounting hardware, joints and connections. Make sure that there are no air leaks and all hardware is properly tightened. 9. AIR CLEANERS - Check the air cleaner restriction gauges in the operator cab. The air cleaners should be serviced if the gauges show a maximum restriction of 25 inches of H2O vacuum. Refer to Section C5, Air Cleaners, for servicing instructions for the air cleaner elements. Empty the air cleaner dust caps. After service, push the reset button on face of gauges to return the gauge to zero. 10. CAB AIR FILTER - In extremely dusty conditions, check this filter daily and service as frequently as required. See the 250 Hour Lubrication and Maintenance Checks for the cleaning procedure. 11. FUEL FILTERS - Drain any water from the bottom drain valve on each fuel separator. 12. AUTO LUBE SYSTEM 1. Check the reservoir grease level. Fill as required. (Lube Key “D”) 2. When filling the grease reservoir, check the grease filter indicator. Clean or replace the grease filter if a problem is indicated. 3. Inspect the system for leaks and check for proper operation. Make sure that the following important areas are receiving adequate amounts of grease. (Lube Key “D”) • Steering Linkage • Final Drive Pivot Pin • Rear Suspension Pin Joints (Upper and Lower) • Body Hinge Pins • Hoist Cylinders Pins (Upper and Lower) • Anti-Sway Bar (Both Ends)

P02040 9/07


P2-7

50 HOUR LUBRICATION AND MAINTENANCE CHECKS



Date_______________


TASK

COMMENTS

CHECKED INITIALS

*1. FUEL FILTERS - Replace the fuel filters. Refer to the engine operation and maintenance manual for filter replacement instructions. *2. HYDRAULIC SYSTEM FILTERS - Replace the filter elements. Check the oil level. Add oil as necessary. (Lube Key “B”) * These checks are required only after the initial 50 hours of operation, such as the commissioning of a new truck or after installing a new or rebuilt component.




Date_______________


TASK

COMMENTS

CHECKED INITIALS

*1. HYDRAULIC SYSTEM FILTERS - Replace the filter elements. Check the oil level. Add oil as necessary. (Lube Key “B”) * This check is required only after the initial 100 hours of operation, such as the commissioning of a new truck or after installing a new or rebuilt component.




Date_______________


TASK

COMMENTS

CHECKED INITIALS

*1. HYDRAULIC SYSTEM FILTERS - Replace the filter elements. Check the oil level. Add oil as necessary. (Lube Key “B”) * This check is required only after the initial 250 hours of operation, such as the commissioning of a new truck or after installing a new or rebuilt component.

P2-8


9/07 P02040

250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Cont.) All 10 Hour (Daily) Inspections should also be performed at this time. NOTE: “Lube Key” references are to the Lubrication Chart on page P2-5.



Date_______________


TASK

COMMENTS

CHECKED INITIALS

2. ENGINE 1. Change the engine oil. Refer to the engine operation and maintenance manual for engine oil specifications. (Lube Key “A”) NOTE: If the engine is equipped with the Centinel™ oil system and/or the Eliminator™ filter system, engine oil and filter change intervals are extended beyond 250 hours. Refer to engine operation and maintenance manual for specific oil and filter change intervals.

2. Replace the engine oil filters. Follow the instructions of the filter manufacturer, which are normally printed on the outside of the filter. Do not use a wrench or strap to tighten filter elements. 3. Change the reserve tank oil filter. 4. Check the tension and condition of each accessory drive belt. Refer to the engine operation and maintenance manual for specific adjustment instructions. 5. Check the torque on the cooling fan mounting capscrews. Tighten to 237 N•m (175 ft lbs). 3. COOLING SYSTEM 1. Check for proper coolant mixture. Add coolant as required. Refer to Cooling System Service on page 40-2. 2. Change the coolant filters. NOTE: Refer to the engine operation and maintenance manual for proper coolant mixture specifications and coolant filter replacement instructions.

3. Check the cooling system hoses for damage and deterioration. Replace as necessary. 4. FUEL FILTERS - Change the fuel filters. Refer to the engine operation and maintenance manual for filter replacement instructions. 5. FUEL TANK - Drain water and sediment from the fuel tank. Refer to Section B4, Fuel Tank - Cleaning.

P02040 9/07


P2-9

250 HOUR LUBRICATION AND MAINTENANCE (Cont.) TASK

6.

COMMENTS

CHECKED INITIALS

STEERING LINKAGE 1. Check the torque on the steering pin retaining nuts. Tighten to 712 N•m (525 ft lbs). 2. Check the torque on the tie rod retaining nuts. Tighten to 420 N•m (310 ft lbs).

7.

HYDRAULIC PUMP DRIVESHAFT & U-JOINTS Add one or two applications of grease to each grease fitting. Make sure that each bearing of the cross and bearing assembly is receiving grease. Replace bearings if any wear is detected. (Lube Key “D”)

8.

REAR WHEEL MOUNTING - Use a flashlight and a mirror on a long rod to inspect all inner and outer wheel mounting nuts and studs. Check for loose, damaged or missing hardware. If wheel mounting nuts and studs must be tightened or replaced, the outer wheel must be removed for access. Refer to Section G for the procedures.

9.

REAR AXLE HOUSING - Check the rear axle housing for oil leaks by removing the two drain plugs on the bottom of the axle housing. If oil is present, the cause of the leak must be found and corrected before operating the truck.

10. FRONT WHEEL HUB - Remove the magnetic plugs from the front wheel hub covers and check for debris. Clean the plugs and perform any necessary repairs. 11. MOTORIZED WHEELS 1. Check for the correct oil level. Rotate the wheel so that the magnetic plug is at the 6 o’clock position and remove the plug. The oil level should be even with the bottom of the plug opening. 2. Inspect the magnetic plugs for ferrous materials. Service the wheel motor as necessary. 12. WHEEL MOTOR OIL SAMPLING - Refer to Section G5, Wheel Motor, in the shop manual for oil sampling information. 13. BATTERIES - Check the electrolyte level and add water if necessary. 14. BODY-UP AND HOIST LIMIT SWITCHES - Check the operation of the switches. Clean any dirt from the sensing areas and inspect the wiring for damage. 15. CAB AIR FILTER - Clean the filter element with mild soap and water. Rinse completely and dry with pressure air of 275 kPa (40 psi) maximum. Reinstall the filter.

P2-10


9/07 P02040

500 HOUR LUBRICATION AND MAINTENANCE CHECKS All 10 Hour (Daily) Inspections and 250 Hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the Lubrication Chart on page P2-5.



Date_______________


TASK

COMMENTS

CHECKED INITIALS

1. FINAL DRIVE CASE BREATHERS - Remove the breather elements for the motorized wheels. Clean or replace the elements. 2. HYDRAULIC SYSTEM FILTERS - Replace the hydraulic tank breathers and high pressure filter elements. Check the oil level. Add oil as necessary. (Lube Key “B”) 3. HYDRAIR® SUSPENSION - Check for proper piston extension (front and rear). 4. THROTTLE AND BRAKE PEDAL - Lubricate the treadle roller and hinge pins with lubricating oil. Lift the boot from the mounting plate and apply a few drops of lubricating oil between the mounting plate and the plunger. 5. HOIST LEVER LINKAGE - Check the lever operation. Clean, lubricate and adjust the linkage as necessary. 6. PARKING BRAKE - Refer to Section J7, Parking Brake, for the recommended inspections. 7. RESERVE ENGINE OIL SYSTEM 1. Check the electrical system connections for tightness, corrosion and damage. Check the battery, oil pressure switch, junction boxes, remote control box and the circuit breakers. 2. Examine all electrical cables over their entire length for possible damage. 3. Inspect all reserve engine oil system hoses for leaks, cracks or other damage. Check all fittings for tightness, leakage or damage. 8. BLADDER ACCUMULATORS - Check the precharge pressure. Failure to maintain the correct precharge pressure may result in bladder failures. 9. WHEEL MOTOR OIL - Change or filter the wheel motor oil. The oil must be filtered/changed earlier if oil analysis indicates contaminated oil. 10. VHMS DATA DOWNLOAD - Perform a data download from the VHMS controller and send the data to WebCARE. Refer to Section D for instructions.

P02040 9/07


P2-11

1000 HOURS LUBRICATION AND MAINTENANCE CHECKS All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, and 500 Hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the Lubrication Chart on page P2-5.



Date_______________


TASK

COMMENTS

1.

HYDRAULIC TANK - Drain the hydraulic tank and clean the inlet strainers. Refer to “Hydraulic Tank Strainers” in Section L3. Refill the hydraulic tank. (Lube Key “B”)

2.

RADIATOR - Clean the cooling system with a good quality cleaning compound. Flush with water. Fill the radiator with the proper coolant mixture as shown in the Cooling System Anti-Freeze Recommendation chart on page P2-3. Refer to the engine service manual for the proper coolant additives.

3.

FUEL TANK - Remove the fuel tank breather and clean it in solvent. Dry the breather with pressurized air and install it on the tank.

4.

OPERATOR'S SEAT - Apply grease to the slide rails. (Lube Key “D”)

5.

AUTOMATIC BRAKE APPLICATION - Make sure that the brakes are automatically applied when the brake pressure decreases below the specified limit. Refer to Section J4, Brake Circuit Check-Out Procedure.

CHECKED INITIALS

5000 HOUR MAINTENANCE CHECKS All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, 500 Hour Lubrication and Maintenance Checks, and 1000 Hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the Lubrication Chart on page P2-5.



Date_______________


TASK

COMMENTS

CHECKED INITIALS

1. AIR CLEANERS - Clean the Donaclone tubes in the precleaner section of the air filter. Use low pressure cold water or low pressure air to clean the tubes. Refer to Section C, Air Cleaners, in the shop manual.

P2-12


9/07 P02040

SECTION P3 AUTOMATIC LUBRICATION SYSTEM INDEX AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Vent Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Pump Cutoff Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

P03030 11/07

Automatic Lubrication System

P3-1

INJECTORS (SL-1 Series “H”) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Lubrication Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14

P3-2


11/07 P03030

AUTOMATIC LUBRICATION SYSTEM GENERAL DESCRIPTION The automatic lubrication system is a pressurized lubricant delivery system which delivers a controlled amount of lubricant to designated lube points. The system is controlled by an electronic timer which signals a solenoid valve to operate a hydraulic motor powered grease pump. Hydraulic oil for pump operation is supplied by the truck steering circuit. Grease output is proportional to the hydraulic motor input flow. A pump control manifold, mounted on top of the hydraulic motor, controls input flow and pressure. A 24VDC Solenoid mounted on the manifold turns the pump on and off. The pump is driven by the rotary motion of the hydraulic motor, which is then converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is a positive displacement, double-acting type as grease output occurs on both the up and the down stroke.

During the down stroke, the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder chamber, the grease is forced into the pump cylinder. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during intake is twice the amount of grease output during one cycle. During the upstroke, the inlet check valve closes. Half of the grease taken in during the previous stroke is transferred through the outlet check and discharged to the outlet port.

Over-pressurizing the system, modifying parts, using incompatible chemicals and fluids, or using worn or damaged parts may result in equipment damage and/or serious personal injury.

• DO NOT exceed the stated maximum working pressure of the pump or the lowest rated component in the system.

• Do not alter or modify any part of this system unless approved by the factory.

• Do not attempt to repair or disassemble the equipment pressurized.

while

the

system

is

• Make sure that all fluid connections are securely tightened equipment.

before

using

this

• Always

read and follow the fluid manufacturer's recommendations regarding fluid compatibility and the use of protective clothing and equipment.

• Check all equipment regularly. Repair or

FIGURE 3-1. PUMP & RESERVOIR COMPONENTS 7. Vent Valve 1. Hose From Filter 8. Pressure Gauge 2. Outlet to Injectors 9. Pump Assembly 3. Hydraulic Motor 10. Flow Control Valve 4. Pressure Reducing 11. Pressure Switch Valve 12. Grease Reservoir 5. Solenoid Valve 13. Vent Hose 6. Override Switch

P03030 11/07

replace worn or damaged parts immediately. This equipment generates very high grease pressure. Extreme caution must be used when operating this equipment as material leaks from loose or ruptured components can inject fluid through the skin and into the body, causing serious bodily injury including possible need for amputation. Adequate protection is recommended to prevent splashing of material onto skin or into the eyes. If any fluid appears to penetrate the skin, get emergency medical care immediately! Do not treat as a simple cut. Tell attending physician exactly what fluid was injected.


P3-3

FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION NOTE: The above illustration shows the standard location for the lube pump and reservoir (right platform). This assembly may be located on the left platform on some models. 1. L.H. Suspension, Bottom Bearing 2. L.H. Hoist Cylinder, Top Bearing 3. L.H. Hoist Cylinder, Bottom Bearing 4. L.H. Anti-Sway Bar Bearing 5. L.H. Suspension, Top Bearing 6. L.H. Body Pivot Pin 7. R.H. Body Pivot Pin 8. Grease Supply From Pump 9. R.H. Suspension, Bottom Bearing 10. R.H. Hoist Cylinder, Top Bearing 11. R.H. Hoist Cylinder, Bottom Bearing 12. Rear Axle Pivot Pin

P3-4

13. R.H. Anti-Sway Bar Bearing 14. R.H. Suspension, Top Bearing 15. Truck Frame 16. Vent Hose 17. Pipe Plug (Oil Level) 18. Pressure Switch, N.O. - 17,237 kPa (2500 psi) 19. Grease Pump 20. Vent Valve 21. Filter 22. Grease Supply to Injectors 23. Injectors 24. Pressure Switch, N.O. - 13,790 kPa (2000 psi)


11/07 P03030

SYSTEM COMPONENTS

Solenoid Valve

Filter

Solenoid valve (5, Figure 3-1), when energized, allows oil to flow to the hydraulic motor.

Filter assembly (21, Figure 3-2), mounted on the grease reservoir, filters the grease prior to refilling the reservoir from the shop supply. A bypass indicator alerts service personnel when the filter requires replacement. Hydraulic Motor and Pump Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully hydraulically operated grease pump. An integrated pump control manifold is incorporated with the motor to control input flow and pressure. NOTE: The pump crankcase oil level must be maintained to the level of the pipe plug (17, Figure 32). If necessary, refill with 10W-30 motor oil.

Vent Valve With vent valve (7, Figure 3-1) closed, the pump continues to operate until maximum grease pressure is achieved. As this occurs, the vent valve opens and allows the grease pressure to drop to zero, so the injectors can recharge for their next output cycle. Lubrication Cycle Timer The solid state lubrication cycle timer provides a 24 VDC timed-interval signal to energize solenoid valve (3, Figure 3-3) providing oil flow to operate the grease pump motor. This timer is mounted in the Electrical Interface Cabinet. Pump Cutoff Pressure Switch

Hydraulic oil supply inlet pressure must not exceed 20,685 kPa (3000 psi). Exceeding the rated pressure may result in damage to the system components and personal injury.

Grease Reservoir Reservoir (12, Figure 3-1) has an approximate capacity of 41 kg (90 lbs.) of grease. When the grease supply is replenished by filling the system at the service center, the grease is passed through the filter to remove contaminants before it flows into the reservoir.

Pressure switch (18, Figure 3-2) is a normally open switch set at 17,237 kPa (2500 psi). This switch deenergizes the pump solenoid relay when the grease line pressure reaches the switch pressure setting, turning off the motor and pump. Grease Pressure Failure Switch Pressure switch (24, Figure 3-2) is a normally open switch set at 13,789 kPa (2000 psi). This switch monitors grease pressure in the injector bank on the rear axle housing. If the proper pressure is not sensed within 60 seconds (switch contacts do not close) a warning lamp circuit to notify the operator a problem exists in the lube system. Pressure Gauge Pressure gauge (8, Figure 3-1) monitors hydraulic oil pressure to the inlet of the hydraulic motor.

Pressure Reducing Valve Pressure reducing valve (4, Figure 3-1), located on the manifold, reduces the hydraulic supply pressure (from the truck steering circuit) to a suitable operating pressure of 2241 - 2413 kPa (325 - 350 psi) for the hydraulic motor used to drive the lubricant pump.

Injectors Each injector (23, Figure 3-2) delivers a controlled amount of pressurized lubricant to a designated lube point. Refer to Figure 3-2 for locations.

Flow Control Valve Flow control valve (10, Figure 3-1), mounted on the manifold, controls the amount of oil flow to the hydraulic motor. The flow control valve has been factory adjusted and the setting should not be disturbed.

P03030 11/07


P3-5

SYSTEM OPERATION Normal Operation 1. During truck operation, the lubrication cycle timer will energize the system at a preset time interval. 2. The timer provides 24 VDC to energize the pump solenoid valve (3, Figure 3-3), allowing hydraulic oil provided by the truck steering pump circuit to flow to the pump motor and initiate a pumping cycle. 3. The hydraulic oil pressure from the steering circuit is reduced to 2241 - 2413 kPa (325 - 350 psi) by the pressure reducing valve (4) before entering the motor. In addition, the amount of oil supplied to the pump is limited by the flow control valve (6). Pump pressure can be read using the gauge (5) mounted on the manifold. 4. With oil flowing into the hydraulic motor, the grease pump will operate, pumping grease from the reservoir to the injectors (13), through a check valve (10) and to the vent valve (11). 5. During this period, the injectors will meter the appropriate amount of grease to each lubrication point.

6. When grease pressure reaches pressure switch (18, Figure 3-2) setting, the switch contacts will close and energize the relay RB7-K5, removing power from the hydraulic motor/pump solenoid and the pump will stop. The relay will remain energized until grease pressure drops (pressure switch opens again) and the timer turns off. 7. After the pump solenoid valve is de-energized, hydraulic pressure in the manifold drops and the vent valve (11, Figure 3-3) will open, releasing grease pressure in the lines to the injector banks. When this occurs, the injectors are then able to recharge for the next lubrication cycle. 8. The system will remain at rest until the lubrication cycle timer turns on and initiates a new grease cycle. 9. During the normal lubrication cycle, if grease pressure fails to reach 13,790 kPa (2000 psi) at the pressure switch located on the rear axle housing, an amber indicator light will illuminate on the overhead panel.

FIGURE 3-3. HYDRAULIC SCHEMATIC 1. Hydraulic Oil Return 2. Hydraulic Oil Supply 3. Pump Solenoid Valve 4. Pressure Reducing Valve 5. Motor Pressure Gauge

P3-6

6. Flow Control Valve 7. Hydraulic Motor 8. Grease Pump 9. Pressure Switch (N.O.) 10. Check Valve


11. Vent Valve 12. Orifice 13. Injector Bank

11/07 P03030

GENERAL INSTRUCTIONS LUBRICANT REQUIRED FOR SYSTEM Grease requirements will depend on ambient temperatures encountered during truck operation:

• Above 32°C (90°F) - Use NLGI No. 2 multipurpose grease (MPG).

• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1 multipurpose grease (MPG).

• Below -32°C (-25°F) - Refer to local supplier for extreme lubricant requirements.

cold

weather

System Priming The system must be full of grease and free of air pockets to function properly. After maintenance, if the primary or secondary lubrication lines were replaced, it will be necessary to prime the system to eject all entrapped air. 1. Fill lube reservoir with lubricant, if necessary. 2. To purge air from the main supply line, remove the main supply line at the grease canister. Connect an external grease supply to the line. 3. Remove plugs from each injector group in sequence (right front, left front, and rear axle). 4. Using the external grease source, pump grease until grease appears at the group of injectors and re-install the pipe plug. Repeat for remaining injector groups. 5. Remove the caps from each injector and connect an external grease supply to the zerk on the injector and pump until grease appears at the far end of the individual grease hose or the joint being greased.

Filter Assembly Filter element (5, Figure 3-4) must be replaced if bypass indicator (2) shows excessive element restriction.

P03030 11/07

FIGURE 3-4. FILTER ASSEMBLY 1. Housing 2. Bypass Indicator 3. O-Ring 4. Backup Ring 5. Element


6. Spring 7. Bowl 8. O-Ring 9. Plug

P3-7

LUBRICANT PUMP Pump Housing Oil Level The pump housing must be filled to the proper level with SAE 10W-30 motor oil. Oil level should be checked at 1000 hour intervals. To add oil, remove oil level plug (4, Figure 3-5) and fill housing to bottom of plug hole. Pump Pressure Control High pressure hydraulic fluid from the truck steering system is reduced to 2240 - 2413 kPa (325 - 350 psi) by the pressure reducing valve located on the manifold on top of the pump motor. This pressure can be read on the gauge installed on the manifold and should be checked occasionally to verify pressure is within the above limits. Pressure Control Valve Adjustment 1. With the truck engine on, activate the override switch (2) to start the hydraulic motor and pump. 2. Loosen the locknut on pressure control (1) by turning the nut counterclockwise.

FIGURE 3-5. PUMP CONTROLS 1. Pump Pressure Control 2. Override Switch 3. Pressure Gauge

4. Oil Level Plug 5. Flow Control Valve

3. Turn the valve stem counterclockwise until it no longer turns. (The valve stem will unscrew until it reaches the stop - it will not come off.) NOTE: This is the minimum pressure setting, which is approximately 1172 kPa (170 psi). 4. With the pump stalled against pressure, turn the pressure control valve stem clockwise until 2240 - 2413 kPa (325 - 350 psi) is attained on pressure gauge (3). 5. Tighten the locknut to lock the stem in position. NOTE: Note: Flow control valve (5) is factory adjusted to 9.5 lpm (2.5 gpm). Do not change this setting.

P3-8


11/07 P03030

INJECTORS (SL-1 Series “H”) Injector Specifications

• Each lube injector services only one grease point. In case of pump malfunction, each injector is equipped with a covered grease fitting to allow the use of external lubricating equipment.

• Injector output volume: Maximum output = . . . . . 1.31 cc (0.08 in3). Minimum output = . . . . 0.13 cc (0.008 in3).

• Operating Pressure: Minimum - . . . . . . . . 12,755 kPa (1850 psi) Maximum - . . . . . . . . 24,133 kPa (3500 psi) Recommended - . . . 17,238 kPa (2500 psi)

• Maximum Vent Pressure - (Recharge) . . . . . . . . . . . . . . . . . . . 4137 kPa (600 psi)

Injector Adjustment The injectors may be adjusted to supply from 0.13 1.31 cc (0.008 - 0.08 in3) 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 adjusting screw (1, Figure 3-6) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise until the indicating pin just touches the adjusting screw. At the maximum delivery point, about 9.7 mm (0.38 in.) 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 4.8 mm (0.19 inch) threads are showing. The injector will be set at minimum delivery point with about 0.22 mm (0.009 in.) thread showing.

FIGURE 3-6. TYPE SL-1 INJECTOR 1. Adjusting Screw 2. Locknut 3. Piston Stop Plug 4. Gasket 5. Washer 6. Viton O-Ring 7. Injector Body Assy. 8. Piston Assembly 9. Fitting Assembly 10. Plunger Spring

11. Spring Seat 12. Plunger 13. Viton Packing 14. Inlet Disc 15. Viton Packing 16. Washer 17. Gasket 18. Adapter Bolt 19. Adapter 20. Viton Packing

NOTE: The piston assembly (8) has a visible indicator pin at the top of the assembly to verify injector operation.

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 1/4 capacity.

P03030 11/07


P3-9

INJECTOR OPERATION STAGE 1. The injector piston (2) is in its normal or “rest” position. The discharge chamber (3) is filled with lubricant from the previous cycle. Under the pressure of incoming lubricant (6), the slide valve (5) is about to open the passage (4) leading to the measuring chamber (1) above the injector piston (2).

STAGE 2. When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston (2) which forces lubricant from the discharge chamber (3) through the outlet port (7) to the bearing.

STAGE 3. As the injector piston (2) completes its stroke, it pushes the slide valve (5) past the passage (4), cutting off further admission of lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and slide valve (5) remain in this position until lubricant pressure in the supply line (6) is vented.

STAGE 4. After venting, the injector spring expands, causing the slide valve (5) to move, so that the passage (4) and discharge chamber (3) are connected by a valve port (8). Further expansion of the spring causes the piston to move upward, forcing the lubricant in the measuring chamber (1) through the passage (4) and valve port (8) to refill the discharge chamber (3). Injector is now ready for the next cycle.

P3-10


11/07 P03030

PREVENTIVE MAINTENANCE PROCEDURES Use the following maintenance procedures to ensure proper system operation. Daily Lubrication System Inspection 1. Check the grease reservoir level after each shift of operation. Grease usage should be consistent from day-to-day operations. Lack of lubricant usage would indicate an inoperative system. Excessive usage would indicate a broken supply line. 2. Check the filter bypass indicator when filling rthe eservoir. Replace the element if bypassing. 3. Check all grease hoses from the SL-1 Injectors to the lubrication points. a. Repair or replace all damaged feed line hoses. b. Ensure that all air is purged and all new feed line hoses are filled with grease before returning the truck to service. 4. Inspect the key lubrication points for a bead of lubricant around the seal. If a lubrication point appears dry, troubleshoot and repair the problem. 250 Hour Inspection 1. Check all grease hoses from the SL-1 Injectors to the lubrication points (see Figure 3-2). a. Repair or replace all worn or broken hoses. b. Ensure that all air is purged and all new feed line hoses are filled with grease before returning the truck to service. 2. Check all grease supply line hoses from the pump to the SL-1 injectors. a. Repair or replace all worn or broken supply lines. b. Ensure that all air is purged and all new supply line hoses are filled with grease before returning the truck to service.

4. Inspect all bearing points for a bead of lubricant around the bearing seal. NOTE: It is good practice bearing point at the grease Injector. This will indicate frozen or plugged bearings, bearings of contaminants.

to manually lube each fitting provided on each whether there are any and it will help flush the

5. System Checkout a. Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. b. Start the engine. c. Actuate lube system override switch (6, Figure 3-1). The hydraulic motor and grease pump should operate. d. With the grease under pressure, check each SL-1 injector assembly. The cycle indicator pin should be retracted inside the injector body. e. When the system is at 17,237 kPa (2500 psi), the pump should shut off and the pressure in the system should drop to zero, venting back to the grease reservoir. f. While the system is venting, check the SL-1 injector indicator pins. All of the pins should be visible. Replace or repair any defective injectors. g. Install all injector cover caps. h. Check the lubrication timer operation. NOTE: With the engine on, the lube system should activate within five minutes. The system should build 13,790 - 17,237 kPa (2000 - 2500 psi) within 25-40 seconds. • If the system is working properly, the machine is ready for operation. • If the system is malfunctioning, refer to the troubleshooting chart.

3. Check the grease reservoir level. a. Fill the reservoir if the grease level is low. Check the filter bypass indicator when filling the reservoir. Replace the element if bypassing.

1000 Hour Inspection 1. Check the pump housing oil level. Refillwith SAE 10W-30 motor oil to bottom of the oil level plug if necessary.

b. Check the reservoir for contaminants. Clean the reservoir, if required. c. Make sure that all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants.

P03030 11/07


P3-11

SYSTEM CHECKOUT To check system operation (not including timer), proceed as follows: 1. Start the engine. 2. Actuate the override switch at the reservoir/ pump assembly. 3. The motor and pump should operate until the system attains 17,237 kPa (2500 psi). 4. Once the required pressure is achieved, the pump motor should turn off and the system should vent. 5. Check for pump, hose or injector damage or leakage with the system under pressure. 6. After checking system, stop the engine. Observing normal precautions regarding high voltage present in the propulsion system before attempting to repair lube system. Lubrication Controller Check Pressing the manual lube button on the enclosure cover will initiate a lube event (see Figure 42-7). Lubrication Controller Operation The time between lube events is determined by the setting of the rotary switch, which selects the numeral setting, and the dip switch, which selects the units in either minutes or hours. Lubrication Controller Components Mode switch (2, Figure 42-7) consists of four dip switches. The first dip switch controls the maximum amount of “on time”, either 30 seconds or 120 seconds. The second dip switch controls the mode, either timer mode or controller mode. When the switch is set to the timer mode, the amount of time that the pump is on will be determined by the setting of the dip switch (30 seconds or 120 seconds). When the switch is set to the controller mode, a pressure switch must be installed in the lube supply line. The pressure switch will detect supply line pressure, and will reset the timer at a set pressure. If the pump fails to reach the set pressure within the dip switch setting (30 seconds or 120 seconds), the controller will initiate an alarm.

P3-12

The third dip switch is for selecting the units for the “off time” to be used in conjunction with off time switch (1). Hours or minutes may be selected. The fourth dip switch is used to select “memory off” or “memory on”. When the switch is set to “memory off”, a lube cycle will occur each time power is turned on. The lube cycle will start at the beginning of the on time setting. When the switch is set to “memory on”, the controller will function as follows: 1. When power is turned off during ‘off time’ (between cycles), the lube cycle will resume at the point of interruption after power is restored. In other words, the controller will remember its position in the cycle. 2. When power is turned off during ‘on time’ (during a cycle), the controller will reset to the beginning of the lube cycle after power is restored.

Off time switch (1) is used to select units of time. Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or 30. The mode switch determines whether the off time units will be minutes or hours. Cover (3) contains three LED windows and a manual lube switch. The LEDs indicate system operation and status. When power is on, a green LED will illuminate. When the pump is on, another green LED will illuminate. A red LED will illuminate when an alarm condition occurs.

Lubrication Controller Adjustment The lubrication controller is factory adjusted to the following switch settings: Dip Switch 1 - 120 SEC Dip Switch 2 - TIMER Dip Switch 3 - MINUTES Dip Switch 4 - MEMORY OFF Rotary Switch - 15 minutes


11/07 P03030

FIGURE 3-7. LUBRICATION CYCLE TIMER 1. Off Time Switch 2. Mode Switch

P03030 11/07

3. Cover


P3-13

SYSTEM TROUBLESHOOTING CHART If the following procedures do not correct the problem, contact a factory authorized service center. TROUBLE

Pump Does Not Operate

POSSIBLE CAUSES


Lube system is 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. Ensure key switch is ON.

Timer malfunction

Replace timer assembly.

Solenoid valve malfunction

Replace the solenoid valve assembly.

Relay malfunction

Replace relay.

Motor or pump malfunction

Repair or replace motor and/or pump assembly. (Refer to Service Manual for rebuild instructions.)

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. Pump Will Not Prime

Pump Will Not Build Pressure

Low lubricant supply

Dirt in reservoir, pump inlet clogged, filter clogged.

Trapped air in lubricant supply line

Prime system to remove trapped air.

Lubricant supply line is leaking.

Check lines and connections to repair leakage.

Vent valve is leaking.

Clean or replace vent valve.

Pump is worn or scored.

Repair or replace pump assembly. (Refer to Service Manual for rebuild instructions.)

NOTE: Normally, during operation, the injector indicator stem will move into the body of the injector when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into the adjusting yoke. Injector Indicator Stem Does Not Operate

Pressure Gauge Does Not Register Pressure

Malfunctioning injector - Usually indicated by the pump building pressure and then venting.

Replace individual injector assembly.

All injectors inoperative Pump build up not sufficient to cycle injectors.

Service and/or replace pump assembly. (Refer to Service Manual for rebuild instructions.)

No system pressure to pump motor No 24 VDC signal at pump solenoid

Check hydraulic hose from steering system.

Pressure reducing valve setting is too low.

Determine problem in 24 VDC electric system.

24V Relay (RB7K8 or RB7K5) may be defective.

Refer to “Pressure Control Valve Adjustment”. Replace relay.

P3-14


11/07 P03030

TROUBLE Pump Pressure Builds Very Slowly Or Not At All

Controller Does Not Operate

“PUMP ON” LED Lights, But Load Connected To Terminals 3 & 4 Will Not Energize Load Connected To Terminals 3 & 4 Energized, But “PUMP ON” LED Does Not Light

POSSIBLE CAUSES


No signal at solenoid.

Check timer.

No electric power to controller.

Turn on electric power to pump. “POWER” LED should light, “PUMP ON” LED should light when “MANUAL LUBE” is pressed.

Printed circuit board failure.

Remove and replace.

Failure of the printed circuit board or keypad.

Remove and replace.

Controller memory mode is OFF.

Switch controller memory mode to ON.

Injector output adjustment setting is too high.

Readjust to lower setting.

Timer/controller cycle time setting is too low.

Set to longer cycle time or reevaluate lube requirements.

Injector output adjustment setting is too low.

Readjust injector output setting.

Timer/controller cycle time setting does not deliver lubricant often enough.

Set to shorter cycle time or reevaluate lube requirements.

System is too large for pump output.

Calculate system requirements per planning manual.

Bearing Points Excessively Lubricated

Bearing Points Are Not Sufficiently Lubricated

P03030 11/07


P3-15

NOTES

P3-16


11/07 P03030

SECTION Q ALPHABETICAL INDEX A Accumulator Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9 Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Test and Adjustment . . . . . . . . . . . . . . . . . . . . J3-11

Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-1 Alarm Indicating Device (AID) System . . . . . . . . . D3-7 Alternator 24VDC Battery Charging . . . . . . . . . . . . . . . . . D10-1 Main Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

C

Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Cab Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal and Installation. . . . . . . . . . . . . . . . . . . N2-3 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1

Cable, Body-Up Retention . . . . . . . . . . . . . . . . . . A3-10

Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1

Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3

Anti-Freeze Recommendations . . . . . . . . . . . . . . . P2-4

B Battery Charging System . . . . . . . . . . . . . . . . . . . . . . . D10-5 Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Disconnect Switches. . . . . . . . . . . . . . . . . . . . . . D2-6 Converter (24V to 12V) . . . . . . . . . . . . . . . . . . . . D2-7 Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1 Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20 Bleeding Procedure Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . J7-8 Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16 Checkout Procedures . . . . . . . . . . . . . . . . . . . . . J4-1 Disc Wear Inpection . . . . . . . . . . . . . . . . . . . . . . J5-4 Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Parking Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1 Secondary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 Service Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1

Q01061 5/08

Charging Procedures Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-27 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-26 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1 Checkout Procedures AC Drive System. . . . . . . . . . . . . . . . . . . . . . . . . E3-5 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1 Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8 Propulsion System Controller (PSC). . . . . . . . . E3-12 Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3 Truck Control Interface (TCI) . . . . . . . . . . . . . . E3-17 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-18 Console, Center. . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Control Cabinet Components . . . . . . . . . . . . . . . E2-38 Controller Orbcomm . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32 Propulsion System (PSC) . . . . . . . . . . . . . . . . . . E2-5 VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 Conversion Charts (Metric/English) . . . . . . . . . . . . A5-6 Cooling System Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1 Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . L2-8 Cylinders Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14 Steering Removal and Installation . . . . . . . . . . . . . . . .G3-13 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8

Alphabetical Index

Q1-1

D

H

Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-1

Diagnostic Information Display (DID) Panel . . . . . E2-7

Heaters, Engine Oil & Coolant (optional) . . . . . . . M7-1

Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6

Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1

Dual Relay Valve Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-17

Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23

Hydraulic System Brake Cooling System . . . . . . . . . . . . . . . . . . . . .L2-8 Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1 Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-13 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1 Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-10 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

E Electrical Propulsion Components . . . . . . . . . . . . E2-1 Electrical System Schematics . . . . . . . . . . . . . . . R1-1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3

F

I

Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-14

Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1

Interface Module (IM) . . . . . . . . . . . . . . . . . . . . . Checkout and Troubleshooting . . . . . . . . . . . . Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fault Codes/Event Codes, DID Panel . . . . . . . . . E2-8 Filters Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1 Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Cab Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

D12-3 D13-1 D14-1 D12-5

L Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1

Fire Control System (Optional) . . . . . . . . . . . . . . . M2-1

Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5

Flow Amplifier Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5

Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1

Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . P2-6

Fuse Block Charts . . . . . . . . . . . . . . . . . . . . . . . D3-17

Manifold Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3 Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Overcenter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6

G Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

M

Metric Conversion Chart. . . . . . . . . . . . . . . . . . . . A5-6

N Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10

Q1-2

Alphabetical Index

5/08 Q01061

O

S

Oiling and Charging Procedure, Suspension . . . . H4-1

Safety, General . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-1

Starter, 24VDC. . . . . . . . . . . .(Refer to Engine Manual)

Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-20

Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6

Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . L7-6

Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

P

Solenoid Accumulator Bleeddown . . . . . . . . . . . . . . . . . . . L4-5 Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-7

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1

Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . . .M20-1

Specifications

Pivot Eye/Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

HYDRAIR® II Oil and Nitrogen . . . . . . . . . . . . H4-10 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3

Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1

Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3

Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5

Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

Pedal Accelerator/Throttle, Electronic. . . . . . . . . . . . . E2-46 Brake/Retarder, Electronic . . . . . . . . . . . . . . . . E2-46

Propulsion System. . . . . . . . . . . . . . . . . . . . . . . . . E2-1 Pump Auto Lube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Hoist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3 Steering and Brake . . . . . . . . . . . . . . . . . . . . . . L6-10 Pressure Control Adjustment . . . . . . . . . . . . . . L10-4

R Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 Rear Axle Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1 Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1 Retarding, Dynamic . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9

Q01061 5/08

Steering Accumulator Charging Procedure . . . . . . . . . . . L6-26 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . L6-3 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . L10-1 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4 Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30 Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 Suspension, HYDRAIR® II Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1 Oiling and Charging . . . . . . . . . . . . . . . . . . . . . . H4-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1 Switch Battery Disconnect . . . . . . . . . . . . . . . . . . . . . . . D2-6 Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Center Console . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Hydraulic Filter Indicator . . . . . . . . . . . . . . . . . . . L9-6 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Low Accumulator Pressure . . . . . . . . . . . . . . . . . L4-7 Multi-Function Turn Signal . . . . . . . . . . . . . . . . . N5-6

Alphabetical Index

Q1-3

T

V

Tank Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Reserve Engine Oil . . . . . . . . . . . . . . . . . . . . . M31-3

Valves Accumulator Bleeddown Solenoid . . . . . . . . . . . .L4-5 Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . L10-11 Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9 Shock and Suction . . . . . . . . . . . . . . . . . . . . . . .L10-7 Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-1

Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Timer Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Engine Starter Failure Delay . . . . . . . . . . . . . . . D3-3 5 Minute Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Tires and Rims Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15 Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Torque Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1 Troubleshooting Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . N4-35 Auto Lube System . . . . . . . . . . . . . . . . . . . . . . P3-14 Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . D10-14 Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Fire Control System (Electrical) . . . . . . . . . . . . M2-13 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15 Phase Module/Chopper Module . . . . . . . . . . . E3-34 Reserve Engine Oil System . . . . . . . . . . . . . . . M31-6 Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30 VHMS / IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1

Q1-4

Vehicle Health Monitoring System (VHMS) Checkout and Troubleshooting . . . . . . . . . . . . D13-1 Components. . . . . . . . . . . . . . . . . . . . . . . . . . D11-16 Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16

W Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1 Warning Indicator Lights . . . . . . . . . . . . . . . . . . . N5-20 Wear Indicator, Brake Disc . . . . . . . . . . . . . . . . . . . J5-4 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3 Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6 Wheels and Tires Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7 Windows, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Windshield Wiper/Washer . . . . . . . . . . . . . . . . . . N3-3

Alphabetical Index

5/08 Q01061

SECTION R SYSTEM SCHEMATICS INDEX

HYDRAULIC SUPPLY, BRAKE COOLING, STEERING & HOIST SCHEMATIC . . . . . . . . . EM1364

HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM1358

ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4300

R01082 4/07

Index

R1-1

NOTES

R1-2

Index

4/07 R01082

EM1364-0 FEB 07 HYDRAULIC SCHEMATIC 930E-4 A30462 & UP

EM1358-0 OCT 06 HYDRAULIC BRAKE SCHEMATIC 930E-4 A30462 & UP

XS4301-1 JUN 07 ELECTRICAL SCHEMATIC INDEX & SYMBOLS 930E-4 A30462 - A30600 Sheet 01 of 35

XS4302-1 JUN 07 ELECTRICAL SCHEMATIC GE SYSTEM BLOCK DIAGRAM 930E-4 A30462 - A30600 Sheet 02 of 35

XS4303-2 JUN 07 ELECTRICAL SCHEMATIC MAIN PROPULSION 930E-4 A30462 - A30600 Sheet 03 of 35

XS4304-1 JUN 07 ELECTRICAL SCHEMATIC 24V / 15V POWER DISTRIBUTION 930E-4 A30462 - A30600 Sheet 04 of 35

XS4305-1 JUN 07 ELECTRICAL SCHEMATIC GE INVERTER FIRING 930E-4 A30462 - A30600 Sheet 05 of 35

XS4306-1 JUN 07 ELECTRICAL SCHEMATIC GE INVERTER FIRING 930E-4 A30462 -A30600 Sheet 06 of 35

XS4307-1 JUN 07 ELECTRICAL SCHEMATIC ENGINE INPUTS / OUTPUTS 930E-4 A30462 -A30600 Sheet 07 of 35

XS4308-2 JUN 07 ELECTRICAL SCHEMATIC GE / 24V - DIGITAL INPUTS / OUTPUTS 930E-4 A30462 - A30600 Sheet 08 of 35

XS4309-1 JUN 07 ELECTRICAL SCHEMATIC CONTROL PANEL - ANALOG INPUTS 930E-4 A30462 - A30600 Sheet 09 of 35

XS4310-1 JUN 07 ELECTRICAL SCHEMATIC 24V POWER DISTRIBUTION & CIRCUIT PROTECTION 930E-4 A30462 - A30600 Sheet 10 of 35

XS4311-3 OCT 07 ELECTRICAL SCHEMATIC OPERATOR CAB - OVERHEAD WARNING LIGHTS 930E-4 A30462 - A30600 Sheet 11 of 35

XS4312-2 JUN 07 ELECTRICAL SCHEMATIC OPERATOR CAB - OVERHEAD WARNING LIGHTS 930E-4 A30462 - A30600 Sheet 12 of 35



XS4315-3 JUN 07 ELECTRICAL SCHEMATIC AUTO LUBE SYSTEM WITH WARNING 930E-4 A30462 - A30600 Sheet 15 of 35

XS4316-1 JUN 07 ELECTRICAL SCHEMATIC OPERATOR CAB - GAUGES & OPTION SWITCHES 930E-4 A30462 - A30600 Sheet 16 of 35

XS4317-1 JUN 07 ELECTRICAL SCHEMATIC HEATER / AIR CONDITIONER CONTROLS 930E-4 A30462 - A30600 Sheet 17 of 35

XS4318-1 JUN 07 ELECTRICAL SCHEMATIC WORK LIGHTS & HORN 930E-4 A30462 - A30600 Sheet 18 of 35

XS4319-1 JUN 07 ELECTRICAL SCHEMATIC RETARD LIGHTS, BACKUP LIGHTS & BACKUP HORNS 930E-4 A30462 - A30600 Sheet 19 of 35

XS4320-3 JUN 07 ELECTRICAL SCHEMATIC OPERATOR DRIVE SYSTEM CONTROLS 930E-4 A30462 - A30600 Sheet 20 of 35

XS4321-1 JUN 07 ELECTRICAL SCHEMATIC RADIO AND WINDOW CONTROLS 930E-4 A30462 - A30600 Sheet 21 of 35

XS4322-1 JUN 07 ELECTRICAL SCHEMATIC CLEARANCE LIGHTS 930E-4 A30462 - A30600 Sheet 22 of 35

XS4323-1 JUN 07 ELECTRICAL SCHEMATIC FOG LIGHTS AND HEADLIGHTS 930E-4 A30462 - A30600 Sheet 23 of 35

XS4324-1 JUN 07 ELECTRICAL SCHEMATIC OPERATOR CAB - INSTRUMENT LIGHTS 930E-4 A30462 - A30600 Sheet 24 of 35

XS4325-1 JUN 07 ELECTRICAL SCHEMATIC KEY SWITCH & 5 MINUTE IDLE SWITCH 930E-4 A30462 - A30600 Sheet 25 of 35

XS4326-1 JUN 07 ELECTRICAL SCHEMATIC ENGINE START CIRCUIT 930E-4 A30462 - A30600 Sheet 26 of 35

XS4327-1 JUN 07 ELECTRICAL SCHEMATIC ENGINE CIRCUITS 930E-4 A30462 - A30600 Sheet 27 of 35

XS4328-2 JUN 07 ELECTRICAL SCHEMATIC PAYLOAD METER III CIRCUITS 930E-4 A30462 - A30600 Sheet 28 of 35

XS4329-1 JUN 07 ELECTRICAL SCHEMATIC DIAGNOSTIC PORTS & DISPATCH SYSTEM 930E-4 A30462 - A30600 Sheet 29 of 35

XS4330-3 JAN 08 ELECTRICAL SCHEMATIC PARKING BRAKE & GE INPUTS / OUTPUTS 930E-4 A30462 - A30600 Sheet 30 of 35

XS4331-1 JUN 07 ELECTRICAL SCHEMATIC WINDSHIELD WIPER & TURN SIGNAL CONTROLS 930E-4 A30462 - A30600 Sheet 31 of 35

XS4332-5 JAN 08 ELECTRICAL SCHEMATIC VHMS, INTERFACE & ORBCOMM MODULES 930E-4 A30462 - A30600 Sheet 32 of 35

XS4333-0 AUG 06 ELECTRICAL SCHEMATIC BATTERY BOX 930E-4 A30462 - A30600 Sheet 33 of 35

XS4334-2 JUN 07 ELECTRICAL SCHEMATIC COMPONENT LOCATOR SHEET 930E-4 A30462 - A30600 Sheet 34 of 35

XS4335-1 JUN 07 ELECTRICAL SCHEMATIC COMPONENT LOCATOR SHEET 930E-4 A30462 - A30600 Sheet 35 of 35

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Komatsu Truck 930-4 Shop Manual CEBM017904

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