Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except in accordance with written authorization from Komatsu Mining Systems, Inc. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local distributor for information on the latest revision.
CALIFORNIA Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects and other reproductive harm.
FOREWORD This Service Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right", "Left", "Front", or "Rear" are made with respect to the operator’s normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the general information section and individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have ± 10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. The HAULPAK® Model designation consists of three numbers and one letter (i.e. 210M). The three numbers represent the basic truck model. The letter "M" designates a Mechanical drive and the letter "E" designates an Electrical propulsion system. The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service parts and/or warranty consideration. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the GVW rating. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often as practical. Exceeding the allowable payload will reduce expected life of truck components.
A00010 8/95
Introduction
A-1
THIS "ALERT" SYMBOL IS USED WITH THE SIGNAL WORDS, "CAUTION", "DANGER", AND "WARNING" IN THIS MANUAL TO ALERT THE READER TO HAZARDS ARISING FROM IMPROPER OPERATING AND MAINTENANCE PRACTICES.
"DANGER" IDENTIFIES A SPECIFIC POTENTIAL HAZARD WHICH WILL RESULT IN EITHER INJURY OR DEATH IF PROPER PRECAUTIONS ARE NOT TAKEN.
"WARNING" IDENTIFIES A SPECIFIC POTENTIAL HAZARD WHICH MAY RESULT IN EITHER INJURY OR DEATH IF PROPER PRECAUTIONS ARE NOT TAKEN.
"CAUTION" IS USED FOR GENERAL REMINDERS OF PROPER SAFETY PRACTICES OR TO DIRECT THE READER’S ATTENTION TO AVOID UNSAFE OR IMPROPER PRACTICES WHICH MAY RESULT IN DAMAGE TO THE EQUIPMENT.
A-2
Introduction
A00010 8/95
TABLE OF CONTENTS
SUBJECT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . .
C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . .
D
TRANSMISSION AND PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
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
A00010 8/95
Introduction
A-3
210M HAULPAK® TRUCK
A-4
Introduction
A00010 8/95
SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION
. . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 2/94
Index
A1-1
NOTES
A1-2
Index
A01001 2/94
COMPONENT
DESCRIPTION
ENGINE
AND
SPECIFICATIONS
SERVICE BRAKE SYSTEM ®
The 210M HAULPAK is powered by a Cummins KTTA--19C diesel engine. The truck is capable of speeds up to 35 MPH (56.7 km/h).
The service brakes are controlled by an all hydraulic actuation system. Depressing the service brake pedal actuates front dry disc brakes and rear wet disc brakes. Automatic Emergency Braking is provided if system pressure falls below a preset value. All functioning wheel brakes will be automatically applied by accumulators.
TRANSMISSION The diesel engine drives a remote-mounted Allison CLT-6062 transmission incorporating a TC683 torque converter. The transmission has six speeds "Forward" and one "Reverse" and uses Allison Transmission Electronic Control (ATEC) for complete automatic shift sequencing. By moving the operator’s Range Selector in the cab, the operator may select "R" for Reverse, "N" for Neutral or any one of six Forward driving ranges. The Range Selector is an electronic-mechanical control unit. Each position (R,N,D,5,4,3,2,1) is selected by releasing a range locking mechanism on the lever and choosing the desired range. "D" will permit completely automatic up and down shifts through all six ranges. "5" will limit upshifts to 5th range only. "4" will limit upshifts to 4th range only. "3" will limit upshifts to 3rd range only. "2" will limit upshifts to 2nd range only. "1" is a first range hold position and no upshifts are permitted.
POWER STEERING The HAULPAK® Truck is equipped with an orbital power steering system mounted under the cab floor with noise and vibration isolators. Emergency power to safely steer the truck while stopping is provided automatically by an accumulator.
INSTRUMENTS The instrument panel located in the cab provides the operator easy identification of all instruments and gauges which are necessary to control the truck and monitor the truck’s operating systems.
SUSPENSION DYNAMIC RETARDING Dynamic retarding is actuated by depressing the operator’s retarder pedal which applies oil-cooled, rear mounted, wet disc brakes only; the front brakes are not applied. Application of the retarder pedal may be fully modulated and should be used to slow the truck during normal truck operation, to control speed coming down a grade or to make non-emergency stops. Use of the retarder pedal saves wear on the front brakes and provides better steering control.
A02015 01/92
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.
FINAL DRIVE Planetary Final Drive has full floating axle shafts and a plug-in differential carrier assembly.
Component Description and Specifications
A2-1
MODEL 210M HAULPAK® MAJOR COMPONENTS
A2-2
Component Description and Specifications
A02015
The SPECIFICATIONS listed on these pages cover standard production. When optional equipment is selected, some of these specifications and/or capacities may change. ENGINE Cummins . . . . . . . . . . . . . . . . . KTTA--19C Number of Cylinders . . . . . . . . . . . . . . . . 6 Operating Cycle . . . . . . . . . . . . . . 4-Stroke Rated Brake HP (SAE) 675 HP (504kW) @ 2100 RPM Flywheel HP (SAE) . 641 HP (478kW) @ 2100 RPM Maximum Torque: . . . . . . . 1990 ft. lbs. (2698 N.m) @ 1400 RPM
HOIST SYSTEM Tandem Pump Capacity: Shaft End . . . . 94 gpm (355 l/min.) @ 2100 RPM Cover End . . . . 80 gpm (303 l/min.) @ 2100 RPM Relief Valve Pressure Setting 2750 psi (18961 kPa) Hoist Cylinders . . . . 2 - Stage Hydraulic Cylinders Filtration . . . . . Full-Flow, Remote-Mounted Filter Return . . . . . . Full Flow, 12 Micron - Absolute
TRANSMISSION ALLISON CLT-6062 w/ATEC Torque Converter . . . . . . . . . . . . . . . TC683 6 Speeds FORWARD . . . . . . . . . . 1 REVERSE
SERVICE BRAKES Actuation . . . . . . . . . . . . . . . . All Hydraulic Type: (Front) Single Dry Disc with 2 Caliper Assy./Wheel Total Braking Surface . . . 408 in.2 (2 632 cm2) (Rear) . . . . . . Dual Wet Disc Brake Assemblies Total Braking Surface . . 9020 in.2 (58 193 cm2)
HYDRAIR® II 10.88 in. (276 mm)
SUSPENSION Stroke (Front & Rear) . . . . . . FINAL DRIVE Ratios: Bevel Set (differential) Planetary . . . . . . . Total Reduction . . . . . Maximum Speed . . . .
. . . .
. . . .
. . . .
. . . .
. . . . . . . 3.85:1 . . . . . . . 5.70:1 . . . . . . . 21.93:1 35 MPH (56.7 km/h)
TIRES (Standard) 24.00-35, 36 PR(E-3) Rating Ton-MPH (m/ton-km/h) . . . . . . 180 (262.8)
STEERING Turning Circle . . . . . . . . . . . . 69 ft. (21.0 m) Pump Capacity . . . . . . . . . 22.7 gpm (85.9 lpm) System Pressure . . . . . . . . 2750 psi (19.0 MPa) DUMP BODY CAPACITIES PAYLOAD (Rated) 55 Ton Capacitiy: Struck . . . . . . . . . . 31.1 cu. yds. Heaped @ 2:1 (SAE) . . 44.0 cu. yds.
(49.9 mt) (23.8 m3) (33.7 m3)
24 VDC ELECTRIC SYSTEM Batteries . . . . . . . Two 12 Volt Batteries in Series Capacity . . . . . . . . . . . . . 200 Ampere-Hour Alternator . . . . . . . . 24 Volt, 75 Amperes Output Starter . . . . . . . . . . . . . . . . . DELCO-REMY Lighting . . . . . . . . . . . . . . . . . . 24 Volt-DC
BODY Material [Yield Strength] . . . . . . . . . Thickness Floor [125,000 psi (862 mPa)Steel]0.75 ..............in. (19 mm) Front [90,000 psi (620 mPa)Steel] 0.50 in. (13 mm) Sides [90,000 psi (620 mPa)Steel] 0.38 in. (10 mm)
SERVICE CAPACITIES U.S. Gallons Liters
WEIGHT DISTRIBUTION EMPTY - STANDARD . . Front Axle . . . . . . . . Rear Axle . . . . . . . . Total . . . . . . . . . . . LOADED . . . . . . . . Front Axle . . . . . . . . Rear Axle . . . . . . . . Total . . . . . . . . . . .
Engine Lube Oil: Cummins . . . . . . . . . Cooling System . . . . . . . Fuel Tank . . . . . . . . . . Hydraulic System (incl. tank) Hydraulic Tank . . . . . . Transmission . . . . . . . . Final Drive . . . . . . . . . . Front Spindle . . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. 13 . 48 154 144 . 95 . 20 . 56 . 1
49.2 181.7 583.7 545.0 359.6 75.6 212.2 3.8
. . . . . . . .
. . . . . . . .
Pounds Kilograms . 44,390 20 135 . 45,910 20 824 . 90,300 40 959 Pounds Kilograms . 66,700 30 255 133,600 60 600 200,300 90 855
MAXIMUM ALLOWABLE GVW .210,000 .............
A02015 01/92
Component Description and Specifications
95 340
A2-3
OVERALL TRUCK DIMENSIONS
A2-4
Component Description and Specifications
A02015
GENERAL SAFETY This safety section also contains precautions for optional equipment and attachments.
Read and follow all safety precautions. Failure to do so may result in serious injury or death.
SAFETY RULES •
ONLY trained and authorized personnel can operate and maintain the machine.
•
Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine.
•
When working with another operator or a person on worksite traffic duty, be sure all personnel understand all hand signals that are to be used.
SAFETY FEATURES •
Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged. (See Walk-Around Inspection, Operating Instructions later in this section.)
•
Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety features properly.
•
NEVER remove any safety features. ALWAYS keep them in good operating condition.
•
Improper use of safety features could result in serious bodily injury or death.
CLOTHING AND PERSONAL PROTECTIVE ITEMS •
Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, do not wear oily clothes because they are flammable.
•
Wear a hard hat, safety glasses, safety shoes, mask or gloves when operating or maintaining the machine. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials----this is so particularly when driving pins with a hammer and when cleaning the air cleaner element with compressed air. Check also that there is no one near the machine.
UNAUTHORIZED MODIFICATION •
Any modification made without authorization from Komatsu can create hazards.
•
Before making a modification, consult your Komatsu distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
A03002 4/98
General Safety & Operation
A3-1
STANDING UP FROM THE SEAT •
To prevent any accident occurring if you should touch any control lever that is not locked, always carry out the following before standing up from the operator’s seat.
•
Place the shift control lever at neutral (N) and set the parking lever to the PARKING position.
•
Lower the dump body, set the dump lever to the HOLD position, then apply the lock.
•
Stop the engine. When leaving the machine, always lock everything. Always remember to take the key with you. If the machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.
MOUNTING AND DISMOUNTING •
NEVER jump on or off the machine. NEVER get on or off a moving machine.
•
When getting on or off the machine, face the machine and use the handhold and steps.
•
Never hold any control levers when getting on or off the machine.
•
Always maintain three-point contact with the handholds and steps to ensure that you support yourself.
•
When bringing tools to 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 it off immediately. Always keep these parts clean. Repair any damage and tighten any loose bolts.
•
Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine. A: For use when getting on or off the machine from the left door. B: For use when getting on or off the machine from the engine hood or right door.
FIRE PREVENTION FOR FUEL AND OIL Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS. •
Keep flame away from flammable fluids.
•
Stop the engine and do not smoke when refueling.
•
Tighten all fuel and oil tank caps securely.
•
Refueling and oiling should be made in well ventilated areas.
•
Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.
A3-2
General Safety & Operation
A03002 4/98
PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES •
Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature and are under pressure. If the cap is removed or the oil or water is drained or the filters are replaced, there is danger of serious burns. Always wait for the temperature to go down, and carry out the operation according to the specified procedure.
•
To prevent hot water from spurting out: 1) Stop the engine. 2) Wait for the water temperature to go down. 3) Turn the cap slowly to release the pressure before removing the cap.
•
To prevent hot oil from spurting out: 1) Stop the engine. 2) Wait for the oil temperature to go down. 3) Turn the cap slowly to release the pressure before removing the cap.
ASBESTOS DUST HAZARD PREVENTION Asbestos dust can be HAZARDOUS to your health if it is inhaled. If you handle materials containing asbestos fibers, follow these guidelines as given below: •
NEVER use compressed air for cleaning.
•
Use water for cleaning to keep down the dust.
•
Operate the machine with the wind to your back, whenever possible.
•
Use an approved respirator if necessary.
PREVENTION OF INJURY BY WORK EQUIPMENT •
Never enter or put your hand or arm or any other part of your body between movable parts such as the dump body and chassis or cylinders. If the work equipment is operated, the clearance will change and this may lead to serious bodily injury or death.
FIRE EXTINGUISHER AND FIRST AID KIT •
Be sure fire extinguishers have been provided and know how to use them.
•
Provide a first aid kit at the storage point.
•
Know what to do in the event of a fire.
•
Be sure you know the phone numbers of persons you should contact in case of an emergency.
A03002 4/98
General Safety & Operation
A3-3
PRECAUTIONS WHEN USING ROPS •
If ROPS is installed, the ROPS must never be removed when operating the machine.
•
The ROPS is installed to protect the operator if the machine should roll over. If is designed not only to support the load if the machine should roll over, but also to absorb the impact energy.
•
The Komatsu ROPS fulfills all of the regulations and standards for all countries, but if it is rebuilt without authorization or is damaged when the machine rolls over, the strength will drop and it will not be able to fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way.
•
When modifying or repairing the ROPS, always contact your Komatsu distributor.
•
Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly. Always fasten the seat belt when operating.
PRECAUTIONS FOR ATTACHMENTS •
When installing and using an optional attachment, 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 or your Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine.
•
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu.
A3-4
General Safety & Operation
A03002 4/98
PRECAUTIONS DURING OPERATION BEFORE STARTING ENGINE SAFETY AT WORKSITE •
Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
•
Examine the road surface in the jobsite and determine the best and safest method of operation.
•
Choose an area where the ground is as horizontal and firm as possible before carrying out the operation.
•
If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty or by installing fences around the worksite.
•
Check the river bed condition, and depth and flow of water before crossing shallow parts of river. NEVER be in water which is in excess of the permissible water depth.
•
The operator must check personally the work position, roads to be used, and existence of obstacles before starting operations.
•
Always determine the travel roads in the worksite and maintain them so that it is always safe for the machines to travel.
FIRE PREVENTION •
Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compartment. They could cause a fire.
•
Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks repaired. Wipe up any excess oil, fuel or other flammable fluids.
•
Be sure a fire extinguisher is present and working.
•
Do not operate the machine near any flame.
IN OPERATOR’S CAB •
Do not leave tools or spare parts lying around in the operator’s compartment. They may damage or break the control levers or switches. Always put them in the tool box on the right side of the machine.
•
Keep the cab floor, controls, steps and handrails free of oil, grease, snow, and excess dirt.
•
Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use seat belts when operating your machine.
VENTILATION FOR ENCLOSED AREAS •
If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Exhaust fumes from the engine can KILL.
A03002 4/98
General Safety & Operation
A3-5
KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN •
Remove any dirt from the surface of the windows or lights to ensure good visibility.
•
Adjust the rear view mirror to a position where the operator can see best from the operator’s seat, and keep the surface of the mirror clean. If any glass should break, replace it with a new part.
•
Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions. Check that all the lamps light up properly.
A3-6
General Safety & Operation
A03002 4/98
OPERATING MACHINE WHEN STARTING ENGINE •
Walk around your machine again just before mounting it, checking for people and objects that might be in the way.
•
NEVER start the engine if a warning tag has been attached to the control.
•
When starting the engine, sound the horn as an alert.
•
Start and operate the machine only while seated.
•
Do not allow any person other than the operator in the operator’s compartment or any other place on the machine.
•
For machines equipped with a back-up alarm buzzer, check that the alarm buzzer works properly.
CHECK WHEN TRAVELING IN REVERSE Before operating the machine or work equipment, do as follows: •
Sound the horn to warn people in the area.
•
Check that there is no one near the machine. Be particularly careful to check behind the machine.
•
If necessary, designate a person to check the safety. This is particularly necessary when traveling in reverse.
•
When operating in areas that may be hazardous or have poor visibility, designate a person to direct worksite traffic.
•
Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on machines equipped with a back-up alarm or rear view mirror.
TRAVELING •
When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly.
•
Lower the dump body and set the dump lever to the FLOAT position when traveling.
•
If the engine should stop when the machine is traveling, the steering wheel will not work, and it will be dangerous to drive the machine. Apply the brakes immediately and stop the machine.
TRAVELING ON SLOPES •
Traveling on slopes could result in the machine tipping over or slipping.
•
Do not change direction on slopes. To ensure safety, go down to level ground before turning.
•
Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Take all possible steps to avoid traveling sideways, and always keep the travel speed low.
•
When traveling downhill, use the retarder brake to reduce speed. Do not turn the steering wheel suddenly. Do not use the foot brake except in an emergency.
•
If the engine should stop on a slope, apply the brakes fully and apply the parking brake, also, to stop the machine.
A03002 4/98
General Safety & Operation
A3-7
ENSURE GOOD VISIBILITY •
When working in dark places, install working lamps and head lamps, and set up lighting in the work area if necessary.
•
Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a condition that allows the operation to be carried out safely.
OPERATE CAREFULLY ON SNOW •
When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope, so always travel slowly and avoid sudden starting, turning, or stopping.
•
Be extremely careful when carrying out snow-clearing operations. The road shoulder and other objects are buried in the snow and cannot be seen.
•
When traveling on snow-covered roads, always install tire chains.
AVOID DAMAGE TO DUMP BODY •
When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits, always drive extremely carefully and lower the dump body completely before driving the machine.
DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES •
Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below between the machine and the electric cable. Voltage
Min. 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: 1) Wear shoes with rubber or leather soles. 2) Use a signalman to give warning if the machine approaches too close to the electric cable.
•
If the work equipment should touch the electric cable, the operator should not leave the operator’s compartment.
•
When carrying out operations near high voltage cables, do not let anyone come close to the machine.
•
Check with the electricity company about the voltage of the cables before starting operations.
A3-8
General Safety & Operation
A03002 4/98
WHEN DUMPING •
Before starting the dumping operation, check that there is no person or object behind the machine.
•
Stop the machine in the correct position, and check again that there is no person or object behind the machine. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman.
•
When carrying out dumping operations on slopes, the machine stability will become poor and there is danger that it may tip over. Always carry out such operations extremely carefully.
•
Do not travel with the dump body raised.
WORKING ON LOOSE GROUND •
Avoid operating your machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse, your machine could fall or tip over and result in serious injury or death. Remember that the soil after heavy rain or blasting is weakened in these areas.
•
Earth laid on the ground and the soil near ditches are loose. They can collapse under the weight or vibration of your machine.
•
When operating in places where there is danger of falling rocks or danger of the machine turning over, always install ROPS and a seat belt.
WHEN LOADING •
Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body uniformly.
•
Do not leave the operator’s seat during the loading operation.
PARKING THE MACHINE •
Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put blocks under all the wheels to prevent the machine from moving.
•
When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
•
Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the engine, then lock everything. Always take the key with you.
A03002 4/98
General Safety & Operation
A3-9
BATTERY BATTERY HAZARD PREVENTION •
Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water.
•
Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor at once.
•
If you accidentally drink acid, drink a large quantity of water or milk, beaten egg or vegetable oil. Call a doctor or poison prevention center immediately.
•
When working with batteries ALWAYS wear safety glasses or goggles.
•
Batteries generate hydrogen gas. Hydrogen gas is very EXPLOSIVE, and is easily ignited with a small spark of flame.
•
Before working with batteries, stop the engine and turn the starting switch to the OFF position.
•
Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals.
•
When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
•
Tighten the battery cap securely.
•
Tighten the battery terminals securely. Loosened terminals can generate sparks and lead to an explosion.
STARTING WITH BOOSTER CABLES •
ALWAYS wear safety glasses or goggles when starting the machine with booster cables.
•
When starting from another machine, do not allow the two machines to touch.
•
Be sure to connect the positive (+) cable first when installing the booster cables. Disconnect the ground or negative (-) cable first when removing them.
•
If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so be sure to work carefully.
•
Connect the batteries in parallel: positive to positive and negative to negative.
•
When connecting the ground cable to the frame of the machine to be started, be sure to connect it as far as possible from the battery.
A3-10
General Safety & Operation
A03002 4/98
TOWING WHEN TOWING, FIX WIRE TO HOOK •
Towing in the wrong way may lead to serious personal injury or damage.
•
When using another machine to tow this machine, use a wire rope with ample strength for the weight of this machine.
•
Never tow a machine on a slope.
•
Do not use any towing rope that has kinks or is twisted.
•
Do not stand astride the towing cable or wire rope.
•
When connecting a machine that is to be towed, do not let any one come between the towing machine and the machine that is being towed.
•
Set the coupling of the machine being towed in a straight line with the towing portion of the machine, and secure it in position. (For towing method, see "Operating Instructions" later in this section or in Section 3 in the Operation & Maintenance Manual.)
A03002 4/98
General Safety & Operation
A3-11
PRECAUTIONS FOR MAINTENANCE
BEFORE CARRYING OUT MAINTENANCE WARNING TAG •
If others start the engine or operate the controls while you are performing service or lubrication, you could suffer serious injury or death.
•
ALWAYS attach the WARNING TAG to the control lever in the operator’s cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary.
•
These tags are available from your Komatsu distributor. (Part No. 09963-03000)
PROPER TOOLS •
Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools could cause personal injury.
PERIODIC REPLACEMENT OF CRITICAL PARTS •
Periodically replace parts used to insure safety or prevent accident. (See ‘‘PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES’’, Section 4.)
•
Replace these components periodically with new ones, regardless of whether or not they appear to be defective. These components deteriorate over time.
•
Replace or repair any such components if any defect is found, even though they have not reached the time specified.
STOPPING THE ENGINE BEFORE SERVICE •
When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body, then stop the engine.
•
If the engine must be run during service, such as when cleaning the radiator, always set the shift control lever to the neutral position (N) and the parking brake lever to the PARKING position. Always carry out the work with two people. One person should sit on the operator’s seat so that he can stop the engine if necessary. NEVER move any controls you do not need to operate.
•
When servicing the machine, be careful not to touch any moving part or get your clothes caught.
•
Put blocks under the wheels.
•
When carrying out service with the dump body raised, always place the dump lever at the HOLD position, apply the lock, and insert the safety pins securely.
A3-12
General Safety & Operation
A03002 4/98
DURING MAINTENANCE PERSONNEL •
Only authorized personnel can service and repair the machine. Extra precaution should be used when grinding, welding, and using a sledge-hammer.
ATTACHMENTS •
Place attachments that have been removed from the machine in a safe place so that they do not fall. If they fall on you or others, serious injury could result.
WORK UNDER THE MACHINE •
Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the machine.
•
Always block the tires of the machine securely.
•
Never work under the machine if the machine is poorly supported.
KEEP THE MACHINE CLEAN •
Spilled oil or grease, or scattered tools or broken pieces are dangerous because they may cause you to slip or trip. Always keep your machine clean and tidy.
•
If water gets into the electrical system, there is danger that the machine may not move or may move unexpectedly. Do not use water or steam to clean the sensors, connectors, or the inside of the operator’s compartment.
RULES TO FOLLOW WHEN ADDING FUEL OR OIL •
Spilled fuel and oil may cause you to slip, so always wipe it up immediately.
•
Always tighten the cap of the fuel and oil fillers securely.
•
Never use fuel for washing any parts.
•
Always add fuel and oil in a well-ventilated place.
A03002 4/98
General Safety & Operation
A3-13
RADIATOR WATER LEVEL •
If it is necessary to add water to the radiator, stop the engine and allow the engine and radiator to cool down before adding the water.
•
Slowly loosen the cap to relieve pressure before removing the cap.
USE OF LIGHTING When checking fuel, oil, coolant, or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger or explosion.
PRECAUTIONS WITH BATTERY •
When repairing the electrical system or when carrying out electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.
HANDLING HIGH-PRESSURE HOSES •
Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or hoses. They may burst during use.
•
Always repair any loose or broken fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.
PRECAUTIONS WITH HIGH PRESSURE OIL •
Do not forget that the work equipment circuits are always under pressure.
•
Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure.
•
If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits your skin or enters your eyes. Always wear safety glasses and thick gloves, and 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.
A3-14
General Safety & Operation
A03002 4/98
PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE •
Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and under high pressure. In this condition, if the cap is removed, or the oil or water are drained, or the filters are replaced, it may result in burns or other injury. Wait for the temperature to go down, then carry out the inspection and maintenance in accordance with the procedures given in this manual.
ROTATING FAN AND BELT •
Keep away from rotating parts and be careful not to let anything get caught in them.
•
If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying, so never touch any rotating parts.
WASTE MATERIALS •
Never dump waste oil in a sewer system, rivers, etc.
•
Always put oil drained from your machine in containers. Never drain oil directly on the ground.
•
Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others.
A03002 4/98
General Safety & Operation
A3-15
TIRES HANDLING TIRES If tires are not used under the specified conditions, they may overheat and burst or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain safety, always keep to the following conditions: •
Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is too low.
•
Use the specified tires.
The values given in this manual for the tire inflation pressure and permissible speed 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 contact your Komatsu distributor or tire maker. If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, and this may lead to serious personal injury. 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 under high internal pressure: •
Welding the rim
•
Building fires or carrying out welding near the wheel or tire.
If you do not understand the proper procedure for carrying out maintenance or replacement of the wheel or tire, and you use the wrong method, the wheel or tire may burst and cause serious injury or damage. When carrying out such maintenance, please consult your Komatsu distributor or tire maker.
STORING TIRES AFTER REMOVAL •
As a basic rule, store the tires in a warehouse which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up ‘‘No Entry’’ and other warning signs that even young children can understand.
•
Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
•
If the tire should fall over, get out of the way quickly. The tires for construction equipment are extremely heavy, so trying to hold the tire may lead to serious injury.
A3-16
General Safety & Operation
A03002 4/98
SAFETY RULES Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts of persons while the remainder are caused by unsafe mechanical or physical conditions. The following safety rules are intended to instruct the truck operator on what to do and not to do while operating the truck. However, all situations cannot be covered by these safety rules; local conditions and regulations may add many more to this list.
GENERAL 1. Prevention is the best safety program. Prevent accidents by knowing all the safety regulations required by the employer, all necessary precautions at the job site, and the manufacturer’s recommendations for the truck. Report any conditions that need attention to the proper authorities.
If engine has been running, allow coolant to cool before removing the fill cap or draining radiator. Any operating fluid, such as hydraulic oil, or engine coolant escaping under pressure, can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possibly death, if proper medical treatment by a physician who is familiar with this type of injury is not received immediately. b. When checking coolant in radiator, relieve pressure before removing radiator cap. c. Check tires for cuts, damage or "bubbles". Check tires for proper inflation. If tire is warm from operation, allow tire to cool before adjusting tire pressure. If inflation is needed, use an air chuck with extension hose clipped on the tire inflation valve to allow service away from front of wheel. d. Visually inspect all headlights, worklights, clearance lights, and taillights for damage and be certain lenses are clean. Good visibility may prevent an accident. e. Upon completion of an exterior inspection of the truck, clean mud, grease, ice or snow from shoes and ladder before climbing access ladder. f. Always use handrails and ladder when mounting or dismounting truck.
2. Wear proper clothing. Loose fitting clothing, unbuttoned jackets and sleeves, jewelery, etc. can catch on a protrusion and cause a potential hazzard. 3. Always use personal safety equipment such as safety shoes, safety glasses and hard hat. There may be conditions when ear protective devices should also be worn. 4. When walking to or from the truck, keep a safe distance from all machines even if the operator is visible.
Before Starting Engine
1. Carefully study the Operator Handbook before starting engine or driving truck. Give particular attention to safety material and caution and warning decals. Only qualified operators or technicians should attempt to operate the truck.
Always mount and dismount facing the truck. Never attempt to mount or dismount while the truck is in motion.
2. Before operating truck, a careful visual inspection as well as operational checks should be completed. Report any items that need attention to the proper authority. a. Inspect entire truck for oil or coolant leaks.
A03002 4/98
Safety Rules
g. Check the deck areas for debris or loose hardware. h. When getting in or out of truck cab, face the cab and use handrails provided.
A3-17
i. Become familiar with all protective equipment devices on the truck and insure that these items (seat belts, grab bars, anti-skid material, canopies, etc.) are securely in place. j. Check on-board fire extinguishers. Do not use a fire extinguisher for any purpose other than extinguishing a fire. If extinguisher is used, report the occurrence so it may be refilled or replaced. Starting Engine And General Operation 1. Make sure all persons are clear of truck before starting engine. Always sound the horn as a warning device before activating any controls. When backing the truck, give backup signal (three blasts on horn); when starting forward, two blasts on horn. These signals must be given each time the truck is moved forward or backward. 2. Insure adequate ventilation before startup if the truck is in an enclosure. Exhaust fumes are dangerous. 3. If a cold weather starting aid is used, read and follow the manufacturer’s instructions for use and disposal.
6. Check parking brake periodically during shift. Use parking brake for parking only. 7. Observe safety and warning decals on the truck at all times. 8. Keep all unauthorized reading material out of truck cab. 9. Do not carry tools and supplies in cab of truck or allow trash to accumulate in cab. 10. Do not allow anyone to ride on decks or steps of truck. Riders should be in cab only. 11. Only authorized persons are allowed to ride in the truck cab. Wear seat belts at all times. 12. Do not allow anyone to get on or off truck while it is in motion. 13. Do not move truck into or out of a building without a signal person present. 14. DO NOT leave truck unattended while engine is running. 15. Check for flat tires periodically during shift. If truck has been run on a "flat", it must not be parked in a building until the tire cools. If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine. Initial inflation to required pressure must be done with a safety cage or rack enclosing the tire and rim assembly. Observers should not be permitted in the area and should be kept at least 1500 ft. (457 m) away from the side of such tires.
Starting fluid is highly flammable. Use with extreme care. 4. Check windshield wipers, lights, windows and horn for proper operation and cleanliness. 5. Operate each of the truck brake circuits at least twice prior to operating and moving the truck. These checks should include individual activations of the service brake, parking brake, and brake lock with the engine running. If any application/release of any brake circuit does not appear proper, or if sluggishness is apparent on application/release, shut the truck down and notify maintenance personnel. DO NOT operate truck until brake circuit in question is fully operational.
Use brake lock at dump or loading site ONLY. DO NOT use brake lock to park the truck with engine shut down or to stop the truck during routine operation.
A3-18
Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire and rim.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck until the tire and wheel are cool. Tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smell of rubber burning or evidence of fire near tire and wheel area.
Safety Rules
A03002 4/98
Hauling
If the truck must be approached to extinguish a fire, those personnel should do so only from the front or the back of the tire, unless protected by use of large heavy equipment as a shield. Stay at least 50 feet (15 m) from the tread of the tire.
16. Report haul road, pit or dump conditions which may present hazzards (muddy roads, ice, snow, pot holes, spilled debris, etc.) immediately to supervisor.
1. Stay alert! Govern truck speed by the road conditions, weather and visibility. 2. Always operate truck so it is under control at all times. 3. Use extreme caution when approaching a haul road intersection. Be prepared to avoid collisions with other vehicles. Watch for oncoming vehicles and be prepared to slow down and move aside if haul road is restricted. 4. Obey all road signs. 5. If unfamiliar with the road, drive with extra caution. 6. Always dim headlights when meeting oncoming vehicles. 7. Maintain a safe distance when following another truck. Never approach another truck from the rear, in the same lane, closer than 50 ft. (15 m). When operating on a down grade, this distance should be no closer than 100 ft. (30 m).
Loading
1. Pull into the loading area with caution. Remain at a safe distance while truck ahead of you is being loaded. 2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other trucks and for personnel working in the area. 4. When positioning truck under shovel, follow "Spotter" or "Shovel Operator" signals. Operator may speed up loading operations by watching truck position ahead of him in order to judge where he is to place his unit.
8. Before starting up or down a grade, maintain a speed that will insure safe driving and provide effective retarding under all conditions. Refer to speed/grade decal in operator cab. 9. When operating truck in darkness or when visibility is poor, do not move truck unless headlights are on. Do not back truck without a spotter if backup horn or lights are inoperative. 10. When backing the truck, give backup signal (three blasts on horn); when starting forward, two blasts on horn. These signals must be given each time the truck is moved forward or backward.
5. While truck is being loaded, operator should stay in cab of truck. Apply brake lock during loading operation.
11. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place, apply parking brake, block wheels securely and notify maintenance personnel for assistance.
6. After truck is loaded, pull away from shovel with caution.
12. Cab doors should remain closed at all times while truck is in motion or unattended.
A03002 4/98
Safety Rules
A3-19
Passing
Parking
1. Use only the areas designated for passing. Before passing, make sure the road ahead is clear. 2. Do not pass another vehicle on a hill or blind curve. 3. If a disabled truck is blocking your lane, slow down and pass with extreme caution. Dumping
1. When parking, park only in designated parking areas and at a safe distance from other vehicles as determined by supervisor. 2. If parking truck in other than designated parking area is necessary, select a level area, apply parking brake and block wheels front and rear. Do not use brake lock as a parking brake. 3. If necessary to park on a slope, park at right angles to the incline and block wheels securely.
1. Pull into dump area using caution. Carefully maneuver truck into dump position. Obey signals as directed by the spotter, if present. 2. When in dump position, apply wheel brake lock and move selector switch to "Neutral" position. 3. Put hoist control lever in "Hoist" position and depress throttle pedal. 4. Remove foot from throttle pedal as last stage of hoist cylinder starts to extend. 5. After load has been dumped, place hoist control lever in the down position and release the lever allowing the body to return to the frame.
4. When parking do not leave truck unattended if engine is left running or if dump body is raised. 5. If engine is to be shut down, follow procedure outlined under "Shutting Down Engine".
Shutting Down Engine 1. Bring truck to complete stop, move range selector to the "Neutral" position and apply parking brake. 2. Allow engine to run from 3 to 5 minutes at idle to provide cooling of the engine.
6. With body completely down against frame, leave the dump area.
Do not leave truck unattended during engine idle cool down period.
The truck is not to be moved with the dump body raised EXCEPT IN EMERGENCIES. Failure to follow this CAUTION may result in hoist cylinder, frame, and/or body hinge pin damage.
3. Turn off all lights and accessories. 4. Engine shutdown may be activated when keyswitch is moved to the "Off" position on some trucks; other trucks may require depressing and holding a shutdown button until the engine stops. Refer to the Operator Handbook for specific model information. Some trucks may include an optional "Ground Level Shutdown" button . 5. Close and lock all windows, remove key from key-switch and lock cab to prevent unauthorized truck operation. Dismount truck properly.
A3-20
Safety Rules
A03002 4/98
When Service Is Necessary
Towing
1. If truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special towing precautions. Refer to "Towing" instructions for further precautions. 2. When truck body is in the dump position, do not allow anyone beneath it unless "body-up" retaining cable or pins are installed. 3. Do not repair or service truck while engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. 4. When servicing air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. 5. Follow package directions carefully when using cleaning solvents. 6. If an auxiliary battery assist is needed, turn off all accessories and be sure area is well ventilated. NOTE: HAULPAK Trucks are generally equipped with two 12 volt batteries connected in series to provide 24 volt output. Be sure to maintain correct voltage and polarity when connecting booster cables. Damage to electrical components may result if voltage and polarity are not correct.
Prior to towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important safety practices, procedures and preparation for moving heavy equipment are not observed.
Both right and left planetary sun gears/drive axles should be removed before any towing. Refer to Section "G" for these instructions. Extensive secondary damage can occur to final drive components and/or transmission, if truck is towed without first removing sun gears/drive axles.
A disabled truck may be towed after the following MINIMUM precautions have been taken. 1. Shut down engine. 2. Refer to operator’s cab for towing decal for any special instructions. 3. If truck is equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. 4. Inspect tow bar for adequacy (approximately 1.5 times the gross vehicle weight of truck being towed).
Lead-sulphate batteries will give off hydrogen gas! Sparks or flame near these batteries may cause a violent explosion which will expel debris and extremely toxic and corrosive sulphuric acid! Use the following procedure to minimize the possibility of sparks in the vicinity of the battery: a. Connect one lead of booster cable to 24V positive (+) post of battery needing assist, and other lead of the booster cable to the 24V positive (+) post of auxiliary battery. b. Connect one lead of second booster cable to 24V negative (-) post of auxiliary battery and then connect other lead of the booster cable to a good frame ground on the disabled truck away from the battery needing assist.
A03002 4/98
5. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 6. Protect both operators in the event of tow bar failure. 7. Block disabled truck to prevent movement while attaching tow bar. 8. Release disabled truck brakes and remove blocking.
Do not tow the truck any faster than 5 MPH (8 kph). 9. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred. 10. Minimize tow angle at all times - NEVER EXCEED 30o. The towed truck must be steered in the direction of the tow bar.
Safety Rules
A3-21
NOTES
A3-22
Safety Rules
A03002 4/98
WARNINGS AND CAUTIONS The following paragraphs give an explanation of the Warning, Caution, Danger and Service Instruction plates and decals attached to the truck. The plates and decals listed here are typical of this model HAULPAK® , but because of customer options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes worn or unable to be read, it should be replaced with a new one. Order replacements by the part number shown at the bottom of the plate or decal.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine idle decal WA9706 is located in the cab, above the windshield. The operator is cautioned that damage can occur to the turbocharger if the engine is not properly idled for three minutes before shutdown. These instructions are very important.
WA9741Caution decal is located inside the cab above the windshield. It cautions the operator that the maximum brake oil temperature is 250oF (121oC) and maximum engine speed is 2350 RPM. Exceeding these limits may result in vehicle damage. The graph provides speed guide lines to be used to maintain these limits when descending various grades with a loaded truck. When descending a grade and applying the retarder pedal, the operator should observe both the Tachometer and the Brake Oil Temperature Gauge. The engine RPM must be maintained at 1650 -- 2350 RPM (green area on tachometer) and the Brake Oil Temperature must be maintained below 250oF (121oC).
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
The WA9721 towing "Caution" decal is located to the right of operator, above the windshield. Do not tow the truck without first removing the sun gears and sun shafts from the planetary drive. If these parts are not removed, damage to the transmission and/or final drive will result when the truck is towed. Refer to Section "G", Planetary Drive, for instructions.
If the operator observes that either of these values are about to be exceeded, the operator should immediately move the transmission range selector to the next lower range and apply the service brakes until the truck is slowed to a speed which will permit the transmission to downshift to the gear range selected.
Do not tow the truck faster than 5 MPH (8 KPH).
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
A04017 1/92
Warnings and Cautions
A4-1
The welding "Caution" plate WA9713 is located in the cab above the windshield. These instructions MUST be followed when welding is done on the truck to avoid damage to the ATEC components.
WA9779 Caution decal is located in the cab on the back of the sunvisor and specifies that during first four hours of operation, the Truck Speed SHOULD NOT Exceed 25 MPH (40 KPH) in order to properly break-in the oil brake seals.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
On the right side of the operator’s instument panel is a series of three Warnings. The Warning on the left specifies that wheel brake lock is not to be used for parking. If engine is not running, brake pressure may bleed down allowing brakes to be released. It should be used only at the shovel or dump, or for emergency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A ROPS/FOPS Warning plate is located on the right side of the cab above the windshield. It specifies that the structure as manufactured meets SAE specifications and warns that these specifications may be impaired if subjected to any modifications or damage.
A4-2
Warnings and Cautions
A04017 1/92
The center Warning specifies that if any of the red lights on the instrument panel are "ON" (during truck operation), the truck should not be operated. The switch in this panel is a manual test switch to check all indicator lights for operation. The Warning on the right specifies that when the slippery road control is in use, braking power to the front wheels is reduced. The Slippery Road switch will not be present on Haulpak® Trucks with rear oil-cooled disc brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA6488 instruction decal is applied to the right side window of the cab. It identifies the various symbols that may appear on the instrument panel and gauges. Refer to Operator Controls, Section "N", for description of function or control being identified by symbol.
Attached to the exterior of the battery compartment is danger plate WA9704. This plate stresses the need to keep from making any sparks near the battery. When getting a battery assist from one truck to another, all switches must be "Off" prior to making any connections. Be certain to maintain correct polarity. Connect one lead of booster cable to 24V positive (+ ) post of battery needing assist, and other lead of the booster cable to the 24V positive (+ ) post of auxiliary battery. Connect one lead of second booster cable to 24V negative (-) post of auxiliary battery and then connect other lead of the booster cable to a good frame ground on the disabled truck away from the battery needing assist. This procedure will avoid the possibility of causing sparks near the battery where explosive gases may be present. Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and rubber apron when handling and servicing batteries.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA9702 decal is located on top of the battery box cover. The battery box is mounted on top of the right deck structure. This decal informs the technician that the truck electrical system is Negative Ground. If the batteries are removed, proper polarity must be maintained at installation. Always disconnect ground first.
Warning plate WA9707 is mounted on top of the radiator grille near the radiator cap. Radiator pressure must be released (refer to Radiator, Section "C"), before removing the radiator cap after engine has been running. The engine cooling system is controlled by thermostats which keep coolant temperature between 160o- 190oF (71o- 88oC) during operation. Hot coolant may be expelled from the radiator resulting in serious scalding and burning if pressure is not released prior to removal of cap.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
A04017 1/92
Warnings and Cautions
A4-3
Decal WA9722 is located on the engine air cleaner which is on the deck above the right front wheel. Refer to Section "C’ for air cleaner service.
Warning plates WA9705 are mounted on the frame in front of and to the rear of both front tires. Technicians making adjustments are warned that the clearances change when the truck is steered. Serious injury by crushing may occur if care is not taken.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instructional decal WA9720 is located on a switch box on the left side of the engine. The small toggle switch on top of the box disconnects both the 24 VDC and 12 VDC from the ATEC system. The large "T" handle on the face of the switch box disconnects ALL electrical power to the truck except the ATEC system when pulled out and rotated either direction from the horizontal position.
WA4990 Warning plate is located on the top of the parking brake actuator. It warns that the unit contains a spring with a preloaded force of 600 lb. (270 kg). Refer to Parking Brake, Section "J" for service instructions. Serious injury may result if proper procedures are not followed.
When disconnecting batteries, be certain that the ATEC disconnect switch is "OFF" before physically removing battery cables. Additionally, do not turn ATEC switch "ON" before all battery connections are secure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A4-4
Warnings and Cautions
A04017 1/92
WA9712 Warning plate is attached to both the hydraulic and fuel tank. For the safety of technicians who may be working on the truck with the body in the raised position, they are warned to make sure safety pin (body-up retaining pin) is in position.
TY5888 Warning decal is applied to the Steering accumulator and both Brake accumulators to warn servicing personnel of both high gas pressure and hydraulic pressure. Be certain pressures are released before disconnecting any lines or disassembly of the cylinders. Refer to Sections "J" and "L" for accumulator bleeddown instructions.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Danger plate WA2892 is attached to each suspension cylinder as well as steering and brake accumulators. This plate contains instructions for releasing internal pressure prior to disconnecting any hydraulic lines or hardware.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
A04017 1/92
WA9719 hydraulic oil level check decal is located on the hydraulic tank. The information given on this decal provides the proper method of filling the hydraulic tank. If the steps are not followed closely, possible damage to hydraulic components may occur or possible injury to the technician servicing the truck.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings and Cautions
A4-5
WA9723 decal is located above the transmission fill tube on front side of the hydraulic tank. It cautions the servicing technician to refer to the service manual for proper filling instructions to avoid serious damage to the transmission.
VH8394 Identification plate is located on the right side of the main frame, just in front of front wheel. Refer to serial number on this plate whenever reporting truck conditions.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WA8875 Lubrication Chart is mounted on the front of the right front deck support. Refer to this chart for lubrication specifications and lubrication intervals.
A4-6
Warnings and Cautions
A04017 1/92
STANDARD CHARTS AND TABLES This manual provides dual dimensioning for most specifications. U.S. standard units are specified first, with metric (SI) units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following Charts or Tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in TABLE XIII, page A5-6. INDEX OF TABLES TABLE I . . . . Standard Torque Chart (SAE) A5-1 TABLE II Standard Torque, 12-Point, Grade 9 A5-2 TABLE III . Standard Metric Assembly Torque A5-2 TABLE IV . . . . . JIC Swivel Nuts Torque Chart A5-3 TABLE V . . . . . . . . Pipe Thread Torque Chart A5-3 TABLE VI . . . . . . . . O-Ring Boss Torque Chart A5-3 TABLE VII . . . . O-Ring Face Seal Torque Chart A5-3 TABLE VIII . . Torque Conversions (ft.lbs -- N.m) A5-4 TABLE IX . Torque Conversions (ft.lbs -- kg.m) A5-4 TABLE X . . Pressure Conversions (psi -- kPa) A5-4 TABLE XI . . Pressure Conversions (psi -- MPa) A5-4 TABLE XII . . . . . . . . Temperature Conversions A5-5 TABLE XIII . . . Common Conversion Multipliers A5-6
EFFECT OF SPECIAL LUBRICANTS On Fasteners And Standard Torque Values Haulpak Division does NOT recommend the use of special "friction-reducing" lubricants such as, "Copper Coat", "Never Seize", and other similar products on the threads of standard fasteners where "standard torque" values are applied. The use of special "friction-reducing" lubricants will significantly alter the clamping force being applied to fasteners during the tightening process. If special "friction-reducing" lubricants are used with the "Standard Torque" values listed below in Table I (and most Haulpak service manuals), excessive stress and possible breakage of the fasteners may result. Where Torque Tables specify "Lubricated Threads" for the Standard Torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, page A5-2) on the threads and seats, unless specified otherwise. NOTE: Always be sure threads of fasteners and tapped holes are free of burrs or other imperfections before assembling. Standard Torque values are not to be used when "Turn-of-the-Nut" tightening procedures are recommended.
TABLE I STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) TOLERANCES ± 10% GRADE 5 CAPSCREW THREAD SIZE 1/4--20 1/4--28 5/16--18 5/16--24 3/8--16 3/8--24 7/16--14 7/16--20 1/2--13 1/2--20 9/16--12 9/16--18 5/8--11 5/8--18 3/4--10
GRADE 8
TORQUE -- GRADE 5
TORQUE -- GRADE 8
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
7 8 15 16 25 30 40 45 65 70 90 95 125 135 220
0.97 1.11 2.07 2.21 3.46 4.15 5.5 6.2 9 9.7 12.4 13.1 17.3 18.7 30.4
9.5 10.8 20.3 22 34 41 54 61 88 95 122 129 169 183 298
10 11 21 22 35 40 58 62 90 95 125 135 175 190 310
1.38 1.52 2.90 3.04 4.84 5.5 8.0 8.57 12.4 13.1 17.3 18.7 24.2 26.2 42.8
13.6 14.9 28 30 47 54 79 84 122 129 169 183 237 258 420
A05001 10/96
TORQUE -- GRADE 5
TORQUE -- GRADE 8
CAPSCREW THREAD SIZE
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
3/4--16 7/8--9 7/8--14 1.0--8 1.0--12 1.0--14 1 1/8--7 1 1/8--12 1 1/4--7 1 1/4--12 1 3/8--6 1 3/8--12 1 1/2--6 1 1/2--12
235 350 375 525 560 570 650 700 910 975 1200 1310 1580 1700
32.5 48.4 51.9 72.6 77.4 78.8 89.9 96.8 125.9 134.8 166 181 219 235
319 475 508 712 759 773 881 949 1234 1322 1627 1776 2142 2305
335 500 530 750 790 800 1050 1140 1480 1580 1940 2120 2560 2770
46.3 69.2 73.3 103.7 109.3 110.6 145 158 205 219 268 293 354 383
454 678 719 1017 1071 1085 1424 1546 2007 2142 2630 2874 3471 3756
Standard Torque Charts and Tables
A5-1
Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE)
Standard Metric Assembly Torque For Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews.
The following specifications appy to required assembly torques for all meteric Class 10.9 finished hexagon head capscrews and Class 10 nuts. • Capscrews threads and seats SHALL NOT be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated. NOTE: If zinc-plated hardware is used, each piece must be lubricated with a Rust Preventive Grease or Lithium-base grease to achieve the same clamping forces provided below. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be within ± 10% of the torque value shown.
• Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be ± 10% of the torque value shown. TABLE II - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9, Capscrews CAPSCREW TORQUE TORQUE TORQUE SIZE* ft. lbs. N.m kg.m 0.250 - 20 12 16 1.7 0.312 - 18 24 33 3.3 0.375 - 16 42 57 5.8 0.438 - 14 70 95 9.7 0.500 - 13 105 142 14.5 0.562 - 12 150 203 20.7 0.625 - 11 205 278 28.3 0.750 - 10 360 488 49.7 0.875 - 9 575 780 79.4 1.000 - 8 860 1166 119 1.000 - 12 915 1240 126 1.125 - 7 1230 1670 170 1.125 - 12 1330 1800 184 1.250 - 7 1715 2325 237 1.250 - 12 1840 2495 254 1.375 - 6 2270 3080 313 1.375 - 12 2475 3355 342 1.500 - 6 2980 4040 411 1.500 - 12 3225 4375 445 * Shank Diameter (in.) - Threads per in. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE CAPSCREW TORQUE TORQUE TORQUE SIZE* N.m ft. lbs. kg.m M6x1 12 9 1.22 M 8 x 1.25 30 22 3.06 M10 x 1.5 55 40 5.61 M12 x 1.75 95 70 9.69 M14 x 2 155 114 15.81 M16 x 2 240 177 24.48 M20 x2.5 465 343 47.43 M24 x 3 800 590 81.6 M30 x 3.5 1600 1180 163.2 M36 x 4 2750 2028 280.5 * Shank Diameter (mm) x Threads per mm. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
SUGGESTED* SOURCES FOR RUST PREVENTIVE GREASE: • AMERICAN ANTI-RUST GREASE # 3-X from Standard Oil Company (also American Oil Co.) • GULF NORUST # 3 from Gulf Oil Company. • MOBILARMA 355, Product No. 66705 from Mobil Oil Corporation. • RUST BAN 326 from Humble Oil Company. • RUSTOLENE B GREASE from Sinclair Oil Company. • RUST PREVENTIVE GREASE - CODE 312 from the Southwest Grease and Oil Company. * NOTE: This list represents the current Engineering approved sources for use in Haulpak manufacture. It is not exclusive. Other products may meet the same specifications of this list.
A5-2
Standard Torque Charts and Tables
A05001 10/96
TABLE IV TORQUE CHART FOR JIC 37° SWIVEL NUTS WITH OR WITHOUT O-RING SEAL SIZE TUBE SIZE THREADS TORQUE CODE (O.D.) UNF -- 2B FT. LBS. -- 2 0.125 0.312--24 4± 1 -- 3 0.188 0.375--24 8± 3 -- 4 0.250 0.438--20 12 ± 3 -- 5 0.312 0.500--20 15 ± 3 -- 6 0.375 0.562--18 18 ± 5 -- 8 0.500 0.750--16 30 ± 5 -- 10 0.625 0.875--14 40 ± 5 -- 12 0.750 1.062--12 55 ± 5 -- 14 0.875 1.188--12 65 ± 5 -- 16 1.000 1.312--12 80 ± 5 -- 20 1.250 1.625--12 100 ± 10 -- 24 1.500 1.875--12 120 ± 10 -- 32 2.000 2.500--12 230 ± 20
SIZE CODE -- 2 -- 4 -- 6 -- 8 -- 12 -- 16 -- 20 -- 24 -- 32
A05001 10/96
TABLE V TORQUE CHART FOR PIPE THREAD FITTINGS WITH PIPE THREAD SEALANT SIZE FT. LBS. 0.125--27 15 ± 3 0.250--18 20 ± 5 0.375--18 25 ± 5 0.500--14 35 ± 5 0.750--14 45 ± 5 1.000--11.50 55 ± 5 1.250--11.50 70 ± 5 1.500--11.50 80 ± 5 2.000--11.50 95 ± 10
WITHOUT SEALANT FT. LBS. 20 ± 5 25 ± 5 35 ± 5 45 ± 5 55 ± 5 65 ± 5 80 ± 5 95 ± 10 120 ± 10
SIZE CODE -- 2 -- 3 -- 4 -- 5 -- 6 -- 8 -- 10 -- 12 -- 14 -- 16 -- 20 -- 24 -- 32
TABLE VI TORQUE CHART FOR O-RING BOSS FITTINGS TUBE SIZE THREADS (O.D.) UNF -- 2B 0.125 0.312--24 0.188 0.375--24 0.250 0.438--20 0.312 0.500--20 0.375 0.562--18 0.500 0.750--16 0.625 0.875--14 0.750 1.062--12 0.875 1.188--12 1.000 1.312--12 1.250 1.625--12 1.500 1.875--12 2.000 2.500--12
TORQUE FT. LBS. 4± 2 5± 2 8± 3 10 ± 3 13 ± 3 24 ± 5 32 ± 5 48 ± 5 54 ± 5 72 ± 5 80 ± 5 80 ± 5 96 ± 10
SIZE CODE -- 4 -- 6 -- 8 -- 10 -- 12 -- 16 -- 20 -- 24
TABLE VII TORQUE CHART FOR O-RING FACE SEAL FITTINGS TUBE SIZE THREADS (O.D.) UNF -- 2B 0.250 0.438--20 0.375 0.562--18 0.500 0.750--16 0.625 0.875--14 0.750 1.062--12 1.000 1.312--12 1.250 1.625--12 1.500 1.875--12
TORQUE FT. LBS. 11 ± 1 18 ± 2 35 ± 4 51 ± 5 71 ± 7 98 ± 6 132 ± 7 165 ± 15
Standard Torque Charts and Tables
A5-3
FT. LBS. 0 10 20 30 40 50 60 70 80 90
FT. LBS. 0 10 20 30 40 50 60 70 80 90
PSI 0 10 20 30 40 50 60 70 80 90
PSI 0 100 200 300 400 500 600 700 800 900
A5-4
0 (N.m) 13.56 27.12 40.67 54.23 67.79 81.35 94.91 108.47 122.03
0 (kg.m) 1.38 2.77 4.15 5.53 6.92 8.30 9.68 11.06 12.45
0 (kPa) 68.95 137.9 206.8 275.8 344.7 413.7 482.6 551.6 620.5
0 (MPa) 0.69 1.38 2.07 2.76 3.45 4.14 4.83 5.52 6.21
1 1.36 14.91 28.47 42.03 55.59 69.15 82.70 96.26 109.82 123.38
1 0.138 1.52 2.90 4.29 5.67 7.05 8.44 9.82 11.20 12.59
1 6.895 75.84 144.8 213.7 282.7 351.6 420.6 489.5 558.5 627.4
10 0.069 0.76 1.45 2.14 2.83 3.52 4.21 4.90 5.58 6.27
TABLE VIII TORQUE CONVERSIONS Foot Pounds -- ft. lbs. To Newton.meters (N.m) 2 3 4 5 6 2.71 4.07 5.42 6.78 8.14 16.27 17.63 18.98 20.34 21.69 29.83 31.18 32.54 33.90 35.25 43.39 44.74 46.10 47.45 48.81 56.94 58.30 59.66 61.01 62.37 70.50 71.86 73.21 74.57 75.93 84.06 85.42 86.77 88.13 89.48 97.62 98.97 100.33 101.69 103.04 111.18 112.53 113.89 115.24 116.60 124.74 126.09 127.45 128.80 130.16 See NOTE on page A5-5 TABLE IX TORQUE CONVERSIONS Foot Pounds -- ft. lbs. To kilogram.meter (kg.m) 2 3 4 5 6 0.277 0.415 0.553 0.692 0.830 1.66 1.80 1.94 2.07 2.21 3.04 3.18 3.32 3.46 3.60 4.43 4.56 4.70 4.84 4.98 5.81 5.95 6.09 6.22 6.36 7.19 7.33 7.47 7.61 7.74 8.57 8.71 8.85 8.99 9.13 9.96 10.10 10.23 10.37 10.51 11.34 11.48 11.62 11.76 11.89 12.72 12.86 13.00 13.14 13.28 See NOTE on page A5-5 TABLE X PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa 2 3 4 5 6 13.79 20.68 27.58 34.47 41.37 82.74 89.63 96.53 103.42 110.32 151.7 158.6 165.5 172.4 179.3 220.6 227.5 234.4 241.3 248.2 289.6 296.5 303.4 310.3 317.2 358.5 365.4 372.3 379.2 386.1 427.5 434.4 441.3 448.2 455.1 496.4 503.3 510.2 517.1 524.0 565.4 572.3 579.2 586.1 593.0 634.3 641.2 648.1 655.0 661.9 See NOTE on page A5-5 TABLE XI PRESSURE CONVERSIONS Pounds/sq. in. [psi] To Megapascals (MPa) Formula: psi x 0.0069 = MPa 20 30 40 50 60 0.14 0.21 0.28 0.34 0.41 0.83 0.90 0.97 1.03 1.10 1.52 1.59 1.65 1.72 1.79 2.21 2.28 2.34 2.41 2.48 2.90 2.96 3.03 3.10 3.17 3.59 3.65 3.72 3.79 3.86 4.27 4.34 4.41 4.48 4.55 4.96 5.03 5.10 5.17 5.24 5.65 5.72 5.79 5.86 5.93 6.34 6.41 6.48 6.55 6.62 See NOTE on page A5-5
Standard Torque Charts and Tables
7 9.49 23.05 36.61 50.17 63.72 77.28 90.84 104.40 117.96 131.51
8 10.85 24.40 37.96 51.52 65.08 78.64 92.20 105.75 119.31 132.87
9 12.20 25.76 39.32 52.87 66.44 80.00 93.55 107.11 120.67 134.23
7 0.968 2.35 3.73 5.12 6.50 7.88 9.27 10.65 12.03 13.42
8 1.106 2.49 3.87 5.26 6.64 8.02 9.40 10.79 12.17 13.55
9 1.245 2.63 4.01 5.39 6.78 8.16 9.54 10.93 12.30 13.69
7 48.26 117.21 186.2 255.1 324.1 393.0 462.0 530.9 599.9 668.8
8 55.16 124.1 193.1 262.0 331.0 399.9 468.9 537.8 606.8 675.7
9 62.05 131.0 200.0 268.9 337.9 406.8 475.8 544.7 613.7 682.6
70 0.48 1.17 1.86 2.55 3.24 3.93 4.62 5.31 6.00 6.69
80 0.55 1.24 1.93 2.62 3.31 4.00 4.69 5.38 6.07 6.76
90 0.62 1.31 2.00 2.69 3.38 4.07 4.76 5.45 6.14 6.83
A05001 10/96
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 VIII. 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 34.47 5 psi = 34.47 kPa. Add to step 3. 5. 970 + 5 psi = 6688 + 34 = 6722 kPa. 975 psi = 6722 kPa.
TABLE XII TEMPERATURE CONVERSIONS FORMULA: F° -- 32 ÷ 1.8 = C° C° x 1.8 + 32 = F° CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT C° F° C° F° C° F° 121 250 482 63 145 293 4 40 104 118 245 473 60 140 284 2 35 95 116 240 464 57 135 275 -- 1 30 86 113 235 455 54 130 266 -- 4 25 77 110 230 446 52 125 257 -- 7 20 68 107 225 437 49 120 248 -- 9 15 59 104 220 428 46 115 239 -- 12 10 50 102 215 419 43 110 230 -- 15 5 41 99 210 410 41 105 221 -- 18 0 32 96 205 401 38 100 212 -- 21 -- 5 23 93 200 392 35 95 293 -- 23 -- 10 14 91 195 383 32 90 194 -- 26 -- 15 5 88 190 374 29 85 185 -- 29 -- 20 -- 4 85 185 365 27 80 176 -- 32 -- 25 -- 13 82 180 356 24 75 167 -- 34 -- 30 -- 22 79 175 347 21 70 158 -- 37 -- 35 -- 31 77 170 338 18 65 149 -- 40 -- 40 -- 40 74 165 329 15 60 140 -- 43 -- 45 -- 49 71 160 320 13 55 131 -- 46 -- 50 -- 58 68 155 311 10 50 122 -- 48 -- 55 -- 67 66 150 302 7 45 113 -- 51 -- 60 -- 76 NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit, F°. Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit, F°. If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.
A05001 10/96
Standard Torque Charts and Tables
A5-5
TABLE XIII -COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS ENGLISH to METRIC TO CONVERT MULTIPLY FROM TO BY inch -- in. millimeter (mm) 25.40 inch -- in. centimeter (cm) 2.54 foot -- ft. meter (m) 0.3048 yard -- yd. meter (m) 0.914 mile -- mi. kilometer (km) 1.61 sq. in. -- in.2 sq. centimeters (cm2) 6.45 sq. ft. -- ft.2 sq. centimeters (cm2) 929 cu. in. -- in.3 cu. centimeters (cm3) 16.39 cu. in. -- in.3 liters (l) 0.016 cu. ft. -- ft.3 cu. meters (m3) 0.028 cu. ft. -- ft.3 liters (l) 28.3 ounce -- oz. kilogram (kg) 0.028 fluid ounce -- fl. oz. milliliter (ml) 29.573 pound (mass) kilogram (kg) 0.454 pound (force) -- lbs. Newton (N) 4.448 in. lbs. (force) Newton.meters (N.m) 0.113 ft. lbs. (force) Newton.meters (N.m) 1.356 ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 psi (pressure) kilopascals (kPa) 6.895 psi (pressure) megapascals (MPa) 0.007 psi (pressure) kilograms/cm2 (kg/cm 2) 0.0704 ton (short) kilogram (kg) 907.2 ton (short) metric ton 0.907 quart -- qt. liters (l) 0.946 gallon -- gal. liters (l) 3.785 HP (horsepower) Watts 745.7 HP (horsepower) kilowatts (kW) 0.745
A5-6
COMMON CONVERSION MULTIPLIERS METRIC to ENGLISH TO CONVERT MULTIPLY FROM TO BY millimeter (mm) inch -- in. 0.0394 centimeter (cm) inch -- in. 0.3937 meter (m) foot -- ft. 3.2808 meter (m) yard -- yd. 1.0936 kilometer (km) mile -- mi. 0.6210 sq. centimeters (cm2) sq. in. -- in.2 0.1550 sq. centimeters (cm2) sq. ft. -- ft.2 0.001 cu. centimeters (cm3) cu. in. -- in.3 0.061 liters (l) cu. in. -- in.3 61.02 cu. meters (m3) cu. ft. -- ft.3 35.314 liters (l) cu. ft. -- ft.3 0.0353 grams (g) ounce -- oz. 0.0353 milliliter (ml) fluid ounce -- fl. oz. 0.0338 kilogram (kg) pound (mass) 2.2046 Newton (N) pound (force) -- lbs. 0.2248 Newton.meters (N.m) kilogram.meters (kg.m) 0.102 Newton.meters (N.m) ft. lbs. (force) 0.7376 kilogram.meters (kg.m) ft. lbs. (force) 7.2329 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 kilopascals (kPa) psi (pressure) 0.1450 megapascals (MPa) psi (pressure) 145.038 kilograms/cm2 (kg/cm 2) psi (pressure) 14.2231 kilograms/cm2 (kg/cm 2) kilopascals (kPa) 9.8068 kilogram (kg) ton (short) 0.0011 metric ton ton (short) 1.1023 liters (l) quart -- qt. 1.0567 liters (l) gallon -- gal. 0.2642 Watts HP (horsepower) 0.00134 kilowatts (kW) HP (horsepower) 1.3410
Standard Torque Charts and Tables
A05001 10/96
STORAGE AND IDLE MACHINE PREPARATION There may be periods when it is necessary for a machine to be idle for an extended period of time. Properly prepared, a stored machine may promptly and safely be put back into operational service. Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to operating status difficult. The following information outlines the essential proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status - these are the ideals. Additional information is given to help restore those machines which were not put into storage, merely shut down and left idle for a long period of time.
Much of this material is of a general nature since the environment, where the machine has been standing idle, will play a big part in its overall condition. Hot, humid climate will affect vehicle components much differently than the dry desert atmosphere or a cold arctic environment. These climatic aspects must be considered, and appropriate actions taken when restoring a long term idle vehicle.
These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide lines. The final aim should always be to provide the operator with a safe, fully productive vehicle, that he can rely on.
SHORT TERM IDLE PERIODS There will be periods when a vehicle may be idle from 30-60 days, but must be ready for use at all times.
4. Check and operate all systems. 5. After shutdown, drain air tank (if so equipped) to expel any accumulated moisture.
The most effective handling of this type situation is to follow the procedure given below to prevent any deterioration from beginning. 1. Keep the vehicle fully serviced.
6. Once a month, perform the 10 hour service items shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.
2. On a weekly schedule, perform a visual check of the vehicle, start and run the engine until both the engine and transmission are up to operating temperature. Move the vehicle around the yard for a few minutes to insure that all internal gears and bearings are freshly lubricated. 3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated.
A07002 1/98
STORAGE PROCEDURES
A7-1
PREPARATION FOR STORAGE For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled.
1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. Transmission should be prepared for storage. Instruction will be found in the transmission Service Manual. Several storage variations are given. 3. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should be coated with a good rust preventative grease. 4. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair suspensions (Trucks), should be retracted as much as possible (steering cylinders centered). Wipe the exposed portion of all cylinder rams clean and, coat (including seals on ends of barrel) with good preservative grease. 5. If long term storage is anticipated, the vehicle should be blocked up with the tires clear of the ground or floor to remove vehicle weight from the tires. Lower air pressure in the tires to 15-25 psi (103-172 kPa). Completely cover the tires with tarpolins to minimize rubber oxidation and deterioration.
8. Clean the radiator; refer to Engine Service Manual and the Vehicle Service Manual for the proper cleaning instructions. 9. 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", Fluid Specifications and Charts, of the Shop Manual for the proper antifreeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. NOTE: NEVER store a vehicle with a dry cooling system. 10. New hydraulic filters should be installed and the hydraulic tank fully serviced with Type C-4 oil as specified in Section "P", Lubrication and Service, of the Shop Manual.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a person’s body by pentrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received immediately.
6. (Trucks equipped with air-actuated park brake) With air tanks pressurized and parking brake valve "Off", remove a clevis pin from the brake actuator linkage. This will relieve spring pressure from applying the parking brake while the vehicle is idle. Replace clevis pin in link to prevent loss. Tag steering wheel with a parking brake disconnected tag. 7. Drain air tank(s) completely (if equipped). When tank compartments are empty, fog the inside of each tank compartment with a light application of preservative oil to deter rust and corrosion.
11. Disconnect batteries, If possible, batteries should be removed and stored in a battery shop or a cool dry location on wooden blocks. Do not store batteries on a concrete floor. Clean battery compartment, remove all corrosion and paint compartment with acid proof paint. 12. Wheel axle housings and final drives should be fully serviced with prescribed lubricants. Seal all vents.
A7-2
STORAGE PROCEDURES
A07002 1/98
13. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 14. All lubrication points (grease fittings) should be serviced with the prescribed lubricants. 15. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 16. All vandalism covers and locks should be in place and secured.
18. The vehicle fuel tanks should be completely drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced. 19. If at all possible, to aid those who will eventually place the unit back in operation, all available service publications (vehicle, engine and transmission) and a current parts catalog should be packaged in a moisture proof package and placed in the vehicle cab. 20. Be certain water drain holes in body (trucks) are open.
17. If so equipped, cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects.
REMOVAL FROM STORAGE If the foregoing preparations were conscientiously followed in placing the vehicle into storage, getting it back to operational status is a simple matter of reversing these steps. NOTE: Before starting the job or restoring a vehicle to operation, obtain copies of the Operation and Maintenance Manual, Shop Manual, Engine and Transmission Manuals and/or the Parts Book and follow ALL special instructions regarding servicing the vehicle and its components. In addition to removing the storage materials, the following actions should be taken. 1. Inspect the entire vehicle carefully for rust and corrosion, correct as necessary.
5. Refer to the proper transmission service manual for returning the transmission to operation. 6. Thoroughly inspect all drive belts, hydraulic, air and oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Don’t take chances on ruptures or blow-outs. 7. New hydraulic filters should be installed and the hydraulic tank (reservoir) checked and serviced with Type C-4 oil as specified in Section "P", Lubrication and Service, of the Shop Manual. 8. Drain on fuel tank should be opened to remove any build up of moisture or sediment that may have accumulated while in storage. Close drain then fill the fuel tank with approved diesel fuel.
2. Service the engine according to the Engine Manufacturer’s Operation and Maintenance Manual. 3. Clean the radiator; refer Engine Manufacturer’s Operation and Maintenance Manual. 4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section "P", Lubrication and Service, of the Shop Manual for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system.
A07002 1/98
NEVER blend gasoline, gasohol and/or alcohol with diesel fuel. This practice creates an extreme FIRE HAZARD and under certain conditions may cause an EXPLOSION. 9. Make certain that all hydraulic controls, steering linkage and throttle linkage points are lubricated and operate freely before engine start up. 10. All electrical connections must be clean and tight. Check security of all ground straps and cables.
STORAGE PROCEDURES
A7-3
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs.
18. Use the Operation and Maintenance Manual for guidance on engine start and vehicle checkout. Make a thorough check of all hose and line connections for leakage when the engine is running.
12. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.
19. Before moving the vehicle, cycle all hydraulic controls and steering to verify proper operation. Verify proper operation of service brakes, emergency braking system and parking brake. Check ALL system instruments to insure that all systems are operational. (Trucks with air-over-hydraulic brakes.) Bleed air system down with brake pedal applications to insure that the air governor is functioning properly.
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. 13. Check all tires carefully for serviceability and inflate to proper pressure. 14. If disconnected, reconnect the parking brake linkage. 15. Completely service the vehicle as recommended in Section "P", Lubrication and Service, of the Shop Manual for both 10 and 100 hour inspections. 16. Adjust all drive belts to specified tension. 17. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free before engine start up.
Consult the service manual for the specific truck being serviced. Verify proper operation of the air compressor, the air governor, and the air tank safety valve. If any of these components do not function as prescribed in the service manual, shut down engine and correct any discrepancy before continuing operation. 20. When all systems are operational and all discrepancies are corrected, road test the vehicle in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering response, transmission shifting, service brake efficiency, and hydraulic functions. Only when it is assured that the vehicle is in safe operational condition should it be turned over to an operator. 21. Fire protection equipment on a machine which has been in storage should be recharged before the machine is returned to service.
A7-4
STORAGE PROCEDURES
A07002 1/98
RECONDITIONING AN IDLE VEHICLE
NEVER attempt operation of a vehicle which has been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage DON’T TAKE CHANCES! At times a vehicle is subjected to long idle periods without being properly serviced for storage - merely shut down and left to the elements for an extended period. Reconditioning of this vehicle can and does present a major expenditure of time and money when it is to be put into operating condition. 1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance.
3. Inspect tires thoroughly for tread and side wall condition, weathering, cuts and cracks. a. Any tire suspected of being unserviceable should be dismounted and thoroughly inspected inside and out before being inflated.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different manufacturer, but the required tolerances may be wrong. Use of mismatched rim parts is hazardous. b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the safety rules when mounting and inflating tires. c. Mount and inflate tires as shown in Operation and Maintenance Manual or service manual. 4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. a. If dust covers are installed on the inboard side of the wheels, remove the covers to allow for inspection of brake calipers/shoes and/or brake discs/drums. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement as necessary.
Do not disassemble an inflated tire. Remove valve core slowly, and allow pressure to bleed off, before attempting to remove lockring. Also, eye protection should be worn during tire deflation to protect against any foreign object being projected into the eyes.
A07002 1/98
The use of vapor degreasing or steam cleaning is not recommended, either for brake assemblies or the component parts. Corrosion and rusting may occur. b. All brake lines, connections and pressure converters must be clean, serviced and free of rust and corrosion. c. Check condition of brake fluid; fill or replace fluid as necessary.
STORAGE PROCEDURES
A7-5
5. Inspect air system components (if equipped) for corrosion and deterioration. a. Safety valve plunger must be free. Remove rubber cap from air governor to check for any corrosion and rust. Governor should be replaced if any defect is suspected. b. Air compressor should turn by hand without appreciable binding. Check and tighten drive belts to prescribed tension; if one belt of a set is unserviceable, replace the set. c. If internal air tank corrosion is suspected, the drain cocks of the dual air tank should be opened or removed and the automatic moisture ejector removed from the tank. d. Disconnect the tank line from the compressor and connect a shop air line to the tank line. Slowly apply shop pressure to the system while observing the openings in the tanks. If excess moisture, dirt, rust or other foreign material is ejected from tanks, the complete air system should be reconditioned, including replacement of suspect components. Air tanks cannot be easily checked for wall thickness; if rust or corrosion is present in the tank, replacement of the tank should be considered. e. If contamination is eliminated as a possible problem, shop air may be used to charge air system and check all air operated components except the compressor and governor. f. Treadle valves must operate smoothly and show no internal or external damage or contamination. Leakage limitations are shown in Section "J", Brake System, of the Shop Manual. g. The throttle cylinder and parking brake actuator must cycle smoothly when actuated by the treadle valves or parking brake valve. h. When air system servicing is complete and all defective components repaired or replaced, the service brake hydraulic circuits should be bled according to instructions in Section "J", Brake System, of the Shop Manual. 6. The vehicle engine should be inspected and serviced according to the Engine Manufacturer’s Operation And Maintenance Manuals. a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check for water damage before attempting startup. b. Replace fuel filters, fill filter cans with fresh fuel for engine priming.
A7-6
Have a new safety filter (secondary) filter element on hand before removing old one. Do not keep intake system open to atmosphere any longer than absolutely necessary. c. Remove and replace both the primary and safety filter (secondary) elements in the air cleaners. Check all intake lines between air cleaners and engine. All clamps must be tight. Indicating plunger in filter condition indicators must be free. d. The tubes in precleaner section of air cleaner assembly should be inspected, all tubes should be clear and clean. Use a light to inspect the tubes. The light should be visible. If clogging is evident, precleaner must be cleaned. Clean precleaner according to instructions in Section "C", of the Shop Manual. e. Drain and flush engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section "P", Lubrication and Service, of the Shop Manual, for anti-freeze recommendations. Radiator cores must be clear of dirt and trash.
To prevent injuries, always release spring tension before replacing the fan belt. f. Check and tighten engine fan drive belts, install new belt set if necessary. g. Check and tighten engine mounts. 7. Inspect and service the transmission (mechanical drive vehicles) according to the Transmission manufacturer’s service manual. NOTE: If hydraulic pump or engine is inoperative, dump body (trucks) should be raised with a crane so body holding devices can be installed. a. Check all transmission electrical connections for corrosion, cleanliness and tightness. Check electrical cables for weathering, damage and proper clamping. b. Check drive lines for tightness of hardware and worn U-joints. c. Check transmission mounts for condition and security.
STORAGE PROCEDURES
A07002 1/98
8. If fuel was left in the tanks, it must be removed. Do not attempt to use old diesel fuel. a. With tanks empty, remove inspection plates and thoroughly check interior of tanks; clean if necessary to remove sediment and contamination. If fuel was contaminated, lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, use new gaskets. d. Service tanks with specified diesel fuel. e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a person’s body by penetrating the skin. Serious injury and possible death may result if proper medical treatment by a physican familiar with this injury is not received immediately. 9. Hydraulic tank should be drained. If oil is not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron filter elements when being pumped back into the tank. Do not attempt to use contaminated hydraulic oil, especially if water entry into the system is suspected. NOTE: If filling is required, use clean hydraulic oil only. Refer to the Lubrication chart in Section "P", Lubrication and Service, of the Shop Manual for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean interior of tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspected lines - don’t risk hose ruptures or blow outs. c. Check all hydraulic components - pumps, valves and cylinders for damage and corrosion. Secure all mountings and connections. Control valves in the cab must be free moving with no binding.
A07002 1/98
d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If plating is deteriorated, the cylinder should be removed and overhauled or replaced; pitted or scored plating will cause leakage at the cylinder seals. 10. Check front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, oil should be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul will be in order. 11. Check parking brake. Since it is spring applied, the brake shoes/pads may be stuck tightly to the drum/disc, it may be necessary to remove and overhaul the parking brake assembly. 12. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the steering linkage connections. All pivot points must be free of any binding. 13. Check generator/alternator for corrosion or deterioration. Generator/alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the generator/alternator drive belts. 14. Check security of steering cylinder ball joints link and hydraulic connections. 15. Examine Hydrair suspensions (trucks) for signs of damage. a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of cylinder for rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and overhauled or replaced; pitted or scored plating will rapidly cause leakage at the seals. c. Recharge suspensions as outlined in the service manual. 16. If not previously done, install fully charged batteries and completely charge air tank (if equipped) with shop air.
STORAGE PROCEDURES
A7-7
ENGINE OPERATION
Insure that all tools and loose equipment have been removed prior to engine start-up. Sound horn prior to engine start. Make sure emergency shut down is reset. Cables must be free moving in their housings. When all reconditioning operations have been completed, a static check of engine operation along with operation of systems as well as verification of braking and steering must be done before the vehicle is moved.
2. Turn key switch "On". Warning lights for low air, brake, and steering pressure should illuminate and the horn should sound. If it does not, check all components in the circuit (both air and electrical) and correct the discrepancy before continuing. 3. Turn key switch to start position to crank engine, release switch when engine fires. Watch engine oil pressure gauge; if pressure does not show in 10 - 15 seconds, shut down and locate problem. On air throttle engines, there will be no throttle control until air pressure builds, engine should run about 1000 RPM. 4. While engine is warming up, make a careful inspection of engine coolant, oil and fuel lines for leaks. Check hydraulic pump for leakage as well as all hydraulic lines. Mechanical Drive vehicles -- Check transmission and retarder cooler lines and aftercooler for leakage. If leakage is evident, shut down and correct before continuing checkout. Listen for unusual sounds, which may indicate problems in components.
1. Insure all personnel are clear of Equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.
5. When engine is up to operating temperature, check operation of throttle circuit; acceleration should be smooth. Keep a close watch on the gauges for any abnormal activity. Proper temperatures and pressures are shown in the Operation and Maintenance Manual.
Before starting engine, clear the immediate area of personnel and obstructions.
Never start the engine in a building unless the doors and windows are open and ventilation is adequate.
A7-8
STORAGE PROCEDURES
A07002 1/98
AFTER ENGINE HAS STARTED Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with steering and emergency controls. Test the steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the brake circuits at least twice prior to operating and moving the machine. These circuits include individual activation of the service brake and parking brake from the operator’s cab. a. Activate each circuit individually with the engine running and with hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release, shut the engine down and notify maintenance personnel. Do not operate machine until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the machine to insure proper system operation and proper gauge functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Cycle hoist controls and steering several times to remove trapped air. Complete steering cycles in both directions to verify steering response, smoothness and reliability. Check seals and lines for leaks.
A07002 1/98
5. When satisfied that all discrepancies have been corrected, the vehicle is ready for a road test. This test should be done only by a capable and experienced operator and should be accomplished in a large open area where plenty of maneuvering room is available. Some of the road test items which should be covered will include: a. Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Don’t take chances with higher speeds until the machine is determined to be completely safe. b. Mechanical Drive vehicles -Progressive upshifting and downshifting through all speed ranges to insure proper transmission shifting and synchronization. 6. When all tests and checks have been made and the vehicle is ready for work, it should be visually rechecked and fully serviced according to Section "P", Lubrication and Service, of the Shop Manual.
A few of the conditions (others may be found) which might be encountered after a machine has been exposed to the elements for a long period would include: • Increased corrosion and fungus growth on electrical components in humid/tropical areas. • Accelerated rust formation in humid climates. • Increased sand and dust infiltration in windy, dry dusty areas. (These conditions can approach sand blasting effects.) • Deterioration of rubber products in extreme cold areas. Cables, hoses, O- rings, seals and tires may become weather checked and brittle. • Animal or bird’s nests in unsealed openings.
STORAGE PROCEDURES
A7-9
ENGINE STORAGE-CUMMINS
Engine Storage-(Short Term) 1 Month to 6 Months This procedure describes the proper method for the short term storage of an engine.
Prepare the Engine for Short Term Storage
11. Disconnect the electrical wiring from the fuel pump solenoid.
1. Operate the engine at "HIGH IDLE" until the coolant temperature is 160° F (70° C).
12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.
2. Turn the engine "OFF".
13. Crank the engine slowly. Spray lubricating oil into the intake manifold and the inlet of the air compressor.
3. Disconnect the fuel lines to the engine fuel filter and the injector return line. 4. Use a preservative oil. Use Dauber T Chemical NoxRust No. 518, or equivalent. The oil must meet Military Specification MIL-L-644, Type P-9.
14. Cover all of the openings with tape to prevent dirt and moisture from entering the engine. 15. Drain the coolant.
5. Fill two containers, one with diesel fuel, and the second with preservative oil. Put both fuel lines in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a permanent type antifreeze with a rust inhibitor.
6. "START" the engine.
16. Store the engine in an area that is dry and has a uniform temperature.
7. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line.
17. Bar turn the Crankshaft two or three revolutions every 3 to 4 weeks.
8. Turn the engine "OFF". Connect the fuel lines to the fuel filter and the injector return line. 9. Drain the oil pan sump, oil filters, and fuel filters. 10. Install the drain plugs in the oil sump. The sump can remain empty until the engine is ready to be returned to service.
Remove the Engine from Short Term Storage 1. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period). 2. Fill the coolant system if necessary. 3. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 0002, Engine Assembly).
Put a warning tag on the engine. The tag must indicate: • The engine does not contain oil. • Do not operate the engine.
A7-10
4. Tighten the intake manifold mounting capscrews to specified torques, refer to the Cummins Service Manual for specifications. 5. Fill the oil pan sump, oil filters, and fuel filters with recommended lubricants and fuels..
STORAGE PROCEDURES
A07002 1/98
Engine Storage- (Long Term) 6 Months to 24 Months This procedure describes the proper method for the long term storage of an engine. Prepare the Engine for Long Term Storage 1. Operate the engine at "HIGH IDLE" until the coolant temperature is 160° F (70° C).
15. Cover all the openings with heavy paper and tape to prevent dirt and moisture from entering the engine.
2. Turn engine "OFF". 3. Drain the oil. Install the drain plugs. Use Shell 66202 or equivalent, preservative oil. The oil must meet Military Specification MIL-L-21260, Type P-10, Grade 2, SAE 30. Fill the engine to the "HIGH" mark. 4. Disconnect the fuel lines to the engine fuel filter and the injector return line. 5. Use Daubert Chemical NoxRust No. 518, or an equivalent preservative oil. The oil must meet Military Specification MIL- L- 644 Type P9. 6. Fill two (2) containers: one with diesel fuel, the second with preservative oil. Put both fuel lines in the container of diesel fuel.
Put a WARNING tag on the engine. The tag must indicate: • The engine has been treated with preservatives. • Do not bar turn the crankshaft. • The coolant has been removed. • The date of treatment. • Do not operate the engine. 16. Store the engine in an area that is dry and has a uniform temperature.
Remove the Engine from Long Term Storage
7. "START" engine. 8. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 9. Turn the engine "OFF". Connect the fuel lines to the fuel filter and the injector return. 10. Drain the preservative oil from the engine oil pan sump, the air compressor and the oil filters. 11. Remove the intake and exhaust manifolds. Spray preservative oil into the intake and exhaust ports in the cylinder heads and in the manifolds.
1. Use clean diesel fuel. Flush the fuel system until all of the preservative oil is removed. 2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. To flush all of the preservative oil from the engine: Bar the engine crankshaft three to four revolutions during the flushing procedure. 3. Fill the oil pan sump, oil filters, and fuel filters. 4. Drain the rust preventative compound from the cooling system. Fill the cooling system with coolant.
12. Spray preservative oil in the intake port on the air compressor.
5. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period).
13. Use a rust preventative compound that meets Military Specification MIL-C-16173C, Type P-2, Grade 1 or 2. Brush or spray the compound on all of the exposed surfaces that are not painted.
6. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly).
14. Remove the rocker lever covers. Spray the rocker levers, the valve stems, the springs, the valve guides, the crossheads, and the push rods with preservative oil. Install the covers.
A07002 1/98
7. Tighten the intake manifold mounting capscrews.
STORAGE PROCEDURES
A7-11
ENGINE STORAGE - DETROIT DIESEL
Preparing Engine For Storage When an engine is to be stored or removed from operation for a period of time, special precautions should be taken to protect the interior and exterior of the engine and other parts from rust accumulation and corrosion. The parts requiring attention and the recommended preparations are given below. It will be necessary to remove all rust or corrosion completely from any exposed part before applying a rust preventative compound.
Therefore, it is recommended that the engine be processed for storage as soon as possible after removal from operation. The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing chemicals are available commercially for use when excessive damage prevail in the storage area.
Temporary Storage (30 Days Or Less) To protect an engine for a temporary period of time, proceed as follows: 1. Drain the engine crankcase.
6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with compressed air.
2. Fill the crankcase to proper level with the recommended viscosity and grade of oil. 3. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1,200 rpm and no load. Shut down engine, do not drain the fuel system or the crankcase after this run. 4. Check the air cleaner and service it, if necessary, as outlined in Detroit Diesel Service Manual. 5. If freezing weather is expected during the storage period, add an ethylene glycol base antifreeze solution in accordance with the manufacturer’s recommendations.
To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) compressed air pressure. 7. Seal all of the engine openings. The material used for this purpose must be waterproof, vaporproof and possess sufficient physical strength to resist puncture and damage from the expansion of entrapped air. An engine prepared in this manner can be returned to service in a short period of time by removing the seals at the engine openings, checking the engine coolant, fuel oil, lubricating oil, transmission oil and priming the raw water pump (if used).
Extended Storage (more Than 30 Days) To prepare an engine for extended storage, (more than 30 days), follow this procedure: 1. Drain the cooling system and flush with clean, soft water. Refill with clean, soft water and add a rust inhibitor to the cooling system (refer to Corrosion Inhibitor under Coolant Specifications in Detroit Diesel Service Manual .
A7-12
2. Remove, check and recondition the injectors, if necessary, to make sure they will be ready to operate when the engine is restored to service. 3. Reinstall the injectors, time them and adjust the exhaust valve clearance.
STORAGE PROCEDURES
A07002 1/98
4. Circulate the coolant by operating the engine until normal operating temperature is reached 160° 185° F ( 71° - 85° C). 5. Stop the engine. 6. Drain the engine crankcase, then reinstall and tighten the drain plug. Install new lubricating oil filter elements and gaskets. 7. Fill the crankcase to the proper level with a 30-weight preservative lubricating oil MIL-L21260C, Grade 2. 8. Drain the fuel tank. Refill with enough clean No. 1 diesel fuel or pure kerosene to permit the engine to operate for about ten (10) minutes. If it isn’t convenient to drain the fuel tank use a separate portable supply of the recommended fuel.
14. Drain the engine cooling system. 15. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug. 16. Remove and clean the batteries and battery cables with baking soda-water solution and rinse them with fresh water. Do not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary, and fully charge the battery. Store the battery in a cool (never below 32° F or 0° C) dry place. Keep the battery fully charged and check the level and the specific gravity of the electrolyte regularly. Never set batteries on concrete floor. Place on wooded blocks. 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.
If engines in vehicle are stored where condensation of water in the fuel tank may be a problem, add pure, waterless isopropyl alcohol (isopropanol) to the fuel at a ratio of one pint to 125 gallons(473 L) of fuel, or 0.010% by volume. Where biological contamination of fuel may be a problem, add a biocide such as Biobor JF, or equivalent to the fuel. When using a biocide, follow the manufacturer’s concentration recommendations, and observe all cautions and warnings. 9. Drain and disassemble the fuel filter and strainer. Discard the used elements and gaskets. Fill the cavity between the element and shell with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. If spin-on fuel filters and strainers are used, discard the used cartridges, fill the new ones with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. 10. Operate the engine for five (5) minutes to circulate the clean fuel oil throughout the fuel system. 11. Refer to Detroit Diesel Service Manual and 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.
A07002 1/98
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 good weather-resistant tarpaulin and store it under cover, preferably in a dry building with temperatures above freezing. Detroit Diesel Corporation does not recommend the outdoor storage of engines. However, in some cases outdoor storage may be unavoidable. If units must be kept out-off-doors, follow the preparation and storage instructions already given. Protect units with quality, weather-resistant tarpaulins (or other suitable covers) arranged to provide air circulation.
Do not use plastic sheeting for outdoor storage. Plastic may be used for indoor storage. However, when used outdoors, moisture can condense on the inside of the plastic and cause ferrous metal surfaces to rust and/or pit aluminum surfaces. If a unit is stored outside for any extended period of time, severe corrosion damage can result. The stored engine should be inspected periodically. If there are any indication of rust or corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a complete inspection at the end of one year and apply additional treatment, as required.
STORAGE PROCEDURES
A7-13
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN IN EXTENDED STORAGE 1. Remove the covers and tape from all of the openings of the engine, fuel tank and electrical equipment. Do not overlook the exhaust outlet or the intake system. 2. Wash the exterior of the engine with fuel oil to remove the rust preventive. 3. Remove the rust preventive from the flywheel. 4. Remove the paper strips from between the pulleys and the belts. 5. Remove the drain plug and drain the preservative oil from the crankcase. Reinstall the drain plug. Then, refer to Lubrication System in Detroit Diesel Service Manual and fill the crankcase to proper level, using a pressure prelubricator, with the recommended grade of lubricating oil.
8. Install and connect the fully charged batteries. 9. Service the air cleaner as outlined in Detroit Diesel Service Manual. 10. Remove the covers from the turbocharger air inlet and turbine outlet connections. Refer to the lubricating procedure outlined in Preparation for Starting Engine First Time in Detroit Diesel Service Manual. 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.
6. Fill the fuel tank with the fuel specified under Fuel Oil in Detroit Diesel Service Manual. 7. Close all of the drain cocks and fill the engine cooling system with clean soft water and a rust inhibitor. If the engine is to be exposed to freezing temperatures, fill the cooling system with an ethylene glycol base antifreeze solution refer to Coolant Specifications in Detroit Diesel Service Manual.
A7-14
STORAGE PROCEDURES
A07002 1/98
ELECTRIC DRIVE TRUCKS Storage Instructions and Procedures
Placing Equipment Into Storage
This instruction provides the recommended procedures for protecting equipment from damage during both short-term and long-term storage periods and for maintaining adequate protection while in storage. Also included are instructions for placing this equipment into service after having been stored.
Perform the following instructions when preparing General Electric equipment for storage. There are three main equipment categories to consider:
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.
3. When storing major components (Motorized Wheel, alternator, etc.).
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 . It is also important to note that these instructions cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment deterioration problems caused by inadequate storage. However, these instructions should be considered as a minimum procedure to achieve the best possible equipment life and the lowest operating cost when the equipment is returned to service. NOTE: Local conditions and/or experience may require ADDITIONAL procedures and/or additional storage precautions.
A07002 1/98
1. When storing a truck that is operational. 2. When storing a truck that is not operational.
These three major categories are the basis for determining required protective measures. NOTE: In addition to these instructions, refer to truck storage instructions.
When Storing A Truck That Is Operational When a fully operational truck is being placed into storage for less than three months, the best protective measure which can be taken is to drive the truck once a week for at least 30 minutes. Prior to driving the truck, the rotating equipment should be Meggered and: 1. If greater than 2 megohms, run normally. 2. If less than 2 megohms, isolate condition and correct before running. Driving the truck circulates oil in the gear case to keep gears and bearings lubricated and free from rust. It also prevents deterioration of the brushes, commutators and slip rings. When a fully operational truck is being placed into storage for three months or longer, and the truck cannot be operated weekly throughout the storage period as indicated above, perform the following instructions: 1. Drain the oil from the gear case and install rust preventive compound 4161 (product of Van Straaten Chemical Co.)or equivalent. Fill per General Electric Motorized Wheel Service Manual. 2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Stop the truck and drain the rust preventive compound. NOTE: Do not run a LOADED truck with rust preventive compound in Motorized Wheel gear cases.
STORAGE PROCEDURES
A7-15
When Storing A Truck That Is Not Operational Do not operate trucks without oil in the Motorized Wheel gear cases. 3. Perform a megohmmeter test. Refer to the truck’s Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if deterioration is being experienced when additional Megger tests are made as part of the periodic inspection.
When a truck which is not fully operational is being stored for a period of any length, perform the following: 1. Drain the oil from the gear case and install rust preventive compound 4161 (or equivalent). Fill per General Electric Motorized Wheel Service Manual. 2. Jack each side of the truck (one side at a time) enough to rotate the tires.
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.
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).
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).
4. Rotate each Motorized Wheel (one at a time) for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Disconnect the welder. Remove the jacks. Drain the gear case.
6. Examine all exposed machined surfaces for rust or other dirt accumulation. Remove all dirt as necessary. Remove rust by using a fine abrasive paper. Old flushing compound can be removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue. When clean, coat with Tarp B rust preventive. Refer to General Electric Motorized Wheel Service Manual for specifications. 7. Loosen exciter drive belts (where applicable).
5. If the truck is partially dismantled, pay careful attention to ductwork, blower shrouds, etc., which may be exposed to weather conditions as a consequence. These areas will require the same sealing measures as in Step 5 above which deals with protecting ductwork. Cover exposed blower housings to prevent entry of water and dirt. 6. Perform Steps 3 through 11 under When Storing a Truck that is Operational.
8. Open all switches in the control compartment. 9. Install a 500 watt heat source inside all control groups which house electronic control equipment. These heat sources are to be energized below 32° F (0° C) and de-energized above 41° F (5° C). 10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and inside the alternator slip ring chamber. This will minimize the accumulation of moisture. A hole in the bottom of the hubcap will accommodate the electrical cord for the heat source in the Motorized Wheels. These heat sources are to be energized continuously.
When Storing A Major Component When storing a Motorized Wheel, alternator, blower or control group for a period of any length, always store it inside a warm, climate-controlled environment. Do not attempt to store individual components where they would be exposed to inclement weather, climatic changes, high humidity and/or temperature extremes.
11. Seal compartment doors with a weatherproof tape to prevent entry of rain, snow and dirt (allow breathing).
A7-16
STORAGE PROCEDURES
A07002 1/98
Periodic Inspections It is important that periodic inspections (every three months) of stored equipment be performed to insure the continued serviceability of all protective measures initially taken when the storage period began. Items which should be checked at each inspection interval are listed as follows: 1. Remove the weatherproof tape from the compartment doors and preform a Megger test as described in the Vehicle Test Instructions. Record the test results and compare them with the recorded Megger readings taken when storage first began, and those taken throughout the storage period. Remove all test equipment and close up the compartment. Reseal the compartment doors with new weatherproof tape. If Megger readings indicate a deterioration of insulation quality, to below 2.0 megohms then consideration should be given to providing more protection. 2. Check all other weatherproofing tape. Replace any that has become loose or is missing completely. 3. Check all heat sources. Replace or repair any units which have become inoperative. 4. Check all machine surfaces which were coated with flushing compound when storage began. If compound appears to be deteriorating, it must be cleaned off and renewed.
Placing Equipment Into Service After Storage When taking equipment out of storage, perform the following procedures: When A Truck Is Operational If a truck has been operated weekly throughout the storage period, perform a complete visual inspection of the Motorized Wheels, blowers, alternator and control compartments. Repair any defects found, then place the truck directly into service. When A Truck Is Not Operational If the truck was not operated weekly throughout the storage period, perform the following procedures: 1. Remove all weatherproofing tape from control compartment doors and ductworks. 2. Remove all screening material from ductwork. 3. Remove all heat sources from Motorized Wheels, control compartments and the alternator.
A07002 1/98
4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and amount oil to be used. This oil should be drained and new oil should be added after 500 hours of operation. 5. Clean all Motorized Wheel grease fittings in the axle box. Insure that all grease lines are completely full of grease. Then add the recommended amount of grease to all fittings. 6. Install brushes in the Motorized Wheels, blowers and the alternator. Make sure that brushes move freely in their carbonways and that they have enough length to serve until the truck’s next inspection period. Install new brushes if necessary. Insure that all brush pigtail screws are tight. 7. Perform a megohmmeter test. Refer to the truck’s Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of moisture in motor or alternator. If this is the case, the faulty component will have to be isolated and dried out using procedures recommended in the G.E.Service Manual. 8. Perform a thorough inspection of the Motorized Wheels, alternator, blowers and control compartments. Look for: a. Rust or dirt accumulation on machine surfaces b. Damaged insulation c. An accumulation of moisture or debris d. Loose wiring and cables e. Any rust on electrical connectors in the control compartment f. Any loose cards in the card panels g. Any accumulation of moisture or debris in ductwork. Clean and make repairs as necessary. 9. Check retarding grids and insulators for loose connections and dirt accumulation. Clean and make corrections as necessary. 10. Where applicable, check exciter drive belts for cracks, and deterioration. If acceptable, set belt tension to specification. 11. Before starting engine, turn on control power. Check that contactors and relays pick up and drop out normally. 12. Perform a start-up procedure on the complete system to insure maximum performance during service. Refer to the truck’s Vehicle Test Instructions for the complete test procedure.
STORAGE PROCEDURES
A7-17
For The First Hour After all storage protection has been removed, the truck has been cleaned and inspected and repairs made as necessary, the Motorized Wheel gear case has been filled with new oil, the dirt seals have been completely purged with new grease and the system completely checked, the truck can be placed into service. It is recommended, however, that the truck be driven unloaded at a low speed (10 mph) for the first hour of operation.
A7-18
STORAGE PROCEDURES
A07002 1/98
PRESERVATION AND STORAGE ALLISON TRANSMISSION Storage, New Transmission
5. Continue running the engine at 1500 rpm with the transmission in neutral until normal operating temperature is reached.
(Prior to installation). New transmissions are tested at Allison with preservative oil and drained prior to shipment. The residual oil remaining in the transmission provides adequate protection to safely store the transmission for up to one year (stored inside the conditions of normal climate and with all shipping plugs installed) without further treatment.
If the unit does not have a converter-out temperature gage, do not stall the converter.
Preservation Methods. When the transmission is to be stored or remain inactive for an extended period (one or more years), specific preservation methods are recommended to prevent damage due to rust, corrosion, and organic growth in the oil. Preservation methods are presented for storage with and without transmission fluid.
6. If normal operating temperature is less than 225° F (107° C), shift the transmission to the highest forward range and stall the converter. When the converter-out temperature reaches 225° F (107° C), stop the engine. Do not exceed 225° F (107° C).
Storage, One Year -- Without Oil
7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape.
1. Drain the oil. 2. Spray two ounces (60 milliliters) of VCI #10 through the fill tube. 3. Seal all openings and the breather with moistureproof tape. 4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2). 5. If additional storage time is required, repeat steps (2), (3) and (4) at yearly intervals.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2). 9. If additional storage time is required, repeat steps (2) through (8) at yearly intervals; except, it is not necessary to drain the transmission each year. Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service
Storage, One Year With Oil (normally in a vehicle chassis)
1. Remove all tape from openings and the breather.
1. Drain the oil and replace the oil filter element(s).
3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level with C-4 transmission fluid.
2. Fill the transmission to operating level with a mixture of one part VCI #10 (or equivalent) to 30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for each 3 gallons (11 liters) of fluid in the system. NOTE: When calculating the amount of Biobor JF required, use the total volume of the system, not just the quantity required to fill the transmission. Include external lines, filters, and the cooler. 3. Run the engine for approximately five minutes at 1500 rpm with the transmission in neutral.
2. Wash off all external grease with mineral spirits.
4. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil filter elements. Refill the transmission to the proper level with C-4 transmission fluid. 5. If the transmission was prepared for storage with oil, it is not necessary to drain and refill the transmission with new transmission fluid. Check for proper fluid level. Add or drain transmission fluid as required to obtain to proper level.
4. Drive the vehicle. Make sure the transmission shifts through all ranges. Make sure the lockup clutch is working.
A07002 1/98
STORAGE PROCEDURES
A7-19
NOTES
A7-20
STORAGE PROCEDURES
A07002 1/98
SECTION B STRUCTURES INDEX
STRUCTURAL COMPONENTS COWL AND HOOD . . . . DECKS . . . . . . . . . . RIGHT DECK STRUCTURE Removal . . . . . . . Installation . . . . . . Inspection . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
B2-1 B2-1 B2-1 B2-1 B2-1 B2-1 B2-2
DUMP BODY . . . . . . . . . . . . . . Removal . . . . . . . . . . . . Installation . . . . . . . . . . . BODY PIVOT PINS AND SPACERS Removal . . . . . . . . . . . . Installation . . . . . . . . . . . BODY-UP PIN . . . . . . . . . . . Installation . . . . . . . . . . . BODY PADS . . . . . . . . . . . . ROCK EJECTORS . . . . . . . . . Inspection . . . . . . . . . . . BODY POSITION INDICATORS . . LINER PLATES/BODY REPAIR . . BODY-UP LIMIT SWITCH . . . . . Adjustment . . . . . . . . . . . Maintenance . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
B3-1 B3-1 B3-2 B3-2 B3-2 B3-2 B3-3 B3-3 B3-3 B3-4 B3-4 B3-4 B3-4 B3-4 B3-4 B3-4
FUEL TANK . . . . Removal . Installation Cleaning . VENT . . . . . GAUGE . . . . Removal . Installation
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
B4-1 B4-1 B4-2 B4-2 B4-2 B4-2 B4-2 B4-2
B01006 9/90
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
Index
B1-1
NOTES
B1-2
Index
B01006 9/90
STRUCTURAL COMPONENTS
COWL AND HOOD The grille, cowl and hood assemblies on the truck can be removed for service to the engine, radiator or air conditioning condenser. Refer to Section C, Cooling System, for removal, installation and adjustment procedures.
DECKS The left and front left deck structures are removed during cab removal and in the event repair procedures to the structures are required. Refer to Section N, Truck Cab, for removal and installation procedures for the left and front left deck structures.
8. Identify and tag electrical wires on the headlights and turn signal mounted on the right deck structure. Disconnect electrical wires. 9. Loosen the capscrews retaining the right deck on the truck and attach a lifting strap around structure so its weight is evenly distributed. Take up slack. Remove capscrews and then move right deck structure to a work area. Installation 1. Install lifting strap around right deck structure and lift structure into position on truck. 2. Install all capscrews retaining deck structure to the truck. Tighten to standard torque.
RIGHT DECK STRUCTURE
3. Connect the electrical wires on the headlights and turn signal mounted on the right deck structure. Do not work under raised body without body up pin installed.
4. Be certain air inlet piping is completely clean internally. Install tubes and tighten securely to air cleaner.
Removal 1. Raise the truck body and install the body-up retaining pin to secure the body in the full raised position. 2. Turn key switch "off", and shut down engine. 3. Identify the battery cables at the terminals on the batteries. Refer to CAUTION, Section "D", Battery Charging Circuit Components for removal procedure. 4. Remove the necessary retaining devices securing the battery and cables to the hood and deck structures and position cables out of the way. 5. Remove batteries and place them in an out of the way area. Place batteries on wood blocking or pallets. Storage of batteries directly on concrete floor can damage batteries.
Be certain tubes engage rubber elbows and hump hoses properly. Position clamps so elbows and hump hoses are completely compressed on tubes when clamps are tightened.
5. Connect the cold starting aid connections. 6. Install batteries into battery box. Refer to CAUTION, Section "D", Battery Charging Circuit Components. Route and connect cables to the batteries. Connect all harness retaining devices to prevent abrasion and/or damage. Install battery retaining devices. 7. Start engine and remove body-up retaining pin. Lower body.
6. Identify and disconnect the necessary connections at the cold starting aid. 7. Loosen hose clamps on air inlet piping and remove sections of piping as required for deck removal. Cover and seal engine air inlet to prevent entry of contamination.
B02007
Structural Components
B2-1
Inspection The decks of the truck are covered with anti-slip surfaces. These anti-slip coverings should be kept clean and replaced as they become worn.
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel. Particular attention should also be directed to the condition of the stair and handrail structures. Loose or missing mounting hardware, cracked or bent areas, etc., should be repaired or replaced immediately.
B2-2
Structural Components
B02007
DUMP BODY Removal 1. Park truck on hard level surface and block all wheels. Connect cables and lifting device to the dump body and take up slack as illustrated in Figure 3-1.
Before raising or lifting body be sure there is adequate clearance between body and overhead structures or electric power lines. Be sure that lifting device is rated for at least a 11 ton (9,988 kg) capacity. Allow for added liner plates and haulage remaining in body.
FIGURE 3-2. HOIST CYLINDER MOUNTING 1. Dump Body 4. Hoist Cylinder 2. Pin 5. Bearing 3. Capscrew and 6. Retainer Rings Lockwasher
FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables
2. Guide Rope
Some means of supporting hoist cylinders will be necessary prior to removing hoist cylinder pin.
2. Remove mud flaps and rock ejectors from both sides of the truck. 3. Loosen three capscrews holding exhaust box to mounting bracket. Tilt exhaust box away from pivot exhaust seal. 4. Remove pivot exhaust seal. 5. On each side of the dump body, remove the capscrew and lockwasher (3, Figure 3-2) from the pin (2) on top hoist cylinder eye.
6. Remove the top hoist cylinder pin (2) from the dump body bracket. 7. Remove the capscrews, washers and nuts (4, Figure 3-3) securing the pivot pin to dump body pivot point. Remove the pivot pin (3) from each pivot point. Pivot pin spacers (1) will come out after pin is removed. 8. Lift dump body clear of truck and move to storage or work area. Place on blocks. 9. Inspect bushings (2) in the body pivots for wear or damage. Replace, if necessary.
B03007 10/90
Dump Body
B3-1
BODY PIVOT PINS AND SPACERS The HAULPAK dump body is centered on the truck frame by use of spacers (1, Figure 3-3) located in the pivot pin assemblies. Removal 1. Support the weight of the dump body (approximately 12 tons) by use of an overhead crane or blocking to relieve pressure on the pivot pins. 2. Remove capscrew, washer and nut (4) from pivot pin assembly. 3. Remove pivot pin (3) from structure. 4. Inspect spacers (1) and replace with new spacers if wear or damage is indicated.
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION 1. Spacers 3. Pivot Pin 2. Bushing 4. Capscrew, Washer and Nut
Installation
5. Inspect bushing (2) for wear or damage. Replace if necessary. 6. Inspect pivot pin (3) and grease channels. Replace if worn or damaged. Installation
1. Attach lifting device to dump body and lower over the truck frame. Align the dump body pivot with frame pivots. 2. Install body pivot pin (3, Figure 3-3) on each side of truck. Install spacers (1) removed during body removal: Note location of spacers (1, Figure 3-3).
1. Pivot pin spacers (1, Figure 3-3) must be installed to provide an equal gap on either side of the body guide (1, Figure 3-4). If dimensions indicated are not obtained, spacers,bushings, and/or pivot pins may be worn and must be replaced.
3. Secure pivot pin in place with capscrews, washers and nuts (4). Tighten capscrews to standard torque. 4. Install pivot exhaust seal between body pivot structure and exhaust box. Contact surfaces must be clean and smooth at pivot of exhaust box and body pivot structure. Tighten capscrews holding exhaust box to mounting bracket to standard torque. Check for exhaust leaks when starting engine. 5. Align top eye of hoist cylinder and install hoist cylinder pin (2, Figure 3-2). Secure pin with capscrews. Tighten capscrews to standard torque. 6. Install mud flaps and rock ejectors on dump body.
FIGURE 3-4. BODY GUIDE ADJUSTMENT 1. Body Guide 2. Body 2. Install pivot pin (3, Figure 3-3) through frame, spacer, bushing and spacer, as shown. 3. Align pivot pin hole with mounting bracket hole. Install capscrew, washer and locknut. Tighten capscrew to standard torque. 4. Install lube fitting, if removed, and fill lube passage with recommended grease.
B3-2
Dump Body
B03007 10/90
BODY-UP PIN
BODY PAD
The body up pin is intended to be used as a safety pin to hold the body in the up position while the technician works under the body.
NOTE: It is not necessary to remove the dump body for replacing the body pads. Replace pads if worn excessively or damaged. 1. Raise dump body to sufficient height for removal of body pads.
Body-Up Pin Installation
Always store pins in body storage holes. Placement of the pins in mainframe or matching body-up holes located on the body can cause damage to frame or body during dumping cycle.
Place blocks between dump body and frame. Secure blocks in place. 2. Remove capscrews, lockwashers and rubber body pad from body pad mounting. Refer to Figure 3-6.
1. Before raising body, remove cotter pins from body-up pin and remove from storage holders.
3. Install new rubber body pads and secure with capscrews and lockwashers. Tighten nuts to standard torque.
2. Raise body of truck. 3. Align holes in body with holes in main frame. Insert safety pins into holes. Refer to Figure 3-5. 4. Insert cotter pin back into pin hole. 5. After servicing has been completed, remove bodyup pins and return to proper storage holder.
NOTE: If body pad mounting brackets have been damaged, new mounting brackets should be positioned so body pads are parallel to frame rail. Body pads should have full and even contact of pads to frame rail.
FIGURE 3-6. BODY PAD 1. Body Pad 2. Dump Body FIGURE 3-5. BODY-UP PIN INSTALLATION 1. Body Up Retaining Pin 3. Body Pivot Pin 2. Body 4. Main Frame
B03007 10/90
Dump Body
B3-3
ROCK EJECTORS
BODY POSITION INDICATOR
Rock ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the dual tires. Failure to keep ejectors in working order could allow debris to build up between the dual wheels and cause damage to the tires.
The body position indicator is a structure mounted to the canopy of the dump body. The indicator is located to the front right of the operators cab and is designed as a visual reference for the dump body being in the down position.
Inspection
LINER PLATES/BODY REPAIR
1. The ejectors (1, Figure 3-7) must be positioned on the center line between the dual wheels within 0.25 in. (6.35 mm). 2. Arm structure must be straight. 3. The arm structure should be approximately 2.00 in. (5.10 cm.) away from the wheel spacer ring. 4. Check for wear on mounting brackets and clevis pins. If any of these conditions are unsatisfactory, repair or replace the item.
Liner plates may be added to the original body to add resistance to wear from abrasive material. If such plates have been added, the weight must be considered part of the payload and the material being hauled should be reduced accordingly to prevent exceeding the maximum Gross Vehicle Weight (GVW). If repair or replacement of the liner plates or other body parts is required, contact the HAULPAK® Distributor for information on type of material required. The addition of sideboards to increase payload is not recommended without factory approval.
BODY-UP LIMIT SWITCH The Body-Up Limit Switch is designed to stop hoist cylinder extension before maximum travel (complete extension) occurs. The body-up limit switch is a magnetic proximity switch mounted on the inboard side of the right frame rail near the upper rear suspension mount. The limit switch is installed in the wiring circuit for the hoist control. When the indicator arm (mounted on the body pivot ear) moves near the body-up limit switch, the circuit to the hoist up solenoid is interrupted; this limits body-up travel by preventing additional oil flow to the hoist cylinders. Body-Up Limit Switch Adjustment
FIGURE 3-7. ROCK EJECTOR INSTALLATION 1. Rock Ejector Arm 2. Rear Wheel Spacer Ring
NOTE: Prior to adjusting the Body-Up Limit Switch, a thorough inspection of the body pivot pins, spacers, and bushings should be made. Excessive wear of these parts may allow the body to shift during operation and cause damage to the BodyUp Limit Switch. Refer to Dump Body Pivot Pins, for information regarding these components. 1. Park truck on level surface, apply park brake and block wheels. Check for sufficient overhead clearance to allow body to be raised. Remove Indicator Arm Plate (2, Figure 3-8) from body. 2. Start engine and operate at low idle. Place hoist control switch in "Raise" position and allow body to be raised to maximum hoist cylinder extension.
B3-4
Dump Body
B03007 10/90
3. Measure length of lower hoist cylinder rod shown as "A", Figure 3-8. Record measurement. 4. Lower body to frame. Subtract 4 in. (10.16 cm.) from dimension found in Step 3 and record as dimension "B". 5. Raise body until exposed length of lower hoist cylinder rod equals dimension "B". 6. Install indicator arm plate (2, Figure 3-9). Loosen capscrews and nuts (4, Figure 3-10) and adjust gap between body-up limit switch (2) and indicator arm plate (1) to 0.25 in. (6.35 mm.) Tighten nuts (4) to standard torque. 7. Loosen capscrews (1, Figure 3-9) on indicator arm plate (2). Adjust arm to overlap end of switch (5) by 0.75 ± 0.25 in. (19.05 ± 6.35 mm). Tighten capscrews to standard torque.
FIGURE 3-8. HOIST CYLINDER MEASUREMENT A. Length of Cylinder Rod @ Complete Extension B. Complete Extension less 4 in. (10.16 cm).
8. Place hoist control switch in "Power Down" position and lower body to frame.
FIGURE 3-9. BODY-UP LIMIT SWITCH ADJUSTMENT 1. Tapped Pads and Capscrews 4. Mounting Bracket with Mounting Hardware 2. Indicator Arm Plate 5. Body-Up Limit Switch with Mounting Hardware 3. R.H. Frame (Inboard Rear)
B03007 10/90
Dump Body
B3-5
Maintenance 1. Before each operating shift remove any accumulated debris from indicator arm and body-up switch (1 and 2, Figure 3-10). 2. Inspect for any damage to indicator arm, body-up, switch, and electrical connections. NOTE: If capscrews are found to be loose or replacement of components is necessary, an adjustment of body-up switch will be required. 3. Inspect body pivot pins, spacers, and bushings for wear. Refer to "Dump Body Pivot Pins". FIGURE 3-10. INDICATOR ARM ADJUSTMENT 1. Indicator Arm Plate 3. Mounting Bracket 2. Body-Up Limit Switch 4. Capscrews and Nuts
9. Place hoist control switch in "Raise" position and operate engine at approximately 1200 RPM. Observe body as it raises, when indicator arm (5) passes by body-up limit switch the hoist valve should shift and stop flow of hydraulic oil to hoist cylinders, preventing hoist cylinders from fully extending. 10. If cylinders continue to go to full extension, adjustment procedures of body-up limit switch must be repeated until full cylinder extension is prevented.
B3-6
Dump Body
B03007 10/90
FUEL TANK Removal 1. Drain all fuel from tank to reduce the weight to be handled. Disconnect all fuel and hydraulic hoses and cap to prevent contamination.
2. Loosen the bottom mount capscrew (9, Figure 4-1) and top U-bolts, nuts and washers (3) and take up slack of hoist or fork lift. Remove capscrews and move tank to safe working area. NOTE: Hoist valve weights approximately 40 lbs.(18.2 Kg).
The empty fuel tank weighs approximately 622 lbs. (282 Kg.). Be sure lifting device is capable of lifting the load.
3. Remove hoist valve, fuel gauge (5) and vent (2) from tank, and other fittings as required to carry out interior cleaning or repair.
FIGURE 4-1. FUEL TANK INSTALLATION 1. Fuel Cap 2. Vent 3. U-Bolts, Nuts and Washers
B04003 3/92
4. Lifting Eye 5. Fuel Gauge 6. Fuel Tank
Fuel Tank
7. Drain Petcock 8. Cover 9. Rubber Mount, Capscrew, and Nut
B4-1
Installation
VENT
1. Thoroughly clean the frame mounting brackets. Inspect the lower rubber mount for wear or damage and replace if necessary. 2. Install hoist valve to fuel tank using three capscrews and washers. Tighten capscrews to 65 ft. ils. (88 N.m.) torque.
The fuel tank is vented through a small mesh type filter (2, Figure 4-1) installed in a port on the top of the tank. This filter should be cleaned periodically and can be blown out with solvent and reused. The area around the vent must be free of caked mud and debris that would cover the vent and prevent proper fuel suction and return.
3. Lift the fuel tank into position being carefull not to damage the hoist valve. Install the rubber mount, capscrew and lockwashers (9), but do not tighten.
Refer to Section ‘‘M’’ for information on various quick fill systems.
4. Install the U-bolts, washers and nuts (3). Tighten nuts to 125 ft.lbs. (170 N.m) torque.
GAUGE
5. Tighten lower mount capscwew to 200 ft.lbs. (271 N.m) torque.
A direct readout type gauge (5, Figure 4-1) is mounted in an opening in the side of the tank. The gauge is a magnetic arm type with a float inside the tank.
6. Connect hoses removed during removal procedure. Removal 1. Drain fuel below level of gauge. 2. Loosen the small screws holding the dial face in the fuel gauge sender unit and remove. If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities if necessary, on safety regulations before proceeding.
3. Loosen four socket head screws in sender unit and remove from tank.
Installation Cleaning
1. Install new gasket.
The fuel tank is provided with a drain (7, figure 4-1) and a cleaning port (8) in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material.
2. Reinstall the sender unit in tank. Take care to insure that float is oriented properly and works freely in vertical plane during installation.
It is not necessary to remove the tank from the truck for cleaning of sediment, however rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions, etc.
3. Reinstall four socket head capscrews and tighten to standard torque. 4. Reinstall dial face in sender. If a remote readout in the cab is utilized, reconnect wire(s). 5. Refill tank and check for leaks.
Prior to a cleaning procedure of this type, all vents, fuel gauges, and hose connections should be removed and temporarily sealed. After all scale, rust, and foreign material has been removed, the temporary plugs can be removed. If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning. A small amount of light oil should be sprayed into the tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.
B4-2
Fuel Tank
B04003 3/92
SECTION C ENGINE, FUEL, COOLING AND AIR CLEANER INDEX
COOLING SYSTEM . . . RADIATOR . . . . . Removal . . . . Installation . . . Repair . . . . . HEAT EXCHANGER Removal . . . . Installation . . . Repair . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
C3-1 C3-1 C3-1 C3-3 C3-4 C3-4 C3-4 C3-5 C3-5
ENGINE . . . . . . Removal . Installation Repair . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
C4-1 C4-1 C4-3 C4-5
AIR FILTRATION SYSTEM . . . . . . AIR CLEANER . . . . . . . . . . . Service Checks . . . . . . . Filter Element Replacement . MAIN FILTER ELEMENT . . . . . Removal . . . . . . . . . . . Installation . . . . . . . . . . Main Filter Element Cleaning Precleaner Section . . . . . . Cleaning Precleaner Tubes . Air Intake Troubleshooting .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
C5-1 C5-1 C5-1 C5-1 C5-1 C5-1 C5-1 C5-3 C5-4 C5-4 C5-5
ENGINE COMPONENTS . . . . . . . . . . THROTTLE CONTROL . . . . . . . . . THROTTLE CONTROL PEDAL . . . . . Removal/Installation . . . . . . . . THROTTLE CONTROL LEVER . . . . . Throttle Control Adjustment . . . . ATEC THROTTLE POSITION SENSOR Throttle Position Sensor . . . . . . Removal . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . FAN . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . FAN BELT ADJUSTMENT . . . . . . . ALTERNATOR BELT ADJUSTMENT . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
C6-1 C6-1 C6-1 C6-1 C6-1 C6-3 C6-4 C6-4 C6-4 C6-5 C6-5 C6-5 C6-5 C6-5 C6-6
C01006 8/94
. . . .
. . . .
. . . .
Index
C1-1
NOTES
C1-2
Index
C01006 8/94
COOLING SYSTEM RADIATOR Both sides of the radiator are mounted with rubber mounts to the radiator support structures. On top of the radiator is an adjustable rod, rubber mounted to the cowl, to position radiator core parallel to engine fan. The bottom radiator tank is also used as the transmission oil cooler. A separate heat exchanger for the rear oil-cooled disc brakes is mounted below the radiator bottom tank. Radiator Removal If necessary to remove engine, raise body and install body-up retaining pin (1, Figure 3-1) to secure body in full raised position. 1. Disconnect cables from battery terminals. Remove cable from negative terminal first. Refer to Section "D", Electrical System "Battery Equalizer". 2. Remove capscrews and retainer (5, Figure 3-2). Remove grille (6). 3. Disconnect horn wires, remove horn.
FIGURE 3-1. BODY-UP PIN INSTALLATION 1. Body Up Retaining Pin 3. Body Pivot Pin 2. Body 4. Main Frame
Serious personal injury may result if hoses at condenser are disconnected prior to properly discharging the air conditioning system. Refer to Section "M" for proper discharging procedure. 4. If radiator is being removed only for repair of the radiator, remove condenser mounting bracket capscrews (4, Figure 3-2). Secure condenser assembly to allow enough room for radiator removal. 5. If radiator is being removed to permit engine removal, refer to Section "M" for procedures to discharge the air conditioning system. Disconnect hoses at condenser, tightly cap hoses and fittings to prevent moisture entry, and remove condenser assembly (3, Figure 3-2). 6. If coolant is to be reused, provide a clean container to hold approximately 48 gal. (182 l) of coolant.
C03011
FIGURE 3-2. RADIATOR REMOVAL 1. Cowl 5. Capscrews 2. Capscrews 6. Grille 3. Condenser 7. Radiator 4. Capscrews
Cooling System
C3-1
Before removing any cooling system components, release cooling system pressure by turning radiator cap counterclockwise to the first notch. Failure to release pressure may result in hot coolant being expelled causing serious injury. 7. Remove radiator cap. To drain radiator, open drain cock on bottom of large coolant tube to bottom tank on right side of radiator. 8. Remove adjustment rod nut (2, Figure 3-3) on top tank. 9. Remove capscrews (1, Figure 3-4) and hood structures (2). 10. Remove capscrews (2, Figure 3-2) and cowl (1). 11. Disconnect wire from low coolant level probe in top tank. 12. Disconnect and cap all hoses from top and bottom tank of radiator.
Heat exchanger weighs approximately 280 lbs (127 kg). Use adequate lifting device. 15. Remove capscrews attaching lower coolant tube to support bracket. 16. Support heat exchanger. Remove four capscrews and lower heat exchanger onto supports and secure safely. 17. Attach lifting device to tapped blocks on radiator top tank and take up slack. 18. Remove radiator mount capscrews securing radiator to support structures (1, Figure 3-5). Maneuver radiator away from fan, taking care not to damage fan or radiator. 19. Set radiator aside for repair, if required. 20. Inspect hoses and clamps, rubber mounts at radiator supports, adjustment rod, and condenser bracket. Replace as necessary.
13. Disconnect and cap hoses from transmission at bottom tank. 14. Remove fan guard (7, Figure 3-3) from radiator shroud (6).
FIGURE 3-3. RADIATOR REMOVAL 1. Adjustment Rod 6. Radiator Shroud 2. Adjustment Rod Nut 7. Fan Guard 3. Top Radiator Tank 8. O-Ring 4. Lower Radiator Tank 9. Coolant Flange (Transmission Cooler) (To Engine Block) 5. Heat Exchanger (Rear Oil-Cooled Disc Brakes)
C3-2
FIGURE 3-4. HOOD REMOVAL 1. Capscrews 2. Hood Structure
Cooling System
C03011
5. Raise cowl into position, install adjustment rod (1, Figure 3-6) into bracket on top tank (3). 6. Install cowl mounting capscrews (2, Figure 3-2) and tighten to standard torque. 7. Adjust rod, if necessary, so radiator core is parallel to fan. Tighten nuts to standard torque. 8. Install fan guard (7, Figure 3-6). Tighten capscrews to 25 ft.lbs. (35 N.m) torque. 9. Remove caps and connect all hoses to top and bottom tanks to engine. Tighten clamps securely to prevent leaks. FIGURE 3-5. RADIATOR MOUNTING 1. Radiator Support 4. Washer 2. Rubber Mount 5. Nut 3. Capscrew
10. Install new O-rings and connect transmission cooler lines. Tighten split flange capscrews to standard torque.
Radiator Installation
11. Install new O-ring (8, Figure 3-6) on radiator mounting surface (use a non-petroleum base lubricant). Install heat exchanger and capscrews. Tighten to 90 ft.lbs. (122 N.m) torque.
1. Place radiator rubber mount (2, Figure 3-5) in each radiator support structure (1). 2. Raise radiator into position, taking care not to damage fan or radiator. 3. Install capscrew (3), washer (4) and nut (5). Tighten to standard torque. 4. Install adjustment rod (1, Figure 3-6) washers, rubber mount and nuts to cowl.
12. Connect coolant line to heat exchanger, tighten clamps securely to prevent leaks. 13. Install capscrews into lower coolant tube support bracket. Tighten to standard torque. 14. Connect wire to low coolant probe. 15. Install hood structures and capscrews (Figure 3-4). 16. Position air conditioner condenser (1, Figure 3-7) and mount bracket to support structures. Install rubber mounts, capscrews, washers and nuts. Tighten to standard torque. 17. Connect air conditioner hoses to condenser, if removed. Refer to Section"M" for evacuation and charging procedures.
FIGURE 3-6. RADIATOR REMOVAL 1. Adjustment Rod 6. Radiator Shroud 2. Adjustment Rod Nut 7. Fan Guard 3. Top Radiator Tank 8. O-Ring 4. Lower Radiator Tank 9. Coolant Flange (Transmission Cooler) (To Engine Block) 5. Heat Exchanger (Rear Oil-Cooled Disc Brakes)
C03011
FIGURE 3-7. CONDENSER INSTALLATION 1. Condenser 3.Rubber Mount 2. Mount Bracket
Cooling System
C3-3
18. Install horn and connect wires. Install grille. 19. Add approximately 48 gal. (182 l) of coolant. Refer to Section "P", Lubrication And Service, for antifreeze recommendations.
2. Open bleeder valves to bleeddown brake accumulators. Wait at least 90 seconds for accumulators to bleeddown. Close bleeddown valves. 3. If coolant is to be reused, provide a clean container to hold approximately 48 gal. (182 l) of coolant.
Radiator Repair Radiator core repairs should be performed by a qualified repair facility. The core, top and bottom tanks, and gaskets are available as replacement components. Contact your HAULPAK® distributor. The bottom tank of the radiator contains the heat exchanger for the transmission. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system. If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and corrected. Then the system must be flushed to remove oil contamination, and finally, refilled with a clean coolant solution. If a leak has been found or suspected in the heat exchanger, the transmission oil must be examined IMMEDIATELY. Ethylene glycol (even in small amounts) will damage friction-faced clutch plates. Contact your HAULPAK® distributor for ethylene glycol detection test kits. If ethylene glycol is found in the transmission oil, the transmission should be removed, completely diassembled, cleaned and examined, and ALL friction-faced clutch plates replaced.
HEAT EXCHANGER (For Oil-Cooled Rear Disc Brakes) The heat exchanger is mounted to the bottom tank of the radiator. Its main purpose is to cool the hydraulic oil used in the wet disk brake housing. The engine coolant passes through a group of tubes located in the center of the heat exchanger housing. The hydraulic oil circulates around the tubes allowing heat to dissipate from the hydraulic oil. The cooled hydraulic oil flows to the steering pump and to the rear brake housings and engine coolant flows through the engine and back to the radiator.
Before removing any cooling system components, release cooling system pressure by turning radiator cap counterclockwise to the first notch. Failure to release pressure may result in hot coolant being expelled causing serious injury. 4. After pressure is released, remove radiator cap. Open drain cock on large coolant tube attached to heat exchanger to drain radiator. 5. Remove two hydraulic lines connected to exchanger. Be prepared to contain approximately 5 gal. (19 l) of hydraulic oil remaining in lines. 6. Loosen two engine guard capscrews at mounting brackets on horse collar. Do not remove capscrews. 7. Place adequate lifting device under engine guard and remove four capscrews attaching guard to front bumper. Engine guard weighs approximately 150 lbs. (70 kg). Lower guard away from engine. 8. Loosen hose clamps securing rubber elbow to large coolant tube and heat exchanger. Remove two capscrews securing coolant tube to radiator bracket. Remove tube and rubber elbow from heat exchanger. 9. Support or block under heat exchanger and remove four capscrews securing exchanger to radiator.
CAUTION! Heat exchanger weighs approximately 280 lbs (127 kg).
Removal 1. Park truck on level surface. Block wheels. Turn key switch "OFF" to shut down engine. Wait at least 90 seconds. Rotate steering wheel back and forth; no movement should occur.
C3-4
10. Use an adequate lifting device to lower heat exchanger from its location under the radiator. Remove exchanger to a clean work area.
Cooling System
C03011
Installation
Heat Exchanger Repair
1. Clean all mounting surfaces and hose connections. Inspect hoses and clamps. Replace if damaged. 2. Install new O-rings (8, Figure 3-6) into radiator bottom tank housing. Lubricate O-ring and neck of heat exchanger with a non-petroleum type lubricant. 3. Lift heat exchanger up to the radiator, move into position, and install four capscrews. Do not twist or damage O-ring in lower tank. 4. Tighten capscrews to 90 ft. lbs. (122 N.m) torque. 5. Install both hydraulic lines with new O-rings onto heat exchanger. Install split flange and capscrews. Tighten to 90 ft.lbs. (122 Nm) torque. 6. Install large coolant tube and rubber elbow to heat exchanger. Install clamps. Tighten secureley to avoid leakage. 7. Install two capscrews securing coolant tube to radiator mounting bracket. Tighten to standard torque. 8. Use an adequate lifting device, raise engine guard into position. Install four capscrews attaching engine guard to front bumper. Tighten capscrews to standard torque. Engine guard weighs approximately 150 lbs. (70 kg). 9. Tighten engine guard capscrews at mounting brackets on horse collar to standard torque.
Heat exchanger repairs should be performed by a qualified repair facility. The heat exchanger and gaskets are available as replacement components. Contact your HAULPAK® distributor. The heat exchanger for the rear oil-cooled disc brakes is mounted to the bottom tank of the radiator. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the hydraulic oil and/or hydraulic oil may contaminate the engine cooling system, and entire hydraulic system. If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and corrected. The system must then be flushed to remove oil contamination, and finally, refilled with a clean coolant solution. If a leak is found or suspected in the heat exchanger, the hydraulic oil must be analyzed IMMEDIATELY. Ethylene glycol (even in small amounts) will damage friction-faced disc plates used in the rear wet disc brake assemblies. If ethylene glycol is found in the hydraulic oil, the hydraulic system must be drained and flushed to remove all contamination, and finally, refilled with clean hydraulic oil. Both rear wet disc brake assemblies should be removed, completely disassembled, cleaned and examined, and ALL friction-faced disc plates replaced. Contact your HAULPAK® distributor for ethylene glycol detection test kits.
10. Add approximately 48 gal (182 l) of coolant. Refer to Section "P", Lubrication And Service, for antifreeze recommendations. 11. Check oil level in hydraulic tank. Add oil if needed. Start engine and allow accumulators to charge to system pressure. 12. Allow truck to idle at 1000 RPM. Check for any leakage at hose connections on heat exchanger, tighten fittings if leakage occurs. 13. Remove blocks from wheels.
C03011
Cooling System
C3-5
NOTES
C3-6
Cooling System
C03011
ENGINE The 210M HAULPAK® is powered by a Cummins KTTA19C engine. The front engine mount is attached to a cradle between the frame rails. The cradle is mounted to the frame with rubber mounts. The rear engine mounts are mounted on frame brackets attached to each side of the flywheel housing with rubber mounts.
Engine Removal
Engine weighs approximately 4300 lbs (1950 kg). Make certain all lifting apparatus is of adequate capacity.
F IGURE 4-1. DRIVELINE REMOVAL 1. Driveline Protector, 4. Capcrews Upper Half 5. Driveline Protector, 2. Capscrews Lower Half 3. U-joint Capscrews 6. Driveline
1. Remove radiator. Refer to instructions covering radiator removal in this section. NOTE: Plug all ports and cover hose connections when disconnected to prevent dirt and foreign material from entering. 2. Remove air inlet piping from air cleaner to engine. 3. Remove exhaust piping from turbocharger to flex pipes.
11. Measure distance from front engine cradle to frame mounts (Figure 4-2). Measurement should be 0.94 in. (23.8 mm). If less than this dimension, rubber mount should be replaced after engine is removed.
4. Remove both halves of driveline protector. Refer to Figure 4-1. 5. Remove capscrews (3) securing U-joint to flywheel adapter. 6. Make sure cross bearing caps are separated from adapter. Support driveline so it cannot slide apart when engine is removed. 7. Remove transmission cooler hose clamps. Disconnect and cap hoses from transmission. 8. Remove clamps securing hoses to front engine mount cradle. Position hoses so they will not interfere with cradle removal. 9. Disconnect fuel lines, throttle cable and ATEC throttle potentiometer cable at fuel lever.
FIGURE 4-2. FRONT ENGINE CRADLE MOUNT 1. Cradle Mount 3. Large Washer 2. Engine Mount Capscrews
NOTE: Identify and mark connection points of all wires. 10. Disconnect all wiring to engine.
C04008 4/90
Engine
C4-1
12. Measure distance from rear engine mount, on each side, to frame mount at all four rubber mounts (Figure 4-3). Distance should be 1.31 in. (33.3 mm). If less than this dimension, replace rubber mounts after engine is removed.
13. Place engine lifting tool* or equivalent between cylinder heads, one on each end of engine, under protruding cast portion (2, Figure 4-4). Take up slack. * Refer to Section "M" Special Tools for Lifting Tool fabrication dimensions. 14. Remove capscrews securing front engine mount to cradle (2, Figure 4-2), and capscrews at each rubber mount of cradle. 15. Remove capscrews from four rear engine rubber mounts (1, Figure 4-3). 16. Raise front of engine enough to remove front cradle. 17. Carefully maneuver engine forward and upward to clear horse collar and front bumper. 18. Move to clean work area and position on supports to prevent damage to oil pan, etc.
FIGURE 4-3. REAR ENGINE MOUNT 1. Rubber Mount Capscrews 2. Rubber Mount
FIGURE 4-4. PLACEMENT OF ENGINE LIFTING TOOL 1. Heads 2. Lift Point
C4-2
Engine
C04008 4/90
Engine Installation 1. If removed, position flexible coupling (1, Figure 4-5) on flywheel. Install capscrews (3), tighten to standard torque and safety wire capscrew heads.
FIGURE 4-6. REAR ENGINE MOUNT 1. Engine Mount 3. Rubber Mount, 2. Rubber Mount, Lower Half Upper Half FIGURE 4-5. FLYWHEEL ADAPTER 1. Flexible Coupling 4. Capscrews 2. Adapter 5. Cover Plate 3. Capscrews
8. Place front cradle (1, Figure 4-7) on front rubber mounts, install capscrews. 9. Install capscrews (2), lockwashers and nuts, securing front engine mount to cradle. Tighten to standard torque.
2. If removed, install adapter (2) on flexible coupling (1). Install capscrews (4) and tighten to 70 ft. lbs. (95 N.m) torque. Safety wire capscrew heads. Install cover plate (5) and capscrews. Tighten capscrews to standard torque.
10. Allow full weight of engine to rest on mounts. 11. Install lower half of rear rubber mounts (3, Figure 4-6), large washer and nuts.
3. If removed, install rear engine mounts (1, Figure 4-6) to flywheel housing. Tighten capscrews to standard torque.
12. Tighten nuts until rear rubber mounts are compressed between engine mount and frame mount to a dimension of 1.31 in. (33.3 mm). Refer to Figure 4-6.
4. Place rubber mount in each rear engine frame mount (2, Figure 4-6). 5. Install front engine rubber mounts in frame mounts ( 4, Figure 4-7). 6. Place engine lifting tool or equivalent between cylinder heads, one on each end of engine, under protruding cast portion. Refer to Figure 4-4. Take up slack.
Engine weighs approximately 4300 lbs. (1950 kg). Make certain all lifting apparatus is of adequate capacity. FIGURE 4-7. FRONT ENGINE CRADLE MOUNT 1. Cradle Mount 3. Large Washer 2. Engine Mount Screws 4. Rubber Mount
7. Position engine in frame on rear rubber mounts, start capscrews.
C04008 4/90
Engine
C4-3
13. Install large washer (3, Figure 4-7) and nut in front rubber mounts. Tighten nut to standard torque. 14. Front rubber mounts are compressed between cradle and frame mounts to dimension of 0.94 in (23.8 mm). 15. Connect driveline (6, Figure 4-8) to adapter. Tighten capscrews (3) to 100 ± 5 ft. lbs. (135.6 ± 7 Nm) torque. Install driveline protector (1 & 5). 16. Connect transmission cooler hoses to transmission and install all clamps. 17. Connect all wires. 18. Connect fuel lines. FIGURE 4-8. DRIVELINE INSTALLATION 1. Driveline Protector, 4. Capscrews Upper Half 5. Driveline Protector, 2. Capscrews Lower Half 3. U-joint Capscrews 6. Driveline
C4-4
Engine
C04008 4/90
19. If removed, install throttle cable mounting bracket (3, Figure 4-9) on engine. Tighten capscrews to standard torque. 20. Connect ATEC throttle potentiometer cable and throttle cable to fuel pump lever and secure with clevis pin, washers, and cotter pins.
Make certain tubes engage rubber elbows and hump hoses properly. Position clamps so elbows and hump hoses are completely compressed on tubes when clamps are tightened.
21. Adjust throttle cable to dimension shown in Figure 4-9 by loosening locknut (8) and removing clevis pin (7). Turn clevis in or out to obtain the proper dimensions. Tighten locknut (8) and install throttle cable to fuel pump lever.
24. Install radiator. Refer to instructions covering radiator installation, this section. 25. Add oil to proper level. Refer to Section "P", Lubrication and Service.
NOTE: If dimensions shown cannot be obtained, adjustment of the mounting bracket (3) may be required. Adjust mounting bracket by loosening the retaining capscrews (bracket to engine) and moving bracket to allow a closer basic adjustment of linkage. After bracket adjustment, tighten capscrews to standard torque.
26. Connect battery cables. 27. Start engine, check for leaks and instrument panel gauge readings. Engine Speeds Low Idle . . . . . High Idle . . . . Governed Speed Stall Speed . . .
22. Install exhaust tubes and support brackets. 23. Make certain air inlet piping is completely clean internally. Install tubes and hoses.
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. 700 ± 25 RPM . . . 2350 RPM . . . 2100 RPM . . . 2070 RPM
Engine Repair Contact your HAULPAK® Distributor for engine repair or overhaul.
1. Fuel Pump Lever 2. Cable Anchor
C04008 4/90
FIGURE 4-9. THROTTLE CABLE INSTALLATION 3. Cable Mounting Bracket 5. Throttle Cable 4. ATEC Potentiometer Cable 6. Cable Anchor
Engine
7. Clevis Pin and Cotter Pin 8. Clevis and Locknut
C4-5
NOTES
C4-6
Engine
C04008 4/90
AIR FILTRATION SYSTEM
Filter Element Replacement
AIR CLEANER Air used by the diesel engine passes through the air cleaner assembly mounted on the right side deck of the truck. This dry type air cleaner discharges heavy particles of dust and dirt by centrifugal action in precleaner sections and then filters finer particles as air passes through filter elements. Service Checks
The truck engine must be shut down before servicing the air cleaner assembly or opening the engine air intake system. 1. Inspect and empty air cleaner dust collector at regular intervals. Daily inspections are recommended. Do not allow dust level in the collector to build up to the Donaclone tube section (precleaner). 2. Before operation or after the engine has been shut down, observe the air cleaner service vacuum indicator which is located on the left side of the truck next to the fan shroud. Filter service is required when the indicator shows maximum restriction. 3. Make certain that the air inlet on the air cleaner is free of obstruction. Inlet must not be clogged or damaged.
The truck engine MUST NEVER be operated with elements removed. Engine operation with filter elements removed can cause serious engine damage. Run the engine ONLY with the air cleaner assembly completely assembled and closed. Main filter element restriction is registered by a service indicator located on LEFT side of fan shroud. As filter becomes clogged with dirt, a vacuum differential is created by engine demand for air causing indicator float to expose red area. Filter service is needed when red area is exposed. 1. Shut engine down. Clean area around filter element cover and remove cover (2, Figure 5-1). 2. Loosen large wing nut (5) on air cleaner to free main element assembly. Pull main element clear of assembly. 3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect reuse of element. If element appears serviceable other than being dirty, proceed with the cleaning procedure. If defects are found, discard element. Wing nut assembly must be removed from element assembly and installed on new filter element.
4. Check engine air intake tube, hoses and clamps. All connections and joints must be air tight to prevent entrance of dirty air. 5. Air cleaner housing fasteners and mountings must be tight. 6. After filter service has been accomplished, reset air cleaner service vacuum indicator by pushing the reset button on top of indicator.
C05009 04/98
Have a new safety (secondary) filter element at hand before removing old one. Do not keep intake system open to atmosphere any longer than absolutely necessary. The indicator in the safety filter element wing nut will reset by gently blowing air into threaded hole from the gasket side of wing nut.
Air Filtration System
C5-1
FIGURE 5-1. AIR CLEANER ASSEMBLY 1. Retaining Clip 4. Safety Filter Element 6. Safety Filter Element 2. End Cover 5. Wing Nut Indicator 3. Primary Filter Element 7. Pre-Cleaner Section
C5-2
Air Filtration System
8. Dust Collector 9. Air Intake Cover
C05009 04/98
4. Check indicator in safety (secondary) filter element wing nut. If this indicator shows that the safety element is clogged, the element must be replaced with a new element. Do not clean safety element - discard used element and replace. Reset indicating wing nut to green by gently blowing air into threaded hole from gasket side of wing nut. Install new safety element and secure with indicating wing nut. Tighten wing nut to 10 ft. lbs. (13 N.m) torque. 5. Install clean or new main filter element into air cleaner and secure with wingnut. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure sealing gasket is not damaged, the gasket must seal completely. 6. Close and latch the dust collector on the bottom of air cleaner assembly.
FIGURE 5-2. INSPECTING FILTER ELEMENT Main Filter Element Cleaning NOTE: Remember that only the main (primary) filter element may be cleaned, and then only if it is structurally intact. Do not reuse any element which is damaged. DO NOT clean and reuse the safety (secondary) filter element. Replace this item when clogged or damaged.
b. Rinse element with a stream of fresh water in the opposite direction of normal air flow until rinse water runs clear. Maximum permissible water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential. c. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 140oF (60oC) and must be circulated continually. Do not use a light bulb for drying elements. d. When the elements is thoroughly clean, inspect carefully for even the slightest ruptures or punctures and for damaged gaskets. A good method to detect ruptures in the paper filter material is to hold a light inside filter element as shown in Figure 5-2 and inspect outer surface of element, any holes or ruptures will be easily spotted. If holes or ruptures are found, do not reuse the element, discard and install a new unit. 2. Clean dust loaded elements with dry, filtered, compressed air: a. Maximum nozzle pressure must not exceed 30 psi (207 kPa). Nozzle distance from filter element surface must be at least one inch (25 mm) to prevent damage to the filter material. b. As shown in Figure 5-3, direct stream of air from nozzle against inside of filter element. This is the clean air side of the element and air flow should be opposite of normal air flow. c. Move air flow up and down vertically with pleats in filter material while slowly rotating filter element. d. When cleaning is complete, inspect filter element as shown in Figure 5-2 and if holes or ruptures are noted, replace the element with a new item.
After inspection, determine if the element should be cleaned by using either washing or compressed air methods. If element is clogged with dust, compressed air will clean element. If element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results. 1. Wash elements with water and detergent as follows: a. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate element back and forth in the solution to loosen dirt deposits. DO NOT soak elements for more than 24 hours.
C05009 04/98
FIGURE 5-3. CLEANING FILTER ELEMENT WITH COMPRESSED AIR
Air Filtration System
C5-3
Precleaner Section The Donaclone tubes in precleaner section of air cleaner assembly should be cleaned at least once annually and at each engine overhaul. More frequent cleaning may be necessary depending upon operating conditions and local environment if tubes become clogged with oil, sludge or dirt.
1. Dust can best be removed with a stiff fiber brush. DO NOT use a wire brush. Dust may also be cleaned effectively using compressed air.
To inspect tubes in precleaner section, remove main filter element. Do not remove the safety element. Loosen clamps and remove dust collector cup. Use a light to inspect the tubes. All tubes should be clear and the light should be visible. Clean the Donaclone tubes as follows if clogging is evident. Cleaning Precleaner Tubes
Both the main and safety elements must be installed in the air cleaner while Steps 1 and 2 are being accomplished to prevent any possibility of dirt being forced into the engine intake area.
FIGURE 5-5. WASHING AND SOAKING OF PRECLEANER SECTION 2. Heavy plugging of tubes may require soaking and washing of complete precleaner section. The following instructions cover these procedures. NOTE: The precleaner section may be separated from the air cleaner assembly without dismounting the complete air cleaner from the truck. 3. Loosen clamp and remove dust collector cup (8, Figure 5-1) from precleaner section (7). 4. Loosen clamp and remove the air intake cover (9) and precleaner. The safety element must remain in place to protect the engine intake. 5. Submerge precleaner section in a solution of Donaldson D-1400 and warm water (mix solution according to package directions). Tube section must be down. Soak for 30 minutes, remove from solution and rinse thoroughly with fresh water and blow dry.
FIGURE 5-4. CLEANING DONACLONE TUBES
C5-4
6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should be mixed 50% Oakite 202 and 50% fresh water. Soak precleaner section for 30 minutes, rinse clean with fresh water and blow dry completely.
Air Filtration System
C05009 04/98
7. Check precleaner gasket carefully for any evidence of air leaks, replace all suspected gaskets.
Air Intake Troubleshooting
8. Install precleaner section, with serviceable gasket on air cleaner assembly and replace all mounting hardware removed.
To insure maximum engine protection, be sure that all connections between air cleaner and engine intake are tight and positively sealed. If air leaks are suspected, check the following:
9. With a serviceable gasket, install dust collector cup assembly on precleaner section and secure with mounting clamps.
1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.
C05009 04/98
Air Filtration System
C5-5
NOTES
C5-6
Air Filtration System
C05009 04/98
ENGINE COMPONENTS THROTTLE CONTROL
THROTTLE CONTROL LEVER
The engine is equipped with a multiple position throttle control lever mounted on the Cummins fuel pump. Two cables are attached to the control lever; one cable is connected to the throttle pedal located in the cab and allows the operator to control engine speed from idle to full throttle. The remaining cable is connected to the ATEC Throttle Position Sensor and provides a voltage signal proportional to the throttle position to the ECU.
If the throttle control lever is removed during fuel pump repairs or during an engine replacement, it is essential that it is properly aligned during installation. Correct alignment will ensure proper throttle pedal and throttle position sensor cable adjustment. Refer to Figure 6-1.
THROTTLE CONTROL PEDAL Removal and Installation Refer to Section ‘‘N’’, Operator Cab, for removal, installation and disassembly of the throttle control pedal.
1. Fuel Pump Lever 2. Cable Anchor
C06010 6/90
1. Install brackets for throttle control cable and throttle position sensor (TPS). Tighten capscrews to standard torque. 2. Install the throttle control lever offset 14° from vertical as shown in Figure 6-2. This position is ‘‘idle’’. Tighten the clamping capscrew. 3. At full throttle position, the lever travel should stop 14° to the left of the vertical line shown in Figure 6-2.
FIGURE 6-1. CUMMINS THROTTLE CONTROL LEVER 3. Cable Mounting Bracket 5. Throttle Cable 4. ATEC Potentiometer Cable 6. Cable Anchor
Engine Components
7. Clevis Pin & Cotter Pin 8. Clevis and Locknut
C6-1
FIGURE 6-2. THROTTLE AND SENSOR CABLE INSTALLATION (CUMMINS ENGINE) 1. Throttle Pedal. 2. Pedal Start Position Adjustment 3. Stop Limit Screw 4. Locknut 5. Cable Anchor
C6-2
6. Throttle Control Cable 7. Throttle Position Sensor Cable (ATEC - TPS) 8. Mounting Plate 9. Cable anchor 10. Machine Screws
11. Cable Terminal 12. Fuel Pump Lever 13. Spring 14. Clevis Pin 15. Clevis
Engine Components
16. Jam Nut 17. Cable Anchor 18. Throttle Position Sensor 19. Capscrews 20. Electrical Connector
C06010 6/90
Throttle Control Adjustment 1. Adjust throttle control pedal stop limit screw (3, Figure 6-2) for a comfortable full throttle foot position. Tighten lock nut (4). 2. Adjust pedal start position (2) to obtain 1.30 in. (33 mm) of downward travel to the head of the pedal stop limit screw (3). Refer to Figure 6-3.
NOTE: Do not adjust the pedal stop limit screw without also adjusting the pedal start position adjustment.
3. Position cable anchor (5) in holes which permit cable to be fully retracted to the pedal start position when pedal lever cable (6) is connected with the governor control lever in the ‘‘Idle’’ position. Secure cable anchor to mounting holes. 4. Loosen cable anchor (17). 5. With fuel pump lever (12) in the ‘‘Idle’’ position, loosen the jam nut (16) on accelerator control cable clevis (15).
C06010 6/90
6. Remove the cotter pin and clevis pin (14) from cable clevis. 7. Adjust the accelerator cable (6) by turning the clevis (15) on or off the cable. Turn the clevis eye so that it aligns with the eye in the fuel pump control lever (12) in the ‘‘Idle’’ position. 8. Install clevis pin (14) and cotter pin into clevis and tighten jam nut (16) holding clevis to accelerator control cable. 9. Tighten cable anchor (17) in position. Check that the throttle end of the cable is properly shimmed to prevent the cable from binding during operation and the anchor secures the cable in the cable groove. 10. Start engine and check out operation of the throttle pedal. 11. Run engine up to full throttle and release. Engine should return to ‘‘Idle’’ (700 RPM). Cable should work freely without binding. 12. Refer to ‘‘ATEC Throttle Position Sensor’’ for sensor cable installation.
Engine Components
C6-3
ATEC THROTTLE POSITION SENSOR
Throttle Position Sensor and Cable
Figure 6-3 illustrates the operating range of the Throttle Position Sensor cable relative to the range of the fuel pump throttle control lever. The Throttle position Sensor is self-calibrating providing the cable travel is within the ‘‘normal operating range’’.
Removal
The cable has a total stroke of approximately 1.88 in. (48 mm) however, the entire range is not usable. An error code (to the ECU) will result if the cable is not adjusted properly or mechanical components are worn excessively. This area is indicated by the ‘‘error zone’’. The ‘‘functional range’’ allows adequate cable travel to include the ‘‘optimum operating range’’ and allow for a slight misadjustment and wear of components before reaching the ‘‘error zone’’. The ‘‘optimum operating range’’ is the desired range to obtain when installing the throttle position sensor cable.
Refer to Figure 6-2 for the engine installation and parts references. 1. Remove machine screws (10), shims, and clamp (9) securing the cable to the mounting plate (8). 2. Remove cotter pin, cable terminal (11), and remove cable (7) from throttle control lever (12). 3. Remove electrical connector (20), capscrews (19) and remove throttle position sensor (18) from mounting bracket. 4. Remove the cable and sensor assembly using care to prevent sharp bends in cable.
Total cable stroke can be verified by measuring 3.56 in. (90 mm) from the centerline of the cable clamp to the end of the cable when retracted and 5.44 in. (138 mm) when extended (See Figure 6-3).
FIGURE 6-3. THROTTLE POSITION SENSOR (TPS) CABLE
C6-4
Engine Components
C06010 6/90
Installation
FAN
1. Position throttle position sensor (18, Figure 6-2) on its mounting bracket and attach with capscrews (19), washers and nuts. Tighten capscrews to 10 ft. lbs. (13 N.m) torque. 2. Carefully route cable to the mounting plate located at the fuel pump. NOTE: Adjust the throttle lever, pedal and throttle cable prior to installing the throttle position sensor cable.
Removal 1. Remove capscrews holding left and right fan guard sections together. Remove capscrews mounting fan guard to radiator shroud. Remove fan guards. 2. Remove capscrews and lockwasher retaining fan and fan adapter to fan drive pulley. Remove fan, fan weighs approximately 63 lbs. (29 Kg.). NOTE: Check fan for cracks and bent or loose blades.
3. Install the throttle position sensor cable (7) on the mounting plate (8) and install clamp (9) and machine screws. NOTE: Clamp (9) must positively lock cable in cable groove. Shim clamp as required to maintain free cable end movement. 4. Verify the cable travel is 1.88 in. (48 mm) measured from the centerline of the cable clamp to the end of the cable. Refer to Figure 6-3. 5. Assemble the cable terminal (11, Figure 6-2) on the cable end. Attach the hitch pin clip to the cable. 6. Insert the cable terminal through the hole in the throttle lever arm and insert cotter pin. 7. Verify the following dimensions (Refer to Figure 6-3): a. With the throttle lever in the ‘‘idle’’ position, measure 4.18 in. (106 mm) between the centerline of the cable clamp and the end of the cable. b. With the throttle lever in the ‘‘full throttle’’ position, measure 4.94 in. (125 mm) between the centerline of the cable clamp and the end of the cable. NOTE: If the dimensions found in step 4 do not fall within the ‘‘normal operating zone’’ dimensions shown in Figure 6-3, the throttle lever must be repositioned and the throttle pedal cable adjustment procedure repeated. 8. Verify the throttle lever can be returned to ‘‘idle’’ even though the sensor cable is held in the ‘‘full throttle’’ position.
C06010 6/90
Replace the fan if the blades are bent or cracked. Installation 1. Assemble fan adapter to drive pulley and install fan to adapter. Rear edges of fan blades should be approximately 0.57 in. (14.5 N.m) from the rear face of the fan shroud. Tighten capscrews to 90 ft. lbs. (122 N.m) torque. 2. Install either left or right section of fan guard to radiator shroud. Install two capscrews, do not tighten, install other half of fanguard, and install two capscrews holding fan guard to radiator shroud. Align holes, holding two halves together and install capscrews. Tighten to 25 ft. lbs. (3.5 N.m) torque. Install remaining capscrews holding fan guard to radiator shroud. Tighten all capscrews to 25 ft. lbs. (3.5 N.m) torque.
FAN BELT ADJUSTMENT
To prevent injuries, always release spring tension before replacing the fan belt. HAULPAK® Trucks equipped with Cummins KTA/KTTA19C Engines have a self adjusting spring loaded idler assembly. Either a turnbuckle or a shock absorber is used to limit the travel of the idler pulley. A grease nipple is standard on the pivot arm. The pivot arm must be greased at each scheduled maintenance interval. Also, inspect the shock absorber for fluid leakage and loss of vibration absorption at each scheduled maintenance interval. For further information on Belt Driven Fan Hub, refer to Cummins K19 Specifications Manual.
Engine Components
C6-5
3. Turn the adjusting screw clockwise to tighten the belt tension (2, Figure 6-6).
ALTERNATOR BELT ADJUSTMENT Check Use a Belt Tension Gauge to determine the belt tension. Belt tension must be 165 ft. lb. (220 N.m).
FIGURE 6-6. ALTERNATOR BELT ADJUSTMENT 1. Belt Tension Gauge 2. Adjusting Screw Caution: The lower jam nut has left-hand threads. FIGURE 6-4. ALTERNATOR BELT ADJUSTMENT 1. Belt Tension Gauge Adjustment 1. Loosen the alternator and adjusting link mounting capscrews. (1, 2, 4, Figure 6-5).
4. Tighten the jam nuts on the adjusting screw (3, Figure 6-7) to 40 ft. lb. (55 N.m) torque. 5. Tighten the adjusting link and alternator mounting capscrews (1, 2, 4) to 40 ft. lb. (55 N.m) torque.
2. Loosen the jam nuts on the adjusting screw (3).
FIGURE 6-5. LOOSENING JAM NUTS 1. Alternator Mounting 3. Jam Nuts Capscrew 4. Capscrew 2. Capscrew
C6-6
FIGURE 6-7. TIGHTENING JAM NUTS 1. Alternator Mounting 3. Jam Nuts Capscrew 4. Capscrew 2. Capscrew 6. Check the belt tension again to make sure it is correct (1, Figure 6-4).
Engine Components
C06010 6/90
SECTION D ELECTRIC SYSTEM 24VDC. NON-PROPULSION INDEX 24VDC ELECTRICAL SUPPLY SYSTEM . . . . . . ELECTRICAL SYSTEM DESCRIPTION . . . . . BATTERY . . . . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . . . Storage . . . . . . . . . . . . . . . . . . . . Maintenance and Troubleshooting . . . . . . Spillage . . . . . . . . . . . . . . . . . . . . BATTERY CHARGING ALTERNATOR . . . . . Operation . . . . . . . . . . . . . . . . . . . Magnetizing The Rotor . . . . . . . . . . . . Regulator Adjustment . . . . . . . . . . . . Circuit Checkout . . . . . . . . . . . . . . . BATTERY CHARGING CIRCUIT COMPONENTS BATTERY EQUALIZER . . . . . . . . . . . . . Purpose . . . . . . . . . . . . . . . . . Circuit Checkout . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
D2-1 D2-1 D2-1 D2-1 D2-1 D2-2 D2-3 D2-3 D2-3 D2-4 D2-4 D2-5 D2-5 D2-6 D2-6 D2-6
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . ELECTRICAL CIRCUIT CHECKOUT . . . . . . . . . . . . . . . . . . . . . HORN, WINDSHIELD WIPER, AND WINDSHIELD WASHER CIRCUITS . WINDSHIELD WASHER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . Windshield Wiper Circuit Checkout Procedure . . . . . . . . . . . . . . BRAKE LOCK AND PARK BRAKE CIRCUIT . . . . . . . . . . . . . . . . Brake Lock Switch Circuit . . . . . . . . . . . . . . . . . . . . . . . . Brake Lock Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . Park Brake Switch and Circuit . . . . . . . . . . . . . . . . . . . . . . Park Break Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW BRAKE PRESSURE SWITCH AND CIRCUIT . . . . . . . . . . . . . GAUGES AND CIRCUIT COMPONENTS . . . . . . . . . . . . . . . . . . Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW BRAKE PRESSURE WARNING AND INDICATOR LIGHT CIRCUITS Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOIST CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . Hoist Control Switch Circuit Checkout . . . . . . . . . . . . . . . . . . BODY - UP LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . Body-up Limit Switch Circuit Checkout . . . . . . . . . . . . . . . . . . STEERING BLEEDDOWN TIMER CIRCUIT . . . . . . . . . . . . . . . . Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steering Bleeddown Circuit Checkout . . . . . . . . . . . . . . . . . . Accumulator Precharge Circuit . . . . . . . . . . . . . . . . . . . . . . Engine Shutdown Circuit . . . . . . . . . . . . . . . . . . . . . . . . . LIGHT CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEATER AND AIR CONDITIONER CIRCUIT . . . . . . . . . . . . . . . . Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D3-1 D3-1 D3-1 D3-1 D3-1 D3-2 D3-2 D3-2 D3-2 D3-2 D3-2 D3-2 D3-2 D3-3 D3-3 D3-5 D3-5 D3-5 D3-5 D3-5 D3-6 D3-6 D3-6 D3-6 D3-6 D3-7 D3-7 D3-7 D3-7
D01006 5/92
Index
. . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
D1-1
24 VDC ELECTRICAL START SYSTEM . . . . OPERATION . . . . . . . . . . . . . . CRANKING MOTOR . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . CRANKING MOTOR TROUBLESHOOTING Preliminary Inspection3 . . . . . . . . . No - Load Test . . . . . . . . . . . . . . Interpreting Results of Test . . . . . . . Disassembly . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . Armature Servicing . . . . . . . . . . . Field Coil Checks . . . . . . . . . . . . Field Coil Removal . . . . . . . . . . . Solenoid Checks . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . Pinion Clearance . . . . . . . . . . . . MAGNETIC SWITCH . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . Coil Test . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
. D3-8 . D3-8 . D3-8 . D3-8 . D3-8 . D3-9 . D3-9 . D3-9 . D3-9 D3-10 D3-12 D3-12 D3-12 D3-12 D3-13 D3-14 D3-14 D3-15 D3-15 D3-15 D3-15
ELECTRIC START SYSTEM WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . D3-16 STARTER, ENGINE 24 VDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 Circuit Check - out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17 ALLISON TRANSMISSION ELECTRONIC CONTROL (ATEC) ATEC SYSTEM OPERATION . . . . . . . . . . . . . . Range Selector . . . . . . . . . . . . . . . . . . . . DO NOT SHIFT Light . . . . . . . . . . . . . . . . . CHECK TRANS Light . . . . . . . . . . . . . . . . . SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . TRANSMISSION CONTROL CIRCUITS . . . . . . . . . Battery Charging Circuit . . . . . . . . . . . . . Control Power And Memory Circuits . . . . . . . Start Circuit . . . . . . . . . . . . . . . . . . . . Check Transmission Warning Light Circuit . . . . Backup Horn And Light Circuit . . . . . . . . . . Hoist Interlock Circuit . . . . . . . . . . . . . . . Auto/Manual Circuit . . . . . . . . . . . . . . . Overspeed Relay Circuit . . . . . . . . . . . . . Speedometer Circuit . . . . . . . . . . . . . . . TRANSMISSION CIRCUIT COMPONENTS . . . . . . . CIRCUIT DESCRIPTION AND CHECKOUT . . . . . . . ATEC DIAGNOSTIC CODES . . . . . . . . . . . . . . .
D1-2
Index
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. D4-1 . D4-1 . D4-1 . D4-1 . D4-1 . D4-2 . D4-3 . D4-3 . D4-5 . D4-5 . D4-5 . D4-5 . D4-5 . D4-5 . D4-5 . D4-5 . D4-6 . D4-7 D4-10
D01006 5/92
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION The electric system is made up of many circuits that start, control, monitor, warn and illuminate the truck during operation. The HAULPAK truck utilizes a 24VDC electrical system which supplies power for all electrical components except for a 12VDC circuit that is part of the transmission control. The 24VDC is supplied by two 12 volt storage batteries wired in series. When the engine is shut down and keyswitch is ‘‘Off’’, 24 volts is supplied through the battery disconnect switch to the circuits for the alternator, the battery equalizer, the battery equalizer monitor, engine oil pressure switch, keyswitch, headlight switch, turn signals, hazard flasher, and the steering bleeddown timer. A 12 volt signal is present at the battery equalizer, the battery equalizer monitor and two relays of transmission control circuit and to the E.C.U. of the transmission control circuit to power the memory of the E.C.U. With engine shut down and keyswitch ‘‘Off’’ the maximum current from batteries to memory circuit is 10 ma which will not appreciably affect batteries. All other circuits are open at this time. With engine running and keyswitch ‘‘On’’, all circuits are capable of operating under the necessary conditions for the circuit. Whether a particular circuit is completed depends on components in circuit and purpose. Refer to Electrical Schematic, Section ‘‘R’’ for specific circuit details.
BATTERY The batteries are of the lead-acid type, each containing six 2-volt cells. During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is shut down.
Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead--acid storage batteries. See the precautions in Section ‘‘A’’ of this manual to insure proper handling of batteries and treatment for accidents involving sulphuric acid. Service As more machines are equipped with electric starters, it is more important than ever to maintain the batteries in good working condition. The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section ‘‘P’’, and water added if necessary. The proper level to maintain is 3⁄8--1⁄2 in. (10-13 mm) above the plates. To insure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell is extremely explosive. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal. Storage 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.
D02006 4/98
24VDC Electric Supply System
D2-1
Specific Gravity Freezing Temperature Corrected to 80°F (27°C) Degrees 1.280
-90°F (-70°C)
1.250
-60°F (-54°C)
1.200
-16°F (-27°C)
1.150
+5°F (-15°C)
Maintenance and Troubleshooting
1.100
+19°F (-7°C)
Two most common troubles that occur in the charging system are undercharging and overcharging of the truck’s batteries.
All batteries will self discharge over a period of time if not used and charged. A fully charged battery will lose 25% of its power in as little as 30 days in warm weather. A 50% power loss will occur in 60 days. This self discharge takes place even though the battery is not connected in a circuit and is more pronounced in warm weather than in cold.
Never attempt to charge a frozen battery. Serious injuries can occur.
An undercharged battery is incapable of providing sufficient power to the truck’s electrical system.
Some possible causes for an undercharged battery are:
The rate of self-discharge of a battery kept at 100°F (38°C) is about six times that of a battery kept at 50°F (19°C) and self-discharge of a battery kept at 80°F (27°C) is about four times that one at 50°F (10°C).
Sulfated battery plates
Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80°F (27°C).
Loose alternator drive belt
To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every thirty days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 1⁄2 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the tableabove. The temperatures in the table indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a 3⁄4 charged battery is in no danger of freezing, therefore, a 3⁄4 charge or better is desirable, especially during winter weather.
D2-2
Loose battery connections Defective wire in electrical system
A defective alternator Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked. A battery can discharge if it is not clean and dry. A fully charged battery can become discharged to a level low enough to prevent it from starting an engine in as little time as one week. The problem may be acid film and dirt lying on top of the battery. This creates a path for electricity to travel between the terminals, thus discharging the battery. Use either an analog or digital voltmeter to determine if there is a path between the terminals. a. Set the voltmeter at a range to indicate battery voltage. b. Place the positive lead of the voltmeter on the positive battery post. c. Place the negative lead so that it touches the battery case approximately one inch away from the positive post.
24VDC Electric Supply System
D02006 4/98
d. The voltmeter should indicate 0.0 volts. If any voltage is indicated, there is a path that will discharge the battery. The higher the voltage, the quicker the discharge rate.
now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.2601.265 corrected to 80°F (27°C).
e. Move the negative probe to several locations (near the positive post) to verify the test results.
NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution.
If voltage was detected in the previous test, the battery should be cleaned. The top of the battery may be wiped off with a damp cloth or washed with a baking soda or ammonia solution. If the battery is washed, be sure none of the cleaning solution is allowed into the battery cells. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Be sure to clean the entire battery compartment thoroughly as it may contain acid residue. Be careful not to splash any overspray onto surrounding components. Rinse the area completely to remove all traces of battery acid from machine. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in lead--acid batteries). Inspect the case, covers and sealing compound for holes, cracks or other signs of leakage. Check battery hold down connections to make sure the tension is not great enough to crack the battery, or loose enough to allow vibration to open the seams. A leaking battery should be replaced. To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush and flush with clean water.Corrosion creates resistance in the charging circuit which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Maintaining clean batteries will provide longer service life and a higher rate of performance.
If the temperature of the electrolyte is not reasonably close to 80°F (27°C) when the specific gravity is taken, temperature should be corrected to 80°F (27°C): • For every 10°F (5°C) below 80°F (27°C), 0.004 should be SUBTRACTED from the specific gravity reading. • For every 10°F (5°C) above 80°F (27°C), 0.004 should be ADDED to the reading.
BATTERY CHARGING ALTERNATOR A 24 volt alternator is used to supply electric current for the 24VDC circuits when the engine is running. The alternator is equipped with an internal regulator system used to keep the batteries at full charge. Internal diodes convert the alternator’s AC output to DC. The only movable part in the assembly is the rotor, which is mounted on a ball bearing at the drive end and a roller bearing at the rectifier end. All current carrying conductors are stationary. These conductors are the field winding, the stator windings, the six rectifying diodes and the regulator circuit components. The regulator and diodes are enclosed in a sealed compartment. A fan located on the drive end provides air flow for cooling. Grease reservoirs contain an adequate supply of lubricant so that no periodic maintenance is required. For repair or maintenance contact your local Delco-Remy Distributor. NOTE: The hex head bolt on the output terminal is electrically insulated; no voltage reading can be obtained by connecting to the hex head.
Spillage Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may
D02006 4/98
Operation The basic operating principles are explained as follows (Refer to Figure 2-1): As the rotor begins to turn, the permanent magnetism therein induces voltages in the stator windings. The voltages across the six diodes cause current to flow to charge the battery.
24VDC Electric Supply System
D2-3
FIGURE 2-1. ALTERNATOR & REGULATOR SCHEMATIC Current from the stator flows through the three diodes to resistor R6 and the base-emitter of TR2 and TR1 to turn these transistors on. Current also flows from the stator through the diode trio D1, D2 and D3, the field coil and transistor TR1, returning to the stator through the other three diodes. All stator current, except through the diode trio D1, D2 and D3, flows through the six diodes connected to the stator. Current flow through R1, R2 and R3 causes a voltage to appear at zener diode D4. When the voltage becomes high enough due to increasing generator speed, D4 and the base-emitter of TR3 conduct current and TR3 turns on. TR2 and TR1 then turn off, decreasing the field current and the system voltage decreases. The voltage at D4 decreases, D4 and TR3 turn off, TR2 and TR1 turn back on and the system voltage increases. This cycle then repeats many times per second to limit the system voltage as determined by the setting of the potentiometer R2. Capacitor C1 protects the generator diodes from high transient voltages and suppresses radio interference. Resistor R5 prevents current leakage through TR3 at high temperatures. Diode D5 prevents high transient voltages in the field coil when the field current is decreasing.
D2-4
FIGURE 2-2. VOLTAGE ADJUSTMENT POTENTIOMETER 1. Regulator Circuit Board
2. Voltage Adjustment Potentiometer
Resistor R7, capacitor C3 and resistor R4 all act to cause transistors TR2 and TR1 to turn on and off more quickly.
24VDC Electric Supply System
D02006 4/98
Magnetizing The Rotor The rotor normally retains magnetism to provide voltage build-up when the engine is started. After disassembly or servicing, however, it may be necessary to reestablish the magnetism. To magnetize the rotor connect the alternator to the battery in a normal manner, then momentarily connect a jumper lead from the battery positive post to the relay ‘‘R’’ terminal. Regulator Adjustment When there are indications that the 24 volt batteries are being over-charged or under-charged, an adjustment can be made to the charging rate of the voltage regulator system. NOTE: Prior to adjusting the voltage regulator, verify proper operation of the battery equalizer. Refer to step 14. in ‘‘Commercial Electronic Control (ECU)’’ in this Section. 1. Remove the cover spacer and plate from the end of the unit to get access to the voltage regulator. 2. Partially remove the silicone rubber from the regulator potentiometer so that the adjustment screw can be seen (Figure 2-2). 3. Connect a voltmeter across the terminals of the batteries and measure the voltage. NOTE: The batteries must be 75% charged for this measurement. (1.240 specific gravity). 4. Adjust regulator potentiometer (2, Figure 2-2) until system voltage measures 27.4 volts. The voltage output of the regulator increases by turning the adjusting screw clockwise, or decreases when turned counterclockwise. If the system’s voltage cannot be adjusted properly or is very erratic, the regulator system requires repair. 5. After the system has been adjusted, put a layer of silicone rubber sealant on the adjustment screw to protect the voltage setting. 6. Install cover on end of unit. Circuit Checkout 1. Check alternator drive belt tension, refer to ‘‘Alternator Belt Adjustment’’ procedure in Section ‘‘C’’, Engine Components.
D02006 4/98
2. With engine at idle, turn on all electrical equipment. 3. Connect voltmeter from output terminal of alternator to ground. 4. Slowly increase engine RPM, voltmeter reading should increase to 26-28 volts. 5. If voltage does not increase, refer to Regulator Adjustment. Refer to Section ‘‘R’’, Electrical Schematic.
BATTERY CHARGING CIRCUIT COMPONENTS Batteries - Two 12 volt batteries located on the right hand deck and connected in series provide 24VDC for the Truck electrical system and 12VDC for CEC. Alternator - Is located on the upper right front corner of the engine, 26-28 volt output capable up to 75 amperes. Battery Equalizer - The equalizer is located in the cab under the transmission shift selector tower, near the right side of the cab. Battery Equalizer Monitor - Monitors the battery equalizer and is located behind the operator’s seat under the auxiliary seat. The monitor will activate the EQUAL FAULT and/or ALT FAULT lights in the instrument panel if a problem is determined. The EQUAL FAULT light will illuminate if more than 0.85 volts variance is detected between the two 12 volt batteries. The ALT FAULT light will illuminate if the alternator is charging more than 30 volts or less than 24 volts. Voltmeter - Is located on the left side of the instrument panel and indicates the output voltage of the battery charging alternator. Normal indicated voltage at high idle is 27 -- 28 volts. When the key switch is ‘‘On’’ and engine is not running, the voltmeter indicates battery voltage. Battery Disconnect Switch - A battery disconnect switch (large switch) is located on the left side of the Cummins engine to disconnect all battery power except to the CEC components. A separate toggle switch is included between the batteries and the battery equalizer to disconnect the equalizer and CEC transmission control circuits.
24VDC Electric Supply System
D2-5
Battery Equalizer - Theory Of Operation Before welding on truck, be certain that each of these components are completely disconnected: • Battery Equalizer • CEC ECU • Batteries • Battery Charging Alternator To prevent possible damage to the battery equalizer, turn off CEC disconnect switch PRIOR TO disconnecting the batteries. Proceed as follows: 1. ALWAYS remove equalizer GND (-) terminal FIRST. 2. Remove +12V (output) terminal at equalizer. 3. Remove +24V (input) terminal at equalizer. When connecting battery equalizer, use ‘‘Install’’ in place of ‘‘Remove’’ and REVERSE the order of the above procedure. Be certain GND (-) terminal of equalizer is connected LAST. Failure to do so will damage the equalizer. 4. Disconnect truck batteries: a. Remove the battery 12V positive (+) terminal (series connection between batteries). DO NOT LET TERMINAL TOUCH CHASSIS GROUND! b. Remove the battery 24V positive (+) terminal. c. Remove the battery 24V negative (-) terminal. When connecting batteries, use ‘‘Install’’ in place of ‘‘Remove’’ and REVERSE the order of the above procedure.
The battery equalizer is an energy transfer device. It allows power to be taken from a 24 volt battery system at 12 and 24 volts simultaneously. The equalizer is designed to be connected to the batteries continuously, much like an alternator. The amount of continuous duty 12 volt current is limited to the size of the equalizer. The equalizer causes the 12 volt current draw to be taken from both the batteries of the 24 volt system. For example, if a 10 amp, 12 volt load is presented to the system, 5 amps would be supplied by each of the batteries. Any imbalance between the batteries is automatically equalized. Purpose: Transmissions equipped with the Commerical Electronic Controls (CEC) require a 12 VDC power supply. On the HAULPAK truck the 12 volt power is through the use of only one of the two 12 volt batteries. Since the two 12 volt batteries are connected in series, the transmission controls would use more voltage out of one battery. The remaining battery would not be recharged and would eventually lose power to the point that the truck would not shift properly or could not be restarted if shut down. To prevent unequal charge and discharge of the batteries, a battery equalizer is provided in the charge circuit to balance the charge and discharge of both batteries. The equalizer is equipped with a circuit breaker for internal protection. If the breaker is activated, it must be reset to prevent discharging of one battery. The fault causing the breaker to activate must be corrected. Refer to Electrical Schematic in Section ‘‘R’’.
Troubleshooting 1. Carefully remove the ground (Gnd) cable from the equalizer. Do not allow this cable to touch any other connection on the equalizer because the other terminals are connected to the batteries. 2. Make sure there is approximately 12 volts between the +24 and +12 terminals of the equalizer by momentarily connecting the two terminals of a 12 volt light (headlight, marker light, etc.) to the +24 and +12 terminals of the equalizer. The light should light and stay lit.
D2-6
24VDC Electric Supply System
D02006 4/98
3. Next, connect that same 12 volt load between the +12 and gnd terminals of the equalizer. The lamp should light and stay lit. If the lamp does not light, or light then goes out, the equalizer requires repair. 4. Further verification may be made by measuring the voltages on the equalizer terminals. Be certain that the lamp used earlier is connected between the +12 and gnd terminals. 5. Measure the voltage between +24 and +12 terminals. Note this reading. 6. Measure the voltage from the +12 terminal to gnd. Note this reading. 7. Compare the two readings by subtracting the [+12 to gnd] reading from the [+24 to +12] reading. A properly functioning equalizer is one where the difference is between -0.5 and +0.13 volts. If the difference between the two voltage readings is more than 0.75 volts, replace the equalizer. Refer to Electrical Schematic, Section ‘‘R’’.
Battery Equalizer Monitor Features: * Designed for two 12 volt batteries operating at 24 Volt DC. * Detects battery high voltage, low voltage, and out of balance conditions. * Continually monitors vehicle’s electrical system. * Operates status/warning lamps, control relays, or alarms. Inputs Ground (-) +12 VDC +24 VDC Battery +24 VDC Ignition Switch Outputs Battery High Voltage Battery Low Voltage Battery Balance. NOTE - Outputs are open collector, switched to ground, 375 milliamp maximum.
Battery Equalizer Monitor The Battery Equalizer Monitor senses several critical functions of a dual voltage (24/12 VDC) vehicle electrical system. It is typically used in conjunction with a Battery Equalizer. The Battery Equalizer Monitor is wired to the system’s ground, 12 volt DC, 24 volt DC, and +24V ignition. By monitoring the two DC voltages, it can detect fault conditions including battery voltage high (over 30.0 volts), battery voltage low (under 24.0 volts), and battery balance. A battery balance fault condition occurs when the 12 VDC input is outside the range of (24VDC input ÷ 2) ±0.75 volts. Monitoring takes place only when the ignition is switched on. When a fault condition is detected, the Monitor provides fault output signals that are switched to ground. These outputs can operate external warning lamps, alarm buzzers, or control relays, and are rated for 375 milliamps (0.375 amps) DC.
Fault Conditions Battery High Voltage (+24VDC Input Over 30VDC) Battery Low Voltage (+24VDC Input Under 30VDC) Battery Balance : +12VDC Input Over (+24VDC Input÷2) +0.75 volts, or, +12VDC Input Under (+24VDC Input÷2) - 0.75 volts
The outputs are short-circuit protected and are designed so they may be paralleled, if less than three external lights are desired. It it also possible to install momentary light test switches (or just one light test switch, if three isolating diodes are installed) which enable the operator to check the lamps to determine if they are functioning.
D02006 4/98
24VDC Electric Supply System
D2-7
NOTES
D2-8
24VDC Electric Supply System
D02006 4/98
ELECTRICAL SYSTEM COMPONENTS ELECTRICAL CIRCUIT CHECKOUT The components described in this section have a "circuit checkout" procedure listed after each individual component circuit. The checkout is a guideline for troubleshooting the electrical system components. A very important factor, and often overlooked in electrical troubleshooting, is wire connections. Before changing out electrical components which are nonfunctional, check the wire connections. The following basic steps may eliminate many electrical problems. 1. Check all cable connections at both batteries. They should be clean with no corrosion. If necessary, remove cables and clean connectors with a baking soda - water solution, and a stiff non-wire brush. Flush with clean water. Install and tighten securely. 2. Check that connectors are properly crimped onto wires or cables. Improperly crimped connectors can cause possible overheating of a circuit due to high resistance in the connection. 3. Use proper wire gauge and connectors when making wire splices or repairs. 4. Be certain that wire harness is supported properly and no chafing of wires can occur. 5. Use the correct amperage fuses when replacing fuses. If a circuit calls for a 10 amp fuse, do not replace with a higher amperage fuse. 6. Do not overload a circuit. If a component is added to a circuit, be certain that circuit can handle the extra load. If a problem still exists with a particular component and its circuit after following all the steps above, refer to the circuit checkout for that particular component and its circuit. The electrical schematic in Section "R" should be used to assist in voltage checks, and the origin of wire numbers used in the electric wire harness. After following a proper circuit checkout, it will be easier to determine whether component replacement is necessary.
HORN, WINDSHIELD WIPER AND WINDSHIELD WASHER CIRCUITS The horn switch when held closed provides ground for horn relay coil, closing the normally open (N/O) switch in horn relay will provide 24 volts to the horn. A varistor is used across the relay coil to prevent electrical system interference when the horn relay coil de-energizes. Horn Switch - Is located in the center of the steering wheel. Is normally open (N/O) provides a ground for the electric horn. Electric Horn - Is mounted next to lower left corner of the radiator and is grounded through the mounting base.
WINDSHIELD WASHER CIRCUIT The windshield washer switch, when closed provides a ground for the windshield washer pump motor allowing wash solution to be sprayed on the windshield. Windshield Washer Switch - Is located on the instrument panel. It is normally open (N/O), and when closed it provides ground for windshield washer motor. Windshield Washer Motor - Is located behind the operator seat mounted on windshield washer reservoir and is attached to the auxiliary seat. Windshield Wiper Circuit The windshield wiper switch is supplied 24 volts from keyswitch through a 15 amp fuse; ground is provided through wiper motor mounting surface. Refer to "Electrical Schematic" for windshield wiper circuit. Circuit Components 15 amp Fuse - The windshield wiper circuit has a 15 amp dual element time delay (slow blow) type fuse. It is located in the instrument panel. Wiper Switch - Is located on the left side of the instrument panel. Switch is "Off-Lo-Hi". "Off" position enables the wipers to return to "Park" position. Windshield Wiper Circuit Checkout Procedure 1. Check 15 amp fuse located in instrument panel. If fuse is good, proceed to Step 2. 2. Remove cover on inside of cab above windshield. Check for continuity at wiper motor. Refer to Electrical Schematic, Section "R" for low voltage check point.
D03006 5/92
Electrical System Components
D3-1
3. Using a voltmeter make voltage checks at windshield wiper motor connectors. a. Place windshield wiper switch in "OFF" position. 24 volts should be present at wires 31B and 53. b. Place switch in "Low" position. 24 volts should be present at wire 53. c. Place switch in "High" position 24 volts should be present at wire 53B.
BRAKE LOCK AND PARK BRAKE CIRCUITS Brake lock and park brake circuits have switches and indicator lights located in instrument panel. These are illuminated when actuated by "On-Off" rocker switches.
Brake Lock Switch Circuit The brake lock solenoid valve and coil are mounted on the brake manifold which is attached to the service brake treadle valve. When the brake lock switch is applied, a ground is provided for the brake lock indicator light. The brake lock solenoid valve coil will energize, shifting the valve and allowing brake accumulator pressure to apply the rear brakes only. The brake lock should be used at truck dump and loading areas, not for extended parking. Brake Lock Checkout 1. Check for 24 volts at the Brake Lock Switch and steering bleeddown relay. If the circuit is not complete when the Brake Lock Switch is "On", refer to Electrical Schematic, Section "R", for location harness connector pin and voltage checks. 2. If the above checkout is complete, check the brake lock solenoid in the brake manifold. If 24 volt is present at the solenoid and valve will not shift replace solenoid.
Park Brake Checkout 1. If park brake won’t apply check for 24 volts at Park Brake Switch. If the circuit is not complete with the park brake switch "On" refer to electrical schematic. Section "R", for location of harness connector pin and voltage checks. 2. If the circuit is complete, check the park brake solenoid located in the auxiliary manifold. If 24 volts is present at solenoid and valve won’t shift replace solenoid.
LOW BRAKE PRESSURE SWITCH AND CIRCUIT If the brake accumulator supply pressure decreases to approximately 2000 psi (14 Mpa), the low brake pressure warning switch (located in the Low-Pressure Brake Detection module) closes. This supplies power to the coil side of the low brake pressure relay (located behind the instrument panel). When energized, the switch side of relay will close providing a ground for the low brake pressure indicator light. The light is supplied 24 volts from the keyswitch, through a 5 amp circuit breaker on the instrument panel and will illuminate when grounded. An audible alarm is also part of this circuit and will sound when low brake pressure relay switch closes at approximately 2000 psi (14 Mpa). the alarm is located in the upper right hand corner of the instrument panel. For lamp test purposes the warning light circuit uses a common ground. Diodes are used to prevent any false indications that can occur from 24V reversing its path and illuminating other indicator lights, when only one or more warning light circuits are energized.
GAUGES AND CIRCUIT COMPONENTS Park Brake Switch and Circuit When the park brake switch (normally open, brakes released) is closed it will energize the coil side of the relay, which provides a ground for the illuminated park brake switch. The switch side of the relay normally closed (N/C) will open, losing the ground to the coil on the park brake solenoid. The solenoid located in the auxiliary manifold, mounted on the inside of the frame near the right hoist cylinder will shift, blocking off oil supply to the parking brake actuator. The actuator which is spring applied, hydraulic released will overcome hydraulic pressure and apply park brake.
D3-2
The gauges receive 24 volts from the keyswitch while the sending units provide a variable ground to indicate individual readings. Sending units or sensors are used to send a signal to the gauges which are used for engine oil pressure, engine water temperature, transmission oil temperature. Refer to Electrical Schematic, Section "R". Circuit Components Transmission Temperature Gauge - is located on the left side of the instrument panel and indicates transmission oil temperature.
Electrical System Components
D03006 5/92
Transmission Temperature Sensor - Is located in the converter out port on the left side of the transmission. It provides a variable ground for transmission temperature gauge. Transmission Pressure Gauge - Is located on the left side of the instrument panel. It indicates transmission oil pressure. Transmission Pressure Sensor - Is located in the main regulator valve on front top side of converter housing It provides a variable ground for transmission pressure gauge. Engine Temperature Gauge - Is located on the left side of the instrument panel. It indicates engine coolant temperature. Engine Temperature Sensor - Is located in the engine thermostat housing and provides a variable ground for the engine temperature gauge. Engine Oil Pressure Gauge - Is located on the left side of the instrument panel. It indicates engine oil pressure. Engine Oil Pressure Sensor - Is located in the engine oil filter head on the left side of the engine block and provides a ground for engine oil pressure gauge. Engine Oil Pressure Switch - Is located in the engine oil filter head. It provides 24 volts for check trans relay and oil pressure indicator relay when closed. It is a normally open (N/O) switch and closes at 3-6 psi (20.6-41 kPa). Brake Temperature Gauge- Is a 24 volt gauge located on the left side of the instrument panel. The gauge indicates the temperature of the hydraulic brake oil. Hydraulic Brake Oil Temperature Sensor - Is located on the back of the hydraulic tank in lower front corner. It provides a variable ground for the brake temperature gauge. Speedometer - Is located in the instrument panel next to tachometer. A signal originating at the transmission output shaft sensor is sent to the ECU. The ECU supplies an output through ATEC wire 205 to the speedometer which will indicate MPH or KPH. A noise filter is used in the speedometer circuit to prevent interference. Tachometer - Is located in the center of the instrument panel. It measures the engine’s R.P.M. The Hourmeter is an integral part of the tachometer and activates when keyswitch is turned to "Run" position. Tachometer Sender Generator - Is located on the fuel pump accessory drive. It provides anAC voltage signal at a frenquency (Hz) proportional to engine speed. The
D03006 5/92
signal produced is sent to the tachometer and is converted to an RPM reading. Circuit Checkout Refer to Electrical Schematic, Section "R", for "Terminal" location of gauges and voltage checks. Check for 24 volts at terminal "B" and "I", insure ground at "G" and "S" terminal.
LOW BRAKE PRESSURE WARNING AND INDICATOR LIGHT CIRCUITS Three warning and indicator light clusters are located on the instrument panel to monitor conditions of the engine, transmission and hydraulic system. A total of 12 indicator and warning lights are used. Cluster 1 contains Low Brake Pressure Warning, Low Steering Pressure, Park Brake and Brake Lock Indicator Lights. Cluster 2 contains Engine Oil Pressure, Coolant Level, Transmission Main Pressure Filter and Engine Temperature Indicator Lights. Cluster 3 contains Accumulator Precharge, Transmission Oil Cooler Filter, Hydraulic Filter, and the Brake Temperature Indicator Lights. The bulbs of all four clusters are suppled 24 volts from keyswitch through a 5 amp circuit breaker. Each indicator bulb has two grounds. Closing the test switch provides a ground path to indicate all bulbs are operating. The other ground is through a switch or relay for the system or component being monitored. The Low Brake Pressure Light and Low Steering Pressure Lights operate along with an audible alarm. Refer to Electrical Schematic, Section "R". Circuit Components Indicator Light Clusters - Are located in the instrument panel. The 24 volt bulbs can be replaced from the back side of the instrument panel. Instrument panel tilts forward for easy access. Warning Alarm - Is located on the right side of the instrument panel. Alerts the operator of low steering and low brake pressure. Lamp Test Switch - Is located below the indicator light clusters. When applied it provides a ground for indicator lamp testing. Receives 24 volts from key switch.
Electrical System Components
D3-3
Low Brake Pressure Relay - Is located on the back of the instrument panel. The normally open (N/O) switch side of the relay when closed provides a ground for the low brake pressure indicator light. Park Brake Indicator Pressure Switch The park brake indicator light will be illuminated when supplied 24 volts from the keyswitch through a 5 amp circuit breaker, and is grounded through the normally closed (N/C) park brake pressure switch. The pressure switch closes at approximately 500 psi (3.5 MPa) of decreasing pressure. With the switch closed, it energizes the park brake relay coil and opens the switch side of the ATEC system wire 222 prohibiting any shifts of the transmission. When the park brake is released, hydraulic pressure rises approximately above 500 psi. The pressure switch will open, losing its ground to the park brake indicator light de-energizing coil side of relay and opening the switch side of the ATEC wire 222 park brake relay, allowing shifts of the transmission to be made. Low Steering Pressure Switch - Is located on the auxiliary manifold valve assembly. A normally closed (N/C) switch, it is set to close at approximately 1800 psi (12.6 MPa) decreasing pressure. When closed it provides a ground for low steering pressure indicator light and an audible alarm. Coolant Level Module - Is supplied 24 volts through the keyswitch and a 5 amp circuit breaker to the 24 volt side of the coolant level module. The module has a built in time delay to eliminate false light indications while operating on irregular terrain. The module ground is provided by mounting on a plate, accessed by removing a cover on the front of the cab. Coolant Level Probe - Is supplied 24 volts, 80 milliampere of current, from the "probe terminal" of the coolant level module. The probe is located in the top radiator tank and is submersed in coolant which also serves as a ground for the module. Coolant Level Relay - Is supplied 24 volts from the "out" terminal of the coolant level module. When the coolant level goes below the probe in the radiator, ground will be lost and 24 volts will be provided to the coil side of the relay. The normally open (N/O) switch side of the relay will close and provide a ground for the coolant level indicator light located in the instrument panel, allowing the light to illuminate indicating low coolant level. Engine Oil Pressure Indicator Relay - Is located on the back of the instrument. It is a normally closed (N/C) switch. When the key switch is turned on the relay
D3-4
provides a ground for the engine oil pressure indicator light. When the engine is started the engine oil pressure switch closes at approximately 3-6 psi (21-41 KPa) energizing the coil in the relay, allowing the relay switch to open losing the ground to the indicator light and turning it off. Transmission Filter Warning Switch - Is located in the head of the transmission main pressure filter assembly. Located on the right front corner of the transmission, the switch closes at 16 psi. The switch provides a ground for indicator lamp, indicating a filter restriction. Engine Temperature Switch - Is located in the engine thermostat housing. A normally open (N/O) switch when closed provides a ground for engine temperature indicator light. Switch closes at approximately 200°F (93°C) increasing. Accumulator Precharge Relay - Is located on the back side of the instrument panel. Coil and switch side of relay are 24V. Coil side may be grounded by any of the three accumulator nitrogen precharge switches. If any of the three accumulators nitrogen precharge is below 850 psi (6 MPa) when keyswitch is turned "On", indicator light will come "On", when coil is energized. Switched side closes to ground, keeping light on after truck is started and accumulators are charged. It will be necessary to determine which accumulator switch is closed if indicator light remains on. Accumulator Nitrogen Precharge Pressure Switches - One switch is located in the top of each accumulator, mounted behind right hand front deck support. A normally closed (N/C) switch, it has contacts set to close at 850 psi (6 MPa) decreasing pressure. When closed, it provides ground for precharge relay coil and warning light. Cooler Filter Warning Switch (Transmission Converter Oil) - Is located in the head of the filter assembly on the left front corner of the transmission. A switch closes at 16 psi (112 MPa). The switch provides a ground for the cooler filter indicator lamp indicating a restriction in the filter. Hydraulic Filter Warning Switch - Is located in the head of the filter assembly mounted on rear surface of hydraulic tank. Switch is set to close at approximately 35 psi (25 MPa), indicating a filter restriction. Brake Temperature Warning Switch - Is located in lower corner of hydraulic tank. It is set to close at approximately 250°F (121°C) providing a ground for the brake oil temperature warning light.
Electrical System Components
D03006 5/92
HOIST CONTROL CIRCUIT The hoist control switch is a two pole-manual position switch located on the left side of the operator seat; it is supplied 24 volts from the keyswitch. Lifting the switch control lever up will supply 24 volts to the normally closed (N/C) body-up limit switch and to the hoist relay. The hoist relay energizes the coil in the hoist up solenoid, causing the hoist valve to shift and allow hydraulic oil to flow to the hoist cylinders and raise the body. When the operator releases the control switch, or if the body-up limit switch is de-energized by the body indicator arm, the hoist up solenoid will be de-energized. Hydraulic pressure is shut off and the hoist valve will shift into hold position. When the control switch is pushed down, this energizes the hoist down solenoid using hydraulic oil to shift the hoist valve the opposite way allowing hydraulic oil to drain back to tank and lowering the body. The hoist up and hoist down solenoids are located in the auxiliary manifold mounted to the right hoist cylinder mount structure. When not operating hoist up or down, lever must be in float position. Refer to Electric Schematic, Section "R". Hoist Control Switch Circuit Checkout 1. With keyswitch "On", and using a voltmeter, move hoist lever to power down, check for 24 volts and magnetism at coil retaining nut of double solenoid valve cartridge on auxiliary manifold. 2. Move hoist lever to "Raise" position, again check for 24 volts and magnetism on retainer nut. Magnetism will be greater with lever in "Raise" position, as this is outer coil. 3. If no magnetism in either position, verify solenoid has an adequate ground check further in circuit. Refer to Electric Schematic, Section "R".
BODY-UP LIMIT SWITCH The body-up limit switch is mounted to the inside frame rail near the upper rear suspension mount. It is a single pole, double throw, normally closed (N/C) magnetic actuated proximity switch. The switch is supplied 24 volts when the hoist control switch is placed in the "power-up" position only. When the body hoist cylinders near full extension, a plate (indicator arm) mounted to the body pivot ear will pass by the sensing area of the body-up switch. The switch will open, losing the ground to the hoist solenoid and allow the hoist shuttle valve to shift, blocking off oil supply to the hoist cylinders. This will prevent the body from travelling "over-center" and damaging the hoist cylinders. The switch and indicator arm must be properly adjusted for
D03006 5/92
the switch to work. Refer to Section B, Structures, for "Body-Up" switch adjustment. Body-Up Limit Switch Circuit Checkout 1. Remove four screws from access plate at end of switch. Turn keyswitch "ON" and using a voltmeter perform the following checks. 2. Place hoist control switch in "power-up" position. First check terminal marked "C" for 24 volts. If not present check for open circuit back to hoist control switch. 3. Check for 24 volts at terminal "NC". If 24 volts is not present at "NC" body-up switch is defective, and must be replaced. 4. If Steps 2 and 3 check out, simulate "body-up" by actuating switch. Check terminal "NC" for 24 volts. No reading should occur indicating switch is operating properly. 5. Install access plate and screws onto switch. Tighten to standard torque.
STEERING BLEEDDOWN TIMER CIRCUIT A manual reset 15 amp circuit breaker located on the instrument panel supplies 24 volts to the 24 volt positive terminal of steering bleeddown timer. Ground is provided when the timer is installed on its mounting surface. The keyswitch and an engine oil pressure switch each supply the steering bleeddown relay and control terminal of the steering bleeddown timer 24 volts through two diodes. The load terminal is connected to steering bleeddown solenoid valve coil. The remaining terminal is grounded. If engine is not running and key switch is turned "On", the timer is signaled and prepared for timing function. Turning "Off" keyswitch begins timer operation. A L.E.D. light on timer indicates timer is operating, the operating cycle is approximately 90 seconds. During timer operation the bleeddown valve coil located in the brake manifold is supplied 24 volts. The energized coil will shift the steering bleeddown valve allowing hydraulic steering oil to be drained back to tank. When engine is running, turning off keyswitch does not turn on timer as control terminal of timer is suppled 24 volts from oil pressure switch. The engine must be shut down to turn on timer. Refer to Electric Schematic, Section "R".
Electrical System Components
D3-5
Circuit Components
Engine Shutdown Circuit
15 Amp Circuit Breaker - Is located on the instrument panel, manual reset.
Engine Shutdown Switch - Is mounted on the instrument panel. It is a spring-loaded, normally closed (N/C) switch. When this switch is opened, the coil for the fuel shut-off valve solenoid is de-energized which shifts the valve and stops fuel flow to the fuel pump.
Steering Bleeddown Timer - Is mounted on a panel that can be accessed by removing a plate located on the front of truck cab. Ground is provided through mounting base of the timer Steering Bleeddown Coil - Is located on the brake manifold valve and is used to shift the steering bleeddown solenoid valve.
The Engine Shutdown Solenoid - is located on top of the fuel pump on the left side of the Cummins engine. Refer to Electric Schematic, Section "R" for Circuit Checkout.
Steering Bleeddown Circuit Checkout 1. Shut down engine, wait 90 seconds, rotating steering wheel should not turn front wheels. this will indicate system is operating properly. 2. If front wheels turn when steering wheel is rotated, steering accumulator has not bleddown. 3. Turn "On" keyswitch, turn "Off" keyswitch, check for magnetism at steering bleeddown solenoid valve coil retainer nut. Coil should be energized for 90 seconds after keyswitch is turned "Off". 4. If coil is not energized, refer to Electric Schematic, Section "R". Using a voltmeter, check for 24 volts at control terminal of timer. 5. If coil is energized, check valve portion of steering bleeddown valve assembly.
Accumulator Precharge Circuit The instrument panel accumulator precharge warning light comes "ON" only at start-up when the Key Switch is turned "ON" if the nitrogen precharge in the accumulator is "LOW". Once the light is "ON", a latching relay keeps the light illuminated. When the operator starts the engine hydraulic pressure builds up. As hydraulic pressure builds up in the accumulator, so does the nitrogen pressure which causes the nitrogen pressure switch to open. However, the light remains "ON" because of the latching relay. This is a WARNING to the operator that the accumulator nitrogen precharge was "LOW" in the accumulator at start-up. The accumulator should be serviced as soon as possible with the proper nitrogen precharge. Refer to Accumulator Charging Procedure, Section "L" .
LIGHT CIRCUIT The light switch, supplied through an automatic reset circuit breaker, provides 24 volts to dome lights, instrument panel lights, headlights and tail lights. 24 volts is also provided to transmission range selector for illumination only. The taillights and brake lights are supplied 24 volts through two resistor diodes, which allow the bulbs to illuminate at less than 24 volts. When the service or retarder brakes are applied, a 100 psi (0.7 MPa) normally open stop light pressure switch closes, supplying 24 volts to the coil side of stop relay switch. With the coil energized the switch side of the relay closes, and allows 24 volts to bypass the resistors in the taillight circuit permitting the brake lights to function as a stop light. The headlight dimmer switch located on the steering column will be open for low beam headlights, only two of four bulbs are illuminated by 24 volts. Closing the headlight dimmer switch supplies 24 volts to remaining two headlights. When all four lights are on, the high beam indicator will also be illuminated. Refer to Electrical Schematic, Section "R".
Circuit Components 30 amp Circuit Breaker - Is mounted behind the instrument panel beside the 30 amp manual reset breaker. Automatic reset. Light Switch - Is three position rocker switch mounted on the instrument panel. Instrument Panel Light Dimmer Rheostat - Is mounted on the instrument panel. It is a variable resistance switch, allowing the brightness of the instrument panel lights to be adjusted.
D3-6
Electrical System Components
D03006 5/92
Head Light Dimmer Switch - Is located in the turn signal lever. If headlights are on low beam pulling the lever toward the steering wheel, will close headlight switch changing low beam to high beam. Pulling the lever again opens headlights switch changing high beam back to low beam. Stop Light Switch - Is located in the manifold block on the anchor structure of final drive. Normally open (N/O) switch, closes at 100 psi. (.7 MPa). The key switch supplies 24 volts to the stoplight switch. When brakes are applied the circuit is completed through a stop light relay, bypassing two resistor diodes and going through two diodes to the vehicles’ rear left and right tail/stop lights. Instrument Lights - Are 24 volt bulbs inserted in back of the gauge housings. Access to bulbs is through cover plate on front of cab below windshield, or by tilting instrument panel forward. Head and Tail Lights - 24 volt bulbs, located on front and rear of truck. Head lights and tail lights are supplied 24 volts through a head light switch. Tail lights use resistor diodes and are grounded through the mounting base to complete the circuit. Circuit Checkout 1. Voltage checks may be made at all four head light, and tail/stop lights. Connections also at back of instrument panel of individual components. 2. Refer to Electric Schematic, Section "R", for identification of wire harness pin connections for making voltage checks at harness connections on cab floor.
Circuit Components Circuit Breaker 30 amps - Is a manual reset mounted on the instrument panel. Heat-Air Conditioner Switch - Is located on heater-air conditioner. The switch is a three-position toggle switch which allows the operator to choose either heat, off, or air conditioning. Fan Switch - Is located on the heater-air conditioner. The switch provides three different fan speeds. Fan Motor - Is located in the heater-air condition housing. The fan motor uses two resistors to provide variable speeds of forced air for the heating and cooling system. Cab Thermostat - Is located on the heater-air conditioner. The thermostat allows variations of cab temperature to be selected by the operator. Receiver Dryer Switch - Is a normally closed (N/C) switch located on the dryer. The dryer is mounted on the left side of the radiator support. Air Conditioner Clutch - Is a part of the air-conditioner compressor, which is mounted on the left front corner of the engine. Refer to Section "M" Air Conditioning System for the operation of the air conditioner clutch. Also see Section "R" for Electrical Schematic". Circuit Checkout 1. To gain access to heater-air conditioner when making voltage checks at electrical components, will require tilting assembly away from side of cab. 2. Remove the left hand center deck section. Refer to Section "B" Structures for removal procedure.
HEATER AND AIR CONDITIONER CIRCUIT
3. Remove the heater assembly mounting capscrews.
The heater-air conditioner circuit is supplied with 24 volts through a 30 amp circuit breaker. With the heat-air conditioner switch in "Heat" position, the fan speed switch is supplied 24 volts, the air conditioner switch is "Open". The fan switch has three positions. Resistors between switch and motor determine motor speeds. The fan motor is grounded through a diode to complete the circuit.
4. Tilt the heater assembly away from cab.
With heat-air conditioner switch in "Air Conditioner" position, the fan circuit is energized as well as cab thermostat, receiver dryer switch, and air conditioner clutch. Refer to Electrical Schematic, Section "R".
7. After correcting any problems, reinstall cover, and install heater assembly to side of the cab.
D03006 5/92
5. Remove the access cover at rear side of heater-air conditioner. 6. Refer to the Electrical Schematic for harness connector pin location when making electrical checks of receiver dryer switch and air conditioning compressor clutch.
8. Install left hand center deck.
Electrical System Components
D3-7
24 VDC ELECTRIC START SYSTEM The 140M, 210M model trucks use a single cranking motor and magnetic switch. All other models use two cranking motors and two magnetic switches. Refer to page D3-16 for schematic.
OPERATION Heavy duty batteries supply 24VDC to each of the cranking motors through magnetic switches activated by the key switch on the instrument panel. When the keyswitch is placed in the ‘‘Start’’ position, the magnetic switches close, connecting the motor solenoid ‘‘S’’ terminals to the batteries. When the solenoid windings are energized, the plunger (56, Figure 3-3) is pulled in, moving the starter drive (71) assembly forward in the nose housing to engage the engine flywheel ring gear. Also, when the solenoid plunger is pulled in, the main solenoid contacts close to provide current to the motor armature and cranking takes place. When the engine starts, an overrunning clutch in the drive assembly protects the armature from excessive speed until the keyswitch is released. When the keyswitch is released, a return spring causes the drive pinion to disengage. After the engine is running, a normally closed pressure switch senses engine oil pressure and opens the electrical circuit to prevent actuation of the motor(s) after the engine has started.
CRANKING MOTOR Removal 1. Disconnect battery power using the appropriate procedure below: a. If truck is equipped with a battery equalizer, place the ATEC power switch in the Off position. b. Open the battery disconnect switch to remove power from the system. c. If not equipped with a battery disconnect switch, remove battery cables using the following sequence if equipped with battery equalizer: 1.) Remove the battery positive (+ ) cables first. 2.) Remove the negative (-) cables last. 2. Mark wires and cables and remove from motor (1, Figure 3-1) and solenoid (3) terminals. 3. Remove motor mounting capscrews and lock washers (2). 4. Remove motor assembly from flywheel housing.
Installation 1. Align motor (1, Figure 3-1) housing with the flywheel housing adaptor mounting holes and slide into position. 2. Insert motor mounting capscrews and lock washers (2). 3. Connect marked wires and cables to motor and solenoid terminals. 4. If the truck is equipped with a battery equalizer, no battery disconnect and the battery cables were removed, reinstall in the following sequence: a. Install the negative (-) cables first. b. Install the positive (+ ) cables. c. Turn the ATEC switch On. 5. On other models, close battery disconnect switch or connect battery cables to the battery if not equipped with a battery disconnect switch.
FIGURE 3-1. TYPICAL STARTER INSTALLATION 1. Cranking Motor 2. Capscrews & Washers
D3-8
3. Solenoid
Electrical System Components
D03006 5/92
No-Load Test Refer to Figure 3-2 for the following test setup.
Be certain switch is open before connections or disconnections are made during the following procedures.
FIGURE 3-2. NO-LOAD TEST CIRCUIT
1. Setup the motor for test as follows: a. Connect a voltmeter from the motor terminal to the motor frame. b. Use an RPM indicator to measure armature speed. c. Connect a carbon pile across one battery to limit battery voltage to 20 VDC.
CRANKING MOTOR TROUBLESHOOTING If the cranking system is not functioning properly, check the following to determine which part of the system is at fault:
Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings.
Batteries-- Verify the condition of the batteries, cables, connections and charging circuit. Refer to Section ‘‘D’’ for additional information.
d. Connect the motor and an ammeter in series with two fully charged 12 volt batteries. e. Connect a switch in the open position from the solenoid battery terminal to the solenoid switch terminal.
Wiring-- Inspect all wiring for damage or loose connections at the keyswitch, magnetic switches, solenoids and cranking motor(s). Clean, repair or tighten as required. If the above inspection indicates the starter motor to be the cause of the problem, remove the motor and perform the following tests prior to disassembly to determine the condition of the motor and solenoid and repairs required. Preliminary Inspection
•
RPM: 5500 Minimum to 7500 Maximum
•
AMPS: 95 Minimum to 120 Maximum
•
VOLTS: 20 VDC
Interpreting Results of Tests
1. Check the starter to be certain the armature turns freely. a. Insert a flat blade screwdriver through the opening in the nose housing. b. Pry the pinion gear to be certain the armature can be rotated. 2. If the armature does not turn freely, the starter should be disassembled immediately. 3. If the armature can be rotated, perform the NoLoad Test before disassembly.
D03006 5/92
2. Close the switch and compare the RPM, current, and voltage reading to the following specifications:
1. Rated current draw and no-load speed indicates normal condition of the cranking motor. 2. Low free speed and high current draw indicates: a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes allowing armature to drag. b. Shorted armature. This can be further checked on a growler after disassembly. c. Grounded armature or fields. Check Further after disassembly.
Electrical System Components
D3-9
3. Failure to operate with high current draw indicates: a. A direct ground in the terminal or fields. b. ‘‘Frozen’’ bearings (this should have been determined by turning the armature by hand). 4. Failure to operate with no current draw indicates: a. Open field circuit. This can be checked after disassembly by inspecting internal connections and tracing circuit with a test lamp. b. Open armature coils. Inspect the commutator for badly burned bars after disassembly. c. Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator. 5. Low no-load speed and low current draw indicates: a. High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under Number 4. 6. High free speed and high current draw indicates shorted fields. If shorted fields are suspected, replace the field coil assembly and check for improved performance. Disassembly Normally the cranking motor should be disassembled only as far as necessary to repair or replace defective parts. 1. Note the relative position of the solenoid (53, Figure 3-3), lever housing (78), nose housing (69), and C.E. frame (1) so the motor can be reassembled in the same manner. 2. Disconnect field coil connector (42) from solenoid motor terminal, and lead from solenoid ground terminal. 3. Remove the brush inspection plates (52), and brush lead screws(15). 4. Remove the attaching bolts (34) and separate the commutator end frame (1) from the field frame (35).
FIGURE 3-3 CRANKING MOTOR ASSEMBLY 1. C.E. Frame 2. Washers 3. O-Ring 4. Insulator 5. Support Plate 6. Brush Plate Insulator 7. Washers 8. Plate & Stud 9. Plate 10. Brush Holder 11. Lock Washer 12. Screw 13. Brush (12 req’d) 14. Lock Washer 15. Screw 16. Brush Spring 17. Screw 18. Screw 19. Screw 20. Lock Washers 21. Plate 22. Brush Holder Insulator 23. Screw 24. Lock Washer 25. Washer 26. O-Ring 27. Bushing 28. Insulator 29. Washer 30. Lock Washer 31. Nut 32. Nut 33. Lock Washer 34. Screw 35. Field Frame 36. Stud Terminal 37. Bushing 38. Gasket 39. Washers 40. Washer
41. Nut 42. Connector 43. Lock Washer 44. Nut 45. Armature 46. Field Coil (6 Coils) 47. Shoe 48. Insulator 49. Screw 50. Washer 51. O-Ring 52. Inspection Plug 53. Solenoid Housing 54. Lock Washer 55. Screw 56. Plunger 57. Washer 58. Boot 59. Washer 60. Spring 61. Retainer 62. Snap Ring 63. Shift Lever 64. Nut 65. O-Ring 66. O-Ring 67. Snap Ring 68. Lever Shaft 69. Drive Housing 70. Screw 71. Drive Assembly 72. Gasket 73. Plug 74. Gasket 75. Brake Washer 76. Screw 77. Lock Washer 78. Lever Housing 79. Washer 80. O-Ring
5. Separate the nose housing (69) and field frame (35) from lever housing (78) by removing attaching bolts (70). 6. Remove armature (45) and drive assembly (71) from lever housing (78). 7. Separate solenoid (53) from lever housing by pulling apart.
D3-10
Electrical System Components
D03006 5/92
FIGURE 3-3 CRANKING MOTOR ASSEMBLY
D03006 5/92
Electrical System Components
D3-11
Cleaning and Inspection 1. The drive (71), armature (45) and fields (46) should not be cleaned in any degreasing tank, or with grease dissolving solvents, since these would dissolve the lubricant in the drive and damage the insulation in the armature and field coils. 2. All parts except the drive should be cleaned with mineral spirits and a clean cloth. 3. If the commutator is dirty, it may be cleaned with No. 00 sandpaper. NOTE: Never use emery cloth to clean commutator. 4. Inspect the brushes (13, Figure 3-3) for wear. a. If worn excessively when compared with a new brush, they should be replaced. b. Make sure the brush holders (10) are clean and the brushes are not binding in the holders. c. The full brush surface should ride on the commutator to give proper performance. Check by hand to insure that the brush springs (16) are giving firm contact between the brushes (13) and commutator. d. If the springs (16) are distorted or discolored, they should be replaced. Armature Servicing If the armature commutator is worn, dirty, out of round, or has high insulation, the armature (45) should be put on a lathe and the commutator turned down. The insulation should then be undercut .031 in. (.79 mm) wide and .031 in. (.79 mm) deep, and the slots cleaned out to remove any trace of dirt or copper dust. As a final step in this procedure, the commutator should be sanded lightly with No. 00 sandpaper to remove any burrs left as a result of the undercutting procedure. The armature should be checked for opens, short circuits and grounds as follows: 1. Opens are usually caused by excessively long cranking periods. The most likely place for an open to occur is at the commutator riser bars. Inspect the points where the conductors are joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is used. If the bars are not too badly burned, repair can often be effected by resoldering or welding the leads in the riser bars (using rosin flux), and turning down the commutator in a lathe to remove the burned material. The insulation should then be undercut.
D3-12
2. Short circuits in the armature are located by use of a growler. When the armature is revolved in the growler with a steel strip such as a hacksaw blade held above it, the blade will vibrate above the area of the armature core in which the short circuit is located. Shorts between bars are sometimes produced by brush dust or copper between the bars. These shorts can be eliminated by cleaning out the slots. 3. Grounds in the armature can be detected by the use of a 110-volt test lamp and test points. If the lamp lights when one test point is placed on the commutator with the other point on the core or shaft, the armature is grounded. Grounds occur as a result of insulation failure which is often brought about by overheating of the cranking motor produced by excessively long cranking periods or by accumulation of brush dust between the commutator bars and the steel commutator ring.
Field Coil Checks The field coils (46, figure 3-3) can be checked for grounds and opens by using a test lamp. 1. Grounds---- The ground connections must be disconnected during this check. Connect one lead of the 110 volt test lamp to the field frame (35) and the other lead to the field connector (42). If the lamp lights, at least one field coil is grounded and must be repaired or replaced. 2. Opens----Connect test lamp leads to ends of field coils (46). If lamp does not light, the field coils are open.
Field Coil Removal Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. A pole shoe spreader should also be used to prevent distortion of the field frame. Careful installation of the field coils is necessary to prevent shorting or grounding of the field coils as the pole shoes are tightened into place. Where the pole shoe has a long lip on one side and a short lip on the other, the long lip should be assembled in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe.
Electrical System Components
D03006 5/92
Solenoid Checks A basic solenoid circuit is shown in Figure 3-4. Solenoids can be checked electrically using the following procedure. Test 1. With all leads disconnected from the solenoid, make test connections as shown to the solenoid, switch terminal and to the second switch terminal ‘‘G’’, to check the hold-in winding (Figure 3-5). 2. Use the carbon pile to decrease the battery voltage to 20 volts. Close the switch and read current. a. The ammeter should read 6.8 amps maximum. 3. To check the pull-in winding, connect from the solenoid switch terminal ‘‘S’’ to the solenoid motor ‘‘M’’ or ‘‘MTR’’ terminal (Figure 3-6).
To prevent overheating, do not leave the pull-in winding energized more than 15 seconds. The current draw will decrease as the winding temperature increases.
FIGURE 3-5. SOLENOID HOLD-IN WINDING TEST
4. Use the carbon pile to decrease the battery voltage to 5 volts. Close the switch and read current. a. The ammeter should read 9.0 to 11.5 amps. NOTE: High readings indicate a shorted winding. Low readings indicate excessive resistance. 5. To check for grounds, move battery lead from ‘‘G’’ (Figure 3-5) and from ‘‘MTR’’ (Figure 3-6) to the solenoid case. Ammeter should read zero. If not, the winding is grounded.
FIGURE 3-4. SIMPLIFIED SOLENOID CIRCUIT
D03006 5/92
FIGURE 3-6. SOLENOID PULL-IN WINDING TEST
Electrical System Components
D3-13
Assembly Lubricate all bearings, wicks and oil reservoirs with SAE No. 20 oil during assembly. Bearing Replacement: 1. If any of the bronze bearings are to be replaced, dip each bearing in SAE No. 20 oil before pressing into place. 2. Install wick, soaked in oil, prior to installing bearings. 3. Do not attempt to drill or ream sintered bearings. These bearings are supplied to size. If drilled or reamed, the I.D. will be too large and the bearing pores will seal over. 4. Do not cross-drill bearings. Because the bearing is so highly porous, oil from the wick touching the outside bearing surface will bleed through and provide adequate lubrication. 5. The middle bearing is a support bearing used to prevent armature deflection during cranking. The clearance between this bearing and the armature shaft is large compared to the end frame bearings. FIGURE 3-7. PINION CLEARANCE CHECK CIRCUIT
Motor Assembly: 1. Install the end frame (with brushes) onto the field frame as follows: a. Insert the armature (45, Figure 3-3) into the field frame (35). Pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. b. Place the end frame (1) on the armature shaft. Slide end frame and armature into place against the field frame. c. Insert screws (34) and washers (33) and tighten securely. 2. Assemble lever (63) into lever housing (78) If removed. 3. Place washer (79) on armature shaft and install new O-ring (80). Position drive assembly (71) in lever (63) in lever housing. Apply a light coat of lubricant (Delco Remy Part No. 1960954) on washer(75) and install over armature shaft. Align lever housing with field frame and slide assembly over armature shaft. Secure with screws (76) and washers (77). 4. Assemble and install solenoid assembly through lever housing and attach to field frame. Install nut (64) but do not tighten at this time. Install brush inspection plugs (52).
D3-14
5. Using a new gasket (72), install drive housing (69) and secure with screws (70). 6. Assemble field coil connector (42) to solenoid. 7. Adjust pinion clearance per instructions on the following page. 8. After pinion clearance has been adjusted,install gasket (74) and plug(73). Pinion Clearance To adjust pinion clearance, follow the steps listed below. 1. Make connections as shown in Figure 3-7. 2. Momentarily flash a jumper lead from terminal ‘‘G’’ to terminal ‘‘MTR’’. The drive will now shift into cranking position and remain so until the batteries are disconnected. 3. Push the pinion or drive back towards the commutator end to eliminate slack movement. 4. The distance between the drive pinion and housing should be between .330 in. to .390 in. (8.3 mm to 9.9 mm) as shown in Figure 3-8. 5. Adjust clearance by turning shaft nut (64, Figure 3-3).
Electrical System Components
D03006 5/92
3. Install the diode across the coil terminals if required. Be certain diode polarity is correct. (Refer to the wiring diagram on the following page.) Attach wires from the truck harness to the coil terminals (See Figure 3-9). 4. Connect battery power as described in Cranking Motor ‘‘Installation’’, page D3-1. Coil Test
FIGURE 3-8. CHECKING PINION CLEARANCE
1. Using an ohmmeter, measure the coil resistance across the coil terminals. a. The coil should read approximately 28 Ω at 72°F (22.2° C). b. If the ohmeter reads ∞ , the coil is open and the switch must be replaced. c. If the ohmmeter reads 0 Ω, the coil is shorted and the switch must be replaced. 2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be replaced.
Magnetic Switch The magnetic switch is a sealed unit and not repairable. Removal 1. Remove battery power as described in Cranking Motor ‘‘Removal’’, page D3-8. 2. Disconnect cables from the switch terminals and wires from coil terminals (Figure 3-9).
3. The ohmmeter should display ∞ when the probes are placed across the switch terminals. NOTE: The switch terminals should show continuity when 24 VDC is applied to the coil terminals, however high resistance across the internal switch contacts due to arcing etc. could prevent the switch from delivering adequate current to the cranking motor. If the coil tests are satisfactory but the switch is still suspect, it should be replaced with a new part.
NOTE: If the magnetic switch has a diode across the coil terminals, mark the leads prior to removal to ensure correct polarity during installation. 3. Remove mounting capscrews and washers. Remove switch from mounting bracket. 4. The switch coil circuit can be tested as described below. Installation 1. Attach magnetic switch to the mounting bracket using the capscrews and lockwashers removed previously. 2. Inspect cables and switch terminals. Clean as required and install cables. FIGURE 3-9. MAGNETIC SWITCH ASSEMBLY
D03006 5/92
Electrical System Components
D3-15
ELECTRIC START SYSTEM WIRING DIAGRAMS The following wiring diagram represent the starter system hookup for the 140M and 210M model trucks. Refer to the schematics in Section ‘‘R’’ for additional components and wiring information.
D3-16
Electrical System Components
D03006 5/92
STARTER, ENGINE 24 VDC Circuit Check-Out 1. Check that range selector is in neutral position. 2. Check that battery disconnect switch is on. 3. Check for loose starter mount capscrews, tighten if necessary. Check all wire connections and wires in start circuit for broken wires, loose and corroded connections. 4. Check for 24 volts at battery cable connection on starter motor. If starter motor still fails to operate, proceed with following steps. Refer to "ELECTRICAL SCHEMATIC", Section "R" for 24 volt checkout. NOTE: The following steps involve the ATEC control circuit. Refer to "Transmission Control Circuit", this section, for more detail. 5. Turn keyswitch to run position. Check 5 amp circuit breaker three (8, Figure 3-10) in relay box, reset if necessary. 6. Check for 24 volts at wire 25k to neutral relay in relay box (15, Figure 3-10). Range selector should be in neutral. If 24 volts are present at wire 25 problem can be with ATEC system. Refer to ATEC service manual. 7. If steps 1-6 are satisfactory, continue with 24 volt checkout. a. Turn keyswitch to start position, check for 24 volts wire 21 at neutral relay (15, Figure 3-10). b. Check for 24 volts at wire 25R, start solenoid (5, Figure 3-10) in cab mounted relay box. c. 24 volts at battery cable connection on the start solenoid. d. Check for 24 volts at wire 25A from start solenoid to starter motor.
FIGURE 3-10 CAB MOUNTED RELAY BOX
1. Auxilary Seat Support 2. Electronic Control Unit (ECU) 3. Battery Equalizer Monitor 4. Scanner Receptacle 5. Start Solenoid 6. Auto/Manual Test Switch 7. Circuit Breaker No. 4 (CB-4) 8. Circuit Breaker No. 3 (CB-3) 9. Circuit Breaker No. 2 (CB-2) 10. Circuit Breaker No. 1 (CB-1) 11. ATEC Test Switch 12. Check Transmission Relay (CTR) 13. Pressure Switch Relay (PSR) 14. Switch Power Relay (SPR) 15. Neutral Relay (NSR) 16. Reverse Relay (RWR) 17. Overspeed Relay (OR) - not used 18. Hoist Relay 19. Relay Box
8. If steps 6 and 7 are satisfactory and starter motor will not operate, starter motor could be defective. Remove defective component and refer to manufacturer’s service manual for checkout and repair.
D03006 5/92
Electrical System Components
D3-17
NOTES
D3-18
Electrical System Components
D03006 5/92
ALLISON TRANSMISSION ELECTRONIC CONTROL (ATEC) ATEC SYSTEM OPERATION The transmission in the HAULPAK® truck is controlled by the operator through a range selector located in the cab. Included is a ‘‘Do Not Shift’’ light and a ‘‘Check Transmission’’ light to alert the operator of any potential problems at startup or during operation of the truck. Range Selector The lever-type range selector has eight positions (1, 2, 3, 4, 5, D, N, & R). To change positions, release the range holding mechanism (below knob) on the lever, and move lever to the desired range. 1 - Use this gear when pulling through mud and deep snow, or when maneuvering in tight spaces, when driving up or down steep grades where maximum driving power and maximum engine braking is needed. 2, 3, 4, 5 - positions. Road and load conditions sometimes make it desirable to limit the automatic shifting to a lower range. These positions provide greater engine braking on grades. The transmission will not shift above the highest gear selected. When conditions improve, select position "D" for full range operation. "D" DRIVE - position. The transmission will start in first gear and as the speed increases, the transmission will automatically upshift through each gear to sixth gear operation. As the truck slows down, the transmission will automatically downshift to the correct gear. "N" NEUTRAL - used when truck is stopped/parked with engine operating, and when starting engine. The truck cannot be started unless the Range Selector is in NEUTRAL position. "R" REVERSE - use this position to back up the truck. Completely stop the vehicle before shifting from ‘‘Forward’’ to ‘‘Reverse’’ or vice-versa. The Reverse Warning Horn is activated when ‘‘Reverse’’ range is selected. ‘‘DO NOT SHIFT’’ Light The ‘‘Do Not Shift’’ lights come on anytime the onboard computer finds a potentially serious problem in the system. The computer will cause the transmission to lock-in-gear and also to disengage the lockup clutch. These actions by the computer reduce the possibility of damage to the vehicle and transmission. The hold-in-range feature prevents upshifts and downshifts when a problem is detected in the operation of the transmission. The hold-in-gear circuit permits the transmission to continue to operate in the gear it was in at the time the ‘‘Do Not Shift’’ light and buzzer turned
D04003 8/95
FIGURE 4-1. RANGE SELECTOR ‘‘On’’. Selection of a different gear range will have no effect on the transmission. The hold-in-gear circuit is released when the engine is shut-off. If the problem causing the ‘‘Do Not Shift’’ light is still present when the engine is restarted, the transmission will be shifted to ‘‘Neutral’’ and will remain in ‘‘Neutral’’ until the problem is corrected. RESET PROCEDURE: When the ‘‘Do Not Shift’’ light and/or ‘‘Check Trans’’ lights come ‘‘On’’, the system can be cleared or reset. To reset, bring the vehicle to a stop at a safe location and shut down the engine. Wait about 10 seconds and restart engine. If the problem is temporary, the ‘‘Do Not Shift’’ and ‘‘Check Trans’’ lights will not come back ‘‘On’’ and the truck can be operated in a normal manner. ‘‘CHECK TRANS’’ Light The ATEC system has a built in computer that monitors various functions and performances. The ‘‘Check Trans’’ light will come ‘‘On’’ when the ignition is turned ‘‘On’’. After the engine is started, the engine oil pressure switch closes and the light will go ‘‘Off’’. This provides a light bulb check and a system check. When the computer senses that the system is not performing properly, the ‘‘Check Trans’’ light comes ‘‘On’’ to warn and alert the operator that a problem has occurred. Bring the truck to a safe stop, apply the parking brake when the light comes "ON" place the ATEC test switch (11, Figure 4-7) in the test position and read the blinking light error code. Refer to Allison "Off-Highway ATEC Troubleshooting Manual" for a description of the error code meanings (refer to Figure 4-8). The vehicle should be serviced as soon as possible.
Allison Transmission Electronic Control (ATEC)
D4-1
In cold weather, when the temperature of the transmission oil is below -10°F (-23°C), the ‘‘Do Not Shift’’ light on the Range Selector and the ‘‘Check Trans’’ light will stay ‘‘On’’ after the engine is started. The transmission will stay in ‘‘Neutral’’, regardless of which range is selected until the oil is warmer than -10°F (-23°C). When the transmission oil warms up, the ‘‘Check Trans’’ and ‘‘Do Not Shift’’ lights will turn ‘‘Off’’ and the transmission will operate in first gear or reverse only. At 20°F (- 7°C), the transmission may be operated safely in all ranges. If the transmission oil temperature reaches 250°F (121°C), the ‘‘Check Trans’’ indicator light will come ‘‘On’’. The ECU (Electronic Control Unit) will inhibit operation of the truck above 4th range. FIGURE 4-3. ELECTRONIC CONTROL UNIT (ECU)
NOTE: The Transmission Temperature Gauge on the instrument panel indicates the temperature of oil coming out of the converter. The ECU senses oil temperature in the sump.
The TPS (Figure 4-4) provides a signal to the ECU with regards to the position of the operator’s throttle pedal.
SUMP OIL TEM- ‘‘DO NOT ‘‘CHECK TRUCK PERATURE SHIFT’’ TRANS’’ OPERATION LIGHT LIGHT
The output shaft speed sensor provides an AC voltage signal at a frequency (HZ) proportional to the truck’s rear wheel speed. The range selector provides the desired range.
-10° F(-24° C) AND BELOW
ON
ON
NEUTRAL ONLY
-9° F(-22° C) TO + 19° F(-7° C)
OFF
OFF
NEUTRAL, FIRST & REVERSE ONLY
+ 20° F(-7°) AND ABOVE
OFF
OFF
FULL OPERATION In All Ranges
FIGURE 4-2. OIL TEMPERATURE CHART FIGURE 4-4. THROTTLE POSITION SENSOR (TPS)
SYSTEM DESCRIPTION The HAULPAK® truck utilizes the Allison Transmission Electronic Control (ATEC) for automatic control of the transmission functions. The ATEC system consists of an Electronic Control Unit (ECU), a Throttle Position Sensor (TPS), an Output Shaft Speed Sensor, a Range Selector, eight (8) solenoids, a body up switch, maintenance/test block, a chassis harness and a cab harness. The ECU (Figure 4-3) receives input signals from various components of the ATEC system and causes automatic up and down shifting of the transmission after the operator has made a range selection with the lever of the range selector.
D4-2
The ECU utilizes these inputs to determine the proper operating mode related to the transmission system and provides numerous output signals to control the transmission clutches, range selected/range attained display (if equipped), neutral start circuit, backup light circuit, system malfunction lights, speedometer circuit, optional overspeed warning circuit and malfunction code. The chassis harness interconnects the ECU with the TPS, output shaft speed sensor, main clutch control valve body and the lockup valve body. The cab harness interconnects the ECU with the Range Selector, diagnostic scanner, and the numerous switches and relays.
Allison Transmission Electronic Control (ATEC)
D04003 8/95
Refer to Figure 4-6 for a diagram describing the hookup of the various components. The ATEC system operates primarily on 12VDC and is interfaced with many of the HAULPAK® truck circuits. Therefore, a Battery Equalizer (Figure 4-5) is provided to maintain equal charge on both truck batteries. The external 24VDC. functions of the truck related to the transmission system are controlled by relays which are controlled by the ECU or range selector. The ECU also monitors the system for abnormal fault conditions. When such a fault condition is detected, the ECU automatically responds in a manner which is safe for the operator, the truck, and the transmission. It also records an appropriate malfunction code in its memory. When the abnormal condition occurs, the ‘‘Check Transmission’’ light is turned on. Additionally, with some conditions, the ‘‘Do Not Shift’’ light and a buzzer is activated in the Range Selector alerting the operator to the potential problem.
Before welding on truck, be sure alternator and battery equalizer are completely disconnected. Remove equalizer ground first, then disconnect 12 and 24 volt positive terminals. When connecting back in system, connect 24 and 12 volt positive terminals first, ground terminal last. When disconnecting the truck batteries, the following procedure MUST be followed in the sequence shown to prevent damage to the ATEC system components:
FIGURE 4-5. BATTERY EQUALIZER
TRANSMISSION CONTROL CIRCUITS The following circuits can be affected by a problem in either the HAULPAK® electric or the ATEC circuit: engine starting, ATEC control power, backup horn and lights, speedometer, hoist interlock and a portion of ATEC warning system. Refer to Electrical Schematic, Section ‘‘R’’ to determine if the problem is with the HAULPAK® or ATEC circuit. For example; the engine will not crank. If the problem is in the ATEC circuit, the ‘‘Off-Highway ATEC Troubleshooting Manual’’ should be used to determine component causing problem.
Battery Charging Circuit 1. Turn ATEC power switch ‘‘OFF’’. 2. Remove the battery 12V positive (+ ) terminal. DO NOT LET TERMINAL TOUCH CHASSIS GROUND! 3. Remove the battery 24V positive (+ ) terminal. 4. Remove the battery 24V negative (-) terminal. 5. Disconnect harness connectors at the ECU after disconnecting battery power. 6. Cover ATEC components and wiring to protect from hot sparks, etc. Do not connect welding cables to ATEC components. Do not weld on ATEC components. Remove ATEC components if welding within 10 in. (25 cm) of component. 7. When reconnecting components, reverse the order of steps 1 through 6. Check wiring and cables for proper routing and termination.
D04003 8/95
Two 12 volt batteries connected in series, supply 24 volts to the system. The batteries are recharged from an engine driven alternator with built-in voltage regulator. The voltmeter indicates the output voltage of the battery charging alternator. Normal indicated voltage at high idle is 27 -- 28 volts. When the key switch is ‘‘On’’ and engine is not running, the voltmeter indicates battery voltage. One 12 volt battery supplies the transmission control circuit. To prevent unequal charge and discharge of the batteries, a battery equalizer is provided in the charge circuit. The battery equalizer balances charge and discharge of both batteries. Refer to Electrical Schematic in Section ‘‘R’’. The equalizer is equipped with a circuit breaker for internal protection. If the breaker is activated, it must be reset to prevent one battery running down. The fault causing the breaker to activate must be corrected also.
Allison Transmission Electronic Control (ATEC)
D4-3
FIGURE 4-6. ATEC SYSTEM DIAGRAM
D4-4
Allison Transmission Electronic Control (ATEC)
D04003 8/95
Control Power and Memory Circuits
Backup Horn and Light Circuit
One battery supplies the switch side of two normally open (N/O) relays with 12 volts. This signal is also continuously supplied to the ATEC Electronic Control Unit (ECU) for memory power. When keyswitch is in ‘‘Start’’ or ‘‘Run’’ position, the coil side of the Switch Power Relay is supplied with 24 volts. The relay closes supplying 12 volts to the ECU and range selector. When engine is started, engine oil pressure closes a normally open (N/O) pressure switch supplying 24 volts to the oil Pressure Switch Relay (PSR) coil. The relay closes supplying the ECU with 12 volts. This control circuit configuration maintains power to ATEC if the keyswitch should be turned ‘‘Off’’ during truck operation.
The backup horn and lights are supplied with 24 volts by a normally open (N/O) relay. The coil side of ‘‘Reverse’’ relay (RWR) is supplied with 24 volts from the keyswitch. The ground for the coil is provided by the ECU. When the range selector is moved to ‘‘Reverse’’ position, ECU completes the ground of Reverse Relay (RWR) coil, relay closes supplying backup horn and lights with 24 volts.
Start Circuit When the keyswitch is moved to ‘‘Start’’ position, a Neutral Relay coil will be energized through a 5 amp circuit breaker. The ground will be completed for the relay coil when the transmission shift selector is in the ‘‘Neutral’’ position. When neutral relay (NSR) closes, the coil of the start solenoid is energized, providing power to the starter for cranking the engine.
Hoist Interlock Circuit This circuit prevents the truck from moving backwards if shift selector is in ‘‘Reverse’’ position and body hoist circuit is actuated. A circuit is completed through a normally closed (N/C) hoist pressure switch for ‘‘Reverse’’ range to be applied. The hoist interlock pressure switch is opened when the hoist control lever is in the ‘‘Power Up’’ position. If the range selector is in ‘‘Reverse’’, the transmission will be shifted to ‘‘Neutral’’ by the ECU. If selector is in ‘‘Neutral’’ and is moved to ‘‘Reverse’’, shift will not occur. When the hoist control lever is released and the range selector was in ‘‘Reverse’’, the range selector must be moved to ‘‘Neutral’’ and back to ‘‘Reverse’’ for shift to occur. All forward shifts will occur even if the hoist switch is actuated.
Check Transmission Warning Light Circuit When the keyswitch is in ‘‘Run’’ position, the ‘‘Check Transmission’’ light will be grounded through normally closed (N/C) switch side of Check Transmission relay (CTR). When the engine is started or running, engine oil pressure closes the normally open (N/O) oil pressure switch supplying 24 volts to the coil side of the Check Transmission Relay (CTR). When the coil is grounded through the ECU, the relay opens turning ‘‘Off’’ the ‘‘Check Transmission’’ light. If during operation the ECU detects a fault condition, the relay coil ground will open, turning ‘‘On’’ the ‘‘Check Transmission’’ light. When the ‘‘Check Transmission’’ light comes ‘‘On’’, activating the normally open (N/O) test switch will cause the ‘‘Check Transmission’’ light to flash a fault condition code. Refer to Allison ‘‘Off-Highway ATEC Troubleshooting Manual’’ for a description of the code meaning.
Auto/Manual Circuit In normal operation, shifts are made automatically, but situations occur that require manual shifts be made, such as making engine stall speed check. A toggle switch is available in the ATEC system to allow manual shifts to occur for maintenance reasons. For normal operation, the toggle switch is left open to provide automatic shifts. With toggle switch in closed or ‘‘Manual’’ position, transmission will shift to range selected by lever. Overspeed Relay Circuit (Not Used) The coil side of the overspeed relay is supplied with 24 volts and grounded by ECU. The normally open (N/O) switch side of the overspeed relay (OR) is supplied with 24 volts, but the output is not connected. This relay is not used in the current HAULPAK® truck. Speedometer Circuit The speedometer is supplied with 24 volts from the keyswitch and is grounded to the system. A signal originating at the magnetic pickup is supplied to the ECU. The ECU provides a signal to the gauge which provides a MPH or KPH reading on the speedometer.
D04003 8/95
Allison Transmission Electronic Control (ATEC)
D4-5
TRANSMISSION CIRCUIT COMPONENTS Keyswitch - is mounted in instrument panel and completes the ‘‘Start Circuit’’ when moved to ‘‘Start’’ position and the transmission range selector is in the N, ‘‘Neutral’’ position.
Circuit Breakers (7 - 10) - four manual reset circuit breakers are provided for the protection of the various ATEC relay switches: 7. Circuit Breaker No. 4 (CB-4)- 5 amp - Keyswitch supplies 24 volts through wire 25f to Battery Equalizer Monitor and normally (N/O) switch side of overspeed relay. 8. Circuit Breaker No. 3 (CB-3) - 5 amp - Keyswitch supplies 24 volts to coil side of neutral, reverse, and overspeed relays. Also wire 235/pin2A. 9. Circuit Breaker No. 2 (CB-2) - 5 amp - With engine running, alternator supplies 24 volts to engine oil pressure switch, coil side of oil pressure indicator relay, pressure switch relay, and CHECK TRANS relay; also to wire 215/pin 3h. 10. Circuit Breaker No. 1 (CB-1) - 10 amp - Supplied 12 volts from 12 volt side of Battery Equalizer to normally open (N/O) switch side of Pressure Switch and Switch Power Relays also wire 203/pin 3A.
FIGURE 4-7. CAB MOUNTED RELAY BOX
1. Auxilary Seat Support (refer to Figure 4-7) - The auxiliary seat is located behind the operator seat and contains the following components: 2. Electronic Control Unit (ECU) - processes input signals from the various components to control the operation of the transmission. 3. Battery Equalizer Monitor - Monitors the battery equalizer for correct charge and discharge of the batteries. 4. Scanner Receptacle - Provides connection for a Display Data Line scanner (DDL) for use in troubleshooting the ATEC system. 5. Start Solenoid - The start solenoid is normally open (N/O) with 24 volts to coil and 24 volts to switch side. 6. Auto/Manual Test Switch - Located in relay box for diagnostic test work and engine stall tests; requires knowledge of transmission electrical wiring.
11. ATEC Test Switch - The test switch is a toggle switch located on the relay box. It is used in locating and clearing diagnostic codes in the ATEC system. 12. Check Transmission Relay (CTR) - normally closed (N/C), with 24 volts to coil side, and 24 volts to switch side; provides a ground for CHECK TRANS light. 13. Pressure Switch Relay (PSR) - normally open (N/O), with 24 volts to coil side, and 12 volts to switch side. 14. Switch Power Relay (SPR) - normally open (N/O), with 24 volts to coil side, and 12 volts to switch side. 15. Neutral Relay (NSR) - normally open (N/O), with 24 volts to coil side, and 24 volts to switch side. Refer to ‘‘Backup Horn and Light Circuit’’. 16. Reverse Relay (RWR) - normally open (N/O), with 24 volts to coil side, and 24 volts to switch side. 17. Overspeed Relay (OR) - not used 18. Hoist Relay - normally closed (N/C), with 24 volts to coil side, and 12 volts to switch side. 19. Relay Box contains ATEC components indicated.
D4-6
Allison Transmission Electronic Control (ATEC)
D04003 8/95
CIRCUIT DESCRIPTION AND CHECKOUT The following procedure is designed to aid in the understanding of the ATEC electrical schematic. The procedure also contains circuit checkouts which aid in isolating problems between the HAULPAK® truck circuit and the ATEC circuit. Refer to Electrical Schematic, Section ‘‘R’’, when performing circuit voltage and continuity checks.
Improper use of the Maintenance/Test Terminals can cause damage to the drive train. Specific knowledge of the complete ATEC system is required for these diagnostic checks. 1. Electric power (12 volts) is supplied to the ATEC system wires (202A) & (233A) through two relays: one controlled by the key switch and one controlled by engine oil pressure. If the engine will not crank: a. Place transmission range selector in ‘‘Neutral’’ position. b. Battery disconnect (if equipped) must be closed. c. Move key switch to "Start" position. With a VOM, make following voltage checks: 1). 24 volts at the starter solenoid; wire (25R). 2). 24 volts at the neutral start relay; wire (25R). 3). 24 volts at the neutral start relay; wire (21). 4). If voltage readings are not acceptable, correct the cause before proceeding. d. Remove wire (25R) from start solenoid. 1). Connect a VOM from terminal (25R) of start solenoid to ground. 2). Move keyswitch to ‘‘Start’’ position. 3). If VOM indicates 24 volts, the HAULPAK® and ATEC circuit are correct. Begin voltage checks with the electric starter, check wiring from start solenoid to starter wire (25A). Refer to manufacturer’s Service Manual for electric starter checkout. 4). If VOM does not indicate 24 volts at (25R) of start solenoid, proceed to the following steps: e. Connect a VOM at terminal 25C of terminal strip in relay box. Move key switch to ‘‘Start’’ position.
D04003 8/95
1). If a reading of 12 volts at 25C is not found, correct HAULPAK® circuit problem. 2). If a reading of 12 volts at 25C is present, proceed to following steps: f. Connect a jumper from terminal 25, to the ground terminal on relay box. 1). Move keyswitch to ‘‘Start’’ position, if VOM does not read 24 volts at 25A of start solenoid, correct HAULPAK® circuit problem. 2). If a reading of 24 volt at wire (25A) of start solenoid is obtained, check ATEC circuit. Refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. g. Reconnect wire (25R) to start solenoid. 2. 12 V.D.C. is also supplied directly to the ECU wire (203) to provide for the continuous memory of any malfunction codes and TPS calibration values. Maximum current draw is 10 Ma and will not appreciably drain the batteries. 3. A battery ground is provided to the ECU wires (208), (209) and the Range Selector wire (234). Power for the illumination of Range Selector lights is supplied to wire (230) through the instrument panel dimmer rheostat. 4. When the ECU detects an abnormal condition, it turns ‘‘On’’ the ‘‘Check Transmission’’ light and records the malfunction code. If the malfunction is serious, the ECU turns ‘‘On’’ the ‘‘Do Not Shift’’ lights and prevents further shifting of the transmission. The transmission remains in the gear it was in at the time of the malfunction. Turning ‘‘On’’ the ATEC Diagnostic Switch grounds wire (216) causing the ECU to turn the ‘‘Check Transmission’’ light ‘‘On’’ and ‘‘Off’’ indicating a malfunction code stored in the memory of the ECU identifying the location of the malfunction. a. To clear the ECU memory of codes after the fault condition has been corrected: 1). Shut down the engine. 2). Turn keyswitch ‘‘Off’’ then ‘‘On’’. 3). Turn the Test Transmission Switch ‘‘On’’. 4). Move Range Selector to ‘‘Reverse’’ and hold for several seconds. 5). Move Range Selector to ‘‘Neutral’’. b. To check for proper operation of the Check Transmission Test Switch:
Allison Transmission Electronic Control (ATEC)
D4-7
1). Turn keyswitch to ‘‘Run’’ position. Move test switch to ‘‘Test’’ position; switch should be closed. 2). Check transmission light will flash ‘‘On’’ and ‘‘Off’’. 3). If light does not flash, make sure switch is closed when in the ‘‘Test’’ position If switch is not closed, correct problem. 4). If switch does close in ‘‘Test’’ position and light does not flash, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. 5. The ‘‘Check Transmission’’ light is controlled by a relay wire (215) that will energize only when the engine is running, the oil pressure switch is closed, and the ECU detects a malfunction in the ATEC system. a. If ‘‘Check Transmission’’ light does not turn ‘‘On’’: 1). Check bulb. 2). Check that switch side of ‘‘Check Transmission’’ Relay is closed. b. Light does not go out after engine starts: 1). Check for 24 volts at terminal 25B on terminal strip in relay box. 2). If 24 volts are not present, correct HAULPAK® circuit. 3). If 24 volts are present and light does not go out, connect a jumper from 25B to ground. 4). If light does not go out, correct HAULPAK® circuit problem. 5). If light goes out, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. 6. The neutral start circuit is controlled by a relay wire (231) that is energized only when the Range Selector is positioned in ‘‘Neutral’’. A Park Brake Pressure Switch is also connected to this ‘‘Neutral’’ circuit, preventing the transmission from being shifted into ‘‘Forward’’ or ‘‘Reverse’’ range as long as the Park Brake is applied. 7. Wire (222) is connected to wire (309). This circuit is used in conjunction with the parking brake. When the circuit is opened, the transmission will not shift into ‘‘Forward’’ or ‘‘Reverse’’. The backup lights and horn are controlled by a relay wire (214) which is grounded by the ECU when the transmission is in ‘‘Reverse’’. a. If the backup horn and lights do not turn ‘‘On’’ when shift selector is in ‘‘Reverse:’’ 1). Shut down engine, turn keyswitch to ‘‘Run’’ position.
D4-8
2). Connect a jumper from terminal 25E on the terminal strip in relay box to a ground. 3). If horn and lights do not operate, correct HAULPAK® circuit problem. 4). If horn and lights operate, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. b. Backup horn and lights will not turn ‘‘Off’’ when shift selector is moved to ‘‘Neutral’’ or ‘‘Forward’’ range. 1). If horn and light are ‘‘On’’, with keyswitch"Off", correct HAULPAK® circuit problem. 2). If horn and lights are ‘‘On’’, with keyswitch ‘‘On’’, disconnect and isolate wires from terminal 25E of the relay box terminal strip. If horn and lights turn ‘‘Off’’, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. 8. An optional function is available that can be activated if the ECU senses an overspeed of the drive train. This function is controlled by a relay wire (213). 9.The ECU utilizes the output speed sensor to provide a signal to the speedometer wire (205) indicating the speed of the truck. a. If the speedometer is not functioning: 1). With engine shutdown, place keyswitch in the ‘‘Run’’ position. 2). Check for a 24 volt reading at "B" terminal on the back side of speedometer. If no reading is indicated, refer to Section ‘‘R", Electrical Schematic, when performing circuit voltage and continuity checks. 3). If 24 volts is present, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’ for output speed sensor adjustment. NOTE: Initial adjustment for output speed sensor is:screw sensor all the way in to just touch the center of a gear tooth and then turn out (counterclockwise) 3/4 turn. 10. Hoist Interlock wire (309) is a logic return circuit for the ECU. The hoist relay controlled by the hoist control lever opens wire (305) to wire (309) when the body is being raised, which immediately tells the ECU to shift the transmission to ‘‘Neutral’’ if it is in ‘‘Reverse’’. While the hoist lever is in the ‘‘Body Up’’ position, ‘‘Reverse’’ cannot be obtained. ‘‘Reverse’’ can be obtained only by having the Range Selector in ‘‘Neutral’’ after the hoist lever is released from the ‘‘Body Up’’ position.
Allison Transmission Electronic Control (ATEC)
D04003 8/95
The purpose of this feature is to prevent accidental rearward movement of the truck when the operator begins to raise the body. There is no body interlock function to inhibit ‘‘Forward’’ operation. a. If the truck moves in reverse when the hoist control lever is held in ‘‘Power Up’’ position: 1). Shut down engine and turn key switch ‘‘Off’’. 2). Remove ATEC plug J3 from ECU. 3). Connect an ohmmeter between pin J and E of the J3 harness. 4). Ohmmeter should indicate continuity through relay of hoist interlock circuit. 5). Turn keyswitch ‘‘On’’, move hoist control lever to ‘‘Power Up’’ position. Ohmmeter should indicate infinity. 6). If ohmmeter does not indicate hoist relay opening when hoist control lever is moved to ‘‘Power Up’’ position, repair wiring to relay or replace relay. 7). If ohmmeter indicates hoist relay opens when hoist switch is moved to ‘‘Power Up’’ position, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’. 8). Install J3 plug into ECU. b. Transmission will not shift to ‘‘Reverse’’ range when range selector is moved to ‘‘Reverse’’ position. 1). Turn keyswitch ‘‘Off’’. 2). Remove J3 plug from ECU. 3). Check for continuity between pins J and E of J3 harness plug with an ohmmeter. 4). If ohmmeter reads infinity, correct circuit problem in HAULPAK® wiring. 5). If ohmmeter indicates continuity, refer to ‘‘ATEC Off-Highway Troubleshooting Manual’’.
D04003 8/95
11. The Battery Equalizer is connected from the batteries to the ATEC battery disconnct (on left side of engine) and to the 24 volt terminal on the Battery Equalizer by wire (2T). The 12V terminal is connected to the ECU by going through CB-1 using wire (1T). Wire (1T) is also connected to one of the two batteries through the ATEC battery disconnect.
Before welding on truck, be sure alternator and battery equalizer are completely disconnected. Remove equalizer ground first, then disconnect 12 and 24 volt positive terminals. When connecting back in system, connect 24 and 12 volt positive terminals first, ground terminal last. 12. If the battery equalizer is not functioning properly: a. Check circuit breaker; if the button is out, reset by depressing button. b. Check each battery for a 12 volt full charge condition. NOTE: Replace batteries in PAIRS only - otherwise Equalizer and ATEC problems are sure to exist! c. Check voltage between 12 volt and 24 volt terminals with a voltmeter and record the reading. d. Check voltage between 12 volt terminal and ground terminal and record the reading. e. If difference between the two voltage readings is more than 0.75 volts, replace equalizer. Refer to Electrical Schematic, Section ‘‘R’’. NOTE: Transmission shift problems, as well as reduced Battery Equalizer life may be experienced if external 12 volt devices are connected to the 12 volt power supply for the ATEC system. If such devices are to be used, it is highly recommended the power supply is taken from the 24 volt system and converted to isolate the ATEC supply as much as possible.
Allison Transmission Electronic Control (ATEC)
D4-9
OFF - HIGHWAY HAULING TRANSMISSIONS ATEC DIAGNOSTIC CODES 13 - LOW BATTERY VOLTAGE 21 - THROTTLE SENSOR 22 - SPEED SENSOR 23 - PRIMARY RANGE SELECTOR 24 - OIL TEMPERATURE 33 - OIL TEMPERATURE SENSOR 34 - PROM CHECK 41 - A SOLENOID / CIRCUITRY 42 - B SOLENOID / CIRCUITRY 43 - C SOLENOID / CIRCUITRY 44 - D SOLENOID / CIRCUITRY 45 - E SOLENOID / CIRCUITRY 51 - K (LOCKUP) SOLENOID / CIRCUITRY 54 - SOLENOID CHAIN (A-E) 61 - G (SPLITER OVERDRIVE) SOLENOID / CIRCUITRY 62 - F (SPLITTER DIRECT) SOLENOID / CIRCUITRY 63 - G (SPLITTER OVERDRIVE) SOLENOID / CIRCUITRY 69 - ELECRONIC CONTROL UNIT ERROR
Range
Solenoids Energized
Clutches Engaged
1
C, F
Splitter-Direct, Low
2
C, G
Splitter-Overdrive, Low
3
D, F
Splitter-Direct, Intermediate
4
D, G
Splitter-Overdrive, Intermediate
5
E, F
Splitter-Direct, High
6
E, G
Splitter-Overdrive, High
N
A, F
Splitter-Direct
R
A, B, F
Splitter-Direct, Reverse
FIGURE 4-8. ATEC DIAGNOSIC CODES
D4-10
Allison Transmission Electronic Control (ATEC)
D04003 8/95
SECTION F TRANSMISSION AND PTO INDEX
TRANSMISSION . . . . . . . . . . Transmission Removal . . . Transmission Installation . . Transmission Fill Instructions TRANSMISSION FILTER . . . . Service . . . . . . . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
F2-1 F2-1 F2-2 F2-3 F2-4 F2-4
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
POWER TAKE OFF (PTO) PTO GEARBOX . . . Removal . . . . . Installation . . . . Disassembly . . . Assembly . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
F4-1 F4-1 F4-1 F4-1 F4-2 F4-3
DRIVELINES & U-JOINTS Removal . . . . . Installation . . . . Disassembly . . . Assembly . . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
F5-1 F5-1 F5-1 F5-1 F5-2
F01003 5/92
Index
F1-1
NOTES
F1-2
Index
F01003 5/92
TRANSMISSION The HAULKPAK® Truck utilizes a remote mounted Allison CLT-6062 transmission equipped with a TC683 Torque Converter. It is a fully automatic shift transmission equipped with Allison Transmission Electronic Control (ATEC). The transmission has six speeds "Forward" and one "Reverse". The transmission has a gear driven, side-mounted Power Take-Off assembly that drives both the steering and hoist pumps. When removing the transmission it is advised that unless the Power Take-Off needs repair, it be disconnected from the transmission with the pumps in place. Transmission Removal 1. Park truck on a level surface, block wheels and apply park brake. Raise dump body and install body holding pins. Move hoist valve to "Float" position to put weight of dump body on pins. FIGURE 2-1. P.T.O. AND PUMP ASSEMBLY 1. Capscrews 3. Nuts 2. Mount Shims
NOTE: If hydraulic pump or engine is inoperative, dump body should be raised with a crane so body holding pins can be installed. 2. Turn keyswitch "Off" and shut down engine. Wait 90 seconds for steering accumulator to bleed down. Rotate steering wheel back and forth; no movement should occur. 3. Remove transmission guard, if equipped. Place clean container [transmission holds approximately 20 gal. (76 l)] under transmission. Remove drain plug on bottom of transmission and drain oil before transmission removal.
The Power Take-Off and hydraulic pump assembly must be supported by a sling or bracket from the right frame rail when disconnected from the transmission. 4. Remove and cap lubrication line from PTO. Remove the four capscrews (1, Figure 2-1) and four hex nuts (3) securing the Power Take-Off to the transmission. While supporting the weight of the Power Take-Off and hydraulic pumps, slide the assembly away from the transmission until the PTO gear is disengaged from the transmission. NOTE: If the PTO needs repair, refer to the Power Take-Off disassembly procedure later in this Section.
F02003 5/92
FIGURE 2-2. ELECTRICAL CONNECTIONS 1. Transmission Electrical Harness 5. Remove three electrical cable connections (1, Figure 2-2) from right side of transmission. 6. Tag and disconnect wires from two filter indicator switches, pressure sender (right front), temperature sender (left front). 7. Remove front and rear drive shaft protectors to facilitate transmission removal. 8. Disconnect drive shafts from front and rear of transmission. Tie drive shafts out of the way to prevent interference during transmission removal.
Transmission
F2-1
9. Tag, disconnect and cap return oil line (1, Figure 2-3) from left front side of transmission. Disconnect and cap outlet line (3) from left side oil filter assembly. NOTE: Filter assembly (2) and lines will contain oil. Have a suitable container available to catch oil in lines. Before transmission removal, remove left side oil filter housing (3) and drain oil from container.
12. Attach an appropriate lifting device to top of transmission and take up slack. Transmission weighs approximately 2,500 lbs. (1135 kg). 13. Remove six capscrews, locknuts, and washers (5, Figure 2-4) securing transmission trunnions to frame rails. 14. Lift transmission assembly slowly. During transmission removal, the transmission will have to be moved around exhaust pipes carefully to prevent damage. 15. Move transmission to a clean work area for further disassembly or repair. Refer to the Allison Transmission Service Manual for "Repair and Service" information. NOTE: If internal malfunctions have occurred in the transmission, the heat exchanger, both filter assemblies and cooler lines should be thoroughly flushed and cleaned to prevent any possibility of contamination when transmission is reinstalled.
FIGURE 2-3. TRANSMISSION COOLANT LINES AND FILTER ASSEMBLY 1. Oil Return 3. Outlet (to Cooler) (from Cooler) 2. Filter Assembly
Transmission Installation 1. Check all rubber vibration dampeners (1, Figure 2-4) for wear, damage or deterioration. Replace any dampeners in doubtful condition.
10. Remove and cap hydraulic line from parking brake actuator. 11. Remove and cap transmission oil fill hose at rear of transmission. Insure all hydraulic lines are secured out of the way to prevent interference during transmission removal.
2. Dump body must be up and safety pins in place. DO NOT work under raised dump body unless the body pins are installed. 3. Install rear mounting brackets (2, Figure 2-4) on transmission and secure each with four capscrews and lockwashers (3). Tighten to 125 ft.lbs. (170 N.m) torque. 4. If transmission front trunnion (4) was removed, thoroughly inspect bushing for wear or damage. If the trunnion bushing was removed, clean bushing mounting surface of trunnion thoroughly. 5. Press a new bushing into trunnion bore carefully. Bushing flange must be facing transmission when installed.
FIGURE 2-4. TRANSMISSION MOUNTING 1. Vibration Dampeners 4. Front Trunnion 2. Rear Mounting Bracket 5. Capscrews, Locknuts, 3. Capscrews and and Washers Lockwashers
F2-2
6. Attach spreader bar or lifting device to transmission so it will balance evenly when lifted into the truck. Transmission weighs approximately 2,500 lbs. (1135 kg). 7. Lift transmission into position between the truck frame rails. Use caution when positioning transmission around exhaust pipes.
Transmission
F02003 5/92
8. Align mounting brackets with vibration dampeners (both front and rear). Insert six capscrews (5, Figure 2-4) through the mounting brackets and vibration dampeners. Carefully lower transmission onto vibration dampeners. 9. Install lower vibration dampeners. 10. Install one large flat washer (1, Figure 2-5) and self locking nut (2) on each mounting capscrew (3). Evenly tighten capscrews and locking nuts until vibration dampeners have been compressed to a height of 1.31 in. (33.3 mm). Refer to Figure 2-5.
13. Connect oil return line (1, Figure 2-3) and oil outlet line (3) to transmission filter assembly (2). Use new O-rings in these connections where applicable. 14. Thoroughly clean filter canisters and install new filter elements in both filter assemblies. 15. Connect transmission oil fill hose at rear of transmission. Tighten fitting securely. 16. Install electrical control cables (1, Figure 2-2) on right side of transmission. 17. Install electrical wires to filter indicator switches, pressure sender, and temperature sender. 18. Install drive shaft protectors around input and output shafts. Tighten capscrews to standard torque. 19. Insure all connections have been properly made before servicing transmission.
Transmission Fill Instructions NOTE: If filling is required, use clean Type C-4 oil only. 1. Check transmission oil level with truck parked on level surface, block wheels and apply parking brake. Refer to Section "P", Lubrication and Service, for oil specifications. Transmission holds approximately 20 gal. (76 l).
FIGURE 2-5. TRANSMISSION VIBRATION DAMPENERS 1. Flat Washer 2. Self-locking Nut 3. Capscrew 11. Refer to the PTO Installation procedure and install the PTO and hydraulic pump assembly. 12. Position drive shafts and connect to transmission. Tighten front capscrews with locknuts to 100 ± 5 ft. lbs. (136 ± 7 N.m) torque. Tighten rear drive shaft capscrews to 100 ± 5 ft. lbs. (136 ± 7 N.m) torque.
2. Start the engine and allow transmission oil to fill filters, lines and oil cooler. Allow engine to run at approximately 1000 RPM until transmission oil reaches operating temperature, and transmission in neutral. 3. With engine running at "Low Idle", remove oil "Full" plug on back of transmission or view sight glass on left side of transmission to determine proper oil level. Oil level should be not more than half full in sight glass or just trickle from top ("Full") petcock (or should be just below the FULL mark. If additional oil is needed, remove transmission fill cap located on the left side of the hydraulic tank, fill with Type C-4 to proper level . DO NOT OVERFILL. 4. Remove blocks from wheels if truck is to be operated.
F02003 5/92
Transmission
F2-3
TRANSMISSION FILTER The transmission filter element (6 micron) should initially be replaced every 1000 hours of operation or sooner if the warning light indicates high restriction. This maintenance interval may be be increased or reduced, depending on operating conditions, by observing the warning light indicator. Service 1. Remove the filter bowl and discard the element and O-ring seal. Refer to Figure 2-6. 2. Remove the differential pressure switch and test for proper operation using a tester as shown in Figure 2-7. (Kent-Moore Part Number J-33884-4 or similar). Refer to Section "M", Special Tools, for adapter to be used with this tester. a. Insert switch in tester adapter. b. Attach an ohmmeter to pins ‘‘C’’ and ‘‘B’’. c. Apply pressure to the switch while observing the ohmmeter: 1.) With NO pressure applied, the ohmmeter should indicate infinite resistance (open circuit). 2.) As pressure is increased to 16 ± 3 PSI (110 ± 21 kPa) the contacts should close and indicate 0 ohms. 3. If switch does not operate within the specified tolerance range, install a new switch.
FIGURE 2-6. TRANSMISSION FILTER ASSEMBLY 1. Filter Assembly 2. Filter Bowl 3. Filter Element
4. Thoroughly clean and dry all component parts.
4. O-Ring Seal 5. Pressure Switch
5. Install a new filter element and O-ring and assemble bowl onto filter head.
FIGURE 2-7. DIFFERENTIAL PRESSURE SWITCH TESTER
F2-4
Transmission
F02003 5/92
TRANSMISSION OIL COOLER Transmission oil cooler repairs should be performed by a qualified repair facility. The bottom tank and gaskets are available as replacement components. Contact your HAULPAK® distributor. The bottom tank of the radiator contains the heat exchanger for the transmission. If a leak occurs in the heat exchanger, antifreeze/coolant may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system. If the engine coolant is found to be contaminated with oil, the system must be examined for leaks and corrected. Then the system must be flushed to remove oil contamination and refilled with a clean coolant solution. If a leak has been found or suspected in the heat exchanger, the transmission oil must be examined IMMEDIATELY. Ethylene glycol (even in small amounts) will damage friction-faced clutch plates. Contact your HAULPAK® distributor for ethylene glycol detection test kits.
Removal And Installation
Refer to Section "C", Engine, Fuel, Cooling And Air Cleaner, for the removal and installation of the radiator.
Repair
Repairs to transmission cooler and wet disc brake heat exchanger should be done by a qualified repair facility The Wet Disc Brake heat exchanger is also mounted to the lower radiator tank. Refer to Section C. "Engine, Fuel, Cooling And Air Cleaner" for removal and repair.
If ethylene glycol is found in the transmission oil, the transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.
F03003
Transmission Oil Cooler
F3-1
NOTES
F3-2
Transmission Oil Cooler
F03003
POWER TAKE OFF (PTO) PTO GEARBOX The power take-off (PTO), which drives the hydraulic pump, is mounted on and driven by the transmission converter section. The gears and bearings in the PTO are lubricated by an external line from the transmission through drilled passages to the bearings. Power Take-Off Removal Tag or mark all lines prior to disconnection or removal. Tagging lines will aid in proper hookup of lines during installation. Capping all disconnected lines will reduce possible contamination. NOTE: If hydraulic pump does not need servicing, the hydraulic system does not need to be opened to remove the PTO. 1. Park truck on a level surface, block wheels and apply park brake. 2. Turn keyswitch "Off" and shut down engine. Wait 90 seconds for steering accumulator to bleed down. Rotate steering wheel back and forth; no movement should occur. 3. Place clean container [transmission holds approximately 20 gal. (76 l)] under transmission. Remove drain plug on bottom of transmission and drain oil. Replace drain plug and tighten securely after oil has drained. 4. Remove and cap lubrication line (2, Figure 4-1) from PTO. 5. Support PTO. Remove the four capscrews (5) and four nuts (4) securing the Power Take-Off to the transmission. While supporting the weight of the Power Take-Off and hydraulic pumps, slide the assembly away from the transmission until the PTO gear is disengaged from the transmission. As PTO is moved from transmission, observe and retain shims between PTO mounting flange (3) and converter housing (1). 6. Remove hoist and steering pumps only if the PTO requires disassembly. Refer to "Hoist Pump Removal and Steering Pump Removal" in Section "L", Hydraulic System, if necessary.
FIGURE 4-1. P.T.O. INSTALLATION (Shown Without Hydraulic Pump) 1. Converter Housing 5. Capscrews and 2. PTO Lubrication Line Lockwashers 3. PTO Mounting Flange 6. Plug 4. Nuts and Lockwashers 7. Converter Cover Power Take-Off Installation 1. Install new shims equal to what was removed. Shims are 0.010 in. (0.25 mm) and 0.020 in. (0.51 mm) thick. 2. Install PTO to converter housing. Tighten nuts (4) and capscrews (5) to standard torque. 3. Remove cover (7) from converter housing so gear can be held when checking PTO backlash. 4. Remove plug (6, Figure 4-1) from PTO housing for access to PTO driven gear. 5. Backlash between transmission gear and driven gear of PTO should be 0.005 to 0.025 in. (0.12 to 0.63 mm). a. If backlash is less than 0.005 in. (0.12 mm), add one 0.010 in. (0.25 mm) shim. Add shims as necessary to establish required backlash. b. If backlash is greater than 0.025 in. (0.63 mm), remove one 0.020 in. (0.51 mm) shim and replace with one 0.010 in. (0.25 mm) shim. 6. After establishing backlash, install cover (7) on converter housing. 7. Install plug (6) in PTO housing. 8. Connect lube line (2) to PTO.
F04003 3/92
Power Take Off (PTO)
F4-1
9. Install pumps to PTO, if removed. Refer to "Hoist Pump and Steering Pump Installation" in Section "L", Hydraulic System, if necessary. 10. Install transmission guard, if removed. Tighten capscrews to standard torque. 11. Refer to "Transmission Installation", this section, for transmission filling instructions. 12. Remove blocks from wheels if truck is to be operated.
PTO Disassembly 1. Remove hoist and steering pumps if they are still installed. Refer to "Hoist Pump Removal and Steering Pump Removal" in Section "L", Hydraulic System, if necessary. Observe splines of PTO output shaft and both pump shafts for spline wear. Match mark pump adapters (11, 27, Figure 4-2) to housing (4). 2. Remove capscrew and retainer (15, 16) from drive gear shaft (14). 3. Remove drive gear shaft (14). As shaft is removed, needle bearings (20) can fall out of gear bore. There should be a total of 42 needles. 4. Remove drive gear (21) and thrust bearings (22) from housing. 5. Remove capscrews (12) attaching pump adapter (11) to housing. Remove adapter, observe number and location of plastic shims (7, 8, 9). 6. Push pump drive shaft (1) to remove bearing cups (6) from housing. 7. Pull bearing cones (5) from pump drive shaft (1). 8. Remove capscrews attaching pump adapter (27) to housing. Remove adapter, observe number and location of plastic shims. 9. Slide pump drive shaft from driven gear (3) and spacers (2).
FIGURE 4-2. P.T.O. ASSEMBLY 1. Pump Drive Shaft 13. O-Ring 2. Spacers 14. Drive Gear Shaft 3. Driven Gear 15. Capscrew 4. Housing 16. Retainer 5. Bearing Cones 17. O-Ring 6. Bearing Cups 18. Thrust Washer 7. Shims 19. Spacer 0.003 in. (0.076 mm) 20. Needle Bearing 8. Shims 21. Drive Gear 0.010 in. (0.254 mm) 22. Thrust Bearing 9. Shim Gasket 23. Thrust Bearing Spacer 10. Seal 24. O-Ring 11. Pump Adapter 25. Pipe Plug 12. Capscrew 26. O-Ring 27. Pump Adapter
10. Remove remaining bearing cone from shaft. 11. Remove seals (10) from pump adapters (11, 27). 12. Inspect all parts and replace as necessary.
F4-2
Power Take Off (PTO)
F04003 3/92
PTO Assembly
13. Install one new shim gasket (9) and shims equal to what was removed (7, 8).
1. Clean all parts thoroughly. 2. Install new seals (10, Figure 4-2) in pump adapters (11, 27) with lip toward PTO housing. 3. Install one bearing cone on pump drive shaft. Be sure cone is tight against shaft shoulder. 4. Position spacers (2) and driven gear (3) in housing, recessed side of gear toward inspection plug side of housing. 5. Slide shaft (1) through two spacers (2) and gear (3). 6. Install bearing cup (6) into housing. 7. Install new shim gasket (9) and new shims (7, 8) equal to what was removed. 8. Align match marks. Install pump adapter (11). 9. Install mounting capscrews. Tighten to 90 ft. lbs. (122 N.m) torque.
15. Install mount capscrews. Tighten to 90 ft. lbs. (122 N.m) torque. 16. Bearing end clearance should be from 0.005 in. (0.127 mm) loose to 5-12 in. lbs. (0.56-1.37 mm) rolling torque, tight. 17. If bearing adjustment is not in this range, adjust plastic shims of pump adapter. 18. Install new O-ring (24) in drive gear shaft bore. Lubricate with clean C-4 oil. 19. Install O-ring (17) to pump drive shaft (14). Lubricate with clean C-4 oil. 20. Position spacer (19) in center of drive gear. 21. Place 21 needles (20) on either side of spacer. Use petroleum jelly to hold needles in place. 22. Position thrust bearing spacers (23), thrust bearing (22) and drive gear in housing.
10. Support end of pump drive shaft. 11. Install other bearing cone. Be sure inner race is tight against shaft shoulder. 12. Install bearing cup.
14. Align match marks, install pump adapter (27).
23. Install shaft (14) and shaft retainer (16) and capscrews (15). Tighten retainer capscrew to 16-18 ft. lbs. (22-27 N.m) torque. 24. Install any plugs removed from shaft or housing.
F04003 3/92
Power Take Off (PTO)
F4-3
NOTES
F3-2
Transmission Oil Cooler
F03003
DRIVELINES The engine/transmission and transmission/final drive drivelines are similar except in length. The front driveline is approximately 22 in. (56 cm) and the rear is approximately 51.5 in. (131 cm) in length.
Removal Removal and installation procedures for each driveline are identical.
Block wheels securely before removing the drivelines. The parking brake will not be effective when the rear driveline is removed.
1. Remove driveline protector if equipped. 2. Remove and tag any wiring or hoses which may interfere with removal. 2. Attach a sling hoist to the driveline. 3. Remove the four 12-point capscrews at each cross and bearing and remove the driveline.
FIGURE 5-1. TYPICAL FRONT DRIVELINE INSTALLATION 1. Flywheel Adapter Cover 2. Front Driveline
Disassembly 1. Remove the 12 Pt. Capscrews and cross and bearing from each end of driveline and inspect for rough or frozen bearings.
Installation 1. Position driveline between transmission (or final drive) and align the cross and bearings with the drive flanges. 2. Install the 12-point capscrews and tighten to the following torque: Front Driveline: 100 ± 5 ft. lbs. (136 ± 7 N.m) Rear Driveline: 100 ± 5 ft. lbs. (136 ± 7 N.m)
Note: Do not disassemble the cross and bearings. If bearings are unserviceable, replace the entire part as a unit.
3. Install driveline protector if equipped. Tighten capscrews to standard torque 4. Install wiring or hoses removed to gain access to driveline.
F05001
3. 12 Pt. Capscrews 4. Transmission
Drivelines
2. Loosen and remove felt retainer (4, Figure 5-2). 3. Match mark the two sections for realignment during reassembly. Carefully slide the sections (5 & 6) apart. 4. Remove the felt retainer (4) and felt washer. 5. Clean all parts except the cross and bearing in fresh solvent and blow dry with compressed air.
F5-1
6. Inspect all parts for wear and damage. If either the stub and yoke or the tube and yoke is unserviceable, both parts must be replaced with a new, balanced and matched set. 7. Insure all grease passages are clear. Assembly 1. Install a new felt washer. Lubricate washer with fresh engine oil prior to installation. Felt must be carefully inserted into the short section without twisting. 2. Slide felt retainer over the long, tube section. 3. Lubricate the splines with multi-purpose grease, align halves with the match marks made during disassembly and carefully slide together.
FIGURE 5-2. TYPICAL DRIVELINE 1. 12-Point Capscrew 4. Felt Retainer 2. Cross & Bearing Assy. 5. Stub & Yoke 3. Grease Fitting 6. Tube & Yoke
4. Slide the felt retainer into place and tighten securely. (Do not overtighten.) 5. Insert the 12-point capscrews and attach the cross and bearings at each end. Tighten the capscrews to 100 ± 5 ft. lbs. (136 ± 7 N.m) torque. 6. Install grease fittings if removed, and lubricate with multi-purpose grease. (Refer to Section ‘‘P’’ for complete grease specification.) NOTE: Do not overgrease. Excessive amounts of grease will prevent driveline from collapsing properly for installation.
F5-2
Drivelines
F05001
SECTION G DRIVE AXLE, SPINDLES AND WHEELS INDEX
TIRES AND RIMS . . . . . . . . TIRES AND RIMS . . . . . . General Information . . Tire Removal From Rim Tire Installation on Rim FRONT TIRE AND RIM . . . Removal . . . . . . . . Installation . . . . . . . REAR TIRE AND RIM . . . . Removal . . . . . . . . Installation . . . . . . . TIRE MATCHING . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
G2-1 G2-1 G2-1 G2-2 G2-2 G2-3 G2-3 G2-3 G2-4 G2-4 G2-4 G2-5
FRONT WHEEL HUB AND SPINDLES . . . . . . . . . . . . . FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . Front Wheel Bearing and Brake Disc Replacement . . Front Wheel Hub Installation and Bearing Adjustment Front Wheel Spindle Removal . . . . . . . . . . . . . Front Wheel Spindle Installation . . . . . . . . . . . . Steering Linkage Removal . . . . . . . . . . . . . . . Steering Linkage Ball Stud and Bearing Removal . . . Front Wheel Toe-In Adjustment . . . . . . . . . . . . Bias Ply Tires . . . . . . . . . . . . . . . . . . . . Radial Tires . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
G3-1 G3-1 G3-1 G3-2 G3-2 G3-3 G3-4 G3-5 G3-5 G3-6 G3-6 G3-6
FINAL DRIVE ATTACHMENTS . . . . . . FINAL DRIVE ANCHOR . . . . . . . . Pin Removal . . . . . . . . . . . Pin Installation . . . . . . . . . . Bearing Removal and Inspection Bearing Installation . . . . . . . . PANHARD ROD . . . . . . . . . . . . Removal . . . . . . . . . . . . . . Installation . . . . . . . . . . . . Bearing Replacement . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
G4-1 G4-1 G4-1 G4-2 G4-2 G4-2 G4-2 G4-2 G4-2 G4-3
G01008 4/92
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
Index
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
G1-1
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFFERENTIAL CARRIER ASSEMBLY SERVICE WITH COMPLETE FINAL DRIVE REMOVED FROM TRUCK Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFFERENTIAL CARRIER ASSEMBLY SERVICE WITH FINAL DRIVE IN PLACE UNDER TRUCK . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Cage Removal . . . . . . . . . . . . . . . . . . . . . Pinion Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Cage Disassembly . . . . . . . . . . . . . . . . . . . Spider Gear Bearing Removal . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . Spider Gear Bearing Installation . . . . . . . . . . . . . . . . . . Differential Cage Assembly . . . . . . . . . . . . . . . . . . . . . Pinion Installation And Bearing Adjustment . . . . . . . . . . . . Differential Cage Installation . . . . . . . . . . . . . . . . . . . . Carrier Bearing And Backlash Adjustment . . . . . . . . . . . . .
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . PLANETARY DRIVE . . . . . . . . . . . . . . . . Planetary Drive Removal . . . . . . . . . . . Planetary Reactor And Ring Gear Removal . Planetary Reactor And Ring Gear Installation Cleaning and Inspection . . . . . . . . . . . Planetary Drive Installation . . . . . . . . . . Planetary Carrier Disassembly . . . . . . . . Planetary Carrier Assembly . . . . . . . . . . WHEEL HUB AND BEARINGS . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . Bearing Replacement . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . .
G1-2
Index
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
G5-1 G5-1 G5-1 G5-2
. . . . . . . . . . . . . . . . . . . . . . . .
G5-3 G5-3 G5-4
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . .
G5-5 G5-5 G5-6 G5-7 G5-7 G5-7 G5-8 G5-9 G5-9 G5-9 G5-10 G5-11 G5-12
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
G6-1 G6-1 G6-1 G6-2 G6-2 G6-3 G6-3 G6-3 G6-4 G6-4 G6-4 G6-5 G6-5
G01008 4/92
TIRES AND RIMS General Information and Recommendations The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure.
• NEVER overinflate a tire. Refer to tire manufacturers recommendations. • ALWAYS keep personnel away from a wheel and tire assembly when it is being removed or installed.
Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. If a tire should become deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand, grit, dirt and other foreign materials work into a tire through a cut eventually causing tread or ply separation. Tires should be stored indoors, if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be in a cool, dry, dark, draft free location. Tires should be stored vertically. If they must be laid on their sides for a short period, avoid distortion by stacking no more than three tires on top of one another. Avoid contact with oil, grease and other petroleum products.
• DO NOT go near tires after brake fires until tires have cooled. • The tire and rim weigh approximately 2,800 lbs. (1271 kg). BE CERTAIN tire handling equipment is capable of lifting and maneuvering the load. Manual tire removal and installation is possible but, due to the size and weight of the components, special handling equipment such as a ‘‘tire handler’’ as shown in Figure 2-1 is desirable. Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.
Before storing used tires, clean thoroughly and inspect for damage. Repair as necessary. When a truck is placed in storage, it should be blocked to remove the weight from the deflated tires. If a stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.
• DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire and rim. • When inflating tires ALWAYS use a safety cage. • NEVER inflate a tire until the lockring is securely in place. • DO NOT stand in front of or over the lock ring during inflation procedures.
G02007 3/92
FIGURE 2-1. TYPICAL TIRE HANDLER
Tires and Rims
G2-1
9. Remove core from valve stem.
Tire Removal From Rim
When deflating tires, be wary of flying dirt and debris. Wear eye protection at all times. 1. Remove valve core and discharge air pressure completely from tire.
10. Attach an extension hose with a clip-on air chuck, remote gauge, and a filtered air supply and inflate tire to seat tire beads and rim components against lockring. 11. Discharge air after seating beads, install valve core and inflate to tire manufacturer’s recommended pressure.
Prying against tire bead may cause damage to tire bead and will cause air leaks. 2. Break tire loose from bead seat band (2, Figure 2-2). 3. Force bead seat band (2), side ring (1) and tire away from lockring (3). Remove lockring. 4. Remove O-ring (4) from rim. 5. Remove bead seat band and side ring. 6. Break tire bead loose from back flange side of rim. 7. Remove tire from rim (5).
FIGURE 2-2. RIM COMPONENTS 1. Side Ring 4. O-ring 2. Bead Seat Band 5. R im 3. Lock Ring
Tire Installation On Rim 1. Clean all rim components. 2. Install new spud (10, Figure 2-5), if necessary. 3. Install side ring against back flange. 4. Apply tire mounting solution to beads of tire. 5. Install tire on rim. Avoid prying against tire beads. 6. Install side ring (1, Figure 2-2) and bead seat band (2).
Be sure that correct wheel parts are used for assembly. Use of non-compatible parts may not properly secure the assembly which will result in violently flying parts upon inflation.
7. Force bead seat band against tire so O-ring (4) can be installed. 8. Install lockring (3). Be sure lockring is completely in groove. When mounting a used tire, carefully check tire externally and internally for cuts, interior casing breaks, torn tread, or damaged beads. Use a safety cage whenever possible. Stand away from lockring side of rim as tire is being inflated. Never start inflating unless lockring is securely in place. Do not stand in front of, or over, lockring when inflating.
G2-2
Tires and Rims
G02007 3/92
FRONT TIRES AND RIMS Removal 1. Apply parking brake and block rear wheels. 2. Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth to be sure no pressure remains. As a safety precaution, also bleed down brake accumulators. Refer to Section "J", Brake Accumulator Bleeddown Procedure.
Do not totally deflate tire. Keep tire inflated to 10-15 psi (69-103 kPa) to assure tire and rim components remain assembled during tire handling. 6. Inspect brake components for damage or wear. Inspect hydraulic brake lines for leaking fittings or damage. 7. Grasp tire assembly with the tire handler.
3. Place jack under spindle or under frame directly behind horsecollar structure. 4. Raise front end of truck until tire clears ground; block up securely under frame.
Do not damage the tire inflation stem during tire removal. 8. Remove nuts (1, Figure 2-3). Remove lugs (2). 9. Move wheel and tire assembly away from wheel hub and into clean work area.
When deflating tires, be wary of flying dirt and debris. Wear eye protection at all times. 5. Release air from tire. Due to its size and weight, always keep personnel away from a wheel and tire assembly when it is being removed or installed. Installation NOTE: Remove all dirt and rust from mating parts before installing wheel assembly.
1. Grasp tire assembly with the tire handler and move into position on wheel hub. Install wheel lugs (2, Figure 2-3) and nuts (1). Using a 180o crisscross pattern, alternately tighten each nut to 75 ft. lbs. (101 N.m) torque. Continue tightening nuts in increments of 75 ft. lbs. (101 N.m) until 300 ± 30 ft. lbs. (407 ± 41 N.m) torque is obtained on each nut. 2. Check tire inflation for tire manufacturer’s recommended pressure. Raise truck and remove all blocking.
FIGURE 2-3. FRONT WHEEL INSTALLATION 1.Nuts 2. Wheel Lugs
G02007 3/92
3. Operate truck for one load and tighten wheel nuts again to 300 ± 30 ft. lbs. (407 ± 41 N.m). Check torque daily until 300 ± 30 ft. lbs. (407 ± 41 N.m) torque is maintained on each nut. Check torque intermittently thereafter.
Tires and Rims
G2-3
REAR TIRE AND RIM Removal 1. Park truck on level surface and securely block front tires. 2. Raise final drive enough for tires to clear ground surface and be removed. 3. Remove rock ejector. 4. Remove inflation extension retainer capscrews (1, Figure 2-4) grommets (2) and retainer (3).
5. After removing inflation extension retainer, deflate tires. Remove nuts (2, Figure 2-5) and retainers (3), except one nut and retainer which should be at the top position of the wheel. 6. Position tire removal apparatus (tire handler, forklift, etc.). 7. Remove remaining nut and retainer. Remove outside tire and rim. 8. Remove spacer (6, Figure 2-5). 9. Remove inner tire and rim assembly. 10. Place tires off to one side lying flat. Do not lean on truck, walls, etc. Installation
Do not damage the inflation stem during removal. Do not totally deflate tire. Keep tire inflated to 10-15 psi (69-103 kPa) to assure tire and rim components remain assembled during tire handling.
1. Clean all tire mounting surfaces. 2. After safely inflating tires, position inner tire and rim with wheel hub. Align tire inflation extension in groove of wheel hub so outside tire inflation extension will have clearance (Figure 2-5). 3. Install spacer (6). 4. Install outer tire and rim. 5. Install retainers (3) and nuts (2). Tighten to 300 ± 30 ft. lbs. (407 ± 41 N.m torque). 6. Remove blocking from under truck.
FIGURE 2-4. TIRE INFLATION RETAINER-REMOVAL 1. Capscrews 3. Retainer 2. Grommets
1. Side Ring 2. Nuts 3. Retainers
G2-4
7. After truck has hauled one load retighten retainer nuts to 300 ± 30 ft. lbs. (407 ± 41 N.m torque). Check torque periodically until proper torque is maintained.
FIGURE 2-5. REAR WHEEL ASSEMBLIES 4. Rim Assembly 7. Lockring 5. Bead Seat Ring 8. O-ring 6. Spacer 9. Valve assembly
Tires and Rims
10. Spud
G02007 3/92
TIRE MATCHING The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory life, both on the tires and on the load carrying components of the final drive. To check matching of duals already mounted on the truck, use a large square. If one tire is too small, it becomes obvious as the square is laid across the dual tires. The square can be made from two 1 in. x 2 in. wood strips (one piece long enough to span the dual tires). The two wood strips should be squared with a carpenter’s square and rigidly fastened to maintain a true 90o angle.
Exact limitations are not specified by tire manufacturers, but a general rule is: Unloaded, inflated tires, when standing side by side, should not exceed a 1% maximum variation in their diameters. Measuring of tire size is most accurate when the tire is mounted on a wheel, inflated to correct pressure, and totally unloaded (off the truck, or off the ground, if mounted on a truck). Use a steel tape placed in the center of the tread and measure the total circumference of the tire. Using the formula below, calculate the diameter, "d".
Matching of tire diameters from one side of an axle to the opposite side is important to prevent unstable load shifting, excess load on structural members, and rapid wear of the internal components of the final drive.
diameter "d" = measured circumference ÷ 3.1416 diameter "d" x 0.01 = Allowable Variation in size
Side by side matching on dual wheel installations is necessary to prevent excess loading on the tire having the larger diameter. Mismatched tires on the duals cause unequal distribution of the load. Rapid wear and/or tire blowout can result.
The tires used on opposite sides of HAULPAK® Trucks should also be limited to a 1% variation in diameter of the inflated, unloaded tires.
G02007 3/92
Tires and Rims
G2-5
NOTES
G2-6
Tires and Rims
G02007 3/92
FRONT WHEEL HUB AND SPINDLES FRONT WHEEL HUB Removal
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleed down accumulators: • BLOCK WHEELS OF TRUCK! • Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Brake accumulator bleeder valves are located on the Low Pressure Detection Module beneath the accumulators on the right side of the truck. • Bleed down brake accumulators by turning Bleeder Valve handles counterclockwise to open. When accumulators are completely bled down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave open. 1. Refer to Front Tire and Rim Removal, this Section, and remove front tire and rim assembly. 2. Rotate wheel hub (4, Figure 3-1) so drain plug (9) is down. Drain oil into a suitable container. Hub holds approximately 1 gal. (3.8 l). 3. Disconnect and cap brake lines at brake calipers (10).
FIGURE 3-1. FRONT WHEEL REMOVAL 1. Seal Runner 2. Capscrew 3. Brake disc 4. Wheel hub 5. Bearing Cone, Outboard
6. Roll Pin 7. Wheel Hub Cap 8. Wheel Nut 9. Drain Plug 10. Brake Calipers 11. Capscrews
NOTE: For illustration clarity, the brake caliper is shown in a top mounted position. The 210M has two brake calipers per front wheel, mounted in a fore-aft position. The 140M has one brake caliper per front wheel, mounted in the aft position. 5. Support wheel hub with an adequate lifting device.
Each Brake Caliper weighs approximately 140 lbs. (63.4 kg). The Wheel Hub Assembly weighs approximately 900 lbs. (408 kg). Use adequate lifting devices when lifting these components.
6. Remove wheel hub cap (7), roll pin (6) and wheel nut (8). 7. Slide outboard bearing cone (5) from spindle. 8. Remove wheel hub (4) from spindle. 9. Remove seal runner (1) if necessary.
4. Support one brake caliper and remove caliper mount capscrews (11). Remove caliper. Repeat for other caliper.
G03009 8/91
10. Remove brake disc capscrews (2) and brake disc (3) if necessary. Refer to Front Disc Brakes, Section "J" for brake disc wear limits.
Front Wheel Hub and Spindles
G3-1
Front Wheel Hub Bearing And Brake Disc Replacement 1. Remove seal (4, Figure 3-2), seal spacer (5), inner bearing cone (3) and bearing cups (2 and 1). 2. Clean all metal parts in cleaning solvent. 3. Inspect all seals and bearings and replace as required. 4. Check seal ring mounting area on wheel hub, brake adaptor, and spindle for damage that could cause leakage. 5. Inspect spindle in area of bearing surfaces and radius (under seal runner) for distress or cracks. Non-destructive methods of crack detection (dye penetrant or magnaflux) should be used. 6. Nominal Clearance Dimensions: Wheel hub bearing cup O.D. to wheel hub bore I.D. + 0.002 in. to + 0.0050 in. (+ 0.05 mm to + 0.127 mm) Outboard bearing cone I.D. to spindle O.D. 0.000 in. to + 0.0015 in. (0.0 to + 0.038 mm)
Inboard bearing cone I.D. to spindle O.D. 0.000 in. to + 0.0002 in. (0.0 to + 0.050 mm) Spindle O.D. to seal runner I.D. 0.000 in. to + 0.0040 in. (0.0 to + 0.101 mm) 7. Install bearing cups in wheel hub. Be sure bearing cups are tight against shoulder. 8. Install brake disc (7, Figure 3-2) and disc mounting capscrews (6). Tighten to standard torque. Front Wheel Hub Installation And Bearing Adjustment 1. Place inner bearing cone in cup (2, Figure 3-2), install seal spacer (5) and seal (4). 2. Install seal runner (1, Figure 3-3) if removed. Be sure seal runner is tight against shoulder. 3. Install wheel hub (4) on spindle. Maintain support on wheel hub until next step is completed. 4. Install outer bearing cone (6) and retaining nut (9).
FIGURE 3-3. FRONT SPINDLE AND HUB ASSEMBLY
FIGURE 3-2. FRONT WHEEL HUB 1. Bearing Cups 2. Bearing Cups 3. Inner Bearing Cone 4. Seal
G3-2
5. Seal Spacer 6. Capscrews 7. Brake disc
1. Seal Runner 2. Capscrew 3. Brake disc 4. Wheel Hub 5. Capscrews 6. Outer Bearing Cone 7. Roll Pin
Front Wheel Hub and Spindles
8. Cap 9. Retaining Nut 10. Gasket 11. Brake Calipers 12. Capscrews 13. Brake Lines
G03009 8/91
5. Tighten wheel hub retaining nut (9) until all bearing rollers rotate, while rotating wheel hub, then tighten to next notch and install roll pin (7). 6. Install gasket (10, Figure 3-3), cap (8) and capscrews. Tighten capscrews to standard torque. 7. Install brake calipers (11) and capscrews (2). Tighten capscrews to 1050 ft. lbs. (1423 N.m) torque. 8. Connect brake lines (13) to calipers. 9. Rotate wheel hub until one fill/drain plug (1, Figure 3-4) is horizontal and one plug is up. Fill with proper lube. Refer to Lubrication and Service, Section "P" for lube specifications.
Bleed brakes before placing truck in production. If new linings and discs were installed, burnish brakes. Refer to Brake Bleeding and Burnishing, Section "J".
Front Wheel Spindle Removal 1. Park truck on level surface. Apply park brake and securely block rear wheels. Shut down engine. 2. Refer to Front Tire and Rim Removal and remove these components. 3. The spindle and wheel hub may be removed from the suspension tube as an assembly. If the wheel hub assembly or brake disc does not require service, go to "WARNING" ahead of step 5. 4. Refer to "Front Wheel Hub Removal" and remove these components if the wheel hub assembly or brake disc requires service; then go to step 6.
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleed down accumulators: • Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Bleeder Valve handles counterclockwise to open. When accumulators are completely bled down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave open.
5. Disconnect and cap brake lines. 6. Support tie rod (2, Figure 3-5), steering cylinder (4) and spindle arm (13) near spindle (11). 7. Remove six capscrews (12). NOTE: If all or part of the steering linkage requires service, Refer to "Steering Linkage Ball Stud Removal", this section. 8. Remove splined nut (1, Figure 3-6) from suspension tube (2). Refer to Section "M" for Spline Nut Wrench.
FIGURE 3-4. WHEEL HUB/DRAIN HOLES 1. Fill/drain Plug
G03009 8/91
2. Wheel Hub
9. Sharply strike the spindle to loosen spindle from suspension tube. If spindle won’t come off, apply heat in a narrow band, vertically on spindle. 10. Carefully remove spindle assembly.
Front Wheel Hub and Spindles
G3-3
Front Wheel Spindle Installation 1. Be certain taper of spindle bore and suspension tube are clean and dry and free of any surface imperfections or roughness. 2. Raise spindle assembly onto taper of suspension tube. Install splined nut (1, Figure 3-5).
Bleed brakes before placing truck in production. If new linings and discs were installed, burnish brakes. Refer to Section "J" for Brake Bleeding and Burnishing.
3. Tighten splined nut to 1100 ± 100 ft. lbs. (1491 ± 135 N.m) torque. 4. Install spindle arm (13, Figure 3-6) on spindle assembly (11) with six capscrews (12). Tighten capscrews to 750 ft.lbs. (1017 N.m) torque. 5. Remove supports from tie rod (2), steering cylinder (4) and spindle arm (13). 6. Refer to "Front Wheel Hub Installation" and install these components, if removed. 7. Connect brake lines to calipers. 8. Rotate wheel hub until one drain/fill plug is horizontal and one plug is up. Fill with proper lube. Refer to Lubrication and Service, Section "P". 9. Install front tire. Refer to "Front Tire Installation". 10. Remove blocks or support stand. 11. Repeat Step 3. 12. Measure toe-in. Toe-in should be 0.0 to 0.625 in. (0.0 to 15.8 mm). Refer to Toe-In Adjustment procedure if necessary.
FIGURE 3-6. TIE ROD REMOVAL
FIGURE 3-5. WHEEL SPINDLE AND SUSPENSION TUBE 1. Splined Nut 2. Suspension Tube
G3-4
3. Spindle Assembly
1. Cotter Pin 2. Tie Rod 3. Ball Studs 4. Steering Cylinder 5. Nut 6. Capscrews
Front Wheel Hub and Spindles
7. Cover 8. Grommet 9. Race 10. Boot 11.Spindle 12. Capscrews 13.Spindle Arm
G03009 8/91
13. Drive truck empty. Repeat Step 3.
Steering Cylinder Ball Stud/Bearing Removal
14. Drive truck loaded. Repeat Step 3 until torque is maintained.
1. Remove capscrews (6, Figure 3-6) cover (7) and grommet (8). 2. Remove ball stud (3) and race (9) from the cylinder end.
Steering Linkage Removal 1. Park truck on level surface, securely block rear wheels.
Steering Cylinder Ball Stud/Bearing Installation 1. Place two halves of ball stud bearing race (9, Figure 3-6) on ball. Install snap ring.
Before removing any steering lines or steering circuit components be sure steering accumulator is bled down. To bleed down accumulator: • Turn key switch "Off" to shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no movement should occur.
2. Install bearing race into end of cylinder. 3. Lubricate ball and race. 4. Install grommet (8) cover (7) and capscrews (6). Tighten to standard torque. 5. Install tapered end of ball stud into mount. Tighten nut (5) to 800 ± 50 ft. lbs. (1084 ± 67 N.m) torque. Tie Rod Ball Stud/Bearing Removal
NOTE: It may not be necessary to remove both ends of tie rod or steering cylinder to make ball stud and bearing repair. If steering cylinder is removed, cap and plug hose ends and cylinder ports to prevent dirt from entering hydraulic system. When ball studs are installed in tapered bores, be sure that nuts are properly torqued to prevent movement of ball stud. 2. Support tie rod (2, Figure 3-6) or steering cylinder (4). 3. Remove cotter pin (1), loosen nut (5) on ball stud. 4. Drive wedge between mount and tie rod end or steering cylinder end to loosen tapered stud.
1. Remove snap ring (11, Figure 3-7) and retainer (10). 2. Push ball stud (1) and race (8) through rod end. Tie Rod Ball Stud/Bearing Installation 1. Place two halves of ball stud bearing race (8, Figure 3-7) on ball. Install snap ring. 2. Install ball stud and bearing race into tie rod end. 3. Lubricate ball and race. Install dirt seal (9). 4. Install tapered end of ball stud into mount. Tighten nut (12) to 800 ± 50 ft. lbs. (1084 ± 67 N.m) torque.
5. Remove nut, pull out ball stud.
1. Ball Stud 2. Socket, R.H. Thread 3. Socket, L.H. Thread
G03009 8/91
4. Capscrew 5. Locknut 6. Clamp
FIGURE 3-7. TIE ROD ASSEMBLY 7. Link 8. Bearing Race, Split 9. Dirt Seal
Front Wheel Hub and Spindles
10. Retainer 11. Snap Ring 12. Nut 13. Cotter Pin
G3-5
Front Wheel Toe-in Adjustment (Bias Ply Tires) 1. Park empty truck on a level surface. Check toe-in by measuring the distance between front wheels (centerline to centerline). These measurements should be taken on a horizontal center line at front and rear of tire (Figure 3-8). 2. The front measurement, Dimension "A", should be 0.0 to 0.625 in. (0.0 to 15.8 mm) less than rear measurement, Dimension "B". 3. If adjustment is necessary, loosen clamp bolt nuts (1, Figure 3-9) on both ends of tie rod eyes. 4. Rotate tie rod (2) until 0.0 to 0.625 in. (0.0 to 15.8 mm) of toe-in is obtained (Figure 3-8). 5. Tighten clamp bolt nuts (1) to standard torque. NOTE: Be certain clamp and hardware is positioned "up" as shown in Figure 3-9. This is necessary to avoid linkage interference during steering.
FIGURE 3-8. TOE-IN DIMENSIONS
6. Remove blocks from rear wheels.
(Radial Tires) NOTE: Set toe-in to ‘‘zero’’ with the truck fully loaded. 1. Park fully loaded truck on a level surface. Check toe-in by measuring the distance between front wheels (centerline to centerline). These measurements should be taken on a horizontal center line at front and rear of tire (Figure 3-8). 2. The front measurement, Dimension "A", should be equal to rear measurement, Dimension "B". 3. If adjustment is necessary, loosen clamp bolt nuts (1, Figure 3-9) on both ends of tie rod eyes. 4. Rotate tie rod (2) until zero toe-in (Dimension "A" = Dimension "B") is obtained (Figure 3-8). 5. Tighten clamp bolt nuts (1) to standard torque.
FIGURE 3-9. TIE ROD ADJUSTMENT 1. Clamp, Capscrew & Nut 3. Spindle Arm 2. Tie Rod 4. Frame Member
NOTE: Be certain clamp and hardware is positioned "up" as shown in Figure 3-9. This is necessary to avoid linkage interference during steering.
6. Remove blocks from rear wheels.
G3-6
Front Wheel Hub and Spindles
G03009 8/91
FINAL DRIVE ATTACHMENTS FINAL DRIVE ANCHOR The final drive anchor pin bearing may be replaced without removing the complete final drive from truck.
9. Place jack under either rear suspension lower mount.
Pin Removal 1. Securely block front wheels. 2. Vent all nitrogen from both front suspensions to allow front of truck to lower when blocked under hoist cylinder mounts (Step 5). Refer to Section "H", Oiling and Charging Procedures. 3. Remove drive line (2, Figure 4-1) between final drive and transmission and set aside. 4. Raise rear of frame until rear suspension are 1 in. (25.4 mm) from full extension. 5. Securely block under lower hoist cylinder mount structure (3) of both sides. 6. Securely block rear wheels. 7. Vent nitrogen from rear suspensions to allow the final drive anchor structure to be lowered (step 13) when the anchor pin is removed. Refer to Section "H", Oiling and Charging Procedures.
Be sure jack is secure to lower mount so it will not slide off as jack is extended.
10. Remove lock plug (1, Figure 4-2), splined nut (3) and electrical ground strap. Refer to Section "M", Special Tools, for Splined Nut Wrench. 11. Remove retainer bar (8). 12. Remove anchor pin (2). 13. As jack under rear suspension is raised, let off on anchor structure support until anchor bearing assembly clears frame. As anchor structure comes down, spacer (4) can be removed. 14. Block final drive securely in this position.
8. Support anchor structure (1) so that when anchor pin is removed (step 12) it will not drop, but can be lowered in a controlled manner far enough for anchor pin assembly to clear frame mounts.
FIGURE 4-1. FINAL DRIVE ANCHOR ATTACHMENT 1. Anchor Structure 3. Hoist Cylinder Mount 2. Drive Line
G04007
FIGURE 4-2. FINAL DRIVE ANCHOR PIN ASSEMBLY 1. Lock Plug 6. Capscrew 2. Anchor Pin 7. Final Drive Anchor 3. Splined Nut Structure 4. Spacer 8. Retainer Bar 5. Anchor Bearing Inner Race
Final Drive Attachments
G4-1
Pin Installation 1. Raise anchor structure into position between frame mounts as jack under rear suspension is lowered. 2. Install spacer (4, Figure 4-2). 3. Install anchor pin (2). 4. Install retainer bar (8) and capscrews (6). Tighten to standard torque. 5. Install splined nut (3), tighten to 1500 ft. lbs. (2034 N.m) torque. If lock plug holes do not align, tighten to next hole. Install lock plug (1). Refer to Section "M", Special Tools, for Splined Nut Wrench. 6. Connect electrical ground strap. 7. Install drive line. Tighten capscrews to 100 ± 5 ft. lbs. (136 ± 7 N.m) torque. 8. Raise rear of frame and remove support from under lower hoist cylinder mounts. 9. Charge both front and rear suspensions with nitrogen. Refer to Section "H", Oiling and Charging Procedures.
5. Nominal Clearance Dimensions: Bearing carrier O.D. to anchor structure bore I.D. + 0.0010 to + 0.0030 in. (0.025 mm to 0.076 mm). Bearing O.D. to carrier I.D. + 0.0005 to + 0.0015 in. (0.013 mm to 0.038 mm). Bearing I.D. to pin O.D. + 0.0008 to 0.002 in (0.020 mm to 0.050 mm). Bearing Installation 1. Clean all parts. 2. Install bearing assembly (4, Figure 4-3) into carrier (6). Be certain outer race is against shoulder of carrier. 3. Install carrier into bore of anchor structure (5). 4. Install bearing retainer (3), capscrews (2) and nuts (1). Tighten to standard torque.
PANHARD ROD Removal
Bearing Removal and Inspection 1. Remove nuts (1, Figure 4-3), capscrews (2) and retainer (3) from anchor structure.
1. Park truck on level surface and securely block wheels.
2. Remove bearing carrier (6) from anchor structure.
2. Securely support frame on each side under lower hoist cylinder mounts (3, Figure 4-1).
3. Remove bearing (4) from carrier.
3. Support panhard rod (1, Figure 4-4).
4. Inspect anchor pin, bearing, bearing carrier, and bore of anchor structure. Replace any damaged or worn component.
4. Remove nuts (3), capscrews (2) and retainers (4) from both panhard rod pins (5). 5. Remove panhard rod pins and panhard rod from frame and final drive case. Installation 1. Raise panhard rod into position. 2. Install pins
FIGURE 4-3. ANCHOR PIN BEARING 1. Nut 4. Bearing Assembly 2. Capscrew 5. Anchor Structure 3. Bearing Retainer 6. Bearing Carrier
G4-2
When installing panhard rod, misalignment of second pin and bearing will probably occur. Raise or lower frame with jacks or adequate lifting device ON EACH SIDE OF FRAME. DO NOT use rear suspensions, because there is no restraint to keep frame from shifting to one side or the other.
Final Drive Attachments
G04007
3. Install retainers (4), capscrews (2) and nuts (3). Tighten capscrews to standard torque.
Bearing Replacement 1. Remove one snap ring (1, Figure 4-5) from each end of panhard rod bores.
FIGURE 4-5. PANHARD ROD BEARING 1. Snap Rings 2. Bearing Assembly
2. Remove bearing (2) from each end of panhard rod.
FIGURE 4-4. PANHARD ROD ATTACHMENT 1. Panhard Rod 4. Retainers 2. Capscrew 5. Panhard Rod Pin 3. Nut
3. Inspect panhard rod pin bearing bores. Replace any component damaged or worn beyond the following limits: Nominal Clearance Dimensions: Bearing O.D. to panhard rod bore I.D. 0.0004 in. to + 0.0018 in. (0.010 mm to 0.045 mm). Bearing I.D. to pin O.D. 0.0000 in to + o.0006 in. (0.000 mm to 0.015 mm). Panhard rod pin mount bores I.D. to pin O.D. + 0.0010 in. to + 0.0040 in. (0.025 mm to 0.101 mm). 4. Clean all parts being reused. 5. Install bearing (2) in each end of panhard rod bearing bore firmly against snap ring. 6. Install other snap ring (1) for both bearings.
G04007
Final Drive Attachments
G4-3
NOTES
G4-4
Final Drive Attachments
G04007
FINAL DRIVE ASSEMBLY The 210M HAULPAK® final drive assembly consists of a differential assembly, two oil cooled wet disc brake assemblies, and two outboard mounted planetary drive assemblies. The power path enters the final drive through a straddle mounted bevel pinion which drives a ring gear and differential cage. The differential cage drives side gears through the spider pinion and cross. The side gears drive sun pinion shafts to planet sun gears in the wheel hub planetaries. The planet gear carrier attached to wheel hub reacts against a fixed planetary ring gear to drive the rear wheels of the truck. See Figure 5-1.
COMPLETE FINAL DRIVE ASSEMBLY Removal NOTE: The Differential Carrier Assembly may be serviced without removing the complete final drive assembly from under the truck. Instructions for this service is covered later in this section.
Make sure jacks, lifting equipment and rigging have adequate capacity and are securely attached to raise and hold rear of truck until blocking or support stands are securely installed. Total weight of rear end of truck (without body liners) is approximately 48,000 lbs. (21 792 kg). Weight of final drive assembly with tires is approximately 24,000 lbs. (10 896 kg). 1. Park truck on level surface. 2. Securely block front tires. 3. With engine running, release parking brake and disconnect linkage. Refer to Section "J", Parking Brake Removal for instructions for disconnecting parking brake linkage. Shut down engine. 4. Raise rear of frame high enough to clear final drive case as it is rolled from under truck. 5. Securely block under lower hoist cylinder mount structure (3, Figure 5-2) of frame. 6. Block rear wheels to prevent final drive assembly from moving. 7. Remove drive line (2) between final drive and transmission. Slide drive line out of protector and set aside.
G05006 02/92
Final Drive Assembly
FIGURE 5-1. FINAL DRIVE ASSEMBLY
G5-1
11. Attach lifting device to a rear suspension. Refer to Section "H", Rear Suspension Removal. Remove both suspensions. 12. Refer to Final Drive Attachment, this Section, for Anchor Pin and Panhard Rod Removal. Remove these components. NOTE: If differential is completely locked up, it will be necessary to remove wheel planetary sun gears so final drive assembly can be rolled out from under frame. Refer to Figure 5-4. 13. Remove any electrical wiring or lube lines that may interfere with removal of the final drive assembly. 14. Remove blocks from behind rear wheels. 15. While supporting anchor structure, roll final drive out from under frame. FIGURE 5-2. FINAL DRIVE ANCHOR ATTACHMENT 1. Anchor Structure 3. Hoist Cylinder Mount 2. Drive line
Installation 1. Align final drive assembly to frame. 2. Roll final drive under frame and block wheels.
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleed down accumulators: • Turn key switch "OFF", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Bleeder Valve handles counterclockwise to open. When accumulators are completely bled down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave open.
3. Raise anchor structure (1, Figure 5-2) into position between frame mount. Refer to Final Drive Attachment, this Section, for Anchor Pin Installation. Install Anchor Pin. 4. Raise panhard rod to connect to frame. Refer to Final Drive Attachment, this Section, for Panhard Rod Installation. Install Panhard Rod. 5. Attach lifting device to a rear suspension. Refer to Section "H", Rear Suspension Installation. Install both suspensions. 6. Install drive line (2) with slip joint end toward transmission. Tighten companion flange capscrews to 100 ± 5ft.lbs.(135.6 ± 6.8Nm) torque. 7. Install all hydraulic lines to rear brake assemblies and connect electrical ground strap at anchor pin.
8. Disconnect all hydraulic lines to wet disc brake assemblies. Cap/plug all ports and hoses to prevent dirt entry. 9. Remove rock ejectors from both sides of body. 10. Completely vent nitrogen from both rear suspensions. Refer to Section "H", Oiling and Charging Procedures.
Before placing truck in production, brakes must be bled. Refer to Section "J" for Brake Bleeding procedure.
8. Install rock ejectors on both sides of body.
G5-2
Final Drive Assembly
G05006 02/92
9. Raise rear of frame and remove blocks or support stands from under lower hoist cylinder mount structure. 10. Start engine, release parking brake, install linkage from park brake actuator to park brake lever. Refer to Section "J", Parking Brake Installation for instructions for connecting parking brake linkage. Apply park brake, shut down engine. 11. Charge all suspensions. Refer to Section "H", Suspension Oiling and Charging Procedure.
DIFFERENTIAL CARRIER ASSEMBLY -SERVICE WITH COMPLETE FINAL DRIVE ASSEMBLY REMOVED FROM UNDER TRUCK
3. Raise anchor structure (5) to vertical position and hold. 4. Securely block final drive case so it will not rotate as differential assembly is removed and installed. 5. Remove capscrews (4) securing anchor structure (5) to final drive case. NOTE: Match mark anchor structure to final drive case as it is possible to install anchor structure upside down.
6. Lift anchor structure from final drive case. 7. Remove sun gear cover (4, Figure 5-4) from both wheel planet carriers.
Removal This removal procedure is with tires and rims installed on wheel hubs. Position final drive assembly in work area and securely block rear wheels. 1. Thoroughly clean front of differential carrier assembly (2, Figure 5-3) and front of final drive case. 2. Prepare to drain 53 gal. (200 l) of oil from final drive case. Remove drain plug.
FIGURE 5-3. DIFFERENTIAL CARRIER ASSEMBLY 1. Capscrews 3. O-Ring 2. Differential Carrier 4. Capscrews Assembly 5. Anchor Structure
G05006 02/92
FIGURE 5-4. PLANETARY DRIVE ASSEMBLY 1. Thrust Bushing 6. Snap rings 2. Sun Gear Shaft 7. Sun Gear 3. O-ring 8. Drain Plug 4. Sun Gear Cover 9. Ring gear 5. Thrust Plug
Final Drive Assembly
G5-3
8. Remove thrust plug (5) from end of sun gear shaft (2) in each wheel.
10. Install thrust bushing (1) on sun gear shaft if removed.
9. Take off snap rings (6). Slide out sun gears (7).
11. Install sun gear (7) it may be necessary to rotate companion flange to engage sun gears to pinion shaft and planet gears.
10. Pull out sun shaft (2) approximately 12 in. (304 mm) on each side. 11. Remove capscrews (1, Figure 5-3) securing differential carrier assembly to final drive case. 12. Install a capscrew in each of the threaded holes of the carrier flange. Tighten evenly to raise differential carrier. 13. After differential carrier assembly is raised, place a steel wedge between flange and case to hold carrier assembly. Remove puller capscrews. 14. Install lift eyes in threaded holes of flange. NOTE: The ring gear is on left side of assembly when viewed from rear of final drive case, as it is installed in truck. Adjust rigging so pick point is approximately at edge of companion flange retainer plate toward ring gear side, so assembly comes out straight.
12. Install snap rings (6) and thrust plugs (5). 13. Install sun gear covers (4) O-rings (3) and capscrews. Tighten to standard torque. 14. Attach lifting device to anchor structure. Remove blocks and rotate anchor structure to ground. 15. Fill final drive housing at center case fill plug until oil level is at bottom of fill hole. Oil must flow from center housing out to both planetaries; add oil until level is maintained at bottom of fill hole. Allow approximately 15 minutes for a proper fill. A complete fill will require approximately 53 gal. (200 l) of oil. Refer to Lube Chart, Section "P", for proper gear lube oil.
15. Attach lifting device and raise assembly from final drive case. Installation 1. Install O-ring (3, Figure 5-3) on differential carrier assembly pilot diameter. 2. Coat pilot and O-ring with clean gear lube oil of the same type used in final drive assembly. 3. Install two 0.750 in. x 3" guide bolts in bolt circle of final drive case. 4. Position differential carrier assembly above final drive case. Align carrier support bosses (A, Figure 5-5) with bosses in final drive case. 5. Lower carrier into case. Observe that O-ring is not damaged as carrier goes into the final drive case. 6. Install capscrews (1 Figure 5-3) and tighten to standard torque. 7. Position anchor structure (5) on final drive case, aligning match marks provided at disassembly. If no match marks were made, anchor pin bearing bore must be above spiral bevel pinion center line when pinion is horizontal. 8. Install anchor structure mount capscrews (4). Tighten to standard torque. 9. Slide each sun gear shaft (2, Figure 5-4) into differential.
G5-4
FIGURE 5-5 . INSTALLING DIFFERENTIAL CARRIER
Final Drive Assembly
G05006 02/92
DIFFERENTIAL CARRIER ASSEMBLY -SERVICE WITH FINAL DRIVE IN PLACE UNDER TRUCK NOTE: To prevent dirt from entering final drive case as differential assembly is removed and installed, thoroughly clean under side of body and all surrounding components. Removal 1. Position all four rear tires on 8 inch blocks to allow for clearance when removing differential assembly from under truck. Securely block wheels so truck will not move. 2. Position a container which will hold at least 53 gal. (200 l) of oil under final drive case. Remove drain plug and drain oil from final drive. 3. Raise body and install body up pins (1, Figure 5-6). 4. Remove clamps (3, Figure 5-7) from exhaust tubes. 5. Remove exhaust box (1), mount capscrews (2). 6. Remove left hand exhaust pipe spring clamp (4). Move left hand exhaust pipe as far left as possible.
FIGURE 5-7. EXHAUST PIPING 1. Exhaust box 3. Clamps 2. Mount capscrews 4. Spring Clamp 10. Remove top two differential assembly mount capscrews (1, Figure 5-8).
7. Remove drive line capscrews. Remove drive line (2, Figure 5-2) and drive line protector.
11. Attach lifting bracket (2) with two capscrews to threaded holes of differential carrier housing. Position bracket so capscrews are in center of slot holes of bracket for assembly removal.
8. Set drive line aside.
12. Attach lifting device to bracket.
9. Remove planetary sun gear covers (4, Figure 5-4). Pull sun gear shafts (2) out on each side approximately 12 in. (304 mm).
13. Place a metal plate [1/8 -- 1/4 in. (3-6 mm) thick by 4 ft. (1.22 m) square] under anchor structure. The differential assembly will be set on the plate and plate will then be pulled from under truck.
FIGURE 5-6. BODY UP PIN INSTALLATION 1. Body Up Retaining Pin 3. Body Pivot Pin 2. Body 4. Main Frame
G05006 02/92
FIGURE 5-8. DIFFERENTIAL ASSEMBLY REMOVAL 1. Capscrews 3. Threaded holes 2. Lifting bracket
Final Drive Assembly
G5-5
14. Remove remaining differential assembly mount capscrews. 15. Install two puller bolts in threaded holes (3) to start differential assembly out of case. 16. Support differential assembly with lifting device manuever differential toward front of truck until carrier bolt flange contacts anchor structure. Refer to Figure 5-9. 17. Rotate ring gear side of assembly into final drive case and lower slightly until assembly is clear of final drive housing. (Figure 5-9). 18. Lower assembly to plate. 19. Remove plate and assembly from under truck.
NOTE: As differential assembly is raised into position, be sure no dirt enters final drive case or is present on assembly. 5. Manuever assembly so carrier flange is contacting anchor on both sides. (Figure 5-9). 6. Install four guide bolts in face of final drive case. 7. Completely coat pilot of differential carrier and O-ring with clean gear lube oil of the same type used in final drive assembly. 8. Move differential assembly into final drive case aligning guide bolts with holes in carrier bolt flange. 9. When carrier pilot contacts final drive bore, install four equally spaced puller capscrews. 10. As carrier is pulled into final drive case, keep final drive case face and carrier bolt circle flange parallel. This will prevent O-ring from being cut. 11. Pull assembly completely into case. 12. Remove guide bolts and puller bolts. Install mount capscrews and tighten to standard torque. 13. Remove lifting bracket, install remaining mount capscrews. 14. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews to 100 ± 5 ft. lbs. (135 ± 6.8 Nm) torque. 15. Install drive line protector. 16. Position exhaust box to exhaust tubing (Figure 5-7). 17. Install exhaust box mount capscrews. Tighten to standard torque.
FIGURE 5-9. DIFFERENTIAL ASSEMBLY REMOVAL/INSTALLATION
18. Install all exhaust tubing clamps.
Installation 1. Body should be raised and cleaned and exhaust piping removed as described in "Removal".
19. Slide each sun gear shaft (2, Figure 5-4) into differential. Install covers. Tighten capscrews to standard torque.
2. Position differential assembly on plate at front of right rear wheels.
20. Remove body up retaining pins and lower body.
3. Attach lifting bracket (2, Figure 5-8) to threaded holes at top of carrier bolt flange. Adjust lifting bracket as necessary by making trial lifts. The ring gear should be vertical and face of carrier bolt flange should be nearly parallel to face of final drive case.
22. Fill final drive housing at center case fill plug until oil level is at bottom of fill hole. Oil must flow from center housing out to both planetaries; add oil until level is maintained at bottom of fill hole. Allow approximately 15 minutes for a proper fill. A complete fill will require approximately 53 gal. (200 l) of oil. Refer to Lube Chart, Section "P", for proper gear lube oil.
4. Position plate under truck aligning it with the anchor structure. Attach lifting device and raise assembly.
G5-6
21. Remove blocks from under rear wheels.
Final Drive Assembly
G05006 02/92
Differential Cage Removal Differential assembly repair is best accomplished using a stand to support differential carrier. Refer to Section "M", Special Tools, for instructions for fabricating stand. 1. Position carrier assembly in stand (10, Figure 5-10) with ring gear up as illustrated.
6. Raise differential cage assembly (3) from carrier housing (9). Pinion Removal 1. Position carrier assembly in stand with companion flange (3, Figure 5-11) up as illustrated.
2. Inspect carrier housing (9) and differential carrier bearing caps (5) for match marks. If components have not been previously match marked, stamp match marks at this time. Caps and carrier are a matched set when machined and therefore must be installed in correct position at assembly. 3. Remove capscrews (6) and locks (7). 4. Attach lifting device and support differential assembly. 5. Remove capscrews (4), bearing caps (5), adjusting nuts (2), and bearing cones (1).
FIGURE 5-11. DIFFERENTIAL PINION 1. Bearing Retainer 5. Retainer Plate 2. Capscrews 6. Pinion 3. Companion Flange 7. Pinion Nose Bearing 4. Capscrew Cup 8. Shims
2. Remove capscrews (4), retainer plate (5), and companion flange (3). 3. Remove capscrews (2) and bearing retainer (1). Threaded pusher bolt holes are present to assist in removal of retainer. 4. Remove pinion (6) and bearings assembly. FIGURE 5-10. DIFFERENTIAL ASSEMBLY 1. Bearing Cups 6. Capscrews 2. Adjusting Nuts 7. Locks 3. Differential Cage 8. Carrier Bearing Cones Assembly 9. Carrier Housing 4. Capscrews 10. Stand 5. Bearing Caps
G05006 02/92
5. Remove pinion nose bearing cup (7) and shims (8) from carrier. Differential Cage Disassembly 1. If necessary, remove ring gear mount capscrews (8, Figure 5-12) and ring gear (7).
Final Drive Assembly
G5-7
FIGURE 5-12. DIFFERENTIAL CAGE ASSEMBLY 1. Differential Cap 7. Ring Gear 2. Capscrews 8. Capscrews 3. Cross 9. Carrier Bearings 4. Side Gear 10. Roll Pin 5. Thrust Washer 11. Roll Pin 6. Spider Gear Assembly 12. Ring Gear Carrier
2. Inspect differential cap (1) and carrier (12) for match marks. If not present, stamp marks; the assembly is machined as a matched set.
FIGURE 5-13. REMOVING/INSTALLING NUT ON SPIDER GEAR ASSEMBLY 1. Bearing Sleeve 4. Nut 2. Pinion Assembly 5. Differential Locknut Torquing Base Wrench 3. Lockwasher 3. Remove sleeve (1, Figure 5-14) from bearing cones (2 & 4). 4. Remove bearing cups (7 & 9) from spider gear (8).
3. Remove carrier bearing cones (9), if necessary. 4. Remove capscrews (2) and cap (1). 5. Remove side gear (4) and thrust washer (5). 6. Remove cross (3) and spider gear assemblies (6). 7. Remove other side gear and thrust washer from carrier. Spider Gear Bearing Removal 1. Hold head of bearing sleeve (1, Figure 5-13). See Section "M", Special Tools, for fixture (2) that will hold spider assembly for nut removal and installation. 2. Bend back tab of lockwasher (3) and remove nut (4). See Section "M", Special Tools, for special nut wrench (5).
G5-8
FIGURE 5-14. SPIDER GEAR ASSEMBLY 1. Bearing Sleeve 6. Lockwasher 2. Bearing Cone (large) 7. Bearing Cup (small) 3. Spacer 8. Spider Gear 4. Bearing Cone (small) 9. Bearing Cup (large) 5. Nut 10. Roll Pin Slot
Final Drive Assembly
G05006 02/92
Cleaning and Inspection 1. Clean all parts thoroughly in clean solvent and blow dry with shop air. Lightly coat parts with just enough clean oil to prevent rust formation on machined and bearing surfaces. 2. Check all pinion, ring gear and side gear teeth for damage, excessive wear or cracks. Inspect all splines for defects. Use a hard stone to remove any minor burrs. If either ring gear or spiral bevel pinion is damged, both will have to be replaced, as the components are a matched set. 3. Bushing surfaces, bearing rollers and races must be free of defects - no galling, cracks or roughness. Bearings must turn freely and smoothly. 4. Differential carrier and cover must be free of cracks or other defects. Mating surfaces must be free of defects, minor imperfections may be smoothed clean with a hand stone or emery paper. 5. Inspect all differential components. Replace any defective parts as necessary. Nominal Clearance Dimensions: Differential cap carrier bearing bore I.D. to bearing cup O.D. + 0.0010 in. to + 0.0020 in. (0.025 mm to 0.051 mm). Bearing cup O.D. to spiral bevel pinion bearing carrier bore I.D. + 0.0016 in. to + 0.0040 in. (0.041 mm to 0.102 mm). Pinion nose bearing cup O.D. to carrier assembly nose bearing cup I.D. 0.0000 in. to + 0.0030 in. (0.000 mm to 0.076 mm). Pinion nose bearing journal O.D. to nose bearing cone I.D. + 0.0008 in. to + 0.0028 in. (0.020 mm to + 0.071 mm). Pinion outboard bearing journal O.D. to outboard bearing cone I.D. + 0.0015 in. to 0.0035 in. (0.038 mm to 0.089 mm). Differential cage carrier bearing journal O.D. to bearing cone I.D. + 0.0022 in. to + 0.0042 in. (0.056 mm to 0.107 mm). Ring gear I.D. to differential ring gear carrier O.D. 0.0000 in. to + 0.0040 in. (0.000 mm to 0.102 mm).
G05006 02/92
Differential cage cross pin bore I.D. to cross pin O.D. -0.0015 in. to + 0.0015 in. (-0.038 mm to 0.038 mm). Cross pin O.D. to spider gear bearing sleeve I.D. + 0.0005 in. to + 0.0035 in. (0.013 mm to 0.089 mm). Spider gear bearing cups O.D. to spider gear cup bores I.D. + 0.0010 in. to + 0.0030 in. (0.025 mm to 0.076 mm). Spider gear bearing cone I.D. to bearing sleeve O.D. 0.0000 in. to + 0.0150 in. (0.000 mm to 0.381 mm). Side gear thrust washer minimum thickness 0.2500 in. ± 0.0010 in. (6.350 mm ± 0.025 mm). NOTE: If bearing cones or cups are installed with a press, be sure bore or shaft is free of burrs and nicks. Lightly cover shaft or bore with oil to aid installation. When heating bearings, control temperature from 250o F - 275o F (121o C - 135o C). Do not use a torch to heat bearings. After heated bearing is installed, be sure it is tight against shoulder. If bearing is chilled, do not exceed -65o F (-55o C).
Spider Gear Bearing Installation 1. Install bearing cups (7 & 9, Figure 5-14) in spider gear (8) bores. Be sure cups seat firmly against shoulders. 2. Place bearing sleeve (1) on fixture (2, Figure 5-13). 3. Install larger cone (2, Figure 5-14) and spacer (3) on sleeve. 4. Install spider gear with cups (7, 8 & 9). 5. Install small cone (4) lockwasher (6) and nut (5). 6. Using wrench (5, Figure 5-13), tighten nut to 250 ± 25 ft. lbs. (339 ± 34 Nm) torque. Bend tang of lockwasher into slot of nut.
Differential Cage Assembly 1. If removed, install four roll pins (11, Figure 5-12) next to cross pin bores. To be flush within 0.030 in. (0.76 mm) of cage outer surface. 2. Position ring gear carrier portion of cage with ring gear flange down.
Final Drive Assembly
G5-9
3. Install thrust washer (5). End of roll pin (10) must be 0.090 in. ± 0.030 in. (2.3 mm ± 0.76 mm) below gear surface of thrust washer. 4. Install one side gear (4). 5. Install cross (3) with four spider gear assemblies (6). Align slot (10, Figure 5-14) in head of bearing sleeve with each roll pin (11, Figure 5-12).
EXAMPLE: Shims for O variation: 0.035 in. Pinion being installed is stamped: -0.015 in. O variation: Subtract pinion marking: Shim pack is:
0.035 in. 0.015 in. 0.020 in.
(0.89 mm) (-0.38 mm) (0.89 mm) (0.38 mm) (0.51 mm)
6. Install second side gear (4). 7. Place grease or petroleum jelly on thrust washer surface of differential cage cap. Install thrust washer. Be sure ends of roll pins (10) are 0.090 in. ± 0.030 in. (2.3 mm ± 0.76 mm) below gear surface. 8. Install differential cap (1). Do not dislodge thrust washer. Align match marks. 9. Install capscrews (2). Tighten to standard torque and lock wire.
d. When assembling shim pack, measure shims individually. Make shim pack ± 0.001 in. (0.025 mm) of answer found in Step 2c. 3. Install shims (3) and bearing cup (1) into carrier. Be sure cup is completely against shims. 4. Install nose bearing cone (2) and outboard bearing cone (12) on pinion shaft. Be sure cones are tight against shoulders. Lightly cover cones with oil.
10. As ring gear (7) is installed to flange, be sure no burrs or dirt get between ring gear and flange faces. Lube taperhead capscrews with NeverSeez and install. 11. Tighten ring gear mount capscrews (8) in a crisscross pattern to 300 ft. lbs. (406 Nm) torque. Repeat pattern and increase torque to 600 ft. lbs. (813 Nm). Repeat pattern and increase final torque to 900 ft. lbs. (1220 Nm). Lock wire all capscrews in pairs.
Pinion Installation And Bearing Adjustment 1. Set differential carrier on work surface or in fixture with spiral bevel pinion bores up. 2. Determine amount of shims (3, Figure 5-15) to be installed between nose bearing cup (1) and shoulder of carrier as follows: a. Pinion mounting variation is marked on end of pinion. b. The nominal shim pack is 0.035 in. (0.89 mm) for a pinion with 0.000 in. (0.000 mm) mounting variation. c. If pinion being installed is stamped with [+ ] mounting variation dimension, add stamped variation to nominal 0.035 in. (0.89 mm). If pinion is stamped with [-] mounting variation dimension, subtract stamped variation from 0.035 in. (0.89 mm).
G5-10
FIGURE 5-15. PINION INSTALLATION 1. Nose Bearing Cup 9. Capscrews 2. Nose Bearing Cone 10. Retainer 3. Shims 11. Seal 4. Carrier Housing 12. Outboard Bearing Cone 5. O-Ring 13. Outboard Bearing Cup 6. Bearing Carrier 14. Shims 7. Capscrews 15. Pinion 8. Companion Flange
Final Drive Assembly
G05006 02/92
5. Install outboard bearing cup (13) in bearing carrier (6). Be sure cup is tight against shoulder. 6. Install pinion (15) and bearing carrier (6) with no shims (14). a. Install two mounting capscrews equally spaced, one each, next to each 0.500 in. (12.7 mm) holes. b. Tighten the two capscrews to 70 ft. lbs. (94 Nm) torque while rotating pinion a minimum of three times. c. Increase torque to 140 ft. lbs. (189 Nm) while rotating pinion a minimum of three times. d. Repeat Step c. until capscrew torque is maintained. e. Loosen capscrews and rotate pinion three times. 7. Tighten the two capscrews to 10 ft. lbs. (13.5 N.m) torque as pinion is rotated a minimum of three times. a. Raise torque to 15 ft. lbs. (20.3 N.m) as pinion is rotated a minimum of three times. b. Repeat Step 7a. until 15 ft. lbs. (20.2 N.m) torque is maintained.
12. Install O-ring (5, Figure 5-15) on bearing carrier pilot. Lightly coat with clean gear lube oil of the same type used in final drive assembly. 13. Install shims (14) and bearing carrier (6). 14. Install capscrews (7) rotate pinion as capscrews are tightened to standard torque. 15. Install seal (11). 16. Install companion flange (8), retainer (10), and capscrews (9). Tighten to standard torque. 17. Lock wire capscrews (9). Differential Cage Installation 1. Position differential carrier in fixture with pinion down. This will not affect backlash as pinion bearings are preloaded. 2. Install cage carrier bearing cones (8, Figure 5-16) on cage. Be sure cones are tight against shoulders.
8. Using a depth micrometer, measure and record the depth to end of the differential carrier through the two holes next to the capscrews. 9. Average the two measured depths and subtract the bearing carrier flange thickness from the average depth. NOTE: If bearing carrier flange thickness is not stamped or etched, measure and record when carrier is removed for shim installation. Measure at least three places equally spaced and use an average of the measurements.
10. Add 0.003 in. (0.076 mm) to dimension established in Step 9 and make a shim pack within ± 0.001 in. (0.025 mm) of this dimension. EXAMPLE: Average depth (Step 9): Subtract flange thickness Gap: Add (Step 10) Required shim pack:
1.190 in. (30.226 mm) 1.120 in. (28.448 mm) 0.070 in. (1.778 mm) 0.003 in. (0.076 mm) 0.073 in. (1.854 mm)
11. Measure shims to obtain + 0.002 in. (0.051 mm) tolerance.
G05006 02/92
FIGURE 5-16. DIFFERENTIAL ASSEMBLY 1. Bearing Cups 6. Capscrews 2. Adjusting Nuts 7. Locks 3. Differential Cage 8. Carrier Bearing Cones Assembly 9. Carrier Housing 4. Capscrews 10. Stand 5. Bearing Caps
Final Drive Assembly
G5-11
3. Install cage carrier bearing cups (1) in differential carrier. 4. Install differential cage assembly in carrier. 5. Install bearing caps (5). Refer to match marks for proper position. 6. Install capscrews, tighten enough that bearing caps are not loose. 7. Install bearing adjustment nuts (2). Carrier Bearing And Backlash Adjustment 1. Tighten bearing cap mount capscrews (4) to 100 ft. lbs. (135.6 N.m) torque. 2. Adjust nuts (2) to obtain 0.022 in. (0.56 mm) backlash. 3. Loosen bearing adjustment nuts and remove any preload on bearings. 4. Set up two dial indicators to measure bearing cap deflection (Figure 5-17). Set indicator button against lock plate mount pads. Zero both indicators.
FIGURE 5-17. RING AND PINION BACKLASH ADJUSTMENT 1. Dial Indicators
5. Adjust ring and pinion backlash to 0.014 -- 0.018 in. (0355 -- 0.457 mm) with adjusting nuts. Check backlash at four equal points around ring gear. 6. Tighten both adjusting nuts equally until bearing caps have deflected a total of 0.005 in. (0.127 mm), combined reading from both indicators. 7. Recheck backlash setting and adjust if necessary. 8. Tighten bearing cap capscrews (4, Figure 5-16) to 750 ft. lb. (1017 Nm) torque and lock wire. 9. Install lock plates (7) and capscrews (6). Tighten to standard torque and lock wire. Lock plates may be installed in either direction to achieve half notch adjustments. 10. Remove from fixture and install differential carrier assembly in final drive.
G5-12
Final Drive Assembly
G05006 02/92
FINAL DRIVE PLANETARIES AND WHEEL HUBS PLANETARY DRIVE Planetary Drive Removal 1. Securely block front wheels, raise and block up rear of truck and remove rear wheels. Refer to "Rear Tire and Rim Removal", this Section. NOTE: If only disassembly or repair of the planetary drive is necessary, tires and rims are not required to be removed. However, the tires and rims must be secured to the frame or final drive case, so that nuts and wheel retainers may be removed for access to planetary drive.
If wheels are not being removed, rotate assembly before securing tires and rims so that drain plug (11, Figure 6-1) is at the bottom. If planetary will not rotate, proceed as follows to remove sun gear (9). 2. Drain approximately 10 gal. (38 l) of oil from final drive case. 3. Remove capscrews (4), cover (6), and O-ring (5). 4. Remove thrust plug (7) and retainer ring (8). 5. Remove sun gear (9), and thrust bushing (2) from sun gear shaft (3). 6. If not done previously, rotate assembly so that drain plug (11) is at the bottom. Remove drain plug and drain remaining oil from planetary. NOTE: A tool can be made to simplify sun shaft removal. Refer to Section "M", Special Tools. 7. Pull sun gear shaft (3). 8. If not done previously, fasten tires and rims and wheel hub securely to the frame or final drive case, so that no outward movement can occur. Remove wheel nuts and retainers. 9. Remove all 12 pt. capscrews (13) retaining planet carrier (1) to wheel hubs. Attach Planetary Assembly Loading Fixture, SS1125. Refer to Section "M", Special Tools. 10. Slide planet carrier assembly (1) out on wheel mount studs far enough to enable attachment of a lifting device. 11. As planet carrier is removed from studs, balance carrier assembly as planet gears come out of ring gear (10). Do not damage threads on wheel retainer studs.
FIGURE 6-1. PLANETARY DRIVE ASSEMBLY 1. Planet Carrier 8. Retaining Ring 2. Thrust Bushing 9. Sun Gear 3. Sun Gear Shaft 10. Ring Gear 4. Capscrew 11. Drain Plug 5. O-Ring 12. O-Ring 6. Sun Gear Cover 13. Capscrew, 12 pt. head 7. Thrust Plug
G06002 4/92
12. If planetary assembly is not to be serviced, store on wood blocks in a clean area away from work area. Cover with moisture proof protection.
Final Drive Planetaries and Wheel Hubs
G6-1
Planetary Reactor And Ring Gear Removal 1. If not done previously, secure wheel hub to frame or final drive case to prevent any outward movement when planetary reactor (5, Figure 6-2) is removed.
3. Attach tool SS0416 with 3 -- SS0414 threaded "L"-bolts into large holes in reactor. Tighten bolts and lift out reactor and ring gear. Move assembly to a clean work area.
2. Cut lock wires and remove retainer capscrews (7), retainer (6), and shims (8).
4. Be sure that bearing cone (9) does not slide out. A spacer may be fabricated to install temporarily in place of the reactor. Minimum dimensions for spacer should be: 2.125 in (54 mm) thick, 10.5 in. (267 mm) O.D., and 9.68 in. (246 mm) I.D. Install shims, retainer plate and capscrews to hold spacer in place.
The planetary reactor and ring gear assembly weigh an estimated 300 lbs. (136 kg). Support of assembly is necessary.
5. Remove lockwire, capscrews (1) and retainers (2) holding ring gear to reactor. Remove ring gear (4) from reactor (5).
Planetary Reactor And Ring Gear Installation 1. Install ring gear (4, Figure 6-2) on reactor (5). 2. Install capscrews (1) and retainers (2) holding ring gear to reactor. Tighten capscrews to standard torque and lockwire capscrews. 3. If installed, remove capscrews (7), retainer (6), shims (8) and temporary spacer. 4. Wheel Hub must be in position and bearings adjusted. Refer to "Wheel Hub and Bearing Installation", this Section.
The planetary reactor and ring gear assembly weigh an estimated 300 lbs. (136 kg). Support of assembly is necessary. 5. Attach tool SS0416 with 3 -- SS0414 threaded L-bolts into large holes in reactor. Tighten bolts and lift reactor and ring gear onto splined end of axle housing. Remove lifting tool.
FIGURE 6-2. PLANETARY REACTOR AND RING GEAR ASSEMBLY 1. Capscrew 6. Planetary Reactor 2. Ring Gear Retainer Retainer 3. Wheel Hub 7. Capscrew 4. Ring Gear 8. Shims 5. Planetary Reactor 9. Outboard Bearing Cone
G6-2
6. Install shims (8) [as determined in "Wheel Hub and Bearing Installation"], hub retainer (6), and retainer capscrews (7). Tighten capscrews to standard torque and lockwire.
Final Drive Planetaries and Wheel Hubs
G06002 4/92
Cleaning and Inspection
Planet Carrier Disassembly
1. Clean all parts thoroughly in clean solvent and blow dry with shop air. Lightly coat parts with just enough clean oil to prevent rust formation on machined and bearing surfaces. 2. Check planetary carrier, reactor plate and gear teeth for damage, excessive wear or cracks. Inspect all splines for defects. Use a hard stone to remove any minor burrs. 3. Bushing surfaces, bearing rollers and races must be free of defects - no galling, cracks or roughness. Bearings must turn freely and smoothly.
1. Remove planet pin capscrews (1, Figure 6-3) from all planet pins. 2. Remove planet pin (3) from carrier. 3. Remove planet gears (2) from carrier. Be prepared to retrieve bearing cones (4), as they are not retained in planet gear after removal from carrier. 4. Remove bearing cups (2, Figure 6-4) and spacer (3) from planet gear.
4. Inspect all components. Replace any defective parts as necessary. Planetary Drive Installation 1. Install O-ring (12, Figure 6-1) in O-ring groove of planetary carrier (1). Lightly cover with clean oil (same as required in planetary). 2. Attach lifting device and position planetary assembly on wheel rim retainer studs. Do not damage threads on wheel retainer studs. 3. Align planet gears to ring gear and slide carrier into wheel hub. 4. Install planetary carrier mounting capscrews (13). Tighten to standard torque. 5. Install drain plug (11). 6. Install sun shaft (3) into differential. 7. Install thrust bushing (2). Replace bushing if width is less than 1.845 ± 0.005 in. (46.86 ± 0.12mm). 8. Install sun gear (9) and new retainer ring (8). 9. Install thrust plug (7). Replace thrust plug if thickness of head is less than 0.500 in. (12.7 ± 0.12mm).
FIGURE 6-3. PLANETARY CARRIER ASSEMBLY 1. Capscrew 2. Planet Gear 3. Planet Pin
4. Bearing Cone 5. Spacer 6. O-Ring
10. Install sun gear cover (6) and O-ring (5). 11. Tighten cover capscrews (4) to standard torque. 12. If removed, install rear tires and rims and remove supports from under truck. 13. Fill final drive housing at center case fill plug until oil level is at bottom of fill hole. Oil must flow from center housing out to both planetaries; add oil until level is maintained at bottom of fill hole. Allow approximately 15 minutes for a proper fill. A complete fill will require approximately 53 gal. (200 l) of oil. Refer to Lube Chart, Section "P", for proper gear lube oil.
G06002 4/92
Final Drive Planetaries and Wheel Hubs
G6-3
Planet Carrier Assembly 1. Inspect planet gear pins and carrier bores for damage and nominal clearance dimensions. Planet carrier pin bore I.D. to pin O.D. - Both Ends: -0.0005 to + 0.0015 in. (-0.013 to + 0.038 mm) Planet gear bearing bore I.D. to pin O.D. + 0.0005 to + 0.0021 in. (+ 0.013 to + 0.053 mm) 2. Install planet gear bearings in planet gear bore.
Before installing bearing cups, determine correct location of cup spacer (3, Figure 6-4). The cup spacer must go into gear bore from side of gear marked "XX". If no "XX" mark, measure dimensions A and B. A is longer than B. Stamp XX on A side.
3. Thoroughly clean planet carrier, pins, gears and bearings. 4. Block planetary carrier high enough from work surface, outside surface down, so planet pin standing on big end will pass under carrier. 5. Install planet gears (2, Figure 6-3) with bearing cones (4) into carrier. 6. Install O-rings (6) on planet pins (3). Lightly cover pins and O-rings with clean oil as used in plantary. 7. Start planet pins through bearings. A long, guide stud thru capscrew hole of carrier into small end of planet pin will aid in aligning capscrew holes. 8. Pull pins into position. 9. Install capscrews (1) and tighten to standard torque.
WHEEL HUB AND BEARINGS a. If removed, install snap ring (1, Figure 6-4) in groove of planet gear bore. b. Install spacer in proper position, install bearing cups (2) as illustrated.
Removal 1. Securely block front wheels, raise and block up rear of truck, and remove rear wheels. Refer to "Rear Tire and Rim Removal", this Section. NOTE: Three retaining brackets (3, Figure 6-5) with capscrews (14) must be installed (to retain rotating brake disc hub and floating ring seals to brake assembly) before capscrews (10) can be removed from wheel hub. Refer to Section "M", Special Tools, for Wheel Hub Retaining Brackets and capscrews. 2. Attach lifting device to wheel hub. Take up slack and maintain support.
To prevent weight of wheel hub from pushing off outboard bearing (1, Figure 6-5) and ring gear reactor, maintain inboard pressure on wheel hub as retainer capscrews are removed. 3. Remove planetary drive and reactor. Refer to "Planetary Drive Removal" and "Planetary Reactor And Ring Gear Removal", this Section.
FIGURE 6-4. PLANET GEAR AND BEARINGS 1. Snap Ring 3. Spacer 2. Bearing Cups
G6-4
4. Slide off bearing cone (1, Figure 6-5). Remove capscrews (10) holding wheel hub (13) onto brake hub assembly. Retaining brackets (3) must remain attached to brake hub and brake housing.
Final Drive Planetaries and Wheel Hubs
G06002 4/92
5. Remove wheel hub (13) from axle housing. Remove bearing cone (12) from axle housing.
Installation
6. Remove seal carrier (5) and floating ring seal (4) along with O-ring (6). Discard O-ring.
1. Clean all mounting surfaces. Install bearing cups (2 & 11, Figure 6-5). Install new O-ring (9) onto wheel hub (13).
7. Remove bearing cups (2 & 11).
2. Install seal carrier (5) with floating ring seal (4): Floating Ring Seal Installation: Refer to Section "J", "Rear Wet Disc Brake Assembly" for this procedure.
FIGURE 6-5. WHEEL HUB ASSEMBLY AND BRAKE ASSEMBLY 1. Bearing Cone 4. Floating Ring Seal Assy 8. Floating Ring Seal Assy 12. Bearing Cone 2. Bearing Cup 5. Seal Carrier 9. O-Ring 13. Wheel Hub 3. Hub Retaining Bracket 6. O-Ring 10. Capscrew 14. Capscrews (6) (Special Tool -- 3 req.) 7. Pin 11. Bearing Cup (0.375 UNC x 1.0 in.)
G06002 4/92
Final Drive Planetaries and Wheel Hubs
G6-5
3. Install inboard bearing cone (12) tightly against seal carrier (5). NOTE: RETAINING BRACKETS (3, Figure 6-5) must remain in place until wheel hub and planetary reactor have been installed. Remove retaining brackets (see step 8) before bearing adjustment and final tightening of retainer capscrews (7, Figure 6-6) has been completed.
4. Check outboard bearing cone (1, Figure 6-5) and reactor (5, Figure 6-6) for slip fit on axle housing. 5. Install wheel hub (13, Figure 6-5) with O-ring (9) and bearing cone (1) onto final drive axle housing. 6. Install planetary reactor (5, Figure 6-6) and retainer (6) without shims. Place four equally spaced capscrews (7) into retainer with two capscrews in a horizontal position next to the 0.781 in. (19.8 mm) diameter holes (1, Figure 6-7). 7. Install capscrews (10, Figure 6-5). Do not tighten. 8. Remove retaining brackets (3, Figure 6-5) and their capscrews (14). Save retaining brackets for future use. Reinstall capscrews in holes and tighten. 9. Tighten capscrews (10, Figure 6-5) to standard torque. 10. Tighten the four retainer capscrews (installed in step 6.) to 100 ft. lbs. (135.6 N.m) torque and rotate wheel hub a minimum of three revolutions. 11. Tighten same capscrews to 200 ft. lbs. (271.0 N.m) and rotate wheel hub (3) revolutions minimum. 12. Repeat step 11 as required until capscrew torque is maintained. 13. Remove the vertically positioned capscrews, loosen the horizontally positioned capscrews, and rotate the wheel hub.
FIGURE 6-6. PLANETARY REACTOR AND RING GEAR ASSEMBLY 1. Capscrew 6. Planetary Reactor 2. Ring Gear Retainer Retainer 3. Wheel Hub 7. Capscrew 4. Ring Gear 8. Shims 5. Planetary Reactor 9. Outboard Bearing Cone
14. Tighten the two remaining capscrews to 15 ft. lbs. (20.3 N.m) torque and rotate the wheel hub a minimum of three revolutions. 15. Tighten the same two capscrews to 30 ft. lbs. (40.7 N.m) torque and rotate the wheel hub a minimum of three revolutions. 16. Tighten the same two capscrews to 30 ft. lbs. (40.7 N.m) torque. Do not rotate wheel hub.
G6-6
Final Drive Planetaries and Wheel Hubs
G06002 4/92
17. Using a depth micrometer, measure and record the depth to the end of the axle housing through the two holes (1, Figure 6-7) adjacent to the two capscrews. 18. Average the two measured depths and subtract the thickness of the retainer (6) [ETCHED ON SURFACE OF RETAINER] from the average depth. 19. Add 0.002 in. (0.05 mm) to the dimension established in Step 16 and make a shim pack of this dimension within 0.001 in. (0.025 mm). This will provide a nominal assembled preload of 0.005 in. (0.127 mm). NOTE: When assembling shim pack, measure each shim individually and record each measurement. Select shims which will add up to the required shim pack determined in Step 17.
EXAMPLE: Average Depth Subtract Etched Dim. GAP Add Constant Required Shim Pack
0.939 in. - 0.875 in. 0.064 in. + 0.002 in. 0.066 in.
(23.850 mm) (22.220 mm) (1.620 mm) (0.050 mm) (1.670 mm)
FIGURE 6-7. MEASURING DEPTH FOR SHIMS 1. Holes for Depth 3. Reactor Retainer Measurement Plate 2. Lube Oil Transfer Holes (4)
20. Install shim pack (8, Figure 6-6) and retainer plate (6) as shown. While rotating wheel hub, tighten capscrews (7) in successive steps as follows: Tighten all capscrews to 100 ft.lbs. (136 N.m) torque. Tighten all capscrews to 200 ft.lbs. (271 N.m) torque. Finally, tighten all capscrews to 300 ± 30 ft. lbs. (406.8 ± 41 N.m) torque.
G06002 4/92
Final Drive Planetaries and Wheel Hubs
G6-7
NOTES
G6-8
Final Drive Planetaries and Wheel Hubs
G06002 4/92
SECTION H HYDRAIR SUSPENSIONS INDEX
FRONT SUSPENSION Removal . . . . Installation . . Disassembly . Inspection . . . Assembly . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
. . . . . .
H2-1 H2-1 H2-2 H2-3 H2-3 H2-4
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . REAR SUSPENSION SPHERICAL BEARING REPAIR Disassembly . . . . . . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
H3-1 H3-1 H3-2 H3-2 H3-3
. . . . . . . . . . . . . . . . . . . . H3-4 . . . . . . . . . . . . . . . . . . . . H3-4 . . . . . . . . . . . . . . . . . . . . H3-4
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAIR® SERVICE KIT . . . . . . . . . . . . . . . . . . . . . . Installation of Charging Kit . . . . . . . . . . . . . . . . . . . Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . Front Suspension Nitrogen Charging . . . . . . . . . . . . . REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . Rear Suspension Nitrogen Charging . . . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
H4-1 H4-1 H4-1 H4-1 H4-1 H4-2 H4-2 H4-2 H4-2 H4-3 H4-4 H4-4 H4-5
OIL AND NITROGEN SPECIFICATIONS CHARTS . . . . . . . . . . . . . . . . . . . . . H4-6
H01007 4/92
Index
H1-1
H1-2
Index
H01007 4/92
FRONT 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 front suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. The front suspension rods also act as kingpins for steering the truck.
1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut (Small Hex) 5. Rubber Washer 6. Valve Body (Large Hex) 7. O-Ring 8. Valve Stem 9. O-Ring
The HYDRAIR® II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
FIGURE 2-1. CHARGING VALVE
Removal 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake. Refer to Section ‘‘G’’, "Front Tire and Rim", and to "Front Wheel Hub and Spindle", to remove front wheel, tire, front wheel hub, and spindle. 2. Remove clamp and boot from around suspension. 3. Discharge nitrogen pressure from suspension by removing charging valve guard (5, Figure 2-2) and charging valve cap (1, Figure 2-1). Turn the charging valve swivel nut (4, small hex) counterclockwise three full turns to unseat valve seal (DO NOT turn more than three turns). DO NOT TURN LARGE [3/4 in. (19 mm)] HEX (see DANGER below). Wearing face mask or goggles, depress valve stem (3) until all nitrogen pressure has been relieved.
Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 4. After all nitrogen pressure has been relieved, remove charging valve assembly (Figure 2-1) and discard O-ring (9). 5. Attach lifting device to threaded holes (1, Figure 2-2) in suspension housing.
H02007
FIGURE 2-2. SUSPENSION REMOVAL/INSTALLATION 1. Threaded Holes 4. Nuts 2. Mounting Capscrews 5. Charging Valve 3. Washers Guard
Front Suspensions
H2-1
6. Remove suspension mounting capscrews (2), nuts (3) and washers (4).
Suspension weighs approximately 1,062 lbs. (482 kg). Be certain that lifting device is of adequate capacity. 7. Move suspension away from frame. Retract suspension rod and install charging valve cap and protector.
Installation 1. Clean all paint or protective coating from mounting surface of suspension. Assure that mount surfaces of suspension and frame are smooth and free of any oil. 2. Install shear bar in slot on frame suspension mount surface. 3. Attach lifting device to suspension housing and raise into position on frame.
Suspension weighs approximately 1,062 lbs. (482 kg). Be certain that lifting device is of adequate capacity. 4. Install mount bolts (2), washers (3) and nuts (4, Figure 2-2). 5. Tighten nuts to 750 ± 75 ft. lbs. (1017 ± 101 N.m) torque. 6. Install front spindle, hub, wheel and tire. Refer to Section "G" for installation procedures. 7. After installation of suspension, it will be necessary to check oil level and charge with nitrogen gas. Refer to "Suspension Oiling and Charging" procedure, this section. 8. Install boot and boot clamp on suspension.
H2-2
FIGURE 2-3. SUSPENSION ASSEMBLY 1. Valve Guard 8. Upper Bearing Retainer 2. Drain Plug 9. Capscrews & Washers 3. Capscrew 10. Bearing Retainer Cap 4. Cap 11. Steel Ball 5. Housing 12. Capscrew 6. Tube 13. Lower Bearing Retainer 7. Upper Bearing 14. O-Rings/Backup Rings
Front Suspensions
H02007
Disassembly 1. Suspension contains approximately 3.5 gal. (13.25 l) of oil. 2. Remove charging valve protector (1, Figure 2-3) charging valve cap and loosen 5/8 in. (16 mm) nut. 3. Depress valve core to be sure all nitrogen is vented from suspension. Use eye protection when venting Nitrogen gas. After all nitrogen pressure has been relieved, remove charging valve assembly (Figure 2-1) and discard O-ring (9). 4. With rod extended fully, remove plug (2, Figure 2-3) from bottom of suspension tube and drain oil. 5. Remove capscrews (3), securing cap (4) to housing (5). Remove O-rings and backup rings (14). 6. Two threaded holes are provided in cap for cap removal from housing. 7. Remove cap and tube (6) from housing.
FIGURE 2-4. LOWER BEARING RETAINER SEALS 1. Lower Bearing 3. Double Lip Rod Seal 2. Step Seal and 4. Wiper Step Seal O-Ring
8. Remove upper bearing (7) from upper bearing retainer (8). 9. Remove capscrews and washers (9) securing upper bearing retainer cap (10) to tube, if necessary. 10. Remove upper bearing retainer (8), as bearing retainer is removed, two balls (1) can also be removed. 11. Remove capscrews (12) securing lower bearing retainer (13) to housing. 12. Use puller holes in retainer flange to aid in removing retainer from housing. 13. Remove lower bearing (1, Figure 2-4), step seal (2), rod seal (3) and wiper (4) from lower bearing retainer. Remove O-rings and backup rings from O.D. of retainer.
H02007
Inspection 1. If scratches or scores are found in housing or on suspension tube, contact your HAULPAK® Distributor. 2. Maximum clearance between new upper bearing and housing is 0.020 in. (0.50 mm). 3. Maximum clearance between new lower bearing to suspension tube is 0.020 in. (0.50 mm).
Front Suspensions
H2-3
Assembly 1. Clean all components thoroughly. 2. Lightly coat all O-rings, backup rings, seals and wiper with petroleum jelly or suspension oil. 3. Install O-rings and backup rings (1, Figure 2-5) to pilot of suspension cap (2). 4. Install step seal O-ring (3) and step seal (4). Position step seal lip toward bearing of lower retainer. 5. Install rod seal (6) with lip toward bearing of lower retainer (Figure 2-5). 6. Install wiper (7) with lip pointing away from bearing. 7. Install bearing (8). 8. Install backup rings and O-ring on O.D. of lower bearing retainer. 9. Install lower retainer (9) into housing. Install washers and capscrews (5). Tighten to standard torque. 10. If removed, install retainer cap, washer (10) and nut to suspension cap. Tighten nut to 800 ft. lbs. (1084 N.m) torque. 11. Place two 3/4 in. (19 mm) balls (11) in pockets of tube. Install upper bearing retainer. 12. Install retainer cap (12), washers and capscrews (13). Tighten to standard torque. 13. Install upper bearing (14) on upper retainer (18). 14. Insert tube (15) and cap (2) into housing. Install capscrews (16). Tighten to standard torque. 15. Install plug (17) in bottom of tube. Tighten to 13 ft. lbs. (17.5 N.m) torque. 16. Add 3.5 gal. (13.25 l) of suspension oil thru charging valve hole in cap of suspension. 17. Install charging valve assembly (Figure 2-1) with new O-ring (9). Tighten 3/4 in. (19 mm) nut of charging valve to 16.5 ft. lbs. (22.4 N.m) torque. 18. If new charging valve is used, tighten 5/8 in. (16 mm) nut to 10.5 ft. lbs. (14 N.m) torque, loosen, retighten to 10.5 ft. lbs. (14 N.m) torque, loosen, retighten to 4 ft. lbs. (5.5 N.m) torque. If old valve is reused, tighten 5/8 in. (16 mm) nut to 4 ft. lbs. (5.5 N.m) torque.
FIGURE 2-5. SUSPENSION ASSEMBLY 1. O-Rings/Backup Rings 10. Washer 2. Cap 11. Steel Ball 3. Step Seal O-Ring 12. Bearing Retainer Cap 4. Step Seal 13. Capscrews & Washers 5. Capscrews & Washers 14. Upper Bearing 6. Double Lip Rod Seal 15. Tube 7. Wiper 16. Capscrews 8. Lower Bearing 17. Drain Plug 9. Lower Bearing 18. Upper Bearing Retainer Retainer
19. Correct oil level will be established when suspension is mounted on truck. Refer to Suspension Oiling and Charging procedure, this section.
H2-4
Front Suspensions
H02007
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 truck frame and a suspension rod attached to the final drive center case.
1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut (small hex) 5. Rubber Washer 6. Valve Body (large hex) 7. O-Ring 8. Valve Stem 9. O-Ring
The HYDRAIR® II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
FIGURE 3-1. CHARGING VALVE Removal Raising the rear frame of the truck will be required for rear suspension removal and installation. Jacking under the hoist cylinder frame mounts is recommended. If jacks are unavailable, the frame can be raised and lowered as required by utilizing the suspension as a jack; charging with nitrogen to raise the frame, and releasing the nitrogen to lower the frame. 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake. 2. Raise rear of truck frame to fully extend piston of suspension to be removed. 3. With suspension piston fully extended, place blocks between frame and final drive case bumper pads. Be sure blocks will not shift.
5. After all nitrogen pressure has been relieved, be certain that frame is resting solidly on blocks. Remove charging valve assembly (Figure 3-1) from top of rear suspension by unscrewing large hex and discard O-ring (9). 6. Remove suspension mount pin retainer bolts (1, Figure 3-2) and nuts from top and bottom pins. 7. Attach lifting device to suspension. Suspension weighs approximately 315 lbs.(143 kg). 8. Remove top and bottom mount pins (2, Figure 3-2) and spacers (3) and remove suspension from truck. 9. Retract rod and replace charging valve cap and protector and move suspension to work area.
4. Discharge nitrogen pressure from suspension by removing charging valve guard (1, Figure 3-3) and charging valve cap (1, Figure 3-1). Turn the charging valve swivel nut (4, small hex) counterclockwise three full turns to unseat valve seat (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (6), see DANGER below. Wearing face mask or goggles, depress valve stem until all nitrogen pressure has been relieved.
Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside.
H03006
Rear Suspensions
H3-1
Installation 1. Raise suspension into position with grease fittings (16, Figure 3-3) in housing and lower piston rod mount pointing away from rear of truck. 2. Install upper mount pin (2, Figure 3-2) and spacers (3). 3. Remove charging valve protector (1, Figure 3-3) and valve cap (2). Loosen swivel nut (small hex, 3) two turns only. 4. Extend or retract suspension rod. Install lower mount pin (2, Figure 3-2) and spacers (3) between final drive case and suspension rod mount. 5. Install mount pin retainer bolts and nuts (1). Tighten to standard torque. 6. After installation of suspension it will be necessary to check oil level and charge with nitrogen gas. Refer to Suspension Oiling and Charging procedure, this section. Disassembly 1. Remove charging valve protector (1, Figure 3-3) and valve cap (2) from charging valve. 2. Loosen swivel nut (small hex, 3) two turns only. Depress valve core and vent all nitrogen. 3. Remove charging valve body [3/4 in. (19 mm) nut] (6, Figure 3-1) and discard O-ring (9). 4. The suspension contains approximately 2.75 gal. (10.40 l) of suspension oil. Be prepared to catch this amount of oil. 5. Remove capscrews and washers (9) securing lower retainer (8) to housing (4). 6. Use puller holes in retainer (8) to aid removal. FIGURE 3-2. REAR SUSPENSION MOUNTING 1. Retainer Bolt 2. Mount Pin And Nut 3. Spacers
7. Remove piston rod tube (14) and upper bearing retainer (6) from housing. 8. Remove bearing (7) from retainer. 9. If necessary, remove capscrews and washers (5) securing bearing retainer (6) to piston rod tube (14). Two steel balls (15) will fall free. Retain these. 10. If scratches or scores are found in housing or suspension tube, contact your area HAULPAK® Distributor. 11. Maximum clearance between new bearing and housing is 0.020 in. (0.50 mm). 12. Maximum clearance between lower retainer and tube is 0.020 in. (0.50 mm).
H3-2
Rear Suspensions
H03006
Assembly 1. Clean all parts thoroughly. 2. Lightly coat all O-rings, backup rings, seals and wipers with petroleum jelly or suspension oil. 3. Install O-ring/back-up ring and step seal (12, Figure 3-4) in seal retainer. Position lip of step seal toward inside of suspension. 4. Install double lip rod seal (11) in retainer. 5. Install wiper seal (10) in retainer. 6. Install backup rings and O-rings (13) on O.D. of retainer. 7. If bearing retainer (6) was removed from piston tube (14), install two balls (15) and bearing retainer to piston tube. Tighten capscrews to standard torque. 8. Place bearing (7) on retainer (6). 9. Install piston tube and retainer assembly into suspension housing (4). 10. Install seal retainer (8) over tube. Tighten capscrews (9) to standard torque. 11. Pour 2 gal. (7.5 l) of suspension oil into suspension through charging valve hole. 12. Install charging valve (Figure 3-1) using new O-ring (9). Tighten 3/4 in. (19 mm) nut to 16.5 ft. lbs. (22.3 N.m) torque. 13. If a new charging valve is used, tighten 5/8 in. (16 mm) swivel nut (3, Figure 3-3) to 10.5 ft. lbs. (14 N.m), release and retighten to 10.5 ft. lbs. (14 N.m) and release, retighten to 4.0 ft. lbs. (5.5 N.m). If the old charging valve is reused, tighten swivel nut to 4.0 ft. lbs. (5.5 N.m) torque. 14. Install valve cap (2) and valve guard (1). FIGURE 3-3. REAR SUSPENSION ASSEMBLY 1. Charging Valve Guard 9. Capscrews & Washers 2. Charging Valve Cap 10. Wiper Seal 3. Swivel Nut (Small Hex) 11. Double Lip Rod Seal 4. Suspension Housing 12. O-Ring/Back-up Ring 5. Capscrews & Washers 13. O-Rings/Back-up Rings 6. Upper Brng. Retainer 14. Piston Rod Tube 7. Upper Bearing 15. Steel Ball 8. Lower Seal Retainer 16. Gease Fitting
H03006
Rear Suspensions
H3-3
REAR SUSPENSION SPHERICAL BEARING REPAIR NOTE: If either top or bottom spherical bearings (2, Figure 3-5) are to be replaced with suspension mounted on truck, be sure truck frame is securely supported. Refer to Suspension Removal and Installation for procedure. Securely support suspension as bearing is being removed and installed. Disassembly 1. Remove retaining ring (2, Figure 3-5) from mounting eye of housing or tube. 2. Remove bearing (2). Inspection 1. Inspect mount pin (3), spacers (4) and mounting eye bearing bores for damage. Replace as necessary.
FIGURE 3-4. SPHERICAL BEARING INSTALLATION 1. Retaining Ring 3. Mount Pin 2. Spherical Bearing 4. Spacers Assembly
2. Tolerance Dimensions: Suspension frame and final drive mount pin bores I.D. to mount pin O.D.: + 0.005 in. (0.012 mm) to 0.0035 in. (0.088 mm). Spherical bearing O.D. to suspension mount bearing bore I.D.: -0.0002 in. (0.005 mm) to + 0.0018 in. (0.045 mm). Spherical bearing I.D. to mount pin O.D.: -0.0001 in. (0.002 mm) to + 0.0015 (0.038 mm). Assembly 1. Install spherical bearing (2) in mount eye bore. 2. Install retaining ring (1). 3. Refer to Suspension Installation. Be sure grease is applied to bearing before operating truck. 4. After suspension is installed on truck, it may be necessary to charge suspension with nitrogen. Refer to Suspension Oiling and Charging procedure, this section.
H3-4
Rear Suspensions
H03006
OILING AND CHARGING PROCEDURES GENERAL
EQUIPMENT LIST
These procedures cover Oiling and Charging of HYDRAIR® II suspensions on HAULPAK® trucks. HYDRAIR® II suspensions which have been properly charged will provide improved handling and a better ride while improving truck frame fatigue life and better 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 chart in the operator cab will result in a better ride and will extend the service life of the truck main frame and HYDRAIR® II suspensions.
HYDRAIR® Charging Kit Jacks and/or Overhead Crane Support Blocks for Oiling height - Front Support Blocks for Nitrogen Charging height- Front HYDRAIR® Oil (See Specifications Chart) Dry Nitrogen (See Specifications Chart)
HYDRAIR® CHARGING KIT Assemble service kit as shown in Figure 4-1 and attach to container of pure dry nitrogen (8).
Installation of Charging Kit 1. Remove protective covers and charging valve caps from suspensions to be charged. 2. Turn "T" handles (1, Figure 4-1) of adapters (2) completely counterclockwise.
All HYDRAIR® II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety instructions, Cautions, and Warnings provided in the following procedures to prevent any accidents during Oiling and Charging. Proper charging of HYDRAIR® II suspensions requires that three (3) basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct. FIGURE 4-1. HYDRAIR CHARGING KIT ®
For best results, HYDRAIR II suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first.
NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after truck has been operated, these dimensions may vary.
H04008 8/96
1. "T" Handle 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (to gauge) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas (Specifications Chart) NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N.
Oiling and Charging Procedures 140M/210M
H4-1
3. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 4. Attach charging valve adapters (2) to each suspension charging valve stem. 5. Turn "T" handles (1) clockwise (this will depress core of charging valve and open gas chamber of suspension).
FRONT SUSPENSION 1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Thoroughly clean area around charging valve on the suspensions. Remove protective covers from charging valves.
6. Open both outlet valves (3). By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together.
2. Turn "T" handles (1) counterclockwise to release charging valve cores.
All HYDRAIR® II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging.
3. Remove charging valve adapters (2) from charging valves.
Front Suspension Oiling
Removal of Charging Kit 1. Close both outlet valves (3).
4. Install charging valve caps and protective covers on both suspensions.
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the correct exposed piston rod extensions. Exposed piston rod extensions are specified for both oil level and nitrogen charging for HYDRAIR® II suspensions. These dimensions are listed in tables below Figures 4-2 and 4-4. Measure dimensions from face of cylinder gland to machined surface on spindle or to top of bottom support bracket as shown. Do NOT include capscrew heads in measurements. Support blocks may be made in various forms. Mild steel materials of 0.5 in. (13mm) minimum thickness is recommended. Square bar stock or pipe segments may be used. Blocks must be capable of supporting the weight of the truck during oiling and charging procedures while avoiding contact with plated surfaces and seals on the suspension.
When blocks are in place on a suspension, they must be secured with a strap or other means to insure the blocks stay in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. 1. Position and secure oiling height dimension blocks in place (Figure 4-2) so when nitrogen pressure is released, suspensions will lower to seat on the blocks. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. Place 2 blocks (180o apart) on each side of suspension to provide stability.
Refer to Figure 4-2 for front suspension support block placement. As an aid for identification for next use, some operations color code the support blocks to mark them as used for: Truck Model, Oiling, or Charging for Front or Rear suspensions.
H4-2
Wear a face mask or goggles while relieving nitrogen pressure.
Oiling and Charging Procedures 140M/210M
H04008 8/96
2. Remove charging valve cap. Turn the charging valve swivel nut (4, Figure 4-3) counterclockwise three full turns to unseat valve. DO NOT TURN LARGE HEX (6). The charging valve body has a bleeder groove in its mounting threads but for safety of all personnel, the valve body must not be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen has been vented to atmosphere, loosen and remove the charging valve. The suspension should have collapsed slowly and be seated solidly on the support blocks. 4. Fill the suspension with clean HYDRAIR® oil until the cylinder is full to top of charging valve bore. Drip pans should be used and all spillage cleaned from outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Loosely install charging valve.
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging blocks at hand (Figure 4-2), use crane or jacks to raise the truck to provide clearance for the blocks. 2. Remove oiling blocks and install nitrogen charging blocks. Secure blocks so they will not fly free. Lower truck frame until the blocks are firmly and squarely seated between the spindle and the cylinder housing. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals. 3. Install charging valve with new lubricated "O" ring (9, Figure 4-3), use clean HYDRAIR® oil. 4. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated counterclockwise three full turns.
FIGURE 4-2. FRONT SUSPENSION DIMENSIONS TRUCK MODEL SIZE
OILING HEIGHT in. (mm)
CHARGING HEIGHT in. (mm)
CHARGING PRESSURE psi (kPa)
140M
2.0 (50.8)
7.88 (200)
335 (2309)
210M
2.0 (50.8)
7.88 (200)
410 (2826)
H04008 8/96
FIGURE 4-3. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut (small hex, 0.625 in.) 5. Rubber Washer
Oiling and Charging Procedures 140M/210M
6. Valve Body (large hex nut - 0.75 in.) 7. O-Ring 8. Valve Stem 9. O-ring
H4-3
REAR SUSPENSION 1. Park unloaded truck on a hard, level surface. Block wheels, apply parking brake. 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 charts (Figure 4-5). ®
5. Install HYDRAIR Charging Kit and bottle of pure dry nitrogen. Charge the suspension with nitrogen gas to the pressure shown below Figure 4-2. DO NOT use an overcharge of nitrogen to lift the suspension off the blocks.
2. Throughly clean around charging valves on suspensions. Remove protective covers from charging valves.
All HYDRAIR® II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging.
6. Shut off gas and remove charging kit components. 7. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque. 8. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again loosen swivel nut and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
Rear Suspension Oiling
Lifting equipment (Crane or Hydraulic Jacks) must be of sufficient capacity to lift truck weight. Be certain that all personnel are clear of lift area before lift is started.
9. Replace protective guard over charging valve. 10. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove these blocks. The HAULPAK® front suspensions are now ready for operation. Visually check rod extensions both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.
NOTE: Oiling and nitrogen charging dimensions for these suspensions must be measured from centerline of upper rear suspension mount pin to centerline of lower rear suspension mount pin. Support blocks as described for front suspensions cannot be used.
1. Use lifting equipment (crane or hydraulic jacks) to raise truck to establish the dimensions shown in the chart below Figure 4-4.
Make certain all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen.
H4-4
Oiling and Charging Procedures 140M/210M
H04008 8/96
2. Remove charging valve cap (1, Figure 4-3). Turn the charging valve swivel nut (4) counterclockwise three full turns to unseat valve seat. DO NOT TURN LARGE HEX (6). The charging valve body has a bleeder groove in its mounting threads but for safety of all personnel the valve body MUST NOT be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to atmosphere, loosen and remove the charging valve. The suspension should have collapsed slowly as gas pressure was released. Truck weight should now be supported by the crane or jacks. 4. Fill the suspension with clean HYDRAIR® oil until the cylinder is full to top of fill plug bore. Drip pans should be used and all spillage cleaned from outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or air bubbles from the oil. Add oil if necessary. Loosely install charging valve.
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 charts (Figure 4-5). 4. Install HYDRAIR® Charging Kit and bottle of pure dry nitrogen. Charge the suspensions with nitrogen gas to the pressure shown below Figure 4-4. DO NOT use an overcharge of nitrogen to lift the suspensions off of the jacks. 5. Shut off gas and remove charging kit components. 6. If charging valve is being reused, turn swivel valve nut (4, Figure 4-3) clockwise, tighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
Rear Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started.
1. Raise rear of truck with crane or jacks to provide dimensions shown in chart below Figure 4-4. 2. Install charging valve with new lubricated "O" ring (9, Figure 4-3). Use clean HYDRAIR® oil. 3. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated counterclockwise three full turns.
H04008 8/96
FIGURE 4-4. REAR SUSPENSION DIMENSIONS TRUCK MODEL SIZE
OILING HEIGHT in. (mm)
CHARGING HEIGHT in. (mm)
CHARGING PRESSURE psi (kPa)
140M
31.6 (803)
34.5 (876)
190 (1310)
210M
31.6 (803)
34.5 (876)
240 (1655)
Oiling and Charging Procedures 140M/210M
H4-5
7. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. 8. Loosen swivel nut again and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).
The HAULPAK® rear suspensions are now ready for operation. Visually check piston rod extensions both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering and suspension rebound should also be noted.
9. Replace protective guard over charging valve. 10. Remove the lifting equipment (crane or hydraulic jacks) from the truck.
OIL AND NITROGEN SPECIFICATIONS CHARTS HYDRAIR® II OIL SPECIFICATIONS Ambient Temperature Range
Part No.
Approved Sources
-30°F & above (-34.5°C & above) VJ3911
Mobil 424 Mobil D.T.E. 15 Texaco TDH Oil AMOCO ULTIMATE Motor Oil 5W--30
Sunfleet TH Universal Tractor Fluid Chevron Tractor Hydraulic Fluid Conoco Power Tran III Fluid Petro Canada Duratran Fluid Shell Canada Donax TDL
-55°F & above (-48.5°C & above) VJ5925
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
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension. VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans. NITROGEN GAS (N2) SPECIFICATIONS Nitrogen gas used in HYDRAIR® II Suspension Cylinders must meet or exceed CGA specification G--10.1 for Type 1, Grade F Nitrogen Gas
Property
Value
Nitrogen Water Dew Point Oxygen
99.9% Minimum 32 PPM Maximum -68°F (-55°C) Maximum 0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART
H4-6
Oiling and Charging Procedures 140M/210M
H04008 8/96
SECTION J BRAKE CIRCUIT BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . Charging . . . . . . . . . . . . . . . . . . . . . . . Manual Application . . . . . . . . . . . . . . . . . . HYDRAULIC OIL MANIFOLD . . . . . . . . . . . . . . . BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . ACCUMULATOR PRECHARGE . . . . . . . . . . . . . LOW-PRESSURE BRAKE DETECTION MODULE . . . . Low-Pressure Sensing Shuttle Valve . . . . . . . . Brake Accumulator Pressure Checks . . . . . . . . Accumulator Shuttle Valve . . . . . . . . . . . . . Accumulator Discharge Valves (Bleeddown Valves) Emergency Apply Valve . . . . . . . . . . . . . . . Brake Pressure Warning Switch . . . . . . . . . . . BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . Brake Lock Shuttle Valve . . . . . . . . . . . . . . Brake Lock Solenoid Valve . . . . . . . . . . . . . Brake Manifold Shuttle Valves . . . . . . . . . . . . Steering Bleeddown Solenoid Valve . . . . . . . . Steering Accumulator Pressure Check . . . . . . . SERVICE BRAKE TREADLE VALVE . . . . . . . . . . . RETARDER TREADLE VALVE . . . . . . . . . . . . . . SERVICE BRAKE/RETARDER SHUTTLE VALVE . . . . STOP LIGHT MANIFOLD AND TEE . . . . . . . . . . . REAR BRAKE SHUTTLE VALVE . . . . . . . . . . . . . WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . LOW-PRESSURE BRAKE DETECTION MODULE . . . . . . . . . . . . . . BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKE ACCUMULATOR REPAIR (Refer To Section "L", Hydraulic System) SERVICE BRAKE TREADLE VALVE REPAIR . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY OF TREADLE VALVE ASSEMBLY . . . . . . . . . . . Removal of Brake Manifold . . . . . . . . . . . . . . . . . . . . . Brake Valve Disassembly . . . . . . . . . . . . . . . . . . . . . . ASSEMBLY OF TREADLE VALVE ASSEMBLY . . . . . . . . . . . . . Brake Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . Installation of Brake Manifold . . . . . . . . . . . . . . . . . . . . ADJUSTMENT FOR MAXIMUM DELIVERY PRESSURE . . . . . . . . BRAKE PEDAL ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . SERVICE BRAKE TREADLE PEDAL . . . . . . . . . . . . . . . . . . . . . Pedal Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J01006 8/90
Brake System Index
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
J2-1 J2-1 J2-1 J2-1 J2-2 J2-2 J2-2 J2-2 J2-2 J2-2 J2-3 J2-3 J2-3 J2-3 J2-3 J2-3 J2-4 J2-4 J2-4 J2-4 J2-4 J2-4 J2-5 J2-5 J2-5 J2-5
J3-1 J3-1 J3-1 J3-2 J3-2 J3-2 J3-3 J3-3 J3-3 J3-5 J3-5 J3-5 J3-7 J3-7 J3-8 J3-10 . J3-10 . J3-10
J1-1
RETARDER TREADLE VALVE . . . . . . Removal . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . Retarder Treadle Pedal Disassembly Retarder Treadle Pedal Assembly . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. J4-1 . . J4-1 . J4-2 . . J4-2 . J4-3 . J4-4 . J4-4 . J4-5 . J4-9
FRONT WHEEL SPEED DISC BRAKES . . . . . . . . . . . Lining Replacement On Truck . . . . . . . . . . . BRAKE CALIPER REPAIR . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . Piston and Seal Removal . . . . . . . . . . . . . . Piston and Seal Installation . . . . . . . . . . . . . BRAKE CALIPER BENCH TEST . . . . . . . . . . . . . FRONT BRAKE BLEEDING PROCEDURE . . . . . . . FRONT SERVICE BRAKE BURNISHING PROCEDURE
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
J5-1 J5-1 J5-2 J5-2 J5-2 J5-2 J5-3 J5-3 J5-4 J5-4
REAR WET DISC BRAKE ASSEMBLY . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . Wet Disc Brake Disassembly . . . . . . . . . . . Brake Piston Disassembly . . . . . . . . . . . . Brake Piston Inspection . . . . . . . . . . . . . Brake Piston Assembly . . . . . . . . . . . . . . Floating Ring Seal Installation . . . . . . . . . . Wet Disc Brake Assembly . . . . . . . . . . . . REAR WET DISC BRAKE BLEEDING PROCEDURE . REAR BRAKE DISC WEAR INDICATOR . . . . . . . Removal/Installation From One Brake To Another
. . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
J6-1 J6-1 . J6-2 . J6-3 . J6-6 . J6-6 . J6-6 . J6-7 J6-11 J6-13 J6-14 J6-14
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . Removal/Installation . . . . . . . . . . . . Park Brake Lining Adjustment . . . . . . . . Park Brake Linkage Adjustment . . . . . . . PARK BRAKE ACTUATOR ASSEMBLY REPAIR Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . Actuator Spring Pod Disassembly . . . . . Actuator Spring Pod Assembly . . . . . . . PARK BRAKE BURNISHING . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. J7-1 . . J7-1 . J7-1 . J7-1 . J7-2 . J7-2 . J7-2 . J7-3 . J7-3 . J7-3 . J7-4 . J7-4
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . CIRCUIT TRACKING . . . . . . . . . . . . . . . INITIAL SYSTEM SET-UP . . . . . . . . . . . . CHECK OF BRAKE CIRCUIT SHUTTLE VALVES BRAKE SYSTEM CHECKOUT . . . . . . . . . FAILURE MODE CHECKOUT . . . . . . . . . . BRAKE VALVE LEAKAGE . . . . . . . . . . . . TROUBLESHOOTING . . . . . . . . . . . . . . CHECKOUT DATA SHEET . . . . . . . . . . . .
J1-2
. . . . . . .
. . . . . . . . . . . .
. . . . . . .
. . . . . . . . . . . .
. . . . . . .
. . . . . . . . . . . .
Brake System Index
J3-11 J3-11 J3-11 J3-12 J3-12 J3-13 J3-13
J01006 8/90
BRAKE CIRCUIT
FIGURE 2-1. BRAKE CIRCUIT 1. Hydraulic Oil Manifold 8. Service Brake/Retarder Shuttle Valve 2. Low-Pressure Brake Detection Module 9. Wet Disc Brakes 3. Accumulator Discharge Valves 10. Stop Light Manifold 4. Accumulators (Front and Rear Brakes) 11. Steering/Brake Hydraulic Pump 5. Service Brake Treadle Valve 12. Front Brake Calipers 6. Brake Manifold 13. Rear Brake Shuttle Valves 7. Retarder Treadle Valve (Rear Brakes Only) 14. Tee The brake circuit is an all-hydraulic-actuated mineral oil system, normally operating at 2750 psi (19.25 MPa) pressure. The manual apply system is controlled by the operator through the Service Brake Treadle Valve (5, Figure 2-1). The operator can modulate applied pressure to the front and rear brakes. The separate Retarder Treadle Valve (7, Figure 2-1), controls the rear brakes only. This pressure is also modulated by the operator.
CIRCUIT OPERATION Charging When the engine is started with the brake circuit completely bled down, oil from the steering/brake pump (11, Figure 2-1) enters the Oil Manifold (1) and then to each of two brake circuit accumulators (4). From the accumulators the oil enters the Low-Pressure Brake Detection Module (2) and all of its components. From there, the oil enters the brake manifold (6) and its components. The oil then enters the service brake treadle valve (5) and the retarder treadle valve (7).
J02008 8/90
Two separate circuits; one from the front (right) brake treadle valve/retarder circuit, and one from the rear (left) brake treadle valve circuit, provide a means of applying the rear brakes in the event pressure is reduced or lost in one of the circuits. The system also features an automatic emergency apply. If the system pressure decreases to 1650 psi (11.6 MPa) or lower, all four wheel brakes will be applied automatically. Refer to Hydraulic Schematic, Section "R" for details of circuit operation. As brake circuit pressure continues to increase, the signal from the low pressure sensing shuttle valve releases the emergency apply valve, blocking the emergency apply pilot signal to the pilot piston of the service treadle valves, releasing the brakes. When system pressure reaches approximately 2000 psi (14 MPa), the brake pressure warning switch opens, turning off the instrument panel warning light. Anytime the emergency apply valve is activated, the brake pedal will move freely through its normal travel with little or no effort. If the emergency apply valve deactivates while the pedal is depressed a slight "kick" of the pedal will be felt.
Brake Circuit
J2-1
Manual Application
Low-Pressure Sensing Shuttle Valve
With the system fully charged, apply pressure from the Service Brake Treadle Valve to the brakes can be modulated from 0 -- 1350 ± 100 psi (0 -- 9.45 ± 0.7 MPa) by depressing the brake pedal. The Retarder Treadle Valve can also be modulated from 0 -- 1150 ± 100 psi (0 -- 7.9 ± 0.7 MPa) by depressing the retarder pedal.
The Low-Pressure Sensing Shuttle Valve (1, Figure 2-2) is a replaceable cartridge spool-type valve that senses pressure from each accumulator. The lower of the two accumulator pressures will be directed to the pilot end of the emergency apply valve (5) and brake pressure warning switch (7). When accumulator pressures are equal, the shuttle is balanced, supplying oil to the circuits mentioned above.
HYDRAULIC OIL MANIFOLD The hydraulic oil manifold (1, Figure 2-1) is used as an oil distribution center for charging the steering and both brake accumulators. Each of three outlet ports has a check valve that allows oil to flow only to the accumulator it supplies.
Brake Accumulator Pressure Checks Two quick disconnect pressure check points (2 & 6, Figure 2-2) are provided for testing brake accumulator pressures. Refer to "Brake Circuit Checkout", this section, for testing procedures.
BRAKE ACCUMULATORS There are two brake accumulators (4, Figure 2-1) in the brake circuit to supply pressure for emergency operation and during normal application (an additional inboard mounted large accumulator is used for the steering circuit). The accumulators are floating piston type with nitrogen gas on the top side of piston. The nitrogen gas end of each accumulator contains a precharge pressure switch and charging valve. The outlet port directs oil to the low-pressure brake detection module (2), and the brake manifold (6). The accumulators are located on the back of the right front deck support. The smaller outboard accumulator supplies pressure to the front brakes and also supplies an alternate apply line to the rear brakes. The retarder circuit is also supplied from this accumulator. The larger (middle) accumulator supplies pressure to the rear brakes only. Refer to Section "R", Schematics.
ACCUMULATOR PRECHARGE When the key switch is first turned on before starting the engine, the accumulator nitrogen precharge warning light on instrument panel should be "Off". If the light is "On", the nitrogen charge on both accumulators should be checked; correct precharge is 1050 psi (7.3 MPa).
LOW-PRESSURE BRAKE DETECTION MODULE The low-pressure brake detection module (2, Figure 2-1) is located under the accumulators on the right side of the truck between the accumulators and the brake manifold in the brake circuit. Figure 2-2 outlines the internal circuitry and components.
J2-2
FIGURE 2-2. LOW-PRESSURE BRAKE DETECTION MODULE 1. Low-Pressure Sensing Shuttle Valve 2. Front Brake Accumulator Pressure Check 3. Accumulator Shuttle Valve 4. Brake Accumulator Discharge Valves (Manual Bleeddown Valves) 5. Emergency Brake Apply Valve 1650 psi (11.4 MPa) 6. Rear Brake Accumulator Pressure Check 7. Brake Warning Pressure Switch 2000 psi (13.8 MPa)
Brake Circuit
J02008 8/90
Accumulator Shuttle Valve
Emergency Apply Valve
The accumulator shuttle (3, Figure 2-2) valve is a replaceable cartridge ball type valve that senses pressure from each accumulator. The higher of the two pressures is directed to the supply port of the emergency apply valve.
The emergency apply valve (5, Figure 2-2) is a replaceable cartridge, spring operated, normally open (N.O.) spool type directional valve. When the pilot pressure from the low pressure sensing shuttle valve (1) is higher than the spring pressure of the emergency apply valve, the valve will be held in the normal operating position (pilot port to brake manifold is blocked).
Accumulator Discharge Valves (Manual Bleeddown Valves) Two accumulator discharge valves (4, Figure 2-2) are located on top of the low-pressure detection module and are used for draining the brake accumulator(s). The right valve controls the front accumulator; the left valve controls the rear accumulator. Turning the valve handles counterclockwise will allow stored accumulator oil pressure to return to tank. Turning the valves clockwise will close the drains and allow the accumulators to charge when the engine is started.
When the pilot pressure on the spool of the emergency valve (5) decreases to approximately 1650 psi (11.5 MPa) the spring moves the spool to the open position directing accumulator pressure to the pilot ports of the service brake treadle valves applying the brakes at all wheels. Brake Pressure Warning Switch The brake pressure warning switch (7, Figure 2-2) is a normally closed, double pole, single throw switch located in the pilot circuit between the low pressure sensing shuttle valve (1) and emergency apply valve (5). If emergency apply pilot pressure decreases to 2000 psi (14 MPa) or below, the switch closes, turning on the brake pressure warning light and alarm on the instrument panel.
BRAKE MANIFOLD The brake manifold valve (6, Figure 2-1) is mounted to the service brake treadle valve (5, Figure 2-1). Figure 2-3 outlines the internal circuitry and components. Refer to "Brake Circuit Component Service", this section, for more information. Brake Lock Shuttle Valve The Brake Lock Shuttle Valve (5, Figure 2-3) is located between the brake lock solenoid (6) and the emergency apply valve port (1) from the low-pressure brake detection module.
FIGURE 2-3. BRAKE MANIFOLD 1. Emergency Apply Valve Port 2. Return to Tank 3. Steering Bleeddown Solenoid Valve 4. Steering Accumulator Pressure Check 5. Brake Lock Shuttle Valve 6. Brake Lock Solenoid Valve 7. Brake Manifold Shuttle Valve
J02008 8/90
• When the brake lock solenoid is energized, accumulator oil pressure will shift the shuttle ball to block the pilot port to the right (front) brake valve. The pilot port to the left brake valve will be open and allow the oil pressure to apply the rear brakes only. • When the emergency apply valve is energized, accumulator oil pressure will shift the shuttle ball to block the brake lock pilot port and allow both pilot ports of the service brake valves to be open to the oil pressure to apply all wheel brakes.
Brake Circuit
J2-3
Brake Lock Solenoid Valve
SERVICE BRAKE TREADLE VALVE
The brake lock valve (6, Figure 2-3) is a replaceable cartridge, solenoid operated, normally closed (N.C.) directional spool valve. The valve receives a supply of oil from the accumulator shuttle valve. The solenoid is energized by the instrument panel mounted brake lock switch. When energized, the solenoid moves the spool, directing oil to the left pilot through a shuttle valve (5) which then applies the rear brakes. When the solenoid is not energized, the rear brake pilot port is open to tank, releasing the rear brakes.
The Service Brake Treadle Valve (5, Figure 2-1) contains two valves for brake application. A single pedal operates both valves for manual brake application. The left valve operates rear brakes only; the right operates the front brakes and also supplies an alternate apply line to the rear brakes. Each valve is a pressure modulating directional valve made up of two sections; an apply section and a modulating section.
Brake Manifold Shuttle Valve The brake manifold shuttle valve (7, Figure 2-3) is located between the two accumulator circuits. It will sense the higher of the two accumulator pressures, allowing oil to pass to the Brake Lock Solenoid Valve. This will act as a pilot when Brake Lock is applied, allowing oil to close shuttle valve (5) in the emergency apply circuit to the brake treadle valve pilot. Steering Bleeddown Solenoid Valve The Steering Bleeddown Solenoid Valve is a replaceable assembly. Refer to "Steering Bleeddown Solenoid Valve and Low Steering Pressure Switch", Section "L" for more information. Steering Accumulator Pressure Check A quick-disconnect (4, Figure 2-3) is provided for checking steering accumulator pressure. Refer to "Steering Circuit Test Procedure", Section "L".
The apply section is either pilot or manually operated. The modulating section will deliver oil from accumulator circuits to brake circuits. When a manual application is made, the delivery pressure will be modulated by pedal travel. The delivery pressure will be maintained as long as the pedal is held at that position. Maximum apply pressure is delivered when the pedal is completely depressed. Pilot application of treadle valves is available from two sources; the brake lock valve and the emergency apply valve. • When the brake lock valve is activated, a pilot signal enters the pilot section of the left treadle valve. The pilot piston applies only the rear brakes to maximum brake apply pressure. • When approximately 1650 psi (11.4 MPa) or less is sensed by the emergency apply valve, a pilot signal enters the pilot section of both brake treadle valves and opens both accumulator circuits to supply oil to apply all wheel brakes at accumulator circuit pressure. The service brake treadle pedal is non-responsive when this occurs.
RETARDER TREADLE VALVE The retarder treadle valve (7, Figure 2-1) is located to the left of the service brake treadle valve and applies the rear brakes only. It is a manually operated pressure modulating directional valve which delivers oil from the front brake accumulator circuit to the rear brakes. When an application is made, the delivery pressure will be modulated by pedal travel. This delivery pressure will be maintained as long as the pedal is held at that position. Maximum apply pressure is 1150 psi (8.05 MPa) when the pedal is completely depressed.
J2-4
Brake Circuit
J02008 8/90
SERVICE BRAKE/RETARDER SHUTTLE VALVE
WET DISC BRAKE ASSEMBLY
The Service Brake/Retarder Shuttle Valve (8, Figure 2-1), is a two way valve mounted under the cab on a cross member near the brake and retarder treadle valves. It is located between the service brake treadle valve and the retarder treadle valve circuit. The purpose of the shuttle valve is to separate the oil flow from either the service brake treadle valve or the retarder treadle valve from flowing into the other valve. When the service brake treadle valve is applied, hydraulic pressure from the small accumulator, through the right side brake controller valve will cause the shuttle valve to shift, blocking the flow of oil to the retarder treadle valve, but allowing oil to apply the front and rear brakes. When the retarder valve is applied, the shuttle valve will shift to the other side, preventing oil from entering the service brake treadle valve, but will allow oil from the same small accumulator circuit to apply the rear brakes only.
STOP LIGHT MANIFOLD AND TEE A manifold (10, Figure 2-1) is mounted on the final drive anchor structure which contains the stop light pressure switch. It receives brake apply pressure from the front (right) brake treadle valve/retarder circuit (small brake accumulator) and activates the rear stop lights. It also distributes the apply pressure to one port of each rear brake shuttle valve. A tee (14, Figure 2-1) is mounted above the manifold and receives brake apply pressure from the rear (left) brake treadle valve and distributes apply pressure to the other port of each rear brake shuttle valve.
A Wet Disc Brake Assembly (9, Figure 2-1) is mounted on both sides of the differential on the final drive housing and inboard from the wheel hub and planetary drive. The assembly contains a shuttle valve assembly, a splined housing, two damper discs, ten separator plates, eleven friction discs, a spacer, a piston assembly, and a splined rotating hub. The housing is internally splined to retain the steel damper and separator discs. The separator discs are alternately placed between the friction faced discs which are splined to the rotating hub. The inboard side of the assembly contains the piston assembly which is activated by hydraulic pressure from either the service brake treadle valve or the retarder treadle valve. As hydraulic pressure is applied, the piston moves and compresses the rotating friction faced discs against the stationary steel discs. The friction forces generated resist the rotation of the wheels. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped. The complete brake disc pack is cooled by hydraulic oil. The cooling oil circuit is a low-pressure circuit which is completely separate from the high-pressure piston apply circuit. The cooling oil flows from the pump, through two 12 micron (absolute) filters, through a heat exchanger, to the brake assembly housing (from the outside of the housing inward to the rotating hub for maximum cooling) and then to the hydraulic tank. Dynamic retarding is also provided by the wet disc brakes. The dynamic retarding is used to slow the truck during normal truck operation or to control speed coming down a grade. When the operator’s retarder pedal is depresed, front wheel brakes are not used; only the rear wet disc brakes are applied.
REAR BRAKE SHUTTLE VALVES A Shuttle Valve (13, Figure 2-1) is mounted at each rear brake assembly. These shuttle valves normally receive brake apply pressures from two separate circuits as described above; one from the front (right) brake treadle valve/retarder circuit through the stop light manifold, and one from the rear (left) brake treadle valve circuit and through the tee. Having two separate circuits provides a means of applying the rear brakes in the event pressure is reduced or lost in one of the circuits. The shuttle valves will move and close off the lower pressure side and the rear brakes will be applied through the higher pressure line.
J02008 8/90
Brake Circuit
J2-5
NOTES
J2-6
Brake Circuit
J02008 8/90
BRAKE CIRCUIT COMPONENT SERVICE a normally closed, double pole, single throw switch and is replaceable as an assembly. Before removing any brake lines or brake circuit components, be sure brake accumulators are bled down. To bleeddown accumulators: • BLOCK WHEELS OF TRUCK! • Turn key switch "OFF", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open.
BRAKE MANIFOLD The brake manifold is mounted to the service brake treadle valves under the cab of the truck. It contains the following components which are individually serviceable without removing the complete manifold from the truck: • • • • •
Steering Bleeddown Solenoid Valve Steering Accumulator Pressure Check Brake Lock Shuttle Valve Brake Lock Solenoid Valve Brake Manifold Shuttle Valve
LOW PRESSURE BRAKE DETECTION MODULE The low-pressure brake detection module ( Figure 3-1) is a serviceable component and is mounted under the accumulators on the right side of the truck. Refer to "Brake Circuit Checkout", this section, for testing and troubleshooting this valve and its internal components. All components are individually serviceable without removing the complete module from the truck. Low-Pressure Sensing Shuttle Valve The Low-Pressure Sensing Shuttle Valve (7, Figure 3-1) is replaceable as a cartridge assembly. Accumulator Shuttle Valve The accumulator shuttle (6, Figure 3-1) valve is replaceable as a cartridge assembly. Accumulator Discharge Valves (Bleeddown Valves) The Accumulator Discharge Valves (Manual Bleeddown Valves) are replaceable as a cartridge assemblies. Emergency Apply Valve The emergency apply valve (2, Figure 3-1) is replaceable as a cartridge assembly. Brake Pressure Warning Switch The brake pressure warning switch (11, Figure 3-1) is
J03011 8/90
FIGURE 3-1. LOW-PRESSURE BRAKE DETECTION MODULE 1. Rear Accumulator Discharge Valve (Manual Bleeddown Valve) 2. Emergency Brake Apply Valve 1650 psi (11.4 MPa) 3. Front Accumulator Discharge Valve (Manual Bleeddown Valve) 4. From Front Brake Accumulator 5. Mounting Capscrew 6. Accumulator Shuttle Valve 7. Low-Pressure Sensing Shuttle Valve 8. Front Brake Accumulator Pressure Check 9. Return to Tank 10. Rear Brake Accumulator Pressure Check 11. Brake Warning Pressure Switch 2000 psi (13.8 MPa) 12. From Rear Brake Accumulator 13. Manifold Housing
Brake Circuit Component Service
J3-1
Refer to "Service Brake Treadle Valve" for removal or installation.
BRAKE ACCUMULATOR REPAIR Refer to "Accumulator Repair", Section "L".
SERVICE BRAKE TREADLE VALVE The Service Brake Treadle Valve Assembly (Figure 3-2) consists of a pedal assembly and two modulating, pilot applied valves to apply the front and rear brakes of the truck. The right valve (as assembly is mounted in cab) controls the front and rear brakes and the left valve controls the rear brakes only. It receives oil supply from the two brake accumulators, allowing the pressure to be modulated from 0 - 1350 psi (0 - 9.3 MPa). The bushing mounted pedal is attached to a base using two threaded studs, which allows the pedal to move when depressed by the operator for brake application.
Two trunnion mounted rollers are centered over the two piston apply rods. When the pedal is depressed for brake application, the piston apply rods push the pistons in the valve body down, allowing pressurized oil to pass to the front and rear brake assemblies. Removal Before removing any brake lines or brake circuit components, be sure brake accumulators are bled down. To bleeddown accumulators: • Turn key switch "OFF", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open.
J3-2
FIGURE 3-2. SERVICE BRAKE TREADLE VALVE (As Viewed From Front Of Truck) 1. Pedal 8. Rear Brake Apply Port 2. Roller 9. Capscrews (eight) 3. Snap Ring 10. Plug (two) 4. Threaded Stud 11. Front Brake Apply Port 5. Push Rod Assembly 12. Capscrews (four) 6. Valve Body 13. Pedal Stop 7. Brake Manifold 14. Pin
Brake Circuit Component Service
J03011 8/90
1. After draining accumulators, indentify and tag all hose and wire connections to brake manifold and service brake treadle valve assembly for correct installation during assembly. 2. Disconnect all hoses and wires from assembly. Cap and plug all hoses and ports to prevent entry of contamination.
3. Support treadle valve assembly. Remove all capscrews, nuts and washers used to mount treadle valve assembly to the cab deck. Lower valve and brake treadle valve as an assembly. Move assembly to a clean work area.
Installation Brake pedal must be properly adjusted and delivery pressure must be checked before placing truck in service. Refer to "Adjustment for Maximum Delivery Pressure" procedure.
1. Position service brake treadle valve assembly onto cab deck. Install capscrews, washers and nuts securing valve assembly to cab deck. Tighten capscrews to standard torque. 2. Connect wires to solenoids as previously tagged. 3. Uncap and connect hoses to all ports. Tighten securely to prevent high pressure leakage. 4. Refer to steps 14 and 15, "Brake Circuit Checkout Procedure", this section. 5. Start engine and allow system to fully charge. Bleed both front and rear brakes. Refer to "Brake Bleeding" procedures, this section. 6. Check brake circuit apply pressures. Refer to steps 23 -- 27, "Brake Circuit Checkout Procedure", this section. DISASSEMBLY OF TREADLE VALVE ASSEMBLY Removal of Brake Manifold 1. Before any disassembly and with Treadle Valve Assembly positioned as mounted in cab (pedal toe pointing up and away), mark both valves and their positions on the treadle base plate. Mark valves as Right and Left. FIGURE 3-3. REMOVING TREADLE ASSEMBLY 1. Capscrews and Washers 2. Brake Manifold 3. O-Rings
J03011 8/90
2. Remove the eight capscrews (9, Figure 3-2) mounting treadle valve assembly (6) to brake manifold (7). Place manifold in a clean work area.
Brake Circuit Component Service
J3-3
FIGURE 3-6. VALVE DISASSEMBLY 1. Pilot Piston 3. O-Rings 2. Pilot Housing 4. Back-Up Rings
FIGURE 3-4 . VALVE DISASSEMBLY 1. Boot 3. Pushrod 2. Spring
FIGURE 3-7. VALVE DISASSEMBLY 1. Apply Plunger 4. Modulation Housing 2. O-Ring 5. Shims 3. Spring
FIGURE 3-5. VALVE DISASSEMBLY 1. Pilot Housing 3. Capscrews 2. Modulating Housing 4. O-Ring
J3-4
FIGURE 3-8. VALVE DISASSEMBLY 1. Snap Ring 4. Regulating Piston 2. Spring Retainer 5. Sleeve 3. Snap Ring 6. Spring
Brake Circuit Component Service
J03011 8/90
NOTE: O-rings (3, Figure 3-3) are placed between the brake mainfold and treadle valve bodies. Remove and discard. 3. Remove threaded studs (4) and pedal (1). Inspect for worn or damaged parts, particularly pedal bushings. 4. Remove four capscrews (12) and separate valve bodies from pedal assembly. 5. Brake valve(s) can now be serviced.
1. Remove boot (1, Figure 3-4) pushrod (3) and spring (2). 2. Match mark pilot housing (1, Figure 3-5) and modulation housing (2). 3. Remove capscrews (3) connecting the pilot housing to modulating housing and separate the housings. 4. Push pilot piston (1, Figure 3-6) from pilot housing(2). 5. Remove O-rings (3) and backup rings (4) from pilot housing.
Brake Valve Disassembly During servicing, the right and left brake valves should be serviced separately and their components should not be interchanged.
6. Remove apply plunger (1, Figure 3-7) O-ring (2) and spring (3) from the modulation housing (4). Observe shims (5) between spring and plunger and maintain this arrangement.
NOTE: During disassembly, do not scratch or mar housing or O-ring grooves.
7. Depress spring retainer (2, Figure 3-8), remove snap ring (1), remove spring retainer.
8. Remove snap ring (3), regulating piston (4), sleeve (5) and spring (6). 9. Remove plug (1, Figure 3-9), guide (4), washer (6) and spring (3). 10. Pull out cage spacer (5) and ball assembly (9). 11. Remove all seals, O-rings and backup rings from all pieces and discard. ASSEMBLY OF TREADLE VALVE ASSEMBLY Brake Valve Assembly If repair of valve requires replacement of internal components other than seals, test equipment will be required for proper adjustment of maximum delivery pressure. NOTE: In following assembly, do not scratch or mar housing or O-ring grooves.
FIGURE 3-9. VALVE DISASSEMBLY 1. Plug 2. O-Ring 3. Spring 4. Guide 5. Cage Spacer
J03011 8/90
6. Washer 7. Seal 8. Backup Ring 9. Ball Assembly
1. Clean and inspect all parts for wear; replace any damaged parts. Use all new O-rings and backup rings. Lubricate all parts with clean C-3 hydraulic oil. 2. Install O-ring (2, Figure 3-10) on ball assembly guide (1). Install ball assembly into housing.
Brake Circuit Component Service
J3-5
FIGURE 3-11. VALVE ASSEMBLY 1. Snap Ring 5. Shims 2. Washer 6. Apply Plunger 3. Snap Ring 7. O-Ring 4. Spring 8. Housing FIGURE 3-10. VALVE ASSEMBLY 1. Ball Assembly Guide 6. Regulating Piston 2. O-Ring 7. Roll Pin 3. Seal 8. Backup Ring 4. Backup Ring 9. O-Ring 5. Reg. Piston Sleeve 10. Spring 3. Install backup ring (4) on regulating piston toward roll pin (7). Install seal (3) with lip pointing away from roll pin. 4. Install regulating piston (6) inside of regulating piston sleeve (5).
FIGURE 3-12. VALVE DISASSEMBLY 1. Pilot Piston 3. O-Rings 2. Pilot Housing 4. Back-Up Rings 6. Install backup ring (8, Figure 3-9) toward head of plug (1). Install seal (7) with lip pointing away from head of plug. 7. Place O-ring (2, Figure 3-9) on O.D. of plug (1).
5. Place backup ring (8) and O-ring (9) on regulating piston sleeve. Backup ring toward shoulder of sleeve. Install spring (10) and regulating piston assembly in housing. Retain assembly by installing snap ring (1, Figure 3-11).
8. Place washer, (6) spring (3) and guide (4) in plug (1). 9. Insert cage (5) into housing. Install plug assembly in housing. 10. Place washer (2, Figure 3-11) on regulating piston, depress against spring, install snap ring (3). 11. Install O-ring (7) in housing (8).
J3-6
Brake Circuit Component Service
J03011 8/90
If no valve components are replaced other than seals, use same shim pack that came out of apply plunger. If springs or components were replaced, refer to "Adjustment for Maximum Delivery Pressure" procedure to determine a new shim pack. 12. Place spring (4) shims (5) and apply plunger (6) in housing (8). 13. Install backup rings (4, Figure 3-12) and O-rings (3) in bore of pilot housing (2) and on pilot piston (1) as shown. 14. Install pilot piston (1) in housing. 15. Install O-rings (4, Figure 3-13) in pilot housing. Align match marks so pilot port from modulating housing (2) matches pilot port of pilot housing (1). 16. Install the capscrews through pilot housing into modulation housing. Tighten capscrews to 32-37 ft. lbs. (43.4-50.2 N.m) torque. FIGURE 3-13. VALVE DISASSEMBLY 1. Pilot Housing 3. Capscrews 2. Modulating Housing 4. O-Ring
17. Install push rod (3, Figure 3-14), spring (2) and rubber boot (1).
Installation of Brake Manifold 1. Install both brake valves onto treadle assembly. Install capscrews and washers (12, Figure 3-2). Tighten capscrews to 35-40 ft. lbs. (47.5-54.2 N.m) torque. 2. Install brake pedal (1), if removed. Install threaded studs (4). Tighten capscrews to 30-50 ft. lbs. (40.7- 67.8 N.m) torque. Do not over tighten. 3. Brake pedal should travel freely and must be properly adjusted. Refer to "Brake Pedal Adjustment" procedure, this section. 4. Install new O-rings (3, Figure 3-3) between brake valves and brake manifold (2). 5. Install the eight capscrews (9, Figure 3-2) securing brake manifold to brake valves. Tighten capscrews to standard torque.
ADJUSTMENT FOR MAXIMUM DELIVERY PRESSURE If any valve components other than seals are replaced, a new shim pack must be determined. FIGURE 3-14 . VALVE DISASSEMBLY 1. Boot 3. Pushrod 2. Spring
J03011 8/90
NOTE: A 2250-2400 psi (15.7-16.8 MPa) regulated hydraulic pressure source is required for this procedure.
Brake Circuit Component Service
J3-7
7. If delivery pressure is below these ranges, add shims. If delivery pressure is above these ranges, remove shims. Each 0.005 in. (0.127 mm) shim will change the pressure approximately 100 psi (0.7 MPa).
FIGURE 3-15. VALVE PRESSURE ADJUSTMENT 1. Delivery Port 5. Adapter Block 2. Shim Pack 6. Return Port 3. Plunger 7. O-Ring 4. Spring 8. Supply Port
1. Install original shim pack (2, Figure 3-15) between spring (4) and plunger (3). 2. Bolt an adapter block (5) and O-rings (7) to modulation section of valve. Refer to Section "M" for adapter block. 3. Attach pressure source to supply port (8) and a return line to return port (6). 4. Using a C-clamp, vise or other means, apply valve so that plunger (3) bottoms on valve section housing. 5. Install a 0-3000 psi (0-21 MPa) pressure gauge in delivery port (1). 6. Direct supply pressure to brake valve. Observe pressure in delivery port. Delivery port pressure should be 1300 -- 1400 psi (9.1 -- 9.8 MPa) for either right or left valve. Pressures for both valves must be within 100 psi (0.7 MPa) of each other.
J3-8
FIGURE 3-16. VALVE ASSEMBLY 1. Plug 6. Washer 2. O-Ring 7. Seal 3. Spring 8. Backup Ring 4. Guide 9. Ball Assembly 5. Cage Spacer
Brake Circuit Component Service
J03011 8/90
BRAKE PEDAL ADJUSTMENT Brake pedal must be properly adjusted and delivery pressure must be checked before placing truck in service. 1. Remove plug (1, Figure 3-16), spring (3) and guide (4) from both valves. Do not allow parts to become intermixed between valves. NOTE: Pedal free travel must be set if maximum delivery pressure has been adjusted. Approximately 0.094 in. (2.4 mm) must be available before piston contacts ball assembly with pedal in non-apply position. This distance can be determined by measuring the distance the apply stem moves before the piston contacts the ball assembly. By removing apply line, the free travel can be observed and measured through the brake apply port. 2. Hold the ball (1, Figure 3-17) against the seat (2) of one valve. 3. Depress pedal until internal contact is felt against ball. 4. Through the open brake apply port, measure the distance the apply stem (3) travels. It should travel 0.094 in. (2.4 mm) before contact is felt. 5. To make apply stem adjustment, unlock locknut on stop screw located under heel of brake pedal. Turning the stop screw in will increase the free play; turning the stop screw out will decrease the free play. 6. Repeat Steps 1 through 5 for other valve. 7. Install the plugs, springs, and guides into their respective valves. 8. Hold pedal in fully apply position and maintain pedal position. Observe both plungers through brake apply ports. NOTE: When pedal is applied, both plungers must bottom out together to be sure that full brake pressure will be achieved. FIGURE 3-17. BRAKE PEDAL ADJUSTMENT 1. Ball 3. Apply Stem 2. Seat
J03011 8/90
Brake Circuit Component Service
J3-9
SERVICE BRAKE TREADLE PEDAL Pedal Disassembly NOTE: If any components in the service brake treadle pedal are replaced. maximum delivery pressure should be checked and adjusted. Refer to "ADJUSTMENT FOR MAXIMUM DELIVERY PRESSURE", this section. 1. Separate the pedal (9, Figure 3-18) and base (1) by removing both studs (17) from base. Thoroughly inspect pedal assembly for worn or damaged parts. Pay particular attention to the bushings (8). If further disassembly is necessary, continue with pedal disassembly procedures. 2. Loosen the set screw (6), but do not remove. Remove shoulder bolt (7). Trunnion assembly (11) and washers (10) can then be removed.
3. Remove the retaining rings (14) and rollers (13) from pin (12). Remove pin (12) from trunnion (11). 4. Use an arbor press to replace bushings (8) with new bushings. 5. It is not necessary to loosen or remove cap screw (15) or jam nut (16). 6. Remove the push rod (5), and boots, (4) from main assembly.
Pedal Assembly NOTE: During assembly, coat the following parts with a clean multi-purpose grease; push rods (5, Figure 3-18), bushing (8), shoulder bolt (7), washers (10), and pin (12). 1. Install new boots (4), push rod (5), in the valve assembly. 2. Insert pin (12) into the trunnion (11). Attach rollers (13) and the retaining rings (14) to both ends of pin (12). 3. Attach trunnion assembly (11) and washers (10) to pedal (9) using shoulder bolt (7). NOTE: Shoulder bolt (7) must not be over tightened. Trunnion (11) must be free to move. 4. Tighten set screw (6) locking the shoulder bolt in place. 5. Use an arbor press to replace bushings (8) with new bushings. 6. Apply a medium strength Loctite to threads of studs (17).
FIGURE 3-18. SERVICE BRAKE TREADLE PEDAL ASSEMBLY 1. Base 10. Washer (Two) 2. Washer (Four) 11. Trunnion 3. Capscrew (Four) 12. Pin 4. Rubber Boot (Two) 13. Rollers (Two) 5. Push Rod (Two) 14. Retaining Rings (Two) 6. Set Screw 15. Capscrew 7. Shoulder Bolt 16. Jam Nut 8. Bushing (Two) 17. Studs (Two) 9. Pedal
J3-10
7. Align pedal (9) between ears of base (1) and install studs (17). Tighten capscrews to 30-50 ft.lbs. (40.7-68 N.m) torque.
Brake Circuit Component Service
J03011 8/90
RETARDER TREADLE VALVE The retarder treadle valve (Figure 3-19) is a single modulating hydraulic valve used to apply rear brakes only. When the pedal is depressed, the operator can modulate applied pressure from 0 -- 1150 psi (0 --8.05 MPa). Oil from the small brake accumulator will shift the service brake treadle valve/retarder shuttle valve (blocking off passage of oil back to the service brake treadle valve) and apply the rear brakes only.
2. Place capscrews and washers (30) into valve body and tighten to 35-40 ft.lbs. (47.5-54.2 N.m) torque. 3. Uncap hydraulic lines and connect to proper ports. Tighten securely to prevent leakage. 4. Bleed rear brakes. Refer to "Rear Brake Bleeding Procedure", this section. 5. Refer to Step 10. in "Check-out Procedure" for retarder apply pressure setting. Disassembly
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleeddown accumulators: • Turn key switch "OFF" and shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open.
1. Remove ring (1, Figure 3-20) and boot (2) from housing (16). 2. Remove piston (3), shim or shims (4) and spring (5) from housing bore. Note the number of shims being removed from housing. 3. Remove O-ring (6) from housing bore. NOTE: Do not scratch or mar housing bore. 4. Remove retaining ring (7), retainer (8), and retaining ring (9) from housing bore. 5. Remove the piston and sleeve assembly (10 & 14)from housing bore. Separate piston (14) from sleeve (10). 6. Remove O-ring (12) and the backup ring (11) from sleeve (10). 7. Remove spring (15) from the piston (14).
Removal
8. Remove cup (13) from the piston (14).
1. Be certain accumulators have been bleddown. 2. Tag all hydraulic lines and their ports (35, 36, 37, Figure 3-19). 3. Remove and cap hydraulic lines to prevent dirt entry. 4. Support the valve from below cab, and remove capscrews (30) from pedal mounting plate. 5. Carefully remove valve from pedal assembly. NOTE: Maintain the shim stack as found and remove from top of apply spring. 6. Shim stack can be reused, if only O-rings and backup rings are being replaced. Installation 1. Support valve body and align holes with pedal assembly base. Valve ports (35, 36, 37, Figure 3-19) will be facing towards the rear of truck.
J03011 8/90
A check ball is located inside the piston (14). Make sure ball is clean and moving freely. 9. Remove plug (26) from the housing (16). 10. Remove O-ring (25), cup (23) and back-up ring (24) from the plug (26). 11. Remove washer (22), spacer (21), spring (20) and guide (19) from the housing bore. 12. Remove valve & ball assembly (18) from the housing bore. 13. Remove O-ring (17) from the valve & ball assembly (18).
Brake Circuit Component Service
J3-11
FIGURE 3-19. RETARDER TREADLE VALVE 1. Shims 2. O-Ring 3. O-Ring 4. Retaining Ring 5. Piston 6. Sleeve 7. Backup Ring 8. O-Ring 9. Spring 10. O-Ring 11. Sleeve 12. Spring 13. Cup 14. O-Ring 15. Plug 16. Backup Ring 17. Housing 18. Washer 19. Guide 20. Ball 21. Seat 22. Guide 23. Stem 24. Cup 25. Pin 26. Ball 27. Retainer Ring 28. Retainer 29. Spring 30. Capscrew and Washer 31. Apply Plunger 32. Pin and Retainer Ring 33. Pedal 34. Stopscrew and Locknut 35. Drain Port 36. Brake Apply Port 37. Accumulator Port
J3-12
Brake Circuit Component Service
J03011 8/90
Assembly 1. Install O-ring (17, Figure 3-20) on the valve & ball assembly (18) and insert into the housing bore. Note the direction of valve & ball assembly. 2. Install spacer (21)into the housing bore. 3. Install O-ring (25) on plug (26). 4. Insert back-up ring (24) and cup (23) inside end of plug (26). Note the order of back-up ring and cup. 5. Install guide (19), spring (20) and washer (22) in plug (26). Place plug in the housing bore. 6. Install cup (13) on piston (14) and insert into sleeve (10). Note direction of piston and sleeve. 7. Install back-up ring (11) and O-ring (12) on sleeve (10). 8. Install spring (15) on the piston (14). 9. Install piston and sleeve assembly (10 & 14) into housing bore. Note the direction of assembly. 10. Install retaining ring (9),retainer (8), and retaining ring (7) in the housing bore. NOTE: Do not mar or scratch housing bore.
11. Install O-ring (6) into housing bore. 12. Install spring (5), shim or shims (4) and piston (3) in housing bore.
For proper brake pressure setting, install the same number of shims that were removed during disassembly.
13. Install boot (2) and ring (1) into housing (16).
J03011 8/90
FIGURE 3-20. RETARDER TREADLE VALVE 1. Ring 14. Piston 2. Boot 15. Spring 3 . Piston 16. Housing 4. Shims (as required) 17. O-Ring 5. Spring 18. Valve & Ball Assembly 6. O-Ring 19. Guide 7. Retaining Ring 20. Spring 8. Retainer 21. Spacer 9. Retaining Ring 22. Washer 10 . Sleeve 23. Cup 11. Back-up Ring 24. Backup Ring 12. O-Ring 25. O-Ring 13. Cup 26. Plug
Brake Circuit Component Service
J3-13
Retarder Treadle Pedal Disassembly 1. Separate the pedal (6, Figure 3-21) and base (11) by removing one E-ring (4) from pin (5) and sliding the pin from base. 2. Loosen the set screw (2) enough to slide pin (1) from the pedal (6). Do not drop the roller (3) while removing pin. 3. It is not necessary to loosen or remove cap screw (9) or locknut (10) from base.
Retarder Treadle Pedal Assembly NOTE: Lightly coat pins (1 & 5, Figure 3-21) and roller (3) with a clean multi-purpose grease. 1. Align the roller (3) between ears of the pedal (6) and insert pin (1). Note direction of the pin. Grooved end of pin should line up with set screw (2). 2. Tighten set screw (2) so it holds pin (1) in place.
FIGURE 3-21. RETARDER TREADLE PEDAL 1. Pin 7. Capscrews 2. Set screw 8. Washers 3. Roller 9. Capscrew 4. E-ring 10. Locknut 5. Pin 11. Base 6. Pedal
3. Align pedal (6) between the ears of base (11) and insert pin (5). Install E-ring (4). 4. Assemble pedal assembly and valve assembly using cap screws (7) and washers (8). Tighten capscrews to 35-40 ft.lbs. (47.5-54.2 N.m) torque.
J3-14
Brake Circuit Component Service
J03011 8/90
BRAKE CIRCUIT CHECKOUT PROCEDURE
The brake circuit hydraulic pressure is supplied from the steering pump and brake accumulators. Some brake system problems, such as spongy brakes, slow brake release, or abnormal operation of the instrument panel mounted "Low Brake Pressure" warning light can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test. NOTE: If internal leakage within the steering circuit is excessive, this also may contribute to problems within the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake circuit. For Steering Circuit Test Procedure, refer to Section "L", Hydraulic System. The steering circuit can be isolated from the brake circuit by removing the brake supply line from the distribution manifold to the brake accumulators (see WARNING). Plug the brake supply lines and cap the port in the distribution manifold.
The steering accumulator can be bled down with engine shut down, turning key switch "Off", and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open both bleeddown valves on low pressure brake detection module to bleed down brake accumulators. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway. Included as the last page of this Checkout Procedure is a Data Sheet to record the information observed during the hydraulic brake system checkout procedure. The data sheet is designed to be removed, copied, and used during the checkout procedure. * Steps indicated in this manner should be Recorded on the Data Sheet for reference.
The following equipment will be necessary to properly check out the hydraulic brake circuit. a. Hydraulic schematic, refer to Section "R". b. Calibrated pressure gauges: Three 0-5000 psi (0-35 mPa) range.
Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators.
J04008 1/93
One 0-2000 psi (0-14 mPa) range. c. One female quick disconnect and hose long enough to reach from rear brake housing to a clean container. d. Accumulator charging kit with gauges and dry nitrogen.
Circuit "Tracking" In any hydraulic circuit, it is important that hydraulic lines be connected to the correct ports, connections and fittings are free of leaks, valves operate correctly, and in some cases, in a given sequence. The checking of these points, along with flow, direction, and timing of events in a circuit is referenced as "tracking".
Brake Circuit Checkout
J4-1
INITIAL SYSTEM SET-UP Prior to checking the brake system, the hydraulic system must have proper accumulator nitrogen precharge pressure and hydraulic oil must be at normal operating temperature. Refer to Section "L" this manual for steering system operation procedures and specifications. Also prior to checking the brake system make sure the parking brake is properly adjusted. Refer to parking brake adjustment this section. With the steering system functioning properly and the parking brake adjusted, proceed as follows: 1. Turn engine and key switch "Off". Wait 90 seconds for the steering accumulator to bleed down. 2. Open both brake accumulator bleed down valves. Verify nitrogen precharge in each accumulator. Accumulator precharge should be 1050 psi (7.35 mPa). Charge accumulators if necessary. * Record on data sheet. NOTE: Always allow nitrogen gas temperature to approach ambient temperatures before completing precharge procedure. For best results, charge accumulator in the ambient temperature conditions in which the truck will be operating. 3. Close both accumulator bleeddown valves.
9. Start engine and allow accumulators to charge to full system pressure. 10. Shut down engine. * Record brake accumulator pressure readings on data sheet. 11. Do not operate any controls for 10 minutes. Record brake accumulator pressure again. Maximum pressure drop in 10 minutes should not exceed 450 psi (3.1 mPa). * Record pressure readings on data sheet. Emergency Brakes 12. At this point, slowly bleed-off pressure from the front brake accumulator, using the right hand manual bleeddown valve. As front accumulator pressure reaches 2000 ± 50 psi (14 ± 0.3 mPa), the low brake warning light should illuminate and buzzer should sound. * Record pressure reading on data sheet. 13. Continue slowly bleeding-off pressure from the front brake accumulator. As front brake accumulator reaches 1650 ± 50 psi (11.6 ± 0.3 mPa), the emergency apply valve should activate. 14. Front and rear brakes should be fully applied holding a steady 1275 to 1425 psi (8.8 to 9.8 mPa).
Brake Valve Leakage 4. Install a 5000 psi (35 mPa) gauge onto the right hand quick disconnect on the low pressure brake detection module. 5. Connect a 5000 psi (35 mPa) gauge to the left hand quick disconnect on the low pressure brake detection module. 6. Install a 5000 psi (35 mPa) gauge to the quick disconnect on the left (rear) brake valve of the service brake treadle. 7. Install a 2000 psi (35 mPa) gauge to the quick disconnect on the right (front) brake valve of the service brake treadle. NOTE: The 5000 psi (35 mPa) gauges attached in steps 4 and 5 are measuring front and rear brake accumulator pressures.
* Record pressure readings on data sheet. NOTE: The brakes can only be released by bleeding off the brake accumulators or establishing a safe working pressure in each brake accumulator circuit. 15. Start engine and charge the system. 16. Shut down engine and repeat steps 12 throught 14 bleeding-off the rear brake accumulator using the left hand manual bleeddown valve. When the emergency trigger pressure is reached, the front brakes will be fully applied, holding a steady pressure of 1275 to 1425 psi (8.8 to 9.8 mPa). * Record pressure readings on data sheet. Brake Lock 17. Start engine and charge the system.
7. Set park brake. 8. Release brake lock.
J4-2
18. Cycle brake lock several times to assure crisp shift of solenoid valve and release of pressure.
Brake Circuit Checkout
J04008 1/93
19. Apply brake lock and read brake pressures. Front pressure should be zero, and rear brake pressure should be 1275 to 1425 psi (8.8 to 9.8 mPa) with brake lock status light illuminated.
20. Turn off brake lock switch and rear brakes should release with pressure reducing to 0 psi (0 mPa). * Record pressure readings on data sheet.
BRAKE SYSTEM - FUNCTIONAL Service Brakes NOTE: Unless otherwise instructed, perform the following checks with the engine running at half throttle, park brake applied, and brake lock released. 21. Very slowly depress the service brake pedal and check circuit tracking. The gauges installed in steps 6 and 7 should begin to rise simultaneously. 22. With the service brake treadle fully applied, brake apply pressure to both front and rear brakes should be 1275 to 1425 psi (8.8 to 9.8 mPa). Release service brakes and the gauge readings should return to 0 psi (0 mPa). * Record pressure readings on data sheet. NOTE: Brake pedal "feel" should be smooth with no abnormal noise or mechanical roughness.
28. Remove both 5000 psi (35 mPa) gauges from the low pressure brake detection module. 29. Install one 5000 psi (35 mPa) gauge onto pressure tap provided on retarder treadle valve. 30. Install one 5000 psi (35 mPa) gauge in the park brake circuit at the auxiliary manifold. 31. Start engine and charge the system. 32. With engine running at half throttle very slowly depress the retarder treadle valve and check circuit tracking. 33. Retarder pedal fully depressed brake apply pressure to rear brakes should be 1100 to 1200 psi (7.7 to 8.4 mPa). * Record pressure reading on data sheet.
23. Slowly depress brake pedal and check to see that stop lights come on at 100 ± 5 psi (0.7 ± 0.03 mPa). * Record pressure on data sheet. 24. Quickly and completely depress the brake pedal and check to see that front and rear brake pressures read pressure obtained in step 22 within approximately one second and maintain that pressure fora minimum of 20 seconds. Release pedal and make sure that each circuit’s pressure is zero.
NOTE: The pressure gauges on the service brake treadle valves should remain at 0. If not one of the three shuttle valves in the circuit may not be functioning properly. 34. Release the brakes and the brake apply pressure in the retarder circuit should return to 0 psi (0 mPa). * Record on data sheet. Park Brake
* Record gauge readings on data sheet. 25. Check to see that all front pads are not tight against disc. Pads should be loose and moveable by hand. 26. Check brake pedal free play. Refer to "Brake Pedal Adjustment", Brake Circuit Component Service, this section.
35. With engine running and park brake switch in the "off" position, the park brake should be released and the warning light off. Read the pressure on the 5000 psi (35 mPa) gauge which was installed with step 30. Park brake pressure should be 2750 ± 50 psi (9.1 ± 0.4 mPa). * Record pressure on data sheet.
Retarder 27. Shut down engine and open both brake accumulator bleeddown valves and allow both accumulators to bleed down. Close both bleeddown valves after pressure in accumulators has been reduced to zero.
J04008 1/93
36. Check park brake to make sure there is a gap between park brake lining and drum. * Record gap measurement on data sheet. NOTE: If park brake is not released, refer to "Parking Brake Adjustment", this section, and repeat steps 35 and 36.
Brake Circuit Checkout
J4-3
37. Shut down engine and turn off key switch with the park brake switch in the "OFF" position. The Steering bleeddown circuit is activated, discharging the steering accumulator and the pump outlet pressure which automatically will apply the park brake. 38. Start the engine with the park brake in the "ON" position. The park brake will remain "ON" along with the indicator as pressure builds. 39. At low idle, apply the service brakes and slowly shift the transmission into forward and/or reverse gears. With the park brake switch in the "ON" position forward and/or reverse will be inhibited. 40. Turn the park brake switch "OFF" and forward and/or reverse gears should function after shifting through neutral. 41. Shut down engine and open both brake accumulator bleeddown valves. 42. Remove all pressure gauges from system. 43. Install a 5000 psi (35 mPa) gauge in the quick disconnects on both rear brake housings. 44. Close both brake accumulator bleeddown valves, start engine and charge system.
J4-4
45. Apply service brake treadle valve and observe pressure at full apply. 46. Apply retarder brake treadle valve and observe pressure at full apply. 47. If pressures observed in steps 45 and 46 correspond to pressure previously recorded, then operation of circuit shuttle valves is correct. NOTE: Defective shuttle valves may affect circuit tracking and pressures. Isolating individual valves will aid in locating a malfunction in that particular circuit. 48. If any readings specified in the preceeding procedure were not within specifications, the reason(s) for the incorrect pressure(s) must be identified, corrected and checkout again verified. All readings must be correct and proper circuit operation present before releasing truck for production. 49. Shut down truck and open manual bleeddown valves on both brake accumulators. 50. Remove all pressure gauges and fittings which were installed for brake checkout procedures.
Brake Circuit Checkout
J04008 1/93
BRAKE CIRCUIT AND SERVICE BRAKE TREADLE VALVE TROUBLESHOOTING POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Service Brakes are Locked Connections to tank and pressure ports reversed.
Correct the plumbing.
Tank line is plugged or restricted.
Remove restriction.
Brake Lock Valve defective.
Replace solenoid valve
Emergency Apply Valve defective.
Replace valve.
TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure.
Insure tank line has no back pressure.
Pedal return stop out of adjustment, residual pressure.
Adjust pedal return stop.
Service Brake Treadle Valve pilot port pressurized.
Verify proper operation of emergency apply valve.
TROUBLE: One Brake Circuit is Dragging There is an obstruction in the dual control treadle subassembly.
Remove obstruction.
Service Brake Treadle Valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace actuator piston.
Service Brake Treadle Valve is defective.
Repair or replace Service Brake Treadle Valve.
TROUBLE: The Brakes are Not Going to Full Pressure Pedal stop out of adjustment.
Adjust pedal stop.
Internal malfunction of modulating section of Service Brake Treadle Valve.
Remove, disassemble, clean, and reassemble Service Brake Treadle Valve.
The supply pressure is low.
Check pump system and accumulators.
Improper shimming inside Service Brake Treadle Valve.
Reshim Service Brake Treadle Valve according to instructions.
Shuttle valve(s) in retarder/rear brake circuit defective.
Obstruction in shuttle valve. Isolate shuttle valves to determine defective valve. Disassemble and clean or replace valve.
J04008 1/93
Brake Circuit Checkout
J4-5
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system.
Check wiring.
Brake accumulators bleed down.
Valve Open.
Low pressure sensing shuttle valve defective.
Replace valve.
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied There is a leak or other malfunction in one brake circuit.
Inspect brake system.
Low pressure sensing shuttle valve defective.
Replace valve.
Shuttle valve(s) in retarder/rear brake circuit defective.
Obstruction in shuttle valve. Isolate shuttle valves to determine defective valve. Disassemble and clean or replace valve.
TROUBLE: Low Retarder Brake Pressure Retarder pedal stop out of adjustment.
Adjust pedal stop.
Internal malfunction of modulating section of retarder valve.
Remove, disassemble, clean and reassemble retarder control valve.
Supply pressure low.
Check pump system and accumulators.
Improper shimming inside retarder valve.
Reshim retarder valve according to instructions.
Shuttle valve(s) in retarder/rear brake circuit defective.
Obstruction in shuttle valve. Isolate shuttle valves to determine defective valve. Disassemble and clean or replace valve.
TROUBLE: Indication of Excessive Brake Temperature (Warning Light On or Gauge Reading High) Brakes dragging.
See Trouble/Cause/Action previous page.
Low oil level in hydraulic tank.
Fill hydraulic tank to proper level.
High oil level in hydraulic tank.
Drain hydraulic tank to proper level.
Restriction in heat exchanger.
Repair or replace heat exchanger.
Truck being operated in improper transmission range.
Refer to Grade/Speed Chart and select proper transmission operating range.
TROUBLE: Low Pressure Warning Light Not Operating Properly The bulb is burned out.
Replace the bulb.
The circuit is open.
Check the wiring.
Pressure switch defective.
Replace the pressure switch.
Low pressure sensing shuttle valve defective.
Replace valve.
J4-6
Brake Circuit Checkout
J04008 1/93
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Low Pressure Warning Light is On Even Though System Pressure is Proper Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace pressure switch.
TROUBLE: Low Pressure Warning Light Comes On and Pressure is Low Accumulator Bleeddown valves open.
Close Valves.
Charging circuit is malfunctioning.
Check charging circuit.
Restriction in hydraulic filter(s)/heat exchanger.
Repair or replace hydraulic filter(s)/heat exchanger.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open.
Check plumbing.
Accumulator precharge is low.
Close valve, check precharge.
Leak in one circuit, external or internal.
Check plumbing; circuit leakage.
Malfunction in Service Brake Treadle Valve .
Remove, disassemble, clean, reassemble; or replace.
Accumulator check valves leaking.
Replace check valve.
TROUBLE: A "Squeal" is Heard When Retarder or Service Brake Treadle Valve is Operated Rapid operation of controller.
Normal.
Service Brake Treadle Valve assembly is damaged.
Replace the Service Brake Treadle Valve assembly.
Hydraulic oil is too hot.
Check hydraulic system cooling.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying Shuttle valve(s) in Retarder/Brake Circuit defective.
Obstruction in shuttle valve. Isolate shuttle valves to determine defective valve. Disassemble and clean or replace valve.
Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady Contamination in Service Brake Treadle Valve.
Will require disassembly and cleaning.
Damage in Service Brake Treadle Valve assembly.
Replace Service Brake Treadle Valve assembly.
J04008 1/93
Brake Circuit Checkout
J4-7
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Oil is Leaking Around the Pedal Base Defective seal on the top of treadle valve.
Replace the seal.
TROUBLE: Oil is Leaking Between the Service Brake Treadle Valve Body Sections Service Brake Treadle Valve pilot and modulating sections not bolted tightly together.
Remove mounting plate from valve body and tighten capscrews joining pilot and modulating sections together.
Defective O-ring(s) between valve sections and brake manifold.
Replace the O-ring(s).
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Leak in hydraulic system.
Check hydraulic system for leaks.
Accumulators precharge too high or too low.
Check accumulator precharge.
Service Brake Treadle Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in Service Brake Treadle Valve assembly.
Replace Service Brake Treadle Valve assembly.
Pump is worn.
Rebuild or replace pump.
TROUBLE: The Parking Brake is Locked Parking brake solenoid is de-energized.
Check power to solenoid.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Park brake linkage improperly adjusted.
Adjust park brake linkage according to instructions in service manual.
J4-8
Brake Circuit Checkout
J04008 1/93
HAULPAK® CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET MACHINE MODEL
I.
UNIT NUMBER
SERIAL NUMBER
INITIAL SYSTEM SET-UP
Operate Hydraulic System to obtain normal operating temperature. Refer to Check-out Procedures. STEP 2
II.
Brake Accumulators charged to 1050 psi (7.3 mPa).
SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and Bleed brakes. Brake Valve Leakage STEP 10
Front brake accumulator pressure. Rear brake accumulator pressure.
STEP 11
Front brake accumulator pressure after 10 minutes. Rear brake accumulator pressure after 10 minutes.
STEP 12
Front accumulator- pressure for warning light.
STEP 14
Front accumulator- pressure for emergency apply. Front brakes- apply pressure. Rear brakes- apply pressure.
STEP 16
Rear accumulator- pressure for warning light. Rear accumulator- pressure for emergency apply. Front brakes- apply pressure.
Brake Lock STEP 19
Brake lock applied- front brake circuit. Brake lock applied- rear brake circuit. Brake lock off- front brake circuit. Brake lock off- rear brake circuit.
J04008 1/93
Brake Circuit Checkout
J4-9
HAULPAK® CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET (Continued) Service Brakes STEP 22
Front brake circuit- full apply. Rear brake circuit- full apply. Front brake circuit- pedal released. Rear brake circuit- pedal released.
STEP 23
Pressure at which stop lights come on.
STEP 24
Front brake pressure within one second. Rear brake pressure within one second.
Retarder STEP 33
Retarder circuit- full apply. Retarder circuit- pedal released.
Park Brake STEP 35
Park brake circuit- released. Park brake indicator light off- released.
STEP 36
Gap between park brake lining and drum.
Name of Mechanic or Inspector Doing Check-Out
J4-10
Brake Circuit Checkout
J04008 1/93
FRONT WHEEL SPEED DISC BRAKES The front brakes consist of two brake calipers per wheel. Each caliper has two lining assemblies. There are no adjusters in the caliper piston assemblies. Each brake caliper has three bleeders. The brake calipers with the linings, weigh approximately 140 lbs. (63.6 kg).
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleeddown accumulators: • Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open.
FIGURE 5-2.DISC WEAR SPECIFICATIONS 6. Remove linings from caliper. 7. After linings have been removed, check wiper seals, they should be soft and pliable. If hard or torn, caliper must be removed for rebuild. 8. Install new linings. 9. Install retainer (2), apply Loctite 271 to retainer capscrews (1). Tighten capscrews to 170 ft.lbs. (230 N.m) torque. 10. Check that linings move freely between retainers.
Lining Replacement On Truck
11. Install tires. Refer to Section "G" for tire installation.
1. Remove tires. Refer to "Tire Removal", Section "G". 2. Inspect brake linings (1, Figure 5-1) for wear. Linings must be replaced when worn to minimum of 0.100 in. (2.5 mm) from back plate. 3. Observe brake disc wear. Refer to Figure 5-2 for maximum disc wear. To replace brake disc, refer to Section "G", Front Wheel Hub Removal.
Before placing truck in production, linings must be burnished. Refer to "Service Brake Burnishing" Procedure.
4. Remove lining retainer capscrews (1, Figure 5-3) and retainer (2) on each side of disc. 5. Pry against linings to force pistons back into caliper.
FIGURE 5-1. DISC BRAKE LININGS
J05008 8/90
FIGURE 5-3. BRAKE CALIPER ASSEMBLY 1. Capscrew 3. Bleeder Valve 2. Lining Retainer
Front Disc Brakes
J5-1
3. Install lining assemblies (4) retainers (2) and apply Loctite 271 to retainer capscrews (1). Tighten to 170 ft.lbs. (230 N.m) torque.
BRAKE CALIPER REPAIR Removal
4. Check that linings move freely in retainers and caliper assembly. 5. Connect brake lines to brake caliper. Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleeddown accumulators:
6. Bleed brakes, refer to "Front Brake Bleeding Procedure", this section.
• BLOCK WHEELS OF TRUCK!
7. Install tires. Refer to "Tire Removal", Section "G".
• Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur.
8. If new linings replaced the old linings, the new linings must be burnished before placing truck back into service. See "Brake Burnishing Procedure" in this section.
• Bleed down brake accumulators by turning Bleeder Valve handles counterclockwise to open. When accumulators are completely bled down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave open. 1. Clean brake caliper and spindle area thoroughly before tire removal. 2. Remove tires. Refer to Section "G" for Tire Removal Procedure. 3. Be sure brake accumulators are bled down. Disconnect brake line to caliper and plug line to prevent contamination. 4. Remove lining retainer capscrews (1, Figure 5-4) and retainers (2). Remove linings (4). 5. Install a lift eye bolt into retainer capscrew hole. 6. Brake calipers weigh approximately 140 lbs. (63.6 kg). Attach lifting device to eye bolt which was previously placed in retainer capscrew hole. Take up slack. 7. Remove caliper mounting capscrews (5).
Piston And Seal Removal
8. Lift caliper away from disc and take to work bench.
Installation 1. Install caliper without lining onto mounting structure. Tighten mount capscrews (5, Figure 5-4) to 1050 ft.lbs. (1424 N.m) torque. Remove eye bolt. 2. Pry pistons back completely into caliper housing. Do not damage dust covers.
J5-2
FIGURE 5-4.BRAKE CALIPER INSTALLATION 1. Capscrew 4. Lining 2. Lining Retainer 5. Capscrew 3. Bleeder Valve
1. Brake calipers must be removed for Piston and Seal Removal. See "Brake Caliper Repair" for removal procedure. 2. Remove cylinder heads (1, Figure 5-5) and pistons (2). 3. Remove O-rings (3), from cylinder heads (1). 4. Remove all wipers (4), O-rings (5) and back up rings (6) from each piston bore of caliper and discard.
Front Disc Brakes
J05008 8/90
Piston and Seal Installation
BRAKE CALIPER BENCH TEST
1. Clean all parts thoroughly and inspect for serviceability. 2. Polish any minor scratches from pistons and caliper bores. 3. Using new O-rings, backup rings and wipers, lightly coat all parts with clean C-3 hydraulic oil. 4. Install O-rings (5, Figure 5-5), backup rings (6) and wipers (4) into each bore of caliper. Install backup rings toward lining side of seal grooves. 5. Lightly coat pistons (2) with clean C-3 hydraulic oil and install from lining side of bores. 6. Install O-rings (3) on cylinder heads. 7. Install cylinder heads (1) and tighten to 75 ft.lbs. (101 N.m) torque.
The purpose of this test is to be certain that overhaul of the calipers was performed satisfactorily. Any leakage found during this test must be corrected before installing on truck. A hydraulic supply with sufficient volume and pressure capacity to extend piston assemblies will be necessary. A gauge of 0-2000 psi (0-14MPa) should be placed in the output line of the hydraulic source. Fabricate a block to simulate brake disc. Use lining backing plate as a template. Thickness of test block should be 0.625 in. (18.8 mm) thick. 1. Secure brake caliper assembly in vise or other holding fixture. 2. Install new linings and brake disc block.
8. Install bleeder valves (7), if removed.
Be sure test block is securely retained in caliper head before applying pressure. 3. Attach hydraulic source to inlet port of caliper assembly.
Oil used in the hydraulic source must be of the same type as used in the Brake Circuit on the HAULPAK® truck. 4. Bleed air from caliper assembly.
FIGURE 5-5. BRAKE CALIPER ASSEMBLY 1. Cylinder Heads 5. O-Rings 2. Pistons 6. Backup Rings 3. O-Rings 7. Bleeder Valve 4. Wipers
During testing or bleeding procedure, DO NOT allow oil to come into contact with brake linings. 5. Gradually increase hydraulic pressure to 1200 psi (8.4 MPa), observing piston assembly for leakage. 6. Reduce pressure to 0 psi (0 MPa). 7. Repeat Step 5 and 6 three times. If no leakage has been observed, reduce pressure to 0 psi (0 MPa) and disconnect hydraulic source and remove test block.
J05008 8/90
Front Disc Brakes
J5-3
8. Use adequate force to pry each piston fully into caliper housing. Do not damage O-rings, wipers, or backup rings. 9. Install brake calipers on truck. Refer to "Installation" instructions.
FRONT BRAKE BLEEDING PROCEDURE
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. Eye protection such as goggles or a face shield should be used while performing the following procedures.
1. Start engine and allow brake accumulators to charge. After accumulators have charged, operate engine at 1000 RPM. 2. Install a hose to top bleeder valve of caliper to drain hydraulic oil into a container. 3. Depress service brake pedal and hold down.
Open bleeder only one turn maximum to prevent hose from blowing off bleeder valve and oil spilling onto ground. DO NOT allow oil to come into contact with brake linings.
4. Open bleeder valve for one minute or until a clear, steady air-free flow of oil comes from bleeder hose. 5. After air-free oil is observed, close bleeder and release treadle valve. Remove hose. 6. Repeat above procedure for each caliper. 7. After all calipers are bled, make three complete brake applications by depressing treadle valve down completely. Be certain the brake lining does not bind, and that it works properly. Check for leakage after three applications have been made.
J5-4
FRONT SERVICE BRAKE BURNISHING PROCEDURE During normal truck operation, the rear wet disc brakes provide 70% of the braking effort. Therefore, to burnish the front brakes, it will be necessary to TEMPORARILY disconnect the rear wet disc brakes from the Service Brake Treadle Valve. The Retarder pedal will still be operative.
Braking effort is seriously reduced without the rear wet disc brakes. Prior to disconnecting rear brakes, be certain truck body is unloaded and a level area free of obstacles and other equipment is selected to operate truck while burnishing front brakes. Serious injury to personnel and property damage may result if these precautions are not followed. 1. Park truck in a level area, block wheels and apply parking brake.
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleeddown accumulators: • Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open. 2. Bleed down accumulators and disconnect the rear brake apply line at the left service brake treadle valve. Refer to Brake Circuit Component Service, this Section, for location of brake apply port. 3. Install an O-ring plug in the left brake apply port of the service brake treadle valve and cap "tee" connection on right service brake treadle valve going to the Service Brake/Retarder Shuttle valve. Tighten all caps, plugs and brake lines securely to prevent high pressure leakage.
Front Disc Brakes
J05008 8/90
4. Remove wheel blocks and start engine. Be certain truck body is unloaded and a level area free of obstacles and other equipment is selected to operate truck while burnishing front brakes. Do not exceed 15 mph (24 kph). 5. Drive truck while applying brakes until disc surface reaches temperature of 450o - 550oF (232o - 287o). Measure front brake disc temperatures with a hand held pyrometer. NOTE: During the burnishing procedure, the retarder pedal may be used to apply the rear brakes if safety or other circumstances require quick stoppage of truck. 6. Let discs cool to 200oF (93oC). 7. Repeat Steps 4, 5, and 6 three times to complete burnishing procedure.
J05008 8/90
8. Repeat Step 1 and bleeddown accumulators. 9. Remove O-ring plug (installed at step 3.) in brake apply port of left service brake treadle valve and remove cap from "tee" connection on right service brake treadle valve. Connect rear brake apply line to the left service brake treadle valve. Connect brake apply line going from "tee" on right service brake treadle valve to the Service Brake/Retarder Shuttle valve. Tighten all brake lines securely to prevent high pressure leakage. 10. Refer to Rear Brake Bleeding Procedures, this Section, and bleed rear brakes to clear any air trapped during brake line removal/installation. 11. Be sure ALL steps outlined above have been completed before releasing truck for operation.
Front Disc Brakes
J5-5
NOTES
J5-6
Front Disc Brakes
J05008 8/90
REAR WET DISC BRAKE ASSEMBLY A Wet Disc Brake Assembly is mounted on both sides of the differential on the final drive housing and inboard from the wheel hub and planetary drive. This assembly contains a splined housing, two damper discs, ten separator plates, eleven friction discs, a spacer, a piston assembly, and a splined rotating hub. The housing is internally splined to retain the steel damper and separator discs. The separator discs are alternately placed between the friction faced discs which are splined to the rotating hub. The inboard side of the assembly contains the piston assembly which is activated by hydraulic pressure from either the service brake treadle valve or the retarder treadle valve. As hydraulic pressure is applied, the piston moves and compresses the rotating friction faced discs against the stationary steel discs. The friction forces generated resist the rotation of the wheels. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic oil. The cooling oil circuit is a low-pressure circuit which is completely separate from the high-pressure piston apply circuit. The cooling oil flows from the pump, through two 12 micron (absolute) filters, through a heat exchanger, to the brake assembly housing (from the outside of the housing inward to the rotating hub for maximum cooling) and then to the hydraulic tank. Dynamic retarding is also provided by the wet disc brakes. When the operator’s retarder pedal is depresed, front wheel brakes are not used; only the rear wet disc brakes are applied. The dynamic retarding is used to slow the truck during normal truck operation or to control speed coming down a grade.
WET DISC BRAKE ASSEMBLY Removal
Before removing any brake lines or brake circuit components be sure brake accumulators are bled down. To bleeddown accumulators: • BLOCK WHEELS OF TRUCK! • Turn key switch "Off", shut down engine and wait at least 90 seconds to bleed down steering accumulator. Rotate steering wheel back and forth; no front wheel movement should occur. • Bleed down brake accumulators by turning Accumulator Discharge Valve handles counterclockwise to open. Wait at least 90 seconds to let accumulators bleed down. When brake accumulators are completely bled down, close accumulator discharge valves by turning handles clockwise. Do not leave open.
1. Remove rear wheels and tires, planetary drive, and wheel hubs. Refer to Section "G", Drive Axle, Spindles and Wheels.
WET DISC BRAKE ASSEMBLY
J06008 9/90
Rear Wet Disc Brake Assembly
J6-1
2. Install retaining brackets and capscrews (1, Figure 6-1), if not previously installed. Refer to Special Tools, Section "M" for bracket description. Remove seal carrier (11, Figure 6-1) and floating ring seal (12), if not previously removed after wheel hub removal. 3. To prevent hydraulic oil from siphoning from tank, loosen the plug above the return tube in the top cover of the hydraulic tank. Refer to Hydraulic Tank, Section "L". Remove one of two drain plugs (2) to drain excess oil into container.
4. Punch-mark final drive housing and brake assembly housing to aid in proper positioning during assembly. 5. Remove capscrews holding lower cooling-oil line (inlet), upper cooling-oil line (outlet) and rear brake shuttle valve to brake housing. Cap/plug all open lines and ports to prevent contamination.
Brake Assembly weighs approximately 1200 lbs. (545 kg.). Use adequate lifting devices. 6. Install lifting device and take up slack. Remove capscrews (6) and carefully slide brake assembly off of final drive housing. 7. Move assembly to a clean, dry working area. Place on wooden blocks for disassembly/storage.
Installation 1. Inspect and clean brake mounting surface (4, Figure 6-1), particularly around O-ring (5) sealing surface. If O-ring sealing surface is nicked or scratched, repair area before installing brake assembly. 2. Install O-ring (5) into brake assembly. 3. Attach lifting device (see WARNING above) and lift assembly into position. Slide onto final drive mounting surface, taking care not to damage O-ring. 4. Position housing assembly so match-marks line up and hydraulic ports are in correct position. Install capscrews (6). Tighten capscrews to standard torque.
FIGURE 6-1. WET DISC BRAKE ASSEMBLY 1. Retaining Bracket & 6. Capscrew Capscrews 7. Floating Ring Seal 2. Drain Plug 8. O-Ring 3. Cooling Oil Port 9. Pin 4. Axle Housing Mount 10. O-Ring Surface 11. Seal Carrier 5. O-Ring 12. Floating Ring Seal
J6-2
5. Remove caps and plugs from lines and ports and install new O-rings on fittings. Connect lower cooling-oil line (inlet), upper cooling-oil line (outlet) and rear brake shuttle valve to brake housing. Tighten capscrews to standard torque.Tighten plug above the return tube in the top cover of the hydraulic tank. 6. Inspect floating ring seal (12). Replace if nicked or scratched . Refer to "Floating Ring Seal Assembly/ Installation", this Section.
Rear Wet Disc Brake Assembly
J06008 9/90
7. Install O-ring (10) and pin (9) into seal carrier (11). Slide carrier onto housing. Pin must engage into slot of case structure. To determine correct pin engagement, measure distance from face of seal structure to face of housing (Figure 6-2). Dimension should be 16.06 ± 0.06 in. (40.79 ± 0.15 cm). 8. Refer to Section "G", for installation of Wheel Hub, Planetary Drive, Wheels and Tires.
FIGURE 6-2. SEAL CARRIER DIMENSION
NOTE: If new seal rings were installed in oil brake housing, truck speed must not exceed 25 MPH (40 KPH) during the first 4 hours of operation. See "BreakIn Procedure" CAUTION decal in cab.
Wet Disc Brake Disassembly 1. Disassemble rear brake assembly in a clean and dry work area. Match mark all components.
1. Piston Assembly 2. Brake Housing 3. Damper 4. Disc Pack
J06008 9/90
2. Place assembly (Figure 6-3), piston (1) side up and hub (8) down on wooden blocking.
FIGURE 6-3. WET DISC BRAKE ASSEMBLY 5. Damper 9. Floating Ring Seal Assembly 6. Retaining Bracket & Capscrews 10. Spacer 7. O-Ring Seal Bore 11. Capscrews 8. Rotating Hub
Rear Wet Disc Brake Assembly
J6-3
1. Eyebolt 2. Piston Assembly 3. Brake Housing
FIGURE 6-4. PISTON REMOVAL/INSTALLATION 4. Retaining Bracket & Capscrews 7. Disc Pack 5. O-Ring Seal Bore 8. O-Ring 6. Rotating Hub 9. Capscrews
3. Remove capscrews (11, Figure 6-3) and install two threaded eyebolts (1, Figure 6-4) for lifting. 4. Attach lifting device and lift piston assembly (2) out. Set off to one side on wood blocks or workbench.
1. Disc Pack 2. Spacer
J6-4
5. Remove disc pack (1, Figure 6-5) and spacer (2). Note the order of pack assembly. Place pack off to one side for cleaning and further inspection.
FIGURE 6-5. DISC PACK REMOVAL/INSTALLATION 3. Housing 5. Retaining Brackets and Capscrews 4. Rotating Hub
Rear Wet Disc Brake Assembly
J06008 9/90
1. O-Ring Bore 2. Rotating Hub 3. Floating Ring Seal
FIGURE 6-6. HUB AND BRAKE HOUSING ASSEMBLY 4. Floating Ring Seal 6. Retaining Bracket 5. Brake Housing 7. Capscrews
6. Lift brake housing and invert housing so hub (2, Figure 6-6) is facing up. Remove capscrews (7) holding the three retaining brackets (6). 7. Attach lifting device to hub and lift hub and ring seal (3) away from brake housing (5). Be careful not to damage ring seal (4).
J06008 9/90
8. Inspect seals (3 & 4). Clean mounting areas and seals thoroughly. If any damage is found, seal assembly must be replaced. Install new seals according to "Floating Ring Seal Installation", this section.
Rear Wet Disc Brake Assembly
J6-5
Brake Piston Disassembly
3. Check piston return springs for wear as follows:
1. Position piston with hydraulic ports (6, Figure 6-7) down, onto a wooden or padded work area. 2. Remove eight capscrews(1), springs (3) and spring guides (2). Separate piston (4) from piston housing. 3. Remove seal rings and O-rings (8 & 9) and discard. Brake Piston Inspection
The work area must be clean! All parts must be carefully handled so that no damage occurs to polished sealing surfaces.
Wire Size: 0.177 ± 0.001 in. (4.50 ± 0.025 mm) Coil I.D.: 0.646 ± 0.020 in. (16.40 ± 0.508 mm) Coil O.D.: 1.00 ± 0.020 in. (25.40 ± 0.508 mm) Total Number of Coils: 9.93 Free Length: 2.825 in. ± 0.283 in. (71.75 ± 7.20 mm) Working Length Under Load: 2.380 in. (60.45 mm) @ 142 ± 14 lbs. (64.5 ± 6 kg) 1.758 in. (44.7 mm) @ 340 ± 34 lbs. (154 ± 15 kg) Replace springs if they do not meet specifications. Weak springs may not allow complete return of the piston, causing rapid wear of the brake discs and overheating of hydraulic oil. Brake Piston Assembly
1. Check housing bore (5, Figure 6-7) to be sure that no nicks or scratches are present. If nicks or scratches cannot be removed by polishing, replace piston housing.
1. Install O-rings (8 & 9, Figure 6-7) into grooves of piston (4), then insert seal rings (see detail # 9). Using fingers or a smooth, rounded object, work seal assembly into piston grooves. Do not nick or scratch seal ring.
NOTE: Inboard and outboard O-ring grooves are different diameters.
2. Lubricate piston and O-ring/seal ring assembly with clean C-3 hydraulic oil.
2. Inspect piston seal ring grooves for any nicks or scratches. If nicks or scratches cannot be removed by polishing, replace piston.
3. Lubricate housing bore (5) with clean C-3 hydraulic oil. Install two equally spaced 6.0 " long x 3/8" - 16NC guide studs in piston return spring holes to properly position piston.
1. Capscrews with Washers 2. Spring Guide 3. Spring
J6-6
FIGURE 6-7. PISTON ASSEMBLY 4. Piston 7. O-Ring 5. Piston Housing Bore 8. O-Ring/Seal Ring (see detail # 9) 6. Apply Port 9. O-Ring/Seal Ring
Rear Wet Disc Brake Assembly
J06008 9/90
4. Place piston carefully (O-ring side down) into piston housing. Align holes of piston with guide studs in the housing. Firmly tap piston into housing (using nonmetallic mallet) until seated or bottomed out. Remove guide studs. 5. Assemble spring guides (2, Figure 6-7) into springs (3). Apply LOCTITE to threads of 3/816NC capscrews with washers (1). Insert capscrews/washers into spring assemblies and place into guide holes of piston and piston housing. Tighten capscrews to standard torque. 6. Pressure check piston assembly by attaching a clean, C-3 hydraulic oil supply to one apply port (6) and a pressure gauge to the other. Apply 100 psi. (0.69MPa) of hydraulic pressure. Check for leaks and proper operation of piston before final assembly.
Floating ring seals should ALWAYS be installed in MATCHED pairs: that is, two new rings OR two rings that have previously run together. NEVER assemble one new ring and one used ring; or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!! 1. Inspect seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if required. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane # 111 which is a non-petroleum base, rapid drying solvent leaving no film. Allow surfaces to dry completely. Use clean, lintfree material such as "Micro-Wipes # 05310" for cleaning and wiping.
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!
When using tri-chloroethane or any solvent, avoid prolonged skin contact. Use solvents only in well vetilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame or welding operations or other heated surfaces exceeding 900°F (482°C). Do not smoke around solvents. Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping. NOTE: Oil from adjacent bearing installations or seal ring face lubrication MUST NOT get on the ramp or toric until after both seal rings are together in their final assembled postion.
2. Install the rubber toric on the seal ring.
FIGURE 6- 8. FLOATING RING SEAL TERMINOLOGY 1. Seal Ring 6. Seal Ring Face 2. Rubber Toric 7. Seal Ring Ramp 3. Housing Retainer Lip 8. Seal Ring Retainer Lip 4. Housing Ramp 9. Installation Tool 5. Seal Ring Housing
J06008 9/90
Rear Wet Disc Brake Assembly
J6-7
Make sure it is STRAIGHT! Make sure the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist.The flash line should be straight and uniform around the toric.
5. CHECK WITH SIGHT GAGE. Check variation in seal ring "assembled height" in four places, 90° apart. Height variation around the assembled ring should not exceed 0.51 ± 0.05 in. (1.30 ± 0.01 mm) for brake assembly floating seal or 0.45 ± 0.04 in. (1.14 ± 0.01 mm) for the wheel hub seal.
NOTE: Handle seal carefully; nicks and scratches on the seal ring face cause leaks. 3. Place installation tool onto seal ring with toric. Refer to Special Tools, Section "M" for installation tool. Lower the rings into a container of tri-chloroethane until all surfaces of toric ring are wet.
ALTERNATE PROCEDURE: After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying with tri-chloroethane # 111.
6. If small adjustments are necessary, DO NOT PUSH DIRECTLY ON THE SEAL RING. Make any required adjustments with installation tool.
7. Toric can twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual failure.
DO NOT USE Stanosol or any other liquid that leaves an oily film or does not evaporate quickly. 4. With all surfaces of toric ring wet, use installation tool to position seal ring and toric ring squarely against the seal housing. NOTE: Toric ring must not slip on ramps of either seal ring or housing. To prevent slippage, -- WAIT -- at least two minutes. Let all tri-chloroethane evaporate before further assembly. Once correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat steps 3 through 6.
APPLY SUDDEN AND EVEN PRESSURE to pop (push) toric under housing retaining lip.
J6-8
Rear Wet Disc Brake Assembly
CORRECT ASSEMBLY
J06008 9/90
Before assembling both seals & housing together -- WAIT -- at least two minutes. Let all tri-chloroethane evaporate. (Some may still be trapped between toric and housing ramp.)
10. Be certain both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other.
INCORRECT ASSEMBLIES 8. Wipe the polished metal seal surfaces with clean tri-chloroethane to remove any foreign material or fingerprints. No foreign particles of any kind should be on the seal ring faces.
MAKE SURE SEALS ARE SQUARE and CONCENTRIC. NOTE: Do not slam, bump or drop seals together. High impact can damage the seal face and cause leakage.
Something as small as a paper towel raveling will hold the seal faces apart and cause leakage. 9. Apply a thin film of clean oil on the seal faces. Use an 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.
J06008 9/90
Rear Wet Disc Brake Assembly
J6-9
• A wet spot between housing and ramp can cause sliding and cock the seal. • Cocked seals cause uneven presure on the seal face and may cause seal to wobble. • Uneven pressure causes leakage or scoring. • Wobbling seals can cause dirt entry problems in the field.
Wet Spot Slippage
RESULTS OF INCORRECT ASSEMBLY Points "A" & "B" Remain Stationary
Points "X" & "Y" Rotate 180°
This causes high pressure at "A""Y" and possible galling.
Whereas at "B""X" there is low pressure and possible leakage. ORIGINAL POSITION "AS ASSEMBLED"
J6-10
ROTATED 180° FROM "ORIGINAL POSITION"
Rear Wet Disc Brake Assembly
J06008 9/90
Wet Disc Brake Assembly
1. O-Ring Bore 2. Rotating Hub 3. Floating Ring Seal
FIGURE 6-9. HUB AND BRAKE HOUSING ASSEMBLY 4. Floating Ring Seal 6. Retaining Bracket 5. Brake Housing 7. Capscrews
1. Position hub (2, Figure 6-9) and brake housing (5) each with seal cavity (3 & 4) facing up. Clean seal cavities and inspect for any damage.
5. Invert the housing and hub assembly with the hub side facing down (4, Figure 6-10). Position the hub mounting surface on wood blocks.
2. If no damage is found in seal cavity refer to "Floating Ring Seal Installation" procedure and install new seal halves (3 & 4). 3. After seals have been properly installed, attach lifting device to hub (2) and position over housing (5). Very carefully lower hub into housing. Do not damage the seal or surfaces. Align the drilled holes in the hub with the three raised bracket pads on housing. 4. Secure retaining brackets (6) to hub (2) and housing (5) with capscrews (7). Tighten capscrews to standard torque.
The three brackets are for TEMPORARY USE ONLY while assembling and installing the Wet Disc Brake Assembly. They must be removed before final wheel bearing adjustment takes place.
J06008 9/90
FIGURE 6-10. DISC PACK REMOVAL/INSTALLATION 1. Disc Pack 4. Rotating Hub 2. Spacer 5. Retaining Brackets 3. Housing and Capscrews
Rear Wet Disc Brake Assembly
J6-11
6. Prior to assembling disc pack, wipe each plate with a lint-free cloth. Inspect and measure all dampers, separator plates, friction discs and spacer for wear or damage. If any damage is found or if a part does not meet specifications, replace part. Plate Measurements are: Quantity
Description
New Plate Thickness
2
Dampers
0.272 ± 0.020 in. (6.9 ± 0.5 mm)
10
Separator Plates
0.094 ± 0.004 in. (2.4 ± 0.1 mm)
11
Friction Discs
0.200 ± 0.005 in. (5.08 ± 0.13 mm)
1
Spacer
0.438 ± 0.005 in. (11.13 ± 0.13 mm)
7. Place spacer (2) into the brake housing (3). It is not included in the disc pack measurement. 8. Assemble disc pack in a clean, dry area away from brake housing. Using two wooden blocks of equal thickness and of suitable length to support the disc pack during measurement, assemble the plates as follows: 1 -- Damper - Cork material facing down. (Unfaced steel side always faces friction disc.) 1 -- Friction disc (internal splines) 1 -- Separator plate (external splines)
9. Disc pack must be compressed using a minimum of 50 lbs. (22.7 kg) of weight distributed evenly over disc pack. Keep weight applied during measurement of disc pack thickness (step 10). 10. Using a 3" - 4" micrometer, take three measurements on the outside edge of disc stack, in equally spaced locations. Record each measurement and average the three readings. The total disc pack average thickness must be between 3.720 in. (94.50 mm) minimum and 3.819 in. (97.00 mm) maximum. • If average thickness is less than 3.720 in. (94.50 mm.), an additional separator plate will be required during assembly (see NOTE below). • If average thickness is greater than 3.819 in. (97.00 mm), check individual plates for correct quantity and thickness (step 6). NOTE: If an extra separator plate is required, place extra separator plate in the brake housing between the spacer and first damper. 11. When disc pack stacked dimension has been determined, place discs into brake housing in the same order as stated in step 8 (spacer should have been placed in housing previously). Be certain that first damper has cork side facing spacer and last damper has cork side facing piston; unfaced steel side always faces friction disc.
Continue to alternate friction discs and separator plates until all eleven friction discs and ten separator plates are used; finish with: 1 -- Damper - Cork material facing up. (Unfaced steel side always faces friction disc.)
J6-12
Rear Wet Disc Brake Assembly
J06008 9/90
1. Eyebolt 2. Piston Assembly 3. Brake Housing
FIGURE 6-11. PISTON REMOVAL/INSTALLATION 4. Retaining Bracket & Capscrews 7. Disc Pack 5. O-Ring Seal Bore 8. O-Ring 6. Rotating Hub 9. Capscrews
12. Attach lifting device to the assembled piston assembly (2, Figure 6-11) making sure new O-ring (8) is in place and lubricated with clean C-3 hydraulic oil. Position piston assembly over housing (3) and align match marks. Lower piston assembly into housing. 13. Install capscrews (9) securing piston assembly to housing. Tighten capscrews to standard torque. Refer to "Installation" procedure to install assembly on final drive.
1. Block wheels of truck. 2. A male quick-disconnect fitting is installed on the back of each wet disc brake housing adjacent to the rear brake shuttle valve. Locate both fittings and clean thoroughly. 3. Assemble an open-close valve with a drain hose and a female quick-disconnect fitting on one end. 4. Attach hose/valve and quick-disconnect assembly onto brake housing quick-disconnect fitting. 5. Start engine and allow accumulators to charge. Operate engine at 1000 rpm and apply brake lock valve. Slowly open valve attached to rear brake and drain oil into a clean container (5 gal. minimum) for one minute or until a clear, steady flow of oil is obtained.
REAR WET DISC BRAKE BLEEDING PROCEDURE
6. Shut off engine and remove hose/valve and quickdisconnect assembly from brake assembly. If hydraulic lines were removed from brake housing, be certain suction plug on hydraulic tank has been tightened. If plug is left loose and engine is started, hydraulic oil will leak from the plug.
J06008 9/90
7. Repeat Steps 4 and 5 with other rear brake. 8. After bleeding procedure is completed, fill hydraulic tank if needed.
Rear Wet Disc Brake Assembly
J6-13
REAR BRAKE DISC WEAR INDICATOR Rear brake disc wear should be checked every 1000 hrs. using the wear indicator tool (Figure 6-12) mounted in one of the rear brake housings. On a new truck, the wear indicator tool is located in the lower left brake housing near the cooling oil line.
Removal/Installation From One Brake To Another The brake disc wear indicator tool is inserted in a port which is open to cooling oil. Removal of the brake disc wear indicator will cause the loss of some of this oil. Advance planning will help to minimize oil loss. 1. Consider scheduling brake disc wear inspections along with the recommended 1000 hr. change of hydraulic oil and filters. Also consider obtaining an additional brake disc wear indicator tool for permanent installation on truck. If both brake assemblies are equipped with disc wear indicators, future checks will not require removal.
FIGURE 6-12. WEAR INDICATOR TOOL 1. Protective Cover 5. O-ring 2. Indicator Rod Shoulder 6. Tool Housing 3. Housing Face (Ref.) 7. O-ring 4. O-ring 8. Indicator Rod 1. Park truck on a level surface and apply park brake. Shut engine down and block rear wheels. 2. Thoroughly clean both rear brake assemblies, especially the area surrounding the lower cooling oil lines. 3. Place the transmission in neutral and start engine. Apply brake lock and keep parking brake applied.
2. Perform steps 1 and 2, "REAR BRAKE DISC WEAR INDICATOR". 3. To prevent hydraulic oil from siphoning from tank, loosen the plug above the return tube in the top cover of the hydraulic tank. Refer to Hydraulic Tank, Section "L". 4. Obtain a VM0315 (0.750 - 16 UNF-2B) O-ring plug and be prepared to insert in hole as indicator tool is removed. Position container to catch oil. 5. Remove the brake disc wear indicator tool, install O-ring plug in place of tool. Inspect brake disc wear indicator and replace O-rings (4, 5 & 7, Figure 6-12).
6. Push rod (2) in until it stops against brake piston.
6. Move to other brake assembly. Locate O-ring plug in the lower part of brake housing near the cooling oil line. Be prepared to insert indicator tool in hole as O-ring plug is removed. Position container to catch oil.
7. Measure the distance from rod shoulder (2) to housing face (3).
7. Remove the O-ring plug, install brake disc wear indicator tool in place of plug.
• If rod shoulder (2) is even with the housing face (3) or below, disc pack is worn to maximum safe wear limits. Brakes should be scheduled for rebuild.
8. Refill hydraulic tank as required. Tighten the plug above the return tube in the top cover of the hydraulic tank. Refer to Hydraulic Tank, Section "L".
• If rod shoulder (2) does not go to housing face (3), brake disc wear is still within allowable limits.
9. Perform steps 3 through 9, "REAR BRAKE DISC WEAR INDICATOR".
8. Pull rod (8) out until it stops against tool housing (6) and install protective cover (1).
10. If brake rebuild is necessary, refer to Removal, Disassembly, Assembly, Installation this section.
4. Remove wear indicator cover (1, Figure 6-12). 5. Operate engine at 1000 RPM.
9. Release brake lock. Shut engine down. NOTE: Checking disc wear in both brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to dissimilar operation of parts and/or haul profiles which require repeated braking/retarding while steering in one direction only.
J6-14
NOTE: If any leakage is observed around the brake disc wear indicator tool, replace O-rings (4, 5 and 7 Figure 6-12).
Rear Wet Disc Brake Assembly
J06008 9/90
PARKING BRAKE The Parking Brake Assembly is mounted to the rear of the Allison transmission. It is controlled by an actuator which is spring applied and hydraulically released. Removal/Installation If park brake assembly requires repair, refer to Allison Transmission Service Manual for procedure. Park Brake Lining Adjustment 1. With park brake released, move truck as required to position access hole in park brake drum for access to the adjusting star wheel (1, Figure 7-1). 2. Shut down engine. Securely block all wheels.
Park Brake Linkage Adjustment NOTE: If transmission is exchanged or brake lever and/or cam is changed, it will be necessary to make a preliminary adjustment for lever to actuator linkage.
1. Refer to Steps 1 through 5 of park brake lining adjustment to position actuator in released position. 2. Turn star wheel adjuster until linings are tight against brake drum. 3. Install link (3, Figure 7-2) to actuator (1). 4. Observe the relationship of park brake actuator link (3) to the eye of park brake lever (4).
3. Remove hose at actuator. 4. Install a hand operated hydraulic pump with a 0-5000 psi (0-35 000 kPa) gauge to the fitting on the park brake actuator (2, Figure 7-2). 5. Apply 1750 psi (12 066 kPa) to the park brake actuator to release the brake. 6. Turn star wheel until linings are tight against brake drum.
5. If the relationship is not close enough to allow the lever to slide on the link pin, the park brake lever will have to be removed from the serrated shaft and moved to a position that will allow the lever to slide on the link pin. 6. Install link pin, washer and key. 7. Proceed with the lining adjustment.
7. Back off star wheel three turns. 8. Relieve hand operated hydraulic pump pressure and remove pump. Install hydraulic line on fitting (2, Figure 7-2).
FIGURE 7-1. PARKING BRAKE ADJUSTMENT 1. Star Wheel Adjuster
J07007 4/92
FIGURE 7-2. PARK BRAKE LINKAGE ADJUSTMENT 1. Actuator 3. Link 2. Hydraulic Hose Fitting 4. Park Brake Lever
Parking Brake
J7-1
PARK BRAKE ACTUATOR ASSEMBLY
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. Before removing any hydraulic lines or components, be sure steering accumulator is bled down. Turn key switch "Off", shut down engine and wait at least 90 seconds. Rotate steering wheel back and forth; no front wheel movement should occur.
The decal shown above is on the top of the park brake actuator assembly. Do not remove nuts from spring retainer plate end of assembly until spring force is removed. Failure to follow instructions could result in serious personal injury.
5. After steering accumulator is completely bled down, remove hydraulic line at actuator. Cap/plug hydraulic line to prevent dirt entry. 6. Remove park brake actuator from rear cover of transmission.
Installation Removal 1. Block wheels of truck securely before disconnecting park brake. 2. With key switch "On" and engine running, move parking brake switch to "Off" position. 3. Remove cotter pin (1, Figure 7-3) and pin (2). 4. Move parking brake switch to "On" position, turn key switch "Off" and shut engine down.
1. Mount park brake actuator on rear cover of transmission. Tighten capscrews to standard torque. 2. Connect hose to fitting of park brake actuator. NOTE: It is not necessary to bleed park brake actuator. 3. Start engine and allow hydraulic system to completely charge. 4. With key switch "On" move park brake switch to "Off" position. 5. Connect park brake actuator to lever of park brake. With park brake in "Off" position, linings should not be in contact with drum. If adjustment is needed refer to "Park Brake Adjustment" Procedure. 6. Move parking brake switch to "On" position, turn key switch "Off" and shut engine down. Remove blocks from wheels.
FIGURE 7-3. PARK BRAKE ACTUATOR ATTACHMENT 1. Cotter Pin 2. Pin w/Washers
J7-2
Parking Brake
J07007 4/92
Disassembly 1. Remove nuts (2, Figure 7-4) on actuator end of assembly from the three retainer rods (7).
3. Place plunger (1) in housing of actuator (3). Install actuator assembly onto three retainer rods of spring pod assembly (6). 4. Install nuts (2). Tighten nuts to standard torque. Actuator Spring Pod Disassembly
Do not allow retainer rods to turn with nuts.
1. Remove clamp (6, Figure 7-5) and boot (8).
2. Remove actuator assembly (3) from spring pod assembly (6).
2. Weld a nut to one end of 0.375 in. (9 mm) threaded rod 12 in. (304 mm) long, this will be the spring compression rod (1).
NOTE: Normal service of the parking brake actuator assembly will NOT require disassembly of the actuator spring pod assembly. If service is required, refer to "Actuator Spring Pod Disassembly/Assembly".
3. Install compression rod with welded nut (1) in recess of actuator base.
3. Remove plunger (1), wiper (4) and seal (5) from the actuator assembly housing. Assembly 1. Clean and inspect all parts thoroughly. 2. Install new seal (5, Figure 7-4) and wiper (4). Install tip of seal toward eye end of actuator, tip of wiper points away from eye end.
FIGURE 7-4. PARK BRAKE ACTUATOR ASSEMBLY 1. Plunger 4. Wiper 2. Nuts 5. Seal 3. Actuator Assembly 6. Spring Pod Assembly 7. Retainer Rods
J07007 4/92
FIGURE 7-5. ACTUATOR SPRING POD 1. Compression Rod 6. Clamp 2. Retainer Plate 7. Retainer Rods 3. Washer 8. Boot 4. Nut 9. Spring 5. Self Locking Nut 10. Spring Pod Base
Parking Brake
J7-3
4. Install washer (3), nut (4) to spring retainer end of compression rod. 5. Tighten nut (4) enough to relieve force on retainer rod nuts (5).
PARK BRAKE BURNISHING NOTE: New brake drum and brake shoe linings need to be burnished before truck is placed in production.
1. When burnishing brake, operate truck in a level area free of obstacles and other equipment. Position spring assembly so the retainer plate is not pointed at anyone. 6. Remove retainer rod nuts (5).
2. Place range selector in "Drive" position and accelerate truck to a maximum speed of 10 MPH (16 km/ph). With truck in motion, release throttle and move range selector to "Neutral" position and move park brake switch to "On" position.
7. Hold nut (4) of compression rod (1) and unscrew rod by the welded nut on compression rod.
3. Repeat Step 2 five times at one minute intervals.
8. Free length of spring is approximately 14.8 in. (375 mm).
4. After burnishing, check that lining to drum clearance is correct. Adjust as required. Refer to "Park Brake Lining Adjustment".
9. After all spring pressure is released, remove spring compression rod. 10. Separate retainer plate (2), spring (9) and actuator base (10).
Actuator Spring Pod Assembly 1. Install spring compression rod (1, Figure 7-5) with welded nut in recess of actuator base (10). 2. Install spring (9) and retainer rods (7) to actuator base. 3. Place spring retainer plate (2) on end of spring with compression rod through center hole. Install washer (3) and nut (4) to compression rod. 4. Hold nut (4) on retainer plate end of spring. 5. Align retainer rods with holes of retainer plate. Tighten welded nut to compress spring. 6. Compress spring until retainer rod nuts (5) can be installed. 7. The assembled length of spring pod (Dimension "A", Figure 7-6) should be 8.312 in. (211 mm). 8. Remove spring compression rod. 9. Install boot (8, Figure 7-5) and clamp (6).
FIGURE 7-6. ASSEMBLED SPRING LENGTH
J7-4
Parking Brake
J07007 4/92
SECTION L HYDRAULIC SYSTEM INDEX HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1 HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1 HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . TANDEM HYDRAULIC PUMP . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . Pump Disassembly . . . . . . . . . . . . . . . . Pump Assembly . . . . . . . . . . . . . . . . . Cartridge Disassembly . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . . Cartridge Assembly . . . . . . . . . . . . . . . HYDRAULIC TANK . . . . . . . . . . . . . . . . . . Filling Instructions . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . HYDRAULIC TANK BREATHERS . . . . . . . . . . . HYDRAULIC FILTER . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . DIFFERENTIAL PRESSURE SWITCH TESTING . Test Procedures . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
L3-1 L3-1 L3-1 L3-1 L3-2 L3-4 L3-5 L3-5 L3-7 L3-9 L3-9 L3-9 L3-10 L3-10 L3-10 L3-11 L3-11 L3-12 L3-13
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1 STEERING CIRCUIT COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . L4-1 STEERING CONTROL VALVE . . . Removal . . . . . . . . Installation . . . . . . . Disassembly . . . . . . Cleaning and Inspection Assembly . . . . . . . . Alternate Method . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
L5-1 L5-1 L5-1 L5-2 L5-5 L5-5 L5-5
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . LOW PRESSURE ACCUMULATOR PRESSURE SWITCH . ACCUMULATOR CHARGING PROCEDURE . . . . . . . . INLINE FILTERS . . . . . . . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . . . . . . . . STEERING CYLINDERS . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
L6-1 L6-1 L6-1 L6-2 L6-2 L6-2 L6-3 L6-3 L6-4 L6-5 L6-5 L6-6 L6-6
L01009 5/92
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
Index
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
L1-1
Assembly . . . . . . . . . BRAKE/STEERING PUMP REPAIR Removal . . . . . . . . . . Installation . . . . . . . . . Disassembly . . . . . . . . Assembly . . . . . . . . . PUMP SPECIFICATIONS CHART .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. L6-6 . L6-7 . L6-7 . L6-7 . L6-7 L6-13 L6-21
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary Manifold . . . . . . . . . . . . . . . . . . . . . . Counter Balance (overcenter) Valve . . . . . . . . . . . . . Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . Check Valves . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . .
L7-1 L7-1 L7-1 L7-2 L7-2 L7-2 L7-2
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . HOIST CYLINDER . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . Hoist Cylinder Mounting Bearing Replacement
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. L8-1 L8-1 . L8-1 . L8-1 . L8-2 . L8-3 . L8-4 . L8-4 . L8-4 . L8-6 . L8-6 . L8-6 . L8-6
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . Accumulator And Piston Pump Checks . . . . . . . . . . . . Steering Valve Leakage Check . . . . . . . . . . . . . . . . . Steering Cylinder Leakage Check . . . . . . . . . . . . . . . TROUBLESHOOTING CHART (STEERING SYSTEM) . . . . . . . HOIST CIRCUIT CHECKOUT & ADJUSTMENT PROCEDURE . . . AUXILIARY VALVE . . . . . . . . . . . . . . . . . . . . . . . . Pressure Check . . . . . . . . . . . . . . . . . . . . . . . Leakage Check . . . . . . . . . . . . . . . . . . . . . . . Checking And Adjusting Hoist System Pressure Relief Valve Checking And Adjusting "Power Down" Pressure . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . . . . . . .
L10-1 L10-1 L10-1 L10-1 L10-1 L10-3 L10-3 L10-4 L10-6 L10-6 L10-6 L10-6 L10-7 L10-7
. . . . . . . . . . . . .
. . . . . . .
. . . . . . . . . . . . .
. . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
TROUBLESHOOTING CHART (HOIST SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . L10-8 STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-11 HOIST SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12 HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . L10-13
L1-2
Index
L01009 5/92
HYDRAULIC SYSTEM HYDRAULIC SYSTEM DESCRIPTION The hydraulic system consists of the hoist, steering, brake apply and brake cooling circuits. The following information discusses basic operation and oil flow through the entire system when the engine is running and all controls are in the neutral position. Additional and more detailed information regarding the brake system can be found in Section ‘‘J’’. Additional information regarding the operation of individual hoist and steering circuit components can be found in this Section. Refer to Figure 2-3 for the location of individual components on the truck and to the hydraulic system schematic in Section ‘‘R’’.
The shaft end of the tandem pump (2, Figure 2-2), mounted on the rear of the transmission PTO drive (3) provides oil to the open center hoist valve. Oil leaving the hoist valve is routed to the rear, dual filter located behind the left front wheel. The outlet of the cover end cartridge of the tandem pump is routed to the front filter. The two supplies are combined after the oil is filtered and routed to the heat exchanger located under the radiator. A ‘‘Tee’’ ahead of the heat exchanger routes oil back to the hydraulic tank through a relief valve (3, Figure 2-1) if pressure exceeds 85 psi (586 kPa).
The hydraulic tank (Figure 2-1), located on the left side of the frame provides the oil supply for the entire system. The tandem pump oil supply tube (1, Figure 2-1) is positioned above the oil level in the tank and receives oil by siphoning oil from inside tube (2). This arrangement allows pickup of clean oil while contaminants not trapped by the system filters and screens return to the tank and settle to the bottom.
After the oil is cooled in the heat exchanger the oil is routed to the rear brake system and used to cool the disc brakes during truck operation and then is returned to the hydraulic tank. A portion of the oil leaving the heat exchanger is routed through a filter screen to the inlet of the steering/brake supply pump mounted on the front of the transmission PTO drive.
FIGURE 2-1. HYDRAULIC TANK ASSEMBLY 1. Tandem Pump 3. Relief Valve Oil Supply Tube 4. By-Pass Return 2. Tube 5. Cooling Circuit Return
FIGURE 2-2. HYDRAULIC PUMPS 1. Fuel Tank 3. PTO 2. Tandem Pump 4. Brake/Steering Pump
L02007 8/90
The brake/steering pump (4, Figure 2-2) is a piston type pump. It contains an internal pressure compensator to provide "standby" oil pressurized to 2750 psi (18.9 MPa) at all times to the steering and brake circuits. There is no oil flow from the pump unless there is a demand for oil from one of the circuits.
Hydraulic System
L2-1
FIGURE 2-3. HYDRAULIC SYSTEM COMPONENT LOCATION
L2-2
Hydraulic System
L02007 8/90
Pressure oil from the brake/steering pump is routed to the auxiliary valve, steering system components and brake system components. A pressure reducing valve in the Auxiliary manifold reduces the 2750 psi (18.9 MPa) pressure to provide 125 psi (862 kPa) oil pressure to the hoist pilot control valve to control the hoist valve mounted on the fuel tank. When the hoist valve is actuated, oil flows from the hoist valve to extend the hoist cylinders. An Overcenter valve provides a hydraulic ‘‘cushion’’ to prevent damage to the cylinders when reaching the end of the fully extended stage. A pressure switch mounted on the Auxiliary Manifold activates a Low Steering Pressure warning light and horn if steering circuit pressure decreases to 1800 psi (12.4 MPa). This oil supply is used for releasing the parking brake actuator, operation of the hoist valve and steering circuit pressure detection. The remainder of the volume of oil from the brake/steering pump is routed to a manifold and through check valves to the three accumulators as shown in Figure 2-3. The check valves maintain oil pressure in the accumulators in the event of a loss of oil supply from the brake/steering pump. This supply of pressurized oil is available to steer the truck and bring it to a safe stop. The smaller, outboard accumulator and the center accumulator provide oil to the Low Brake Pressure Detection Module located under the accumulators. This module senses brake pressure to provide a warning if the brake system pressure falls below 2000 psi (13.8 MPa) and automatically applies the brakes if pressure falls below 1650 psi (11.4 MPa). This module also contains valves used to manualy bleed the hydraulic pressure from the brake system accumulators for system maintenance and repair.
FIGURE 2-4. ACCUMULATOR INSTALLATION 1. Steering Accumulator 2. Rear Brake Accumulator 3. Front Brake Accumulator 4. Brake Accumulator Bleedown Valves 5. Low Brake Pressure Detection Module 6. Pressure Test Port 7. Brake System Warning Pressure Switch 8. Oil Supply to Accumulators 9. Manifold 10. Accumulator Check Valves
Oil is routed from the Low Brake Pressure Detection Module to the Brake Manifold to provide an oil supply for the retarder, front and rear brake treadle valves and the brake lock circuit. The inboard accumulator supplies oil to the steering circuit. A portion of the oil is routed from the accumulator to the Brake Manifold containing the accumulator bleeddown solenoid. When the engine is shut down and the key switch turned ‘‘Off’’, oil pressure stored in the steering accumulator is drained back to the tank. Oil flow is also routed through a filter screen to the closed center Steering Control Valve. If the operator turns the steering wheel, the oil supply is directed to the steering cylinders to extend one cylinder and to retract the opposite cylinder.
L02007 8/90
Hydraulic System
L2-3
This hydraulic system contains stored energy. Always relieve pressure before disconnecting any hydraulic line. Tighten all connections securely before starting the engine. Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately.
The following procedure should be observed prior to any repairs and maintenance to hydraulic system components:
• Block Wheels of Truck! • Turn key switch ‘‘Off’’ and shut down engine. Wait at least 90 seconds to bleed down the steering accumulator. Rotate the steering wheel back and forth; no movement should occur. • Bleed down the brake accumulators by turning the Bleeder Valve handles counterclockwise to open and wait at least 90 seconds. When accumulators are completely bled down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave open.
Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines and components are capped to prevent contamination.
L2-4
Hydraulic System
L02007 8/90
HYDRAULIC SYSTEM COMPONENT REPAIR 3. Place a container under the pump (2, Figure 3-1). Be prepared to catch approximately 10 gal (38 l) of oil.
TANDEM HYDRAULIC PUMP Removal 1. Block the wheels of the truck.Turn the key switch ‘‘Off’’ and allow at least 90 seconds for the steering accumulator to bleed down. Open the valves located in the Low Brake Pressure Detection Module to manually bleed the pressure from the brake accumulators.
4. Remove the pump inlet and outlet hose flanges and remove hoses. Cap hoses to prevent contamination. 5. Remove capscrews and remove the pump from the PTO. 6. Remove the oil filter elements and inspect for contamination. If excessive amounts of contamination are found, the hydraulic tank should be completely drained and thoroughly cleaned.
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. Move pump to a clean work area for disassembly. Installation 1. Install a new O-ring on pump mounting flange. Align splines on pump with splines in PTO. Secure pump to PTO housing with capscrews and lockwashers. Tighten to standard torque.
2. Loosen the center plug (4, Figure 3-2) on the top cover (2) of the hydraulic tank.
FIGURE 3-1. HYDRAULIC PUMP INSTALLATION 1. Fuel Tank 3. Transmission PTO 2. Tandem Hydraulic Pump 4. Steering/Brake Pump
L03006 7/93
FIGURE 3-2. HYDRAULIC TANK 1. Cover Gasket 4. Vent Plug 2. Cover 5. Filler Tube 3. Capscrews
Hydraulic System Component Repair
L3-1
2. Uncap outlet lines and attach to the proper connections using new O-rings. 3. Install new O-ring and install inlet hose on pump and secure with capscrews. 4. Remove the cover (2, Figure 3-2) from the hydraulic tank and fill the suction tube for the tandem pump with clean Type C-3 hydraulic oil. Loosen the capscrews on the pump inlet to remove trapped air in line. After air is bled from line, tighten capscrews to standard torque. 5. Refill tank to top of the filler tube (5). Tighten the plug (4) in the tank cover. 6. Install new oil filter elements.
Pump Disassembly 1. Support the pump on blocks or clamp the body in a vise as shown in Figure 3- 3. If a vise is used, use protective jaws to avoid damage to outlet body and its machined surfaces. 2. Mark the pump inlet, outlet and cover for correct reassembly (Figure 3-3). 3. Remove the cover screws (1, Figure 3-6) and lift end cover (2) from the pump. This will expose the cover end cartridge. Discard square cut seal (5) and O-ring (6). 4. Pull cover end cartridge from the inlet housing (Figure 3-4).
FIGURE 3-3. REMOVAL OF COVER SCREWS
L3-2
FIGURE 3-4. REMOVAL OF COVER END 5. Set cover end cartridge aside for disassembly. 6. Separate inlet housing and outlet body as shown in Figure 3-5. This will expose shaft end cartridge. Discard square cut seal and O-ring (5 & 6, Figure 3-6). 7. Rotate shaft to loosen shaft end cartridge then remove the cartridge from outlet body (25). Set aside for disassembly during Step 11. 8. Remove spirolox ring (19). Slide shaft (22) and bearing (21) from outlet body (25).
FIGURE 3-5. INLET HOUSING REMOVAL
Hydraulic System Component Repair
L03006 7/93
FIGURE 3-6. HYDRAULIC PUMP 1. Screw 8. Seal Pack Sub-Assemblies 15. Inlet Support Plate 2. End Cover 9. Flex Side Plate 16. Locating Pins 3. Backup Ring 10. Rotor 17. Screw 4. O-Ring 11. Vanes & Inserts 18. Inlet Housing 5. Square Cut Seal 12. Ring 19. Spirolox Retaining Ring 6. O-Ring 13. Flex Side Plate 20. Retaining Ring 7. Outlet Support Plate 14. Seal Pack Sub-Assemblies 9. If bearing (21) is worn, remove retaining ring (20) and press bearing from the shaft with an arbor press.
21. Bearing 22. Shaft 23. Washer (Spacer) 24. Primary Shaft Seal 25. Outlet Body 26. Seal
10. Remove spacer (23) and shaft seal (24) from the outlet body (25). Be careful not to damage the bore areas where the seals are located. NOTE: Preassembled and tested pump cartridges are available as service items, if needed.
L03006 7/93
Hydraulic System Component Repair
L3-3
Pump Assembly 1. Clamp outlet body (25, Figure 3-6) in a vise or place on 2 x 4 wood blocks to facilitate assembly. 2. Lubricate primary shaft seal (24) with petroleum jelly and place in position within outlet body (25), garter spring up. See Figure 3-7 for seal arrangement. 3. Use seal installation tool shown in Figure 3-8 to prevent damage to the seal. Press seal (24, Figure 3-6) into the body until it bottoms out against the shoulder. 4. Press shaft (9) into the new bearing with an arbor press while supporting the bearing inner race. Refer to Figure 3-7 for correct location of bearing on the shaft. Install a small retaining ring (20, Figure 3-6) behind the bearing on the shaft. 5. Place the bearing spacer washer (23) over the shaft, against the front of the bearing. Use plastic tape over the shaft end to prevent damage to the seal. Lubricate with petroleum jelly and carefully push the shaft through the seal until the bearing and spacer are in location within the body.
FIGURE 3-8. PRIMARY SHAFT SEAL DRIVER 6. Install the large spirolox ring (19) into the outlet body retaining ring groove located just behind the bearing. 7. Install square cut seal (5) into outlet body (25). 8. Install O-ring (4) and backup ring (3) on the cartridge outlet support plate hub. 9. Carefully install shaft end cartridge over shaft (22) and into outlet body (25) with one of the chamfers on the ring in alignment with the outlet port. 10. Lubricate and install O-ring (6) between the large inlet housing (18) and outlet body (25). Locate O-ring in O-ring groove of the outlet body. 11. Install inlet housing (18) in position; move back and forth until the cartridge pins drop into the alignment holes located within the housing. 12. Turn the inlet housing slightly until the alignment marks are in line and the large screw holes are aligned. 13. Turn pump shaft by hand to check for free rotation of the cartridges. 14. Install a square seal (5) into the outlet cover (2). 15. Install O-ring (4) and backup ring (3) on the cover end cartridge outlet support plate hub. 16. Carefully install cover end cartridge over shaft (22) and into the inlet housing. 17. Turn cartridge slightly to bring into alignment the pin holes and cartridge alignment pins. 18. Install outlet cover to inlet housing O-ring seal (6) over the cartridge and up against the inlet housing.
FIGURE 3-7. SHAFT SEAL ARRANGEMENT 1. Primary Seal 3. Steel Ball 2. Standard Shaft
L3-4
19. Make sure square cut seal is in place within the cover. Align the cover to agree with the alignment marks and gently slide the cover over the outlet cartridge.
Hydraulic System Component Repair
L03006 7/93
3. Place the cartridge on a flat surface (outlet support plate down) and remove the two sockethead screws (17, Figure 3-6). Be careful not to cut square cut seal (5) or pinch O-ring (6) during cover installation.
20. Oil and install capscrews (1). Tighten capscrews to 255-275ft.lbs. (346-373 N.m) torque. 21. Turn the pump shaft to check for free rotation of the cartridges. Cartridge Disassembly Disassemble the two cartridge kits, one at a time, according to the following instructions. Keep parts separated from each other during inspection, repair, and assembly. 1. Remove O-ring (4, Figure 3-6), backup ring (3) and square cut seal (5) from the outlet support plate. 2. Scribe a line across the outer surface of the cartridge kit. (Refer to Figure 3-9). The scribe marking will provide a reference for parts alignment during assembly.
Do not slide flex plates across the ring and rotor. Burrs on the ring or rotor can cause deep scratches in the soft bronze surface.
4. Slide inlet support plate (15) and seal pack subassemblies (14) off the cartridge. DO NOT allow the flex side plate (13) to slide with the support plate. 5. Move flex side plate (13) off center just enough to lift up and away without sliding. Refer to Figure 3-10. 6. Place a small clean piece of wood over the exposed ring and rotor. Turn cartridge and wood upside down as shown in Figure 3-11. 7. Slide outlet support plate (7, Figure 3-6) and seal pack sub-assemblies (8) off flex side plate (9). DO NOT permit flex side plate (9) to move across the ring and rotor. 8. Move flex side plate (9, Figure 3-6) off center just enough to lift up and away without sliding. Refer to Figure 3-10. 9. Lift ring (12, Figure 3-6) away from rotor (10) and vanes (11). Locate the arrow stamped into the rotor periphery. 10. Remove the vanes and inserts in order, starting at the arrow. Keep them in order for inspection. NOTE: Do not remove cartridge locating pins (16, Figure 3-6) from the inlet support plate unless they are damaged. The pins are of a drive-loc type and can be difficult to remove.
Inspection 1. All parts must be thoroughly cleaned and kept clean during inspection and assembly. The close tolerance of the parts makes this requirement very important. FIGURE 3-9. SCRIBING THE CARTRIDGE
L03006 7/93
2. Clean all removed parts, using a cleaning solvent that is compatible with the system oil.
Hydraulic System Component Repair
L3-5
FIGURE 3-10. INLET FLEX SIDE PLATE REMOVAL
When using cleaning solvents follow solvent manufacturers instructions.
DO NOT use a dry stone on bronze surface or scratches will result.
NOTE: Compressed air may be used in cleaning, but it must be filtered to remove water and contamination.
5. Inspect both sides of each vane (11, Figure 3-6) and insert in order. If pickup, heavy wear or scoring is found, inspect the appropriate rotor (10) slot. Replace scored parts.
3. Discard the square cut seals, O-rings, backup ring and seal sub-assemblies. Use new seal kits for assembly. 4. Check the cartridge wear surfaces for pickup, scoring and excessive wear. Slight heat discoloration of the flex side plate bronze surface is normal. Score marks deeper than 0.001 in. (0.025 mm) and scratches deeper than 0.002 in. (0.050 mm) indicate a new part is needed. Slight scoring and/or scratches can be removed with an oiled honing stone.
L3-6
NOTE: Inspect each vane tip for excessive wear. Excessive vane tip wear will reduce pump efficiency.
6. Inspect ring (12) for vane chatter marks, wear and/or scratches. Replace if scoring is evident.
Hydraulic System Component Repair
L03006 7/93
FIGURE 3-11. CARTRIDE DISASSEMBLY Cartridge Assembly
Replacement ring width must be identified to the ring being replaced or reduced life of output flow will result. The minimum ring to rotor clearance limit is 0.0016 in. (0.0406 mm). NOTE: All cartridge kit parts must be free of burrs. Stone the mating surfaces of each part with an oiled honing stone prior to assembly. Clean parts after stoning. 7. Vane to rotor wear can be checked by inserting the vane in the rotor slot and checking for excessive play. Replace rotor (10, Figure 3-6) and vanes (11) if wear is evident. 8. Rotate bearing (21) while applying pressure to check for wear, looseness and pitted or cracked races. 9. Inspect the seal and bushing mating surfaces on shaft (22) for scoring or wear. Replace the shaft if wear exceeds 0.005 in. (0.127 mm) diametrical change, or if marks cannot be removed by light polishing. If wear is found in the bushing area, a new bushing will be required.
L03006 7/93
NOTE: Coat all parts except seals and backup rings with clean Type C-3 hydraulic oil to facilitate assembly and provide initial lubrication. Use small amounts of petroleum jelly to hold the O-rings in place during assembly.
1. The direction of rotation is viewed from the shaft end. Right hand rotation is clockwise; left hand rotation is counterclockwise. Be certain pump assembly provides same rotation as found during disassembly. NOTE: Assemble shaft end cartridge in the direction of rotation noted at disassembly. Assemble cover end cartridge in reverse of the shaft end cartridge. NOTE: If locating pins (16, Figure 3-6) were removed from inlet support plate (15), install new pins with locking flutes located within the inlet support plate. Drive the new pins into the support plate with a soft tipped hammer. 2. Place the inlet and outlet support plates on a flat surface. Install seal pack sub-assemblies (8 & 14) into cavities with seal retainer surface up (O- rings facing downward into the cavities).
Hydraulic System Component Repair
L3-7
3. Place flex side plates (9 & 13) over each of the support plates with bronze wear surface facing up. Align scribe marks to make sure the correct flex side plate is used with the correct support plate (bronze wear surfaces must face rotor when assembled). NOTE: Flex side plates develop a wear pattern with the rotor and vanes and should not be interchanged. 4. For right hand rotation units, set the rotor on a flat wooden board with the arrow pointing right (for left hand rotation, the arrow should point left). 5. Assemble the vanes and inserts into the rotor in reverse order of disassembly. Make sure the sharp chamfer edge of each vane leads in the direction of rotation. All vanes must move freely in the rotor slots with no evidence of bind. 6. Assemble the ring (12, Figure 3-6) over rotor (10) and vanes (11) with arrow pointing in the same direction as the rotor. Lubricate the top surface of the rotor and vanes liberally with Type C-3 hydraulic oil. 7. Locate the scribe mark on ring (12), outlet support plate (7) and flex side plate (9). Hold the outlet support plate and flex plate together and assemble over the ring and rotor with the scribe marks in line. 8. Hold the cartridge together to prevent movement and turn the assembly over so the outlet support plate rests on a flat surface. 9. Lubricate the exposed surface of the rotor and vanes with system oil. Locate the scribe mark on inlet support plate (15) and flex side plate (13).
10. Hold the inlet support plate and flex side plate together and assemble over the exposed ring, rotor and vanes. Make sure the scribe marks are in line. NOTE: The O.D. of all component parts of the cartridge kit must be in line with each other or the cartridge will bind during assembly. Align the cartridge as follows: a. Build a ‘‘V’’ block from hardwood (Reference Figure 3-12) or use a metal ‘‘V’’ block if it is available. b. Place the cartridge into the ‘‘V’’ block on its side. c. Loosen socket head screws (17, Figure 3-6) enough to allow each section of the cartridge to come into alignment within the ‘‘V’’ block. d. Tighten the socket head screws (17) to 100 in.lbs. (11.29 N.m) torque. e. Check alignment again after tightening. 11. Check rotor (10) for bind by inserting the index finger through the shaft opening of inlet support plate (15). Hold the cartridge kit in a horizontal shaft position and lift the rotor with the finger. The rotor should move freely back and forth within the cartridge. If the rotor binds, open the kit, clean and stone all possible areas of bind, then reassemble using the aforementioned procedure. The rotor MUST move freely within the cartridge when assembled. 12. Repeat Steps 1 thru 11 for assembly of other cartridge kit.
FIGURE 3-12. CARTRIDGE ALIGNMENT BLOCK
L3-8
Hydraulic System Component Repair
L03006 7/93
NOTE: If filling is required, use clean Type C-3 hydraulic oil only.
4. Disconnect hydraulic lines. Plug lines to prevent spillage and possible contamination to the system. Tag each line as removed for proper identification during installation. Disconnect wires on inboard side of tank. Remove the transmisssion filler pipe (6) and position to allow tank removal.
Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulators to bleed down after engine shutdown with the key switch ‘‘Off’’.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination.
HYDRAULIC TANK Filling Instructions
1. With the body down, shut down engine and turn key switch ‘‘Off’’. Wait at least 90 seconds. 2. Remove cap from fill tube (7, Figure 3-13) and add clean, filtered Type C-3 hydraulic oil until oil is at the top of fill tube. NOTE: The final filter in the filling apparatus must be 3 micron.
5. Attach a lifting device to the hydraulic tank. 6. Remove the nuts, washers,capscrews, lockwashers and U-bolts securing the hydraulic tank to the frame. 7. Move hydraulic tank to a clean work area for disassembly or repair.
3. Replace fill cap. 4. Start the engine, raise and lower the dump body three times. 5. Continue to repeat Steps 1 through 4 until oil level is maintained at the fill tube. NOTE: When engine is shut down, oil should be visible in sight glass. If a component in the hydraulic system should fail, and foreign particles are evident, the system must be flushed. Refer to ‘‘Hydraulic System Flushing’’ instructions. Removal 1. Block the wheels of the truck. Turn keyswitch ‘‘Off’’ and allow at least 90 seconds for the steering accumulator to bleed down. Open the manual bleedown valves on the Low Brake Pressure Detection Module to relieve the oil pressure in the brake system accumulators. Close valves when brake accumulators are bled down. 2. Loosen the vent plugs (1, Figure 3-13). Drain the hydraulic tank by use of the drain (9) located in the bottom of the tank. Be prepared to catch approximately 95 gal (360 l) of oil. 3. Thoroughly clean the outside of the hydraulic tank.
L03006 7/93
FIGURE 3-13. HYDRAULIC TANK 1. Vent Plugs 6. Transmission Fill Pipe 2. Breather Elements 7. Tank Filler Tube 3. Capscrew 8. Sight Gauge 4. Cover 9. Drain Plug 5. Gasket 10. Lower Mount
Hydraulic System Component Repair
L3-9
Installation
DUAL HYDRAULIC FILTERS
1. Install hydraulic tank and secure with u-bolts, washers and nuts at upper mounts. Install capscrew, washers, rubber mount and nut in lower mount. Tighten to standard torque. 2. Remove caps from hydraulic lines and attach to the proper connections using new O-rings and gasket where applicable. 3. Attach transmission filler pipe assembly to the tank. Reconnect wiring to temperature sending unit and thermostat switch on inboard side of tank. 3. With the cover (4, Figure 3-13) removed, fill the hydraulic tank with C-3 hydraulic oil. Be certain to fill the center, internal tube supplying oil to the tandem pump. Bleed all air from hydraulic lines. 4. Install the tank cover using a new gasket. Tighten the vent plugs (1) to assure a positive seal. 5. Refer to ‘‘Filling Instructions’’ and fill tank to obtain proper oil level.
Two oil filters are located behind the left front tire as shown in Figure 3-14. Oil is filtered through 12 micron filters to remove contamination from the system and reduce the possibilities of large particles damaging system components. Included in the front filter assembly is a differential pressure (∆P) switch to indicate when oil passing through the filter element is restricted. The differential pressure switch is factory preset to actuate at 35 ± 5 psi (241 ± 35 kPa) and is designed to give the operator an alert before the filter begins to by-pass. Actual filter by-pass will occur at 50 psi (345 kPa). NOTE: Upon start-up with cold oil, the restriction caused by cold oil may cause the warning indicator light to turn on. Hyraulic oil should be warmed up to normal operating temperature before using the warning light as an indicator to change elements. The filter elements should be changed every 250 hours or when the warning light comes on. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur.
HYDRAULIC TANK BREATHERS The hydraulic tank breathers (2, Figure 3-13) maintain atmospheric pressure inside the hydraulic tank as oil is pumped from and returned to the tank. Hydraulic system malfunctions such as overheating, erratic operation, and pump failure can result if truck is operated with plugged or restricted breathers. Be sure that breathers are kept clean and are not covered with mud or debris. The breathers are replaceable assemblies that should be changed at 1000 hour intervals under normal operating conditions.
FIGURE 3-14. FILTER INSTALLATION 1. LH Frame Rail 3. Front Suspension 2. Filter Assemblies
L3-10
Hydraulic System Component Repair
L03006 7/93
Removal
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
The following instructions are applicable to either filter assembly. Only the front filter is equipped with a differential pressure switch. 1. With engine shut down and key switch ‘‘Off’’, allow at least 90 seconds for the accumulator to bleed down.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 2. Remove rotolock and bowl (8, Figure 3-15) and element (7) and drain the oil from the filter housing into a suitable container. Remove filter element (7) from bowl. 3. Before discarding element (7), inspect closely. Evidence of debris may signal a component problem within the system. 4. Remove O-ring (5) in filter head and discard. Installation 1. Install new O-ring (5) in filter head (4) and check for new O-ring (6) on new filter element (7).
FIGURE 3-15. FILTER ASSEMBLY 1. Differential Pressure 5. O-Ring (Head) Switch 6. O-Ring (Element) 2. O-Ring 7. Filter Element 3. O-Ring 8. Rotolock and Bowl 4. Filter Head Assembly
2. Install new filter element (7) in rotolock and bowl (8). Install complete assembly onto filter head (4) and tighten securely. NOTE: The differential pressure switch (1, Figure 3-15) and the warning light circuit it activates should be tested periodically for proper operation. Refer to the following instructions and equipment necessary to test differential pressure switch.
L03006 7/93
Hydraulic System Component Repair
L3-11
DIFFERENTIAL PRESSURE SWITCH TESTING
Kent-Moore Part Number--J-33884-4
The differential pressure switch and warning light circuit should be routinely tested as a part of the regular vehicle preventative maintenance. Figure 3-16 shows a pressure switch tester and Figure 3-17 shows a test block to accept the switch during testing. The test block may be fabricated as shown. Test Procedure: 1. Remove differential pressure switch from filter head and install in test block or pressure switch tester. 2. Reconnect wiring harness to switch. 3. Pump up pressure to test block and watch for warning light indication.
FIGURE 3-16. PRESSURE SWITCH TESTER If the differential pressure switch does not operate within the specified range, replace the complete component. Switch adjustment is not recommended.
4. Differential Pressure switch should turn on warning light at 35 ± 5 psi (241 ± 35 kPa).
FIGURE 3-17. DIFFERENTIAL PRESSURE SWITCH TEST BLOCK
L3-12
Hydraulic System Component Repair
L03006 7/93
The following information is provided to assist in making (if desired) a temporary wiring harness for testing purposes.
FIGURE 3-18. INDICATOR LIGHT TEST WIRING HARNESS
Male Electrical Connector (on switch): MS3102R-10SL-3P (revised) Female Mating Electrical Connector: MS3106-A10SL-3S (straight plug) or MS3108-A10SL-3S (90° angle plug)
L03006 7/93
Hydraulic System Component Repair
L3-13
NOTES
L3-14
Hydraulic System Component Repair
L03006 7/93
STEERING CIRCUIT
STEERING CIRCUIT OPERATION Oil from the outlet port of the steering/brake pump is directed to both the accumulator oil supply manifold and the auxiliary manifold. Oil going to the auxiliary manifold is used for control functions. Oil going to the accumulator supply manifold passes through the manifold and through the three check valves to fill the steering accumulator and the two brake accumulators. Oil from the steering accumulator is directed to the steering valve inlet port and steering bleeddown solenoid valve located on the brake manifold. With the engine running and no movement of the steering wheel, oil flow is blocked. When the engine is first started, the Emergency Steering warning light and alarm will be on until steering circuit pressure reaches 1800 psi (12.5 MPa). Steering circuit pressure will continue to increase until 2750 ± 50 psi (19.25 ± 0.35 MPa) maximum circuit pressure is reached. When the steering wheel is turned, the attached steering control valve directs oil from the steering accumulator to the steering cylinders. As circuit pressure drops, pump flow increases, supplying oil to the accumulator to be directed to the rod end of one steering cylinder and head end of the other cylinder. The other port of each cylinder is connected through the steering valve to the tank. When oil flow to the steering cylinders is stopped by the steering control valve, circuit pressure increases again to maximum.
STEERING CIRCUIT COMPONENT DESCRIPTION STEERING CONTROL VALVE The steering control valve (Figure 4-1) is mounted below the floor of the cab. Rubber mounting bushings are utilized to minimize noise and vibration. The steering column is connected to the valve through a vibration isolation coupling. The unit consists of a rotary directional valve and gerotor. The directional valve is closed center, blocking the cylinder ports and inlet port from tank. The spool of the directional valve is connected to the steering wheel through the steering column. The control sleeve of the unit is linked to a gerotor. Leaf springs are located between the spool and sleeve to center the two when steering wheel rotation stops. Turning the steering wheel in either direction rotates the spool in relation to the sleeve allowing supply oil to the gerotor. Supply oil drives the gerotor which delivers oil back through the sleeve and out to the steering cylinders. Return oil from non-pressurized cylinder ports return through the sleeve and back to tank. As long as the steering wheel is rotated, the gerotor and sleeve are trying to catch up to the spool. When steering wheel rotation stops, the spool and sleeve return to center shutting off oil to the gerotor and stopping flow to the steering cylinders.
If the pump supply is removed while the truck is operating, the accumulator will supply oil for steering until the truck can be stopped. As steering circuit pressure decreases, the steering system pressure switch closes at 1800 psi (12.6 MPa), turning on the warning light and alarm on the instrument panel, warning the operator. When shutting down the engine, turning off the key switch activates a timer that energizes the solenoid of the normally closed bleeddown valve. The valve is open for 90 seconds allowing nitrogen to force oil out of accumulator back to tank. Refer to the Hydraulic Schematic in Section "R".
FIGURE 4-1. STEERING CONTROL VALVE
L04015 6/90
Steering Circuit
L4-1
STEERING PUMP The steering pump is a variable displacement, radial piston pump. Inlet oil enters through the inlet port (11, Figure 4-2) in the pump housing (6). A common inlet gallery (4) in the pump housing provides oil to eight inlet valves (5). Pistons (10) radially surround an eccentric cam. The cam uses a bearing race (3) upon which the pistons ride. Behind each piston is a spring which pushes in and holds pistons against the bearing race. As the pump shaft (2) rotates, a low pressure cavity develops in the piston spring area during the downward stroke of the piston. This low pressure allows the inlet valve to open, filling the piston cavity with oil. The inlet valves close at the end of inlet stroke of pistons. High pressure oil is developed as the race pushes the pistons outward. As pressure increases, the outlet valve (9) opens, allowing circuit pressure oil to pass into the outlet gallery. At the end of the stroke, circuit pressure oil in the outlet gallery closes the outlet valve.
All outlet valves share a common outlet gallery in the pump housing. An orifice (1) is located between the crankcase and the inlet gallery. Any oil leakage past the pistons is routed through this orifice to the inlet gallery. This flow allows for cooling and lubrication. The pump is designed to provide ‘‘On Demand’’ circuit pressure oil regardless of flow requirements. As demand for oil decreases, circuit pressure increases. This increased pressure closes the crankcase outlet valve (7) and then opens the stroke control valve (8) allowing high pressure oil to dump into the crankcase as maximum circuit pressure is reached. Increased pressure in the crankcase overcomes piston spring pressure and holds the pistons away from the race, thereby destroking the pump.
FIGURE 4-2. BRAKE/STEERING PUMP ASSEMBLY 1. Orifice 5. Inlet Valve 9. Discharge Valve 2. Shaft 6. Pump Housing 10. Piston 3. Bearing Race 7. Crankcase Outlet Valve 11. Oil Inlet Port 4. Inlet Oil Gallery 8. Pressure Compensator Valve
L4-2
Steering Circuit
L04015 6/90
Pressure Compensator The pump contains a stroke control valve (pressure compensator) housing (1, Figure 4-3). The stroke control valve housing is connected to the pump inlet gallery (2), outlet gallery (3), and pump crankcase (4 and 5). The stroke control valve (6), working with the crankcase outlet valve (7), maintains circuit pressure under varying flow demands. Circuit pressure oil enters at point (3) and flows to the center section of the stroke control valve. At full pump stroke, crankcase pressure is at inlet pressure. As demand for circuit oil decreases, circuit pressure will begin to increase, causing crankcase the outlet valve (7) to close (move downward). This blocks the pump crankcase oil (4) from the inlet gallery (2) except for any oil which passes through the crankcase orifice. As maximum circuit pressure is approached, the stroke control valve (6) opens (moves downward) and allows circuit pressure oil into the crankcase.
As circuit pressure rises further, more oil enters the crankcase than can flow through the orifice. Crankcase pressure increases to slightly higher than inlet pressure overcoming the combined spring force on the pump pistons. The pistons are then held away from the pump shaft bearing race destroking the pump. The pump shaft continues to rotate, but the pistons travel only enough to supply flow through the crankcase. As demand for circuit oil increases, circuit pressure will decrease closing the stroke control valve. Oil will no longer be routed to the crankcase. Crankcase pressure begins to decrease as oil flows through the crankcase orifice. When circuit pressure decreases sufficiently, the crankcase outlet valve (7) opens (moves upward) rapidly dumping the pump crankcase. The pump piston springs overcome the decreased crankcase pressure and the pistons again come in contact with the shaft bearing race putting the pump into stroke.
STEERING ACCUMULATOR The steering accumulator is a floating piston type with nitrogen on top of the piston. Oil from the steering/brake pump enters the accumulator through a check valve and fills the bottom of the accumulator until pressure on the nitrogen side of the piston equals maximum circuit pressure established by the compensator of the steering/brake pump. The outlet port is connected to the steering control valve. The top of the accumulator contains a nitrogen charge pressure switch and a nitrogen charging valve.
STEERING BLEEDDOWN SOLENOID VALVE The bleeddown solenoid valve is a normally closed valve mounted on the brake manifold. The solenoid is energized by a timer that is turned on when the key switch is turned ‘‘Off’’ and engine shut down. The timer energizes the solenoid for 90 seconds, allowing oil in the bottom of the accumulator to return to tank when the truck is shut down.
STEERING PRESSURE SWITCH FIGURE 4-3. STROKE CONTROL VALVE 1. Housing 5. Pump Crankcase 2. Pump Inlet Gallery 6. Stroke Control Valve 3. Outlet Gallery 7. Crankcase Outlet Valve 4. Pump Crankcase
The steering pressure switch turns on a warning light and alarm on the instrument panel when steering circuit pressure is below 1800 psi (12.5 MPa).
STEERING CYLINDERS Double acting cylinders are connected between the frame rails and each front spindle.
L04015 6/90
Steering Circuit
L4-3
NOTES
L4-4
Steering Circuit
L04015 6/90
STEERING CONTROL VALVE Removal 1. Shut down engine and bleed down steering circuit. Allow at least 90 seconds for system to bleed. Open the manual bleeddown valves to release the pressure from the brake accumulators. NOTE: To insure the hydraulic oil has completely drained from the accumulator, turn the steering wheel. If the wheels do not turn, all the hydraulic pressure has been drained from accumulator. 2. Clean exterior of steering control valve thoroughly. 3. Tag and disconnect hydraulic lines. Plug lines and ports securely to prevent spillage and possible contamination to the system.
4. Remove capscrews at flange (3, Figure 5-1). Remove nuts (6), washers (7 & 8) and capscrew at each rubber bushing. Lower and remove valve. Installation 1. Assemble steering control valve (10, Figure 5-1) to mounting plate (11). Insert assembly through bottom of cab floor and align splines on valve column (4) with the flange assembly (3). Install capscrews (9), from bottom side of mounting plate, through the rubber bushings (12). Install flatwashers, lockwashers and nuts. Tighten to standard torque. 2. Install capscrews in flange (3) and tighten to standard torque. 3. Remove caps from hydraulic lines. Be certain that previously tagged lines are connected to their respective ports according to the markings on the steering control valve assembly. Ports on steering control valve are marked: ‘‘T’’ - Tank (Return to tank) - Upper Left Port ‘‘L’’ - Left Steering Cylinder - Upper Right Port ‘‘P’’ - Pressure (In from Pump) - Lower Port *
FIGURE 5-1. STEERING CONTROL VALVE 1. Universal Joint 7. Lockwasher 2. Stub Shaft 8. Flatwasher 3. Flange & Isolator 9. Capscrew 4. Steering Valve Column 10. Steering Control Valve 5. Mounting Plate 11. Valve Mount Plate 6. Nut 12. Rubber Bushing
L05009 5/98
FIGURE 5-2. INLINE FILTER INSTALLATION 1. Steering Control Valve 2. Filter
Steering Control Valve
L5-1
‘‘R’’ - Right Steering Cylinder - Lower Port * *
See ‘‘NOTE’’ on next page.
NOTE: HAULPAK®trucks use an inline filter to provide additional protection to the steering control unit (see Figure 5-2). This filter must be installed in the port marked ‘‘P’’ on the steering control housing.
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 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.
The tool shown in Figure 5-3 is not necessary for disassembly and assembly, but is extremely helpful. NOTE: The steering control valve is a precision assembly manufactured to very close tolerances, therefore complete cleanliness is a must when handling control valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around exterior joints of valve before disassembly. Fresh solvent and Type C-4 oil should be used to insure cleanliness and initial lubrication. NOTE: Although not all drawings show the control valve in a vise, the valve housing should be kept in the vise during disassembly. Follow the clamping procedures explained throughout the procedure. 1. Clamp control valve in vise, meter end up. Clamp lightly on edges of mounting area (See Figure 5-4).
After servicing the steering control assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine. Use protective material on vise jaws and DO NOT overtighten jaws. Disassembly 2. Remove capscrews (18, Figure 5-5) from end cap (17). Remove end cap.
Tools required for disassembly and assembly: • 2 - Screwdrivers [4-6 in. (100-150 mm) long, 1/8 in. (3 mm) flat blade] • 1/2 inch Socket (12 point) • Breaker Bar Wrench • Torque Wrench, 90 ft. lbs. (120 N.m) Capacity • Plastic Hammer or Rubber Hammer • Tru-Arc Retaining Ring Pliers
FIGURE 5-3. SPRING INSTALLATION TOOL
L5-2
FIGURE 5-4. CLAMPING VALVE ASSEMBLY
Steering Control Valve
L05009 5/98
1. Retaining Ring 2. Dust Seal 3. Front Retainer 4. O-ring Seal 5. Seal 6. Bearing Race
FIGURE 5-5. STEERING CONTROL VALVE ASSEMBLY 7. Needle Thrust Bearing 12. Control Sleeve 8. Housing 13. Pin 9. Seal 14. Drive 10. Control Spool 15. Meter (Gerotor) 11. Centering Springs 16. Seal
3. Remove seal (16) from meter (15). Remove meter being careful not to drop the star from inside of meter. 4. Remove seal (9) from meter (15). 5. Remove wear plate (21). 6. Remove seal (9) from housing (8).
9. Position screwdrivers 180° apart in groove of retainer. (See Figure 5-7). Pry retainer upward until flush with housing. Be careful not to damage ring groove of front retainer. Remove screwdrivers and push spool down while removing retainer from housing by hand. 10. Remove teflon seal (20, Figure 5-5), O-ring seal (5), backup ring (19), O- ring seal (4) and dust seal (2) from front retainer (3).
7. Remove drive (14). 8. Remove housing from vise. Place housing on a clean soft cloth to protect the finish. Use Tru-Arc retainer ring pliers and remove retaining ring from housing, as shown in Figure 5-6.
L05009 5/98
17. End Cap 18. Capscrew 19. Backup Ring 20. Teflon Seal 21. Wear Plate
11. Remove bearing races (6) and the needle thrust bearing (7) from spool and sleeve assembly.
Steering Control Valve
L5-3
FIGURE 5-8. SPOOL, SLEEVE & PIN REMOVAL 1. Spool & Sleeve 2. Pin FIGURE 5-6. RETAINER RING REMOVAL
Avoid binding spool and sleeve in housing. A very slight back and forth rotation of spool and sleeve helps reduce binding. Keep pin in a nearly horizontal position when removing spool and sleeve from housing. If pin becomes vertical during removal, it may drop from spool and sleeve into an oil passage inside the housing.
FIGURE 5-7. FRONT RETAINER REMOVAL
L5-4
12. Remove spool and sleeve assembly (10 & 12) from meter end of housing. (See Figure 5-5). Push pin (13) from spool and sleeve assembly. 13. Remove spool from sleeve and then carefully remove eight centering springs from spool. (See Figure 5-9).
FIGURE 5-9. SPOOL AND SLEEVE 1. Spool 3. Sleeve 2. Centering Springs
Steering Control Valve
L05009 5/98
Cleaning and Inspection 1. Clean all mating surfaces. Replace any parts that have scratches or burrs, or show signs of wear. 2. Clean all metal parts with clean solvent such as Trichlorethylene, Acetone or Lacquer Thinner. Spool and sleeve in this unit have been machined to very close tolerances and any foreign material may be damaging.
4. Align spring slots of spool and sleeve, then stand parts on bench. Insert spring installation tool (see Figure 5-3) through spring slots of both parts. NOTE: If spring installation tool is not available, use Alternate Method, as described below. 5. Position centering springs (two sets of four each) on the bench so that the extended edge is down and center section is together. 6. In this position, insert one end of the entire spring set into spring installation tool (Figure 5-10).
When using cleaning agents follow solvent manufacturers warnings.
3. Blow dry with air. DO NOT wipe dry with cloth or paper towel. Lint or other foreign material could get into the hydraulic system and cause damage. 4. DO NOT use grit or try to file or grind steering control unit parts. 5. Lubricate all seals (except new quad ring seal) with clean petroleum jelly, such as Vaseline. Do not use excessive lubricants on seals for meter section. NOTE: Refer to Parts Catalog when ordering replacement parts. A good service policy is to replace all old seals with new seals whenever unit is disassembled.
7. Compress expanded end of centering spring set and push into spool and sleeve assembly. Keep pressure on spring ends when withdrawing installation tool, push forward on spring set at the same time. 8. Center spring set in spring slots. Seat springs down evenly and flush with upper surface of the spool and sleeve. Alternate Method: Carefully follow these instructions when installing centering springs without the aid of a spring installation tool: a. Insert one centering spring, with extended edge down, in spring slot of spool (raise spool from sleeve slightly for more spring clearance). b. Insert one centering spring opposite spring located in slot spool. Make sure center section of both springs are together and that the extended edge of the springs are down.
Assembly 1. Assemble spool and sleeve carefully so that the centering springs slots line up. 2. Apply a light film of clean oil to the outside diameter of the spool. Rotate spool while sliding parts together.
Because of close tolerances between spool and sleeve, DO NOT use force when rotating parts together. Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate smoothly in sleeve with finger tip force applied at splined end.
L05009 5/98
FIGURE 5-10. CENTERING SPRINGS INSTALLATION 1. Spring Installation Tool
Steering Control Valve
2. Centering Springs
L5-5
c. Push one set of three centering springs between the two springs in the spool (Figure 5-10). d. Push remaining set of three centering springs opposite four centering springs in spool. e. Push spool in sleeve until springs seat flush with top and sides of sleeve. 9. Install pin through spool and sleeve assembly until pin becomes flush with both sides of sleeve. 10. Position spool and sleeve assembly so splined end of spool enters meter end of housing first (see Figure 5-11).
Be extremely careful that spool and sleeve DOES NOT tilt out of position while inserting into housing. Lubricate O.D. of sleeve. Push parts gently into place with slight rotation. KEEP PIN HORIZONTAL. Bring the spool assembly entirely within the housing bore until the parts are flush at the meter end of housing. Do not pull the spool assembly beyond this point to prevent the cross pin from dropping into the discharge groove of the housing. With the spool assembly in this flush position, check for free rotation within the housing by turning with light finger force at the splined end.
FIGURE 5-11. SPOOL AND SLEEVE
L5-6
11. Place housing on a clean lint free cloth (meter end down). Install bearing races and needle thrust bearing (3 & 4, Figure 5-12). 12. Install dust seal (4, Figure 5-13) in front retainer, flat or smooth side of dust seal must face down toward retainer. Install backup ring (19, Figure 55), O-ring seal (5) and teflon seal (20) in front retainer. DO NOT use any seal that falls freely into pocket of retainer. 13. Install O-ring seal on front retainer. 14. Install front retainer (2, Figure 5-13) over the spool end with twisting motion. Tap the retainer in housing with a rubber hammer making sure retainer is seated flush on the bearing race. 15. Using Tru-Arc retaining ring pliers, install retaining ring in housing (see Figure 5-13). After installing ring, tap ring to make sure it is properly seated in groove. 16. Clamp housing in vise. Install seal (9, Figure 5-5) in housing.
FIGURE 5-12. BEARING INSTALLATION 1. Retaining Ring 3. Needle Thrust 2. Front Retainer (with Bearing Seals) 4. Bearing Race
Steering Control Valve
L05009 5/98
FIGURE 5-13. RETAINER INSTALLATION 1. Retaining Ring 4. Dust Seal 2. Front Retainer 5. O-ring Seal 3. Seal 6. Thrust Bearing FIGURE 5-14. DRIVE AND PIN INSTALLATION 1. Port Face 3. Pin 2. Drive Do not overtighten jaws when clamping valve housing in vise. Clamp lightly on edges of mounting area.
17. Rotate spool and sleeve assembly until pin is parallel with port face (Figure 5-14). Install drive (2), making sure drive is engaged with pin (3). NOTE: To assure proper alignment, mark one of the two drive tooth slots that are parallel with slot in the end of drive (see Figure 5-15, Reference B & C).
A timing mark made on drive must fall on the parallel line between any two meter star valleys. Note the parallel relationship of reference lines A, B, C and D (Figure 5-15 & 5-16). NOTE: Check to insure that the spool and sleeve are flush or slightly below the meter end of the housing. Clean the upper surface of the housing by wiping with the palm of a clean hand. Clean each of the flat surfaces of the meter end parts in a similar way when ready for reassembly. DO NOT use cloth or paper towel to clean surfaces.
L05009 5/98
FIGURE 5-15. GEROTOR TIMING 1. Star Meter Valley (Gerotor) 3. Pin 2. Drive Marked As Shown
Steering Control Valve
L5-7
FIGURE 5-16. GEROTOR ORIENTATION 1. Port Face 4. Housing 2. Meter (Gerotor) Star Valley 5. Meter (Gerotor) Star 3. Pin 6. Drive Spline
7. Drive 8. Wear Plate
18. With seal groove side of meter down, install meter on drive (Figure 5-16). 19. Align bolt holes without disengaging meter from drive. Carefully adjust meter on housing, excessive turning of meter may disrupt seal between meter and housing. 20. Install seal (16, Figure 5-5) in meter. Install end cap on meter. Carefully align holes as not to disrupt seal from meter. 21. Install lubricated capscrews in end cap. Tighten capscrews to 15-20 ft.lbs. (20.3-27.1 N.m) torque, then torque screws to 75 ft.lbs. (100 N.m) torque. Pretighten and torque capscrews in order shown. (Figure 5-17). 22. Apply a small amount of LW025-27multi-purpose moly grease to the internal splines of the spool (1, Figure 5-9).
FIGURE 5-17. TIGHTENING SEQUENCE
L5-8
Steering Control Valve
L05009 5/98
STEERING CIRCUIT COMPONENT REPAIR
ACCUMULATORS The following removal, installation, disassembly and assembly procedures are applicable to both the steering and brake accumulators.
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and keyswitch has been ‘‘Off’’ for at least 90 seconds. Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
FIGURE 6-1. ACCUMULATOR INSTALLATION 1. Steering Accumulator 5. Front Bumper 2. Rear Brake Accumulator 6. Low Brake Pressure 3. Cover Detection Manifold 4. Front Brake Accumulator 7. Accumulator Oil Supply Manifold
L06007 5/92
Removal 1. Block the wheels of the truck. 2. Insure key switch has been ‘‘Off’’ for at least 90 seconds to allow accumulator oil to drain back to tank. Check by turning steering wheel. 3. Bleed the pressure from the brake accumulators by turning the bleeder valves (4, Figure 6-2) located on the Low Brake Pressure Detection Module (5) counterclockwise. When the accumulators are completely bled down, close bleeder valves by turning the bleeder valve handles clockwise. Do not leave valves open.
FIGURE 6-2. ACCUMULATOR PIPING 1. Steering Accumulator 6. Pressure Test Port 2. Rear Brake Accumulator 7. Low Brake Pressure 3. Front Brake Accumulator Switch 4. Brake Accumulator Bleed 8. Oil Supply Hose Valves 9. Manifold 5. Low Brake Pressure 10. Check Valves Detection Manifold
Steering Circuit Component Repair
L6-1
Installation 1. Lift accumulator into position on the mounting bracket. Accumulator should be positioned with the warning label positioned to the rear of the truck. 2. Secure the accumulator to the mounting bracket using mounting straps, lockwashers and nuts. Do not overtighten nuts, as this could distort the accumulator. 3. If pressure switch was removed, install at this time. Connect electrical wiring to pressure switch and reconnect oil lines to the bottom of the accumulator. 4. Precharge accumulator with pure dry nitrogen as outlined in ‘‘Accumulator Charging Procedure’’. FIGURE 6-3. ACCUMULATOR CHARGING VALVE 1. Low Accumulator 3. Small Hex Nut Pressure Switch 4. Accumulator 2. Charging Valve 5. Mounting Strap 4. Remove charging valve cover (3, Figure 6-1).
Disassembly 1. Remove charging valve (1, Figure 6-4). 2. Use a spanner wrench to remove head (2) at top of accumulator. 3. Push piston (8) out of Housing (5).
Cleaning and Inspection Make certain only the small swivel hex nut turns. DO NOT TURN MORE THAN THREE TURNS. Turning the complete charging valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. Wear protective face mask when discharging nitrogen gas. 5. Remove charging valve cap and loosen small hex on charging valve (3, Figure 6-3) three turns. Depress the valve core until all nitrogen pressure has been relieved. 6. Remove oil lines from bottom of accumulator. Plug all hoses and openings to prevent possible contamination of the system. Disconnect and mark electrical wiring to pressure switch (1). 7. Attach a handling device to the accumulator. 8. Remove nuts and lockwashers securing the accumulator mounting straps (5, Figure 6-3) to the mounting bracket.
1. Replace O-rings (4, Figure 6-4), backup ring (3) and ‘‘T’’ ring (7). 2. Clean parts using fresh cleaning solvent, lint free wiping cloth and filtered compressed air. All parts must be absolutely free of any foreign matter larger than 3 microns. 3. Check piston bearings (6) for excessive wear. 4. Minor defects may be corrected by lapping or stoning. Clean parts to remove abrasive residue after lapping or stoning.
Assembly Assemble the accumulator in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Lubricate all components with clean Type C-4 hydraulic oil.
9. Remove accumulator from the mounting bracket and move to a clean work area for disassembly.
L6-2
Steering Circuit Component Repair
L06007 5/92
2. If bearings (6, Figure 6-4) need replacing, specific bonding instructions are required to properly replace the bearings. If replacement is necessary contact the HAULPAK® Distributor for proper procedure.
7. Check nitrogen pressure with charging kit. Charge accumulators if necessary or replace defective pressure switch. 8. Key "Off". Reconnect all disconnected pressure switches.
3. Install ‘‘T’’ ring (7) on piston and install the piston with the concave side toward gas end of accumulator cylinder housing (5). 4. Install new O-ring (4) and new backup ring (3) on the head (2). Backup ring should be positioned toward threads on head.
NOTE: Pour 24 oz. (710 ml) of LW102-30 Rust Preventive Oil in the gas end of the accumulator. This will insure a gas tight seal between each end of the accumulator.
5. Install head (2) on the housing (5) and tighten to 500 ft.lbs. (678 N.m) torque. 6. Install charging valve (1) with a new lubricated O-ring. Tighten charging valve large hex nut to 16.5 ft.lbs. (22.3 N.m) torque.
LOW PRESSURE ACCUMULATOR PRESSURE SWITCH One switch is located in the top of each accumulator. A normally closed (N/C) switch, it has contacts set to close at 850 psi (5861 kPa) decreasing pressure. When closed, it provides ground for precharge relay coil and warning light. The three pressure switchs are connected together in parallel and will actuate the dash mounted pre-charge light when a switch is defective or accumulator is not precharged correctly. Check for defective pressure switch as follows: 1. Engine stopped. 2. Accumulator oil pressure bled down. 3. Key turned "ON" and precharge light "ON". 4. Key turned "OFF". 5. Disconnect one switch on a accumulator. 6. Key turned "ON", if light does not come on, this is the accumulator with low nitrogen pressure or a, defective pressure switch. If light comes on repeat steps 4, 5, & 6 by disconnecting additional switches until the accumulator with low nitrogen pressure or a, defective pressure switch is found.
L06007 5/92
FIGURE 6-4. ACCUMULATOR ASSEMBLY 1. Charging Valve 5. Housing Structure 2. Head 6. Bearings 3. Backup Ring 7. ‘‘T’’ Ring 4. O-Ring 8. Piston
Steering Circuit Component Repair
L6-3
ACCUMULATOR CHARGING PROCEDURE The following procedures are applicable to both the steering system and the brake system accumulators.
Do not loosen or disconnect any hydraulic line or component until engine is stopped, key switch has been ‘‘Off’’ for at least 90 seconds and brake accumulators are bled.
If nitrogen pressure is present in the accumulator, make certain only the small swivel hex nut is turned during the next step. DO NOT TURN MORE THAN THREE TURNS. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside.
Pure dry nitrogen is the only gas approved for use in the accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulator. When charging or discharging the nitrogen gas in the accumulator, be certain the DANGER and WARNING labels are observed and the instructions regarding the charging valve are carefully read and understood.
1. Block the wheels of the truck. 2. Insure key switch has been ‘‘Off’’ for at least 90 seconds to allow accumulator oil to drain back to tank. Check by turning steering wheel. 3. Bleed the pressure from the brake accumulators by turning the bleeder valves (4, Figure 6-2) located on the Low Brake Pressure Detection Module (5) counterclockwise. When the accumulators are completely bled down, close bleeder valves by turning the bleeder valve handles clockwise. Do not leave valves open. NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator below the piston. This oil can be bled off during the nitrogen charging procedure. If the steering accumulator is being charged, turn the steering wheel back and forth or actuate the bleed down solenoid by turning the key switch ‘‘On’’ and then ‘‘Off’’. If a brake accumulator is being charged, open the appropriate bleeder valve during initial charging. Close the bleeder valve after pressure has forced the piston to the bottom of the housing.
FIGURE 6-5. CHARGING VALVE 1. Valve Cap 6. Valve Body 2. Seal 7. O-Ring 3. Valve Core 8. Valve Stem 4. Swivel Nut 9. O-Ring 5. Rubber Washer 5. Remove charging valve cap (1, Figure 6-5). Turn small swivel hex nut (4) three complete turns counterclockwise. 6. Insert the tip of a screwdriver against the charging valve stem and depress stem. Hold down until all nitrogen has been released. 7. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before attempting charging procedure. 8. Connect the nitrogen charging kit to the charging valve. Open the regulator and charge the accumulator to 1050 psi (7.2 MPa).
4. Remove charging valve guards.
L6-4
Steering Circuit Component Repair
L06007 5/92
NOTE: When charging the accumulator, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulator to the hydraulic tank. 9. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1050 psi (7.2 MPa) continue charging procedure until pressure is stabilized.
3. Bleed the pressure from the brake accumulators by turning the bleeder valves (4, Figure 6-2) located on the Low Brake Pressure Detection Module (5) counterclockwise. When the accumulators are completely bled down, close bleeder valves by turning the bleeder valve handles clockwise. Do not leave valves open. 4. Disconnect hose attached to filter. Remove filter.
10. Remove the charging kit and tighten small hex nut on charging valve to 4 ft.lbs. (5.4 N.m) torque.
5. Clean the filter in fresh solvent and dry with compressed air.
NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. b. Loosen swivel nut. c. Tighten swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m) torque.
6. Inspect the filter disc for trapped contaminants or damage. If filter disc cannot be be cleaned as above or appears damaged, discard assembly and replace with a new part. 7. Install filter using a new O-ring if necessary. Attach hose and tighten securely. 8. After the engine has been started, inspect connections and repair leaks if found. Service the hydraulic tank, if necessary.
11. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft.lbs. (40 N.m) torque. 12. Operate truck and check steering and brake system operation.
INLINE FILTERS Two inline hydraulic oil filters (Figure 6-6) are used on the Haulpak® truck. One filter is located at the inlet port of the steering control valve (‘‘P’’ port). The other filter is located at the the branch of the ‘‘Tee’’ supplying oil to the brake/steering pump. This ‘‘Tee’’ is inside the right hand frame rail, above the steering pump. Service The inline filters should be serviced at 5000 hour intervals or sooner if contamination of the hydraulic system is suspected. 1. Block the wheels of the truck. 2. Insure key switch has been ‘‘Off’’ for at least 90 seconds to allow accumulator oil to drain back to tank. Check by turning steering wheel. FIGURE 6-6. INLINE HYDRAULIC OIL FILTER
L06007 5/92
Steering Circuit Component Repair
L6-5
Assembly
STEERING CYLINDERS The steering cylinders are mounted to the spindle and frame on ball studs to allow for angular movement as the front wheels turn and the steering cylinders extend and retract. Removal and installation and ball stud replacement instructions can be found in Section ‘‘G’’.
1. Lubricate all internal parts with type C-4 oil before assembly. 2. Install new rod seal (9, Figure 6-7), rod wiper (10), backup ring (8) and O-ring (7) in gland (6). 3. Push rod (11) through top of gland, slowly advancing rod over rod seal and rod wiper.
Disassembly 1. Use a spanner wrench and remove gland (6, Figure 6-7). Pull rod (11) and gland out of housing (1). 2. Remove locknut (2) and piston (3). Remove piston bearing (4) and piston seal (5) from piston. 3. Pull rod (11) free of gland (6). Remove O-ring (7) and backup ring (8). Remove rod seal (9) and rod wiper (10). 4. Inspect cylinder housing, gland, piston and rod for signs of pitting, scoring or excessive wear. Clean all parts with fresh cleaning solvent.
4. Install seal assembly (5) as follows: a. Place piston (3) on workbench with seal groove at top. Install O-ring. b. Heat seal several minutes in boiling water. c. Remove seal ring from water and install Immediately. (Ring will take a permanent set in approximately 5 seconds.) If seal has taken a slightly large set, tighten using a piston ring compressor. 5. Install new bearing (4) on piston (3). Secure piston to rod with locknut (2). Tighten locknut to 850 ft.lbs. (1153 N.m) torque. 6. Carefully install rod and gland assembly into housing (1). Insure backup ring (8) and O-ring (7) are not damaged during installation of gland. 7. Using a spanner wrench, tighten gland to 500 ft.lbs. (675 N.m) torque.
1. Housing 2. Locknut 3. Piston 4. Bearing
L6-6
FIGURE 6-7. STEERING CYLINDER 5. Seal Assembly 6. Gland 7. O-Ring
Steering Circuit Component Repair
8. Backup Ring 9. Rod Seal 10. Wiper 11. Rod
L06007 5/92
BRAKE/STEERING PUMP REPAIR Removal 1. Block the wheels of the truck. 2. Insure key switch has been ‘‘Off’’ for at least 90 seconds to allow accumulator oil to drain back to tank. Check by turning steering wheel. 3. Bleed the pressure from the brake accumulators by turning the bleeder valves located on the Low Brake Pressure Detection Module counterclockwise. When the accumulators are completely bled down, close bleeder valves by turning the bleeder valve handles clockwise. Do Not leave valves open.
Escaping fluid under pressure can penetrate the skin causing serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately
FIGURE 6-8. HYDRAULIC PUMPS 1. Capscrews & Lockwashers 3. PTO Drive 2. Brake/Steering Pump 4. Hydraulic Pump 3. Install capscrews and lockwashers (1). Tighten to standard torque.
Relieve pressure before disconnecting hydraulic or other lines. Tighten all connections before applying pressure.
4. Connect hoses to inlet, outlet and drain ports of pump.
4. Loosen the vent plugs above the suction and return tubes on the hydraulic tank.
6. Refer to ‘‘Steering Circuit Checkout Procedure’’ and adjust pump compensator pressure.’’
5. Clean dirt accumulation from the pump and PTO drive area. 6. Remove inlet, outlet and drain hoses from pump (2, Figure 6-8). Cap all lines to prevent possible contamination.
5. Close vent plugs in hydraulic tank cover. Refill hydraulic tank as required.
Disassembly 1. Thoroughly clean outside surface of pump. 2. Install pump on a bench fixture (Figure 6-9).
7. Support pump, remove capscrews (1)and lockwashers securing pump to PTO (3). 8. Slide pump shaft out of PTO drive splines and remove. Installation 1. Install a new O-ring in the bore of the pump mounting flange. 2. Align pump (2, Figure 6-8) shaft splines with PTO drive and slide pump into position against the adapter flange. FIGURE 6-9. PUMP REBUILD FIXTURE
L06007 4/92
Steering Circuit Component Repair
L6-7
d. Pry upward on the vice grips noting indicator reading. If end play is more than specification shown below, check bearings for wear. End Play Specification Acceptable . . . 0.001-0.004 in. (0.025-0.100 mm) 9. Check for damage to threaded area of piston plug (1, Figure 6-11). 10. Discard O-ring (2) and shield (3). 11. Inspect springs (4) for wear or damage.
FIGURE 6-10. CHECKING END PLAY 1. Vise Grips
2. Dial Indicator
3. Drain off excess hydraulic oil from pump inlet and discharge ports. 4. Write or stamp numbers on pump housing, piston plugs, and inlet valves for identification. NOTE: Pistons must be installed in their original bores if they are reused.
5. Remove piston plugs (1, Figure 6-11), springs (2) and pistons (3). 6. Put assemblies in a parts tray to insure installation into the same bores from which they were removed. 7. Install vice grips as tightly as possible on pump shaft, approximately 0.625 in. (16mm) from housing hub as shown in Figure 6-10. NOTE: Use vice grip with curved jaw for better clamping. 8. Check pump shaft end play as follows: a. Place a magnetic base dial indicator on the pump housing with the indicator contact point on a steel ball placed in center of pump shaft. b. Turn the shaft back and forth while pushing down to align the tapered roller bearings inside pump housing. c. Zero the indicator.
The maximum difference of force permissible between each of the eight springs (4) in a set is 1.5 lb. (6.7 N). If difference is more than specification, install new springs as a set. The colored spring sets are interchangeable as sets; example: red can replace yellow, blue can replace green, etc.
NOTE: Side movement of the springs during test may give an erroneous reading.
12. Check compression rate of springs using a spring compression tester. New Spring Specification Free Length (Approximate) . . . 2.44 in. (62 mm) Test Length at 34-40 lb. (151-178 N) . . . . . 1.62 in. (41.1 mm) 13. Inspect face and skirt of pistons (5) for metal transfer, galling or scoring.
The pressure compensator valve housing and pump housing must be fastened together and tightened to specification before measurement can be done on the piston bores. NOTE: Tolerances indicated may be difficult to obtain with normal micrometer measuring devices.
L6-8
Steering Circuit Component Repair
L06007 4/92
NOTE: Parts quantities shown in parentheses ( ).
1. Plug (8) 2. O-Ring (8) 3. Shield (8) 4. Spring (8) 5. Piston (8) 6. Snapring (1) 7. Seal (1)
FIGURE 6-11. BRAKE/STEERING PUMP ASSEMBLY 8. Fitting (8) 15. Disk (8) 9. O-Ring (8) 16. Spring (18) 10. Valve (8) 17. Guide (8) 11. Valve Seat (8) 18. Stop (8) 12. O-Ring (1) 19. Valve Assembly (8) 13. Plug (1) 20. Bearing Cup (2) 14. Housing (1) 21. Bearing Cone (2)
22. Spacer (2) 23. Thrust Washer (2) 24. Sealing Ring (2) 25. Shaft (1) 26. Needle Roller (25) 27. Bearing Race (1) 28. Shim (as required)
14. Check piston OD (‘‘A’’) and piston bore ID (‘‘B’’) as shown in Figure 6-12.
New Part Specification Piston OD . . . . . . 0.8740-0.8744 in. (22.2001-22.210 mm) Piston Bore ID . . . . 0.8749-0.8753 in. (22.223-22.233 mm)
FIGURE 6-12. PISTON & BORE MEASUREMENT
L06007 4/92
Steering Circuit Component Repair
L6-9
NOTE: Parts quantities shown in parentheses ( ).
1. Plug (1) 2. O-Ring (1) 3. Fitting (1) 4. O-Ring (1) 5. Plug (1) 6. Pin (1) 7. O-Ring (1) 8. Capscrew (4)
FIGURE 6-13. PRESSURE COMPENSATOR ASSEMBLY 9. Valve (1) 17. Packing (8) 10. Spring (1) 18. O-Ring (1) 11. O-Ring (1) 19. Nut (1) 12. Plug (1) 20. Adjustment Screw (1) 13. O-Ring (2) 21. O-Ring (1) 14. Plug (2) 22. Bushing (1) 15. Housing (1) 23. O-Ring (1) 16. Packing (2) 24. Special Washer (1)
IMPORTANT! Mark the pressure compensator valve and pump housing prior to disassembly. Proper alignment is essential during assembly. 15. Mark the pressure compensator valve housing (15, Figure 6-13) and pump housing (14, Figure 6-11) to insure proper alignment during assembly.
25. Spring (1) 26. Guide (1) 27. Control Valve (1) 28. Backup Ring (1) 29. O-Ring (1) 30. O-Ring (1) 31. Washer (1) 32. Pressure Test Q.D.(1)
Outlet valve assemblies must be installed in their original bores. 18. Remove the eight outlet valve assemblies (19) and put them in a parts tray.
16. Remove pressure compensator valve housing from pump. Save shims (28, Figure 6-11)) for reassembly.
19. Remove pump shaft (25) assembly and outer bearing race.
17. Discard O-ring (5) and packings (16 and 17).
20. Visually inspect taper bearing cones (21) for damaged cage or rollers.
L6-10
Steering Circuit Component Repair
L06007 4/92
21. Visually inspect spacers (22) and thrust washers (23) for wear or damage. 22. Inspect race (27) for nicks, scratches, pitting or metal discoloration. Replace race and pistons if external damage exists. 23. Hold pump shaft (25) and slowly turn race (27). If assembly is sticking or noisy, replace needle rollers (26) between race and pump journal. NOTE: Bearing cups must be used with same cone from which they were removed.
24. Remove bearing cup (20) from pump housing (14).
FIGURE 6-15. BEARING CONE REMOVAL 1. Bearing Cone 2. Bearing Puller
NOTE: Pump housing, bearing cones and cups must be replaced if bearing cups show signs of spinning.
25. Inspect bearing cups (20) for damage. 26. Place bearing cups (20) on matching cone (21) and turn slowly. If bearings makes a clicking noise or are sticking, clean and dip cone in clean hydraulic oil. Turn again and replace if bearing continues to click or stick. 27. Remove sealing ring (1, Figure 6-14). NOTE: Bearing puller may have to be put under spacer to start bearing cone removal. 28. Remove bearing cones (1,Figure 6-15) using a bearing puller (2).
29. Disassemble pump shaft. 30. Inspect shoulder surface of bearings (1) . Replace if spacer wear exists. 31. Inspect spacers (22, Figure 6-11). Replace if worn, scored or discolored. 32. Refer to specifications chart Figure 6-33 and check shaft (25) journal OD. Replace if pitted, scored or discolored. NOTE: VESPEL® thrust washers may require magnification for inspection.
33. Inspect thrust washers (23). Replace if worn or damaged. NOTE: Refer to specifications chart, Figure 6-33 for needle roller OD and race OD and ID.
34. Inspect race (27) on O.D. and I.D. Replace if scored, discolored, or pitted. 35. Inspect needle rollers (26). Replace ALL if any are scratched, pitted, or discolored.
FIGURE 6-14. SEALING RING REMOVAL 1. Sealing Ring
L06007 4/92
36. Inspect piston bores (2, Figure 6-16) in pump housing (1). Replace housing and pistons if scoring, galling or metal transfer exists.
2. Shaft
Steering Circuit Component Repair
L6-11
40. If necessary, remove inlet valves as shown in Figure 6-18. 41. Inspect outlet valve guide (17, Figure 6-11) for fatigue or damage. 42. Inspect outlet valves (15). Replace if wear, damage, or deep grooves exist. 43. Inspect springs (16) for wear or damage. 44. Check compression rate of springs using a spring compression tester.
FIGURE 6-16. PISTON BORE INSPECTION 1. Housing 3. Piston 2. Piston Bores 37. After visual inspection, install each piston (3) into its bore so it extends approximately 0.5 in. (13 mm) into crankcase. Pistons must slide smoothly and have no side play. If any side play is found, replace housing and pistons. 38. Remove inlet valve plugs. 39. Check inlet valves for free valve movement and valve lift. If valves are not broken and move freely, do not remove (Figure 6-17). New Part Specification Inlet Valve Lift (Approximate) . . . 0.078-0.120 in. (2.0-3.0 mm)
New Spring Specification Free Length (Approximate) . . 0.48 in. (12.2 mm) Test Length at 2.5-3 lb. (11-14 N) . . . . . . . 0.30 in. (7.6 mm) 45. Inspect outlet valve stops (18) for wear or damage. 46. Wipe outlet valve seats (1, Figure 6-19) with a finger, accessing seat through the outlet valve bores. This should be done before inspection, since oil on valve seat may give impression of seat damage. 47. Visually inspect outlet valve seats (1) for peening or damage. NOTE: Because the press fit is critical for sealing, DO NOT remove outlet valve seats unless replacement is absolutely necessary. Removal and installation requires special tool. (John Deere Part Number JDH-39B-1)
NOTE: Removed inlet valves must be replaced with new valves since press fit is critical for sealing.
FIGURE 6-17. CHECKING INLET VALVES
L6-12
FIGURE 6-18. INLET VALVE REMOVAL 1. Inlet Valve 2. Housing
Steering Circuit Component Repair
L06007 4/92
Assembly 1. Apply clean hydraulic oil on all internal parts before assembly.
DO NOT push oil seal beyond inner edge of snap ring groove. Doing so can close drain passage and cause an oil seal failure. 2. Using a 1.94 in. (48 mm) diameter disk, press oil seal (7, Figure 6-11) with lip (spring side) toward inside of pump housing, making sure drain passage is not blocked. FIGURE 6-19. OUTLET VALVE SEAT INSPECTION 1. Valve Seat 3. Special Tool 2. Special Screw 48. If valve seat replacement is necessary, install special screw (2) into seat through piston bore and installer and removal Tool (3) through outlet valve bore (Figure 6-19). 49. Install a slide hammer and adapter into the tool and remove seat. 50. Remove oil seal retaining snap ring. 51. Remove oil seal using a puller and slide hammer (Figure 6-20).
3. Apply petroleum jelly to lips of oil seal for lubrication when shaft is installed. 4. Install retaining snap ring (6). NOTE: Bearing cup (20) may be slip fit. 5. Install bearing cup (20) in housing using a 3.94 in. (84 mm) diameter disk and an arbor press.
Removed inlet valves must be replaced with new valves since press fit is critical for sealing. 6. Install new O-rings (9) on inlet valve plugs (8). 7. Install inlet valve assemblies (1, Figure 6-21) using valve plugs to push inlet valves into their bores. 8. Tighten inlet valve plugs (8, Figure 6-11) to 100 ft. lbs. (136 N.m) torque. 9. Loosen plugs and retighten to 100 ft. lbs. (136 N.m) torque to seat inlet valves.
FIGURE 6-20. OIL SEAL REMOVAL
L06007 4/92
FIGURE 6-21. INLET VALVE INSTALLATION 1. Inlet Valve Assembly
Steering Circuit Component Repair
L6-13
13. Put race (4) (with VESPEL® thrust washers (5 & 1) where applicable) on pump shaft (8).
DO NOT use grease to hold needle rollers. Doing so can restrain roller movement and cause pump failure. Use only clean hydraulic oil. 14. Insert needle rollers between race (4) and pump shaft journal. FIGURE 6-22. OUTLET VALVE SEAT INSTALLATION 1. Valve Seat 2. Special Tool 10. Install new outlet valve seats (1, Figure 6-22) using JDH-39B-1 Installer and Removal Tool (2). Drive seat into housing until flange of tool is against face of housing.
15. Put spacer (2) and thrust washer (1) on unsplined end of pump shaft, checking for proper spacer and thrust washer placement. 16. Install bearing cone (3) on end of pump shaft. Press bearing cone against pump shaft journal. NOTE: Taper roller bearings must be pressed onto pump shaft even if shaft has not been disassembled. This assures correct pump shaft end play. 17. Press bearing cones against pump shaft journal even if shaft has not been disassembled.
For a pump equipped with spacers (2 & 6, Figure 6-23) having a flat area to prevent rotation, be certain spacer is properly aligned with flat area on pump shaft journal. 11. Put spacer (6, Figure 6-23) on splined end of shaft (8). 12. Press bearing cone (7) on splined end of shaft against shaft journal, making sure spacer (6) is properly aligned.
FIGURE 6-23. SHAFT ASSEMBLY 1. Thrust Washer 5. Thrust Washer 2. Spacer 6. Spacer 3. Bearing Cone 7. Bearing Cone 4. Bearing Race 8. Shaft (Splined End)
L6-14
Seal Ring Installation (Preferred Method) 18.Shaft Seal Sizer Tool (John Deere part number JDG-493) can be used to aid sealing ring installation . If this tool is not available, refer to the alternate method on the following page. 18A. Install JDG-494 Spline Protector Tool (2, Figure 6-24) on pump shaft.
FIGURE 6-24. SEAL RING INSTALLATION 1. Seal Sizer Tool 3. Seal Ring 2. Spline Protector Tool
Steering Circuit Component Repair
L06007 4/92
19A. Carefully slide new sealing ring (3) over spline protector and down into groove on pump shaft making sure sealing ring does not twist. Use optional JDG- 493 sizing tool (1) to aid installation. 20A. Remove JDG-494 Spline Protector. 21A. Position sealing ring in groove. Leave tool in position approximately 5 minutes to allow sealing ring to set.
Seal Ring Installation (Alternate Method) 18B. Install JDG-494 Spline Protector Tool (2, Figure 6-24) on pump shaft. 19B. Carefully slide new sealing ring (3) over spline protector and down into groove on pump shaft making sure sealing ring does not twist. 20B. Remove JDG-494 Spline Protector. 21B. Clamp sealing ring in groove using a hose clamp (2, Figure 6-25). Put shim stock (1) between clamp and sealing ring to prevent sealing ring damage. Leave hose clamp in place approximately 5 minutes to allow sealing ring to set. 22. Remove seal sizer tool (or hose clamp) and inspect. 23. Install pump shaft in housing using JDG-494 Spline Protector to prevent seal damage. Remove spline protector tool.
DO NOT drive bearing cup all the way down against bearing cone. 24. Install remaining bearing cup (20, Figure 6-11) in pump leaving a gap between the cup and bearing cone. Installation of shims and pressure compensator valve housing will properly align bearing cup and cone. NOTE: If end play was out of specification, or bearing cones and cups have been replaced, DO NOT install O-rings, packings or outlet valves.
25. Install shims (28) in pressure compensator valve housing using a small amount of petroleum jelly to hold shims in place. Install pressure compensator valve housing on pump. 26. Tighten cap screws alternately to 50 ft. lbs. (70 N.m) torque. Continue tightening capscrews alternately to 85 ft. lbs. (115 N.m) torque. 27. Check shaft end play using procedure described in ‘‘Disassembly’’ step 8. Increase number or size of shims in pressure compensator valve housing if end play is greater than 0.004 in. (0.100 mm). End Play Specification Acceptable . . . 0.001-0.004 in. (0.025-0100 mm) 28. Remove pressure compensator valve housing from pump housing.
Outlet valve assemblies must be installed in their original bores.
FIGURE 6-25. SEAL RING INSTALLATION (ALTERNATE METHOD) 1. Shim Stock
L06007 4/92
2. Hose Clamp
Steering Circuit Component Repair
L6-15
Serious personal injury and pump component damage may result if the pressure compensator valve housing is not correctly installed to pump housing. The high pressure passages (1, Figure 6-28) must line up when pressure compensator valve housing is installed to pump housing. Refer to Figure 6-28 for identification and location.
FIGURE 6-26. OUTLET VALVE INSTALLATION 1. Outlet Valve Assembly
31. Install pressure compensator valve housing (2, Figure 6-28) to pump housing (3) making sure high pressure passages (1) and low pressure passages (4) are aligned. 32. Tighten capscrews to 50 ft. lbs. (70 N.m) torque. Continue tightening capscrews alternately to 85 ft. lbs. (115 N.m) torque.
29. Install outlet valves (1, Figure 6-26) in their original bores.
33. Install O-rings (2, Figure 6-11) and shields (3) on piston plugs (1).
NOTE: Apply a small amount of petroleum jelly to O-ring, packings and shims to hold them in place during assembly. 30. Install O-ring (1, Figure 6-27), packings (2, 3, and 5) and shims (4).
FIGURE 6-27. PRESSURE COMPENSATOR HOUSING SEALING COMPONENTS 1. O-Ring 2. Packing 3. Packing
L6-16
4. Shims 5. Packing
FIGURE 6-28. OIL PASSAGE ALIGNMENT 1. High Pressure Passage 3. Pump Housing 2. Pressure Compensator 4. Low Pressure Passage Housing
Steering Circuit Component Repair
L06007 4/92
NOTE: Original pistons must be installed into their original bores. All eight (8) springs must be of the same color code.
34. Install piston assemblies. For easier assembly, rotate the pump shaft until piston being installed is on the low side of the cam.
NOTE: Remove adjusting screw (20, Figure 6-30) and bushing assembly (22) prior to removing plug (1). Pressure compensator valve sleeve packings will be damaged if adjusting screw and bushing assembly are not removed first.
3. Remove adjusting screw (20, Figure 6-30) and bushing assembly (21, 22, & 23), special washer (24), spring (25), spring guide (26) and pressure compensator valve (27). 4. Inspect spring (25) for wear or damage.
To prevent damage to shields, DO NOT use an air-operated wrench to tighten piston plugs; use a torque wrench.
5. Check compression rate of spring (25) using a spring compression tester.
35. Tighten piston plugs (1, Figure 6-11) to 135 ft. lbs. (185 N.m) torque.
Free Length (Approximate) . . . . . . . . . . 3.62 in. (92 mm) Test Length at 125-155 lb. (556-690 N) . . . . . 3.31 in. (84 mm)
Disassemble and Inspect Pressure Compensator Valve (Stroke Control Valve) NOTE: Disassemble pressure compensator valve only if there is evidence of malfunction. The pressure compensator valve housing does not have to be removed from the pump. If the pressure compensator valve is removed from the pump housing, mark both housings before disassembly.
New Spring Specification
6. Inspect spring guide (26) for wear. 7. Disassemble adjusting screw and bushing assembly, removing nut (19) and screw (20) from adjusting screw bushing (22). 8. Discard O-rings (21 and 23). 9. Remove plug (14) from housing. 10. Remove crankcase outlet valve plug (12), spring (10) and crankcase outlet valve (9) from housing.
1. Install pump on a bench fixture after thoroughly cleaning outside surface of pump. 2. Loosen all plugs on pressure compensator valve housing (Figure 6-29).
11. Inspect spring (10) for wear or damage and check compression rate of spring using a spring compression tester. New Spring Specification Free Length (Approximate) . . . 3.43 in. (87 mm) Test Length at 14-17 lb.(63-77 N) . . . . . . . . 3.0 in. (74.5 mm) 12. Remove resonator plug (5) and pin (6) from housing. NOTE: Pin (6) and crankcase outlet valve (9) must slide freely in their bores. 13. Inspect crankcase outlet valve (9) and pin (6) for wear. New Part Specification
FIGURE 6-29. PLUG REMOVAL 1. Plug
L06007 4/92
Crankcase Outlet Valve OD . . . . . 0.5507-0.5515 in. (13.990-14.010 mm) Pin OD . . . 0.1246-0.1248 in. (3.165-3.170 mm)
Steering Circuit Component Repair
L6-17
NOTE: Parts quantities shown in parentheses ( ).
1. Plug (1) 2. O-Ring (1) 3. Fitting (1) 4. O-Ring (1) 5. Plug (1) 6. Pin (1) 7. O-Ring (1) 8. Capscrew (4)
FIGURE 6-30. PRESSURE COMPENSATOR ASSEMBLY 9. Valve (1) 17. Packing (8) 10. Spring (1) 18. O-Ring (1) 11. O-Ring (1) 19. Nut (1) 12. Plug (1) 20. Adjustment Screw (1) 13. O-Ring (2) 21. O-Ring (1) 14. Plug (2) 22. Bushing (1) 15. Housing (1) 23. O-Ring (1) 16. Packing (2) 24. Special Washer (1)
14. Discard O-rings (7 & 11) on plugs.
16. Inspect pressure compensator valve assembly. Valve (1, Figure 6-31) must move freely in bore (2). Valve face (3) and seat (4) must be free of pits, nicks, grooves. Replace valve and sleeve if drag or damage exists.
DO NOT use a punch to remove pressure compensator valve sleeve. Sleeve could be damaged and cause sticking. 15. Carefully remove pressure compensator valve (27) sleeve using a wood or brass dowel. Remove from plug opening, pushing toward adjusting screw opening.
L6-18
25. Spring (1) 26. Guide (1) 27. Control Valve (1) 28. Backup Ring (1) 29. O-Ring (1) 30. O-Ring (1) 31. Washer (1) 32. Pressure Test Q.D.(1)
New Part Specification Valve OD . . . . . . . . . . . . 0.2661-0.2665 in. . . . . . . . . . . . . . . . . . (6.759-6.769 mm) Sleeve ID (Top End) . . . . . . 0.2667-0.2673 in. . . . . . . . . . . . . . . . . (6.7740-6.7900 mm)
Steering Circuit Component Repair
L06007 4/92
5. Carefully install pressure compensator valve sleeve through adjusting screw port making sure sleeve seating surfaces are not damaged. 6. Install new O-ring (23) on bushing (22) and new O-ring on adjusting screw (20). 7. Install screw (20) into bushing (22). 8. Install nut (19). 9. Install pressure compensator valve into sleeve in housing. 10. Install spring guide (26) with spring (25). 11. Install adjusting screw and bushing assembly with copper washer (24). FIGURE 6-31. PRESSURE COMPENSATOR VALVE ASSEMBLY 1. Valve 2. Sleeve Bore
3. Valve Face 4. Valve Seat
12. Install new O-ring (11) on crankcase outlet valve plug (12) and resonator plug (5). NOTE: Pin (6) and crankcase outlet valve (9) must slide freely in their bores.
17. Discard O-ring and backup ring on sleeve. 18. Remove plug (14, Figure 6-30) and quick disconnect fitting (32) and discard O-rings. Assemble Pressure Compensator Valve (Stroke Control Valve) NOTE: All pressure compensator valve parts must be thoroughly cleaned. All passage holes in parts must be open and clean.
1. Install new O-ring (29, Figure 6-30) and backup ring (28) through port in pressure compensator valve housing.
13. Carefully install crankcase outlet valve (9) into pressure compensator valve housing. 14. Install crankcase outlet valve plug (1) with spring (5) into housing. 15. Install pin (3) and resonator plug (2) into housing. 16. Put new O-rings on plug (14) and pressure test quick disconnect (32). Install into pressure compensator valve housing. 17. Install new O-ring (1, Figure 6-32) and packings (2, 3, and 9). 18. Install shims (4).
2. Using a new O-ring (2) install plug (1) in fitting (3). 3. Install new backup ring (28) and O-ring (29) on pressure compensator valve sleeve (27).
DO NOT use a punch to install pressure compensator sleeve. Damage could occur to the sleeve and cause sticking.
4. Coat all O-rings with oil during installation
L06007 4/92
Serious personal injury and pump component damage may result if pressure compensator valve housing is not correctly installed to pump housing. The high pressure passages (5) must line up when pressure compensator valve housing is installed to pump housing. Refer to Figure 6-32 for passage identification and location.
19. Install pressure compensator valve housing (6) to pump housing (7) making sure system pressure passages (5) and charge pressure passages (8) are aligned.
Steering Circuit Component Repair
L6-19
NOTE: If a new pressure compensator valve housing is used or pump shaft and/or bearings replaced, end play must be checked. Refer to steps 7. and 8. in ‘‘Disassembly’’.
20. Tighten capscrews (8, Figure 6-30) alternately to 50 ft. lbs. (70 N.m) torque. Continue tightening capscrews alternately to 85 ft. lbs. (115 N.m) torque. 21. Tighten control valve housing plugs to specifications listed in Figure 6-33. 22. Refer to ‘‘Steering Circuit Checkout Procedure’’ for pump pressure adjustment procedures.
FIGURE 6-32. OIL PASSAGE ALIGNMENT 1. O-Ring 6. Pressure Compensator 2. Packing Housing 3. Packing 7. Pump Housing 4. Shims 8. Low Pressure Passage 5. High Pressure Passage 9. Packing
L6-20
Steering Circuit Component Repair
L06007 4/92
PUMP COMPONENT PARTS DIMENSIONS ITEM Pump Shaft Piston Piston Bore Shaft Journal Shaft Bearing Race Shaft Bearing Race Shaft Needle Rollers Inlet Valve Pressure Compensator Valve Spring Guide Pressure Compensator Valve Stem Pressure Compensator Valve Sleeve Crankcase Outlet Valve Crankcase Outlet Valve Pin
MEASUREMENT End Play Outside Diameter Inside Diameter Outside Diameter Inside Diameter Outside Diameter Outside Diameter Lift Outside Diameter Outside Diameter Inside Diameter Outside Diameter Outside Diameter
INCHES 0.001--0.004 0.8740--0.8744 0.8749--0.8753 1.7442--1.7448 2.2457--2.2465 2.8140--2.8159 0.250 0.078--0.120 0.9289--0.9309 0.2661--0.2665 0.2667--0.2673 0.5507--0.5515 0.1246--0.1248
MILLIMETERS 0.025--0.100 22.2001--22.210 22.223--22.233 44.302--44.318 57.041--57.061 71.475--71.525 6.35 2.0--3.0 23.595--23.645 6.759--6.769 6.7740--6.7900 13.990--14.010 3.165--3.170
SPRING SPECIFICATIONS ITEM Piston Spring
COMPRESSION FORCE
SPRING TEST LENGTH
POUNDS NEWTONS Free Length (Approximate)
INCHES
MILLIMETERS
2.44
62.0
Piston Spring (Yellow)
34--35.5
151--158
1.62
41.1
Piston Spring (Green)
35.5--37
158--165
1.62
41.1
Piston Spring (Blue)
37--38.5
165--171
1.62
41.1
Piston Spring (Red)
38.5--40
171--178
1.62
41.1
0.48
12.2
0.30
7.60
3.62
92.0
3.31
84.0
3.43
87.0 74.5
Outlet Valve Spring
Free Length (Approximate)
Outlet Valve Spring
2.5--3
Pressure Compensator Valve Spring
11--14
Free Length (Approximate)
Pressure Compensator Valve Spring
125--155
Crankcase Outlet Valve Spring
556--690
Free Length (Approximate)
Crankcase Outlet Valve Spring
14--17
63--77
3.0
TORQUE SPECIFICATIONS ITEM
FT. LBS.
N.m
Pressure Compensator Valve, Housing to Pump
85
115
Pressure Compensator Valve Resonator Plug
100
136
Pressure Compensator Valve Plug
80
108
Pressure Compensator Valve Adjusting Plug
110
150
Test Port Plug
25
34
Crankcase Outlet Valve Plug
45
61
FIGURE 6-33. PUMP SPECIFICATIONS CHARTS
L06007 4/92
Steering Circuit Component Repair
L6-21
NOTES
L6-22
Steering Circuit Component Repair
L06007 4/92
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION CIRCUIT OPERATION Flow from the shaft end cartridge of the tandem pump enters the hoist valve inlet port. Return oil flows from the open center hoist valve to the hydraulic filter(s). At the hydraulic filter(s), oil is combined with flow from the cover end cartridge of the tandem pump and routed to the heat exchanger to remove heat generated during retarding or service brake application. This combined oil supply is routed to the rear brakes for cooling and returned to tank. A portion of this cooled oil is supplied to the brake/steering pump. When the body is on the frame, empty or loaded, the hoist valve spool should be in the ‘‘float’’ position. Both ‘‘extend’’ and ‘‘retract’’ sides of the hoist cylinders are open to tank, and the frame is carrying all the load. HOIST VALVE The hoist valve is controlled by pilot pressure from the hoist pilot control valve in the Auxiliary Manifold and orificed check valves located in the pilot pressure lines and hoist up/return line. If the operator selects ‘‘Raise’’ to raise the dump body, pilot pressure from the Auxiliary Manifold repositions the spool in the hoist valve to direct oil flow through the overcenter valve to the hoist cylinder ‘‘Raise’’ ports. An internal relief valve (in the hoist valve) is adjusted to limit maximum hoist pressure to 2750 psi (19.3 MPa).
The load can be held in position by placing the hoist valve in ‘‘Hold’’ when the operator releases the hoist lever. The hoist valve will go to the ‘‘Hold’’ position when pilot pressure is removed and the internal spring and detent assembly repositions the spool to block oil flow to and from the hoist cylinders and tank return. An internal load check valve is used to hold pressure in the hoist cylinders if the operator selects the ‘‘Raise’’ position after the valve has been in the ‘‘Hold’’ position. The check valve allows the pump to attain a pressure equal to or greater than the pressure in the hoist cylinders to prevent the body from dropping as the spool is shifted from the ‘‘Hold’’ to ‘‘Raise’’ position. To lower the dump body, the operator selects the ‘‘Power Down’’ position which directs pilot pressure to the opposite end of the hoist valve spool. Oil then flows to the annulus area of the hoist cylinders to cause them to retract. Maximum ‘‘Power Down’’ pressure is limited to 1000 psi (6.9 MPa) by the adjustment on the end of the valve. After the body has started to descend, the operator can select the ‘‘Float’’ position by releasing the hoist lever. This removes pilot pressure from the hoist valve spool and allows the internal spring and detent assembly to reposition the spool to allow oil to return from the hoist cylinders to the tank.
FIGURE 7-1. HOIST VALVE
L07006 5/94
Hoist Circuit Operation and Component Description
L7-1
AUXILIARY MANIFOLD
COUNTER-BALANCE VALVE
The Auxiliary Manifold, located to the rear of the fuel tank, provides several system functions. Oil flows from the brake/steering pump to the manifold inlet and provides 2750 psi (19.0 MPa) oil pressure to the parking brake solenoid. When the solenoid is energized, oil flows to the parking brake actuator to release the spring applied parking brake. A switch monitoring this oil pressure illuminates a warning lamp on the instrument panel to indicate the parking brake is applied. A second pressure switch monitoring pump oil pressure illuminates the Emergency Steering warning light and horn if pressure decreases to 1800 psi (12.4 MPa).
The counter-balance (overcenter) valve is located on the final drive frame cross tube. This valve provides a ‘‘cushion’’ of oil in the hoist cylinder annular area to prevent damage to the cylinders as they approach maximum extension and the weight of the load is at the rear edge of the dump body.
Oil for the hoist pilot circuit flows through a pressure reducing valve to reduce the pressure from 2750 psi (19.0 MPa) to 125 psi (862 kPa). When the operator selects the ‘‘Raise’’ position on the hoist lever, a switch energizes the ‘‘Up’’ solenoid shifting the hoist pilot control valve spool to direct oil to the hoist valve and move the spool to the ‘‘Raise’’ position. When the operator selects ‘‘Power Down’’, the ‘‘Down’’ solenoid is energized to direct oil to the opposite end of the hoist valve spool.
There are no serviceable parts in the counter-balance valve. If the valve is defective, it must be replaced. HOIST CYLINDERS Two stage, double acting cylinders with sealed stages raise and lower the body. Hoist circuit oil enters and leaves the cylinders at the extend (‘‘EXT’’) port and flows through a tube in the second stage to extend the hoist cylinder. When in ‘‘Power down’’, oil enters and leaves the cylinders at the retract (‘‘RET’’) port and flows between the hoist oil tube and inside of the second stage. Orifices in the first and second stage tubes direct oil to the annular area to retract the cylinders. CHECK VALVES Three orificed check valves are used in the hoist circuit. Their purpose is to restrict oil flow during body down operation and eliminate the possibility of high oil pressure surges in the hydraulic system. Two of the check valves are located in the "power up" and "power down" pilot lines in circuit between the auxiliary manifold and the hoist valve. A third check valve is located in the hoist up / return line which is attached to a junction block mounted to the final drive frame cross tube. When the operator raises the body, hydraulic oil will unseat the check valves and allow unrestricted flow of oil to the hoist cylinders. When hoist down is selected the check valves in the pilot lines will close sending oil flow through a 0.040 in. (1.016 mm) orifice. The orifices will restrict oil flow, slowing down the movement of the hoist spool valve and allowing hydraulic oil to drain slowly back to tank. The check valve in the hoist up / return line will also close during "power down". Oil will flow through a 0.375 in. (9.525 mm.) orifice. This will restrict oil flow back to tank and allow the body to lower at a slower rate of speed.
FIGURE 7-2. AUXILIARY MANIFOLD
L7-2
Hoist Circuit Operation and Component Description
L07006 5/94
HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE Removal
Installation
1. Be certain the engine is shut down and the key switch has been ‘‘Off’’ for at least 90 seconds to allow the steering accumulator to automatically bleed down. Open the brake accumulator bleeddown valves on the Low Brake Pressure Detection Module and bleed the pressure from the brake accumulators. Close the valves after pressure has been released. 2. Loosen vent plugs above suction and return tubes on hydraulic tank. 3. Clean dirt accumulation from the area of the hoist valve.
1. Position hoist valve (4, Figure 8-1) on tank mounts. Install mount capscrews and lockwashers (3). Tighten to standard torque. 2. Remove caps and connect all hoses using new O-rings at split flange clamp connections. Tighten capscrews to standard torque. 3. Tighten vent plugs on top of tank. Refill hydraulic tank as required. 4. Refer to ‘‘Hoist Circuit Checkout’’ procedure for power down and hoist pressure relief settings.
4. Remove all hoses connected to hoist valve (4, Figure 8-1). Cap all lines and valve ports to prevent contamination. 5. Remove capscrews and lockwashers (3). Remove valve from mount on fuel tank.
FIGURE 8-1. HOIST VALVE INSTALLATION 1. Fuel Tank 4. Hoist Valve 2. Auxiliary Manifold 5. Check Valves 3. Capscrews & Lockwashers
L08006 4/92
FIGURE 8-2. HOIST VALVE 1. Socket Head 3. ‘‘Power Down’’ Pressure Capscrew & Washer Adjustment 2. Socket Head 4. Hoist Circuit Pressure Capscrew & Washer Relief Adjustment 5. Hoist Pressure Test Port
Hoist Circuit Component Repair
L8-1
Disassembly NOTE: The valve body and spool are matched. If at disassembly, one is found damaged, both must be replaced.
6. Hold spool to prevent damage to O.D. surface. Unscrew cap (1, Figure 8-4), remove spring (2) and load check valve (3). 7. Remove plug (5) and discard O-ring (4).
1. Remove socket head capscrews (1, Figure 8-2). Remove cover (1, Figure 8-3), spacer (2), and O-ring (3). 2. Remove socket head capscrews and remove detent housing (17). 3. Hold cap (9) and unscrew detent socket (11). 4. Remove centering spring (8), spring guides (7) plate (6), and O-rings (5 & 26). 5. Pull valve spool assembly out of valve body from spring cover end.
1. Cover 2. Plate 3. O-Ring 4. Spool Assembly 5. O-Ring 6. Plate 7. Spring Guide 8. Spring 9. Cap 10. Roll Pin
L8-2
8. Depress cap nut (19, Figure 8-3), remove snap ring (22). When spring tension is released, eleven detent balls (14) will be released from between ball retainers. 9. Remove spring (16), spring retainer (25), sleeve (13) and ball retainers (12) housing (17). 10. Remove relief valve cap nut (27), jam nut, washers (29) and adjusting screw (28). 11. Remove spring (32) and poppet (33) from cap (30). 12. Remove cap (30) and pilot seat (35).
FIGURE 8-3. HOIST VALVE ASSEMBLY 11. Detent Socket 22. Snap Ring 12. Ball Retainer 23. O-Ring 13. Sleeve 24. Adjusting Screw 14. Ball 25. Spring Retainer 15. Detent 26. O-Ring 16. Spring 27. Cap Nut 17. Housing 28. Adjusting Screw 18. Jam Nut 29. Washer 19. Cap Nut 30. Relief Cap 20. Washer 31. O-Ring 21. Plug 32. Spring
Hoist Circuit Component Repair
33. Poppet 34. O-Ring 35. Pilot Seat 36. Spacer 37. Spring 38. Poppet 39. Seat 40. O-Ring 41. Cap
L08006 4/92
1. Cap
2. Spring
FIGURE 8-4. HOIST VALVE SPOOL ASSEMBLY 3. Load Check Valve 4. O-Ring
13. Remove spacer (36), spring (37) and relief poppet (38). 14. Remove plug (40) and seat (39).
5. Cap
8. Install O-ring (4) and plug (5) in other end of spool. 9. Lubricate spool and carefully slide spool into valve body. 10. Place O-ring, (5, Figure 8-3) plate (6 ), spring guide (7), and spring (8) on cap (9).
Assembly 1. Inspect all components, replace damaged parts as necessary. If spool or main housing is damaged, both must be replaced as they are a matched set. 2. Install new O-rings as valve components are assembled. 3. Install relief seat (39, Figure 8-3), O-ring (40) and cap (41). 4. Install relief poppet (38), spring (37), spacer (36), pilot seat (35), O-ring (31) and cap (30). 5. Install poppet (33), spring (32) and adjusting screw (28) into cap. 6. Install washers (29), jam nut and cap nut (27).
11. Support spool to prevent it from sliding out of valve body. Install remaining spring guide (7) and detent socket (11). 12. Compress spring and screw detent socket (11) into cap. Place one drop of medium strength Loctite® to threads of detent socket (11) before placing into cap (9). 13. Position O-ring (26) and housing (17) over centering spring. Install socket head capscrews and lockwashers. Tighten to 10 ft. lbs. (13.8 N.m) torque. 14. Install ball retainer (12), balls (14), remaining ball retainer, sleeve (13), spring retainer (25) and spring (16) in housing (17). 15. Install new O-ring (23) on plug (21). 16. Insert plug in housing, compress spring and insert snap ring (22). 17. Install power down adjustment screw (24), washers (20), jam nut (18) and cap nut (19).
Screw adjusting screw into plug enough to just bottom on pilot pin spring. Final adjustment will be made when valve is mounted on truck. 7. Insert load check valve (3, Figure 8-4), spring (2) and cap (1) in valve spool.
L08006 4/92
18. Adjustment of power down will be made after valve is installed on truck. 19. Install O-ring (3), plate (2) and end cap (1). Install socket head capscrews and washers. Tighten capscrews to 10 ft. lbs. (13.8 N.m) torque.
Hoist Circuit Component Repair
L8-3
HOIST CYLINDER Removal 1. Be certain the engine is shut down and the key switch has been ‘‘Off’’ for at least 90 seconds to allow the steering accumulator to automatically bleed down. 2. Be sure body is on frame and hoist valve spool is in ‘‘float’’ position. 3. Mark hose to cylinder port location on bottom of cylinder. 4. Disconnect hoses and plug lines to prevent contamination. 5. Remove nut (2, Figure 8-5) and capscrew (1) from pin (3) on upper mount. 6. Remove capscrews (7), lockwashers (8), and retainer plate (6) from lower mount. 7. Attach lifting device and support hoist cylinder. 8. Remove upper mount pin (3). 9. Move cylinder out of body mount ears and slide off lower frame mount.
Installation 1. Raise cylinder, slide cylinder onto lower mount. 2. Move cylinder between upper mount ears. Install upper pin (3, Figure 8-5). 3. Install capscrew (1) and nut (2). 4. Install retainer plate (6), lockwasher (8) and capscrews (7). Tighten to standard torque. 5. Connect hoses to proper port on lower cylinder eye.
FIGURE 8-5. HOIST CYLINDER INSTALLATION 1. Capscrew 5. Bearing 2. Nut 6. Retainer Plate 3. Pin 7. Capscrew 4. Snap Ring 8. Lockwasher
L8-4
Hoist Circuit Component Repair
L08006 4/92
FIGURE 8-6. HOIST CYLINDER ASSEMBLY 1. Capscrew 2. Flatwasher 3. Bearing Retainer 4. Housing 5. Tube 6. Tube 7. Bearing 8. Buffer Seal 9. Rod Seal 10. Rod Wiper 11. Rod Wiper 12. Rod Seal 13. Buffer Seal 14. Bearing 15. Backup Ring 16. O-Ring 17. Capscrew 18. Flatwasher 19. Bearing 20. Seal 21. Bearing
L08006 4/92
Hoist Circuit Component Repair
L8-5
Disassembly 1. Remove capscrews (1, Figure 8-6) and flat washers (2) securing bearing retainer (3) to housing (4). 2. Pull housing (4) from tube (5) and rod eye tube (6). 3. Remove capscrews (17), flat washers (18) and rod bearing retainer (22) from tube (6). 4. Pull tube (5) and bearing retainer (3) from rod (6). 5. Remove all seals, bearings, O-rings and wipers.
6. Install bearings (19) and seal (20) on bearing retainer (22). 7. Install bearing retainer (22) into tube (5) and over end of rod (6). 8. Install capscrews (17) and flat washers (18). Tighten to standard torque. 9. Install bearings (21) on tube (5). Slide housing over tube. Install gland (3), capscrews (1)and washers (2) to housing (3). Tighten to standard torque. 10. If test equipment is available for testing after assembly, the following values should be present:
Cleaning and Inspection NOTE: Use only clean solvent, lint free wiping cloth, and dry, filtered compressed air when cleaning and handling hydraulic cylinders. Immediately after cleaning and inspection, coat all surfaces with clean Type C-4 hydraulic oil. 1. Remove and discard all seals and O-rings.
Extended at 2500 psi (17 238 kPa), leakage at ‘‘RET’’ port should not exceed 20 cu. in. (32 l) per minute. Retracted at 2500 psi (17 238 kPa), leakage at ‘‘EXT’’ port should not exceed 40 cu. in. (0.64 l) per minute. 11. Plug ports at rod eye to prevent contamination during handling of cylinder.
2. Thoroughly clean and dry all parts. 3. Visually inspect parts for damage or excessive wear. 4. If cylinder bores and plated surfaces are excessively worn or grooved, the cylinder parts must be replaced or replated and machined to original specifications. For assistance on wear limits and specifications, contact your Haulpak® Distributor.
Hoist Cylinder Mounting Bearing Replacement The following procedure is applicable to either end of cylinder: 1. Remove one snap ring (4, Figure 8-5) retaining bearing (5). 2. Remove bearing. 3. Repeat Steps 1 and 2 for other bearing. 4. Inspect bearing bores, pin and lower frame mount for damage.
Assembly 1. Install bearing (14, Figure 8-6), buffer seal (13), rod seal (12) and wiper (11) in bearing retainer (3). Lip of buffer seal and rod seal point toward bearing. Lip of wiper points away from bearing.
5. Press spherical bearing (5) into bore of cylinder eye.
2. Install O-ring (16) and backup ring (15) on retainer with backup ring toward bolt flange.
7. Repeat Steps 5 and 6 for other end.
6. Install snap ring (4).
3. Install bearing (7), buffer seal (8), rod seal (9) and wiper (10) in tube (5). Lip of buffer seal and rod seal point toward bearing. Lip of wiper points away from bearing. 4. Lightly coat all seals and bearings with hydraulic oil. 5. Position bearing retainer (3) on tube (5). Slide tube onto rod eye tube (6).
L8-6
Hoist Circuit Component Repair
L08006 4/92
HYDRAULIC CHECK-OUT PROCEDURE GENERAL INFORMATION The hydraulic check-out procedure is intended to help the technician to check, adjust, and diagnose problems in the steering and hoist circuits. The technician should read the entire check-out procedure prior to performing any steps to become familiar with the procedures and all the warnings and cautions. The check-out procedure begins by checking the basic system before checking individual components. Included on the last page is a data sheet to record the information observed during the hydraulic system check-out procedure. The data sheet is designed to be removed, copied, and used during the check-out procedure. * Steps indicated in this manner should be recorded on the data sheet for reference.
Hydraulic fluid escaping under pressure can have sufficient force to enter a person’s body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately. Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering accumulator. The steering accumulator can be bled down with engine shut down, turning key switch "Off", and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur.
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE The steering circuit hydraulic pressure is supplied from the piston pump and steering accumulator. Some steering system problems, such as spongy or slow steering or abnormal operation of the "Low Steering Pressure" warning light can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, refer to "Steering Circuit Component Leakage Test." NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Be certain that brake circuit leakage is not excessive before troubleshooting steering circuit. For Brake Circuit Test Procedure, refer to Section "J", Brake System.
The steering circuit can be isolated from the brake circuit by removing the brake supply line from the distribution manifold to the brake accumulators (see WARNING). Plug the brake supply lines and cap the ports in the distribution manifold to prevent high pressure leakage.
L10001 4/92
INITIAL SYSTEM SET-UP Accumulator And Piston Pump Checks The following equipment will be necessary to properly check-out the hydraulic steering circuit a. Hydraulic schematic, refer to Section "R". b. Two 0-5000 psi (0-35 000 kPa) range calibrated pressure gauges and hoses. c. Accumulator charging kit with gauges and dry nitrogen d. One oz / ml graduated container. NOTE: The following procedures may be easier if the gauges are connected such that they can be read in the cab or where the technician can communicate with person operating the controls.
Prior to checking the steering system, the hydraulic steering and brake systems must have the correct accumulator precharge and be up to normal operating temperatures. Also prior to checking the system make sure the parking brake is properly adjusted. Refer to Parking Brake Adjustment, Section "J". With the brake system functioning properly and the parking brake on, proceed as follows:
Hydraulic Check-out Procedure
L10-1
NOTE: Always allow nitrogen gas temperature to approach ambient temperatures before completing precharge procedure. For best results, charge accumulator in the ambient temperature conditions in which the truck will be operating 1. Shut down engine and turn key switch off. Wait 90 seconds for the steering accumulator to completely bleed down before opening circuits to take measurements, to make repairs, or to install or remove a gauge.
Be sure steering accumulator oil pressure has been bled down. Turn the steering wheel; the wheels should not move if all oil pressure has been relieved. 2. Check hydraulic oil level in tank, add if required. 3. Check nitrogen charge pressure in steering accumulator before proceding. (Follow the accumulator nitrogen service procedure in this Section.) *
Record pressure reading on data sheet.
4. Install a reliable 5000 psi (35 000 kPa) minimum pressure gauge at the pressure tap (2, Figure 10-1) on the brake manifold. 5. Install a reliable 5000 psi (35 000 kPa) minimum pressure gauge at the pressure tap (1, Figure 10-2) on the piston pump.
7. The pressure gauge on the piston pump should indicate 2750 ± 50 psi (18 961 ± 345 kPa) at 1500 rpm. *
Record pressure reading on data sheet.
8. If pressure is not correct, adjust as follows: a. Shut down engine and turn key switch off. Wait 90 seconds for the steering accumulator to completely bleed down before opening circuits to take measurements, to make repairs, or to install or remove a gauge b. Loosen jam nut, turn adjusting screw (3) clockwise to increase pressure or counterclockwise to decrease pressure. Tighten jam nut. c. Continue checking and adjusting until correct pressure is obtained. NOTE: If the piston pump pressure or volume is low, check charge pressure at port (2). Pressure should be greater than 10 psi (69 kPa) at high idle. 9. Shut down engine and turn key switch off. Wait 90 seconds, then observe the brake manifold pressure gauge. It should indicate zero pressure. 10. Start the engine. Immediately after starting, check brake manifold pressure gauge. It will quickly build to nitrogen pressure of approximately 1050 psi (7240 kPa), pause momentarily, and then increase to the adjusted steering pressure of 2750 ± 50 psi ( 18 961 ± 345 kPa). *
Record pressure reading on data sheet.
6. Start engine and cycle the oil through the circuits to bring the the oil temperature up to normal operating temperature. Steer slowly both left and right several times to stabilize the steering circuit temperatures (both nitrogen and oil).
FIGURE 10-1 BRAKE MANIFOLD 1. Brake Manifold 2. Pressure tap
L10-2
FIGURE 10-2 PISTON PUMP 1. High Pressure Tap 3. Adjusting Screw 2. Charge Pressure 4. Allen Wrench
Hydraulic Check-out Procedure
L10001 4/92
11. Shut down engine and turn key switch off. Wait 90 seconds for steering accumulator to bleed down.
c. Inspect steering linkage for binding. This may cause the steering control valve to be held in an open position. If this occurs, the allowable leakage will be greatly affected. d. Start engine and turn steering wheel to allow valve to recenter itself again. e. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. f. Check leakage rate again, starting at Step 13. If leakage is still excessive, rebuild unit according to the instructions in this Section.
12. Remove pressure gauge from piston pump.
Steering Valve Leakage Check
Never shut off keyswitch to activate accumulator bleeddown or turn the steering wheel when steering return lines or ports are open. Return port will see accumulator oil flow during the bleed down cycle or turning of the steering wheel.
20. Connect return hose to steering control valve. 21. Turn key switch off to bleed down accumulator.
Steering Cylinder Leakage Check 22. Start engine and turn steering wheel to full left lock.
13. Disconnect steering valve return hose at steering valve and cap hose. 14. Install a hose into return port of steering valve and place other end into a suitable measuring container. 15. Start engine and allow steering pressure to stabilize.
Never shut off keyswitch to activate accumulator bleeddown or turn the steering wheel when steering return lines or ports are open. Return port will see accumulator oil flow during the bleed down cycle or turning of the steering wheel. 16. Shut down engine, leave key switch in the run position. 17. Record the system volume loss from the steering valve. Maximum leakage should not exceed 111oz / 10 min (3.3 l / 10 min). *
Record on data sheet.
24. Remove hose on left steering cylinder on the end near the frame attachment point. Plug hose end to prevent high pressure leakage. 25. Start engine and hold pressure on steering wheel against left lock to pressurize the end of the steering cylinder still connected to the truck. 26. Measure cylinder leakage at the open steering cylinder port while holding steering wheel against left lock. 27. Maximum cylinder leakage must not exceed 0.6 oz / min (17.7 ml / min). *
19. If excessive leakage from the control valve is found: a. Connect return hose back to the steering valve. b. Turn key switch off and wait 90 seconds for steering accumulator to bleed down.
Record leakage on data sheet.
28. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. Reconnect hose to steering cylinder. 29. Repeat procedure for the right steering cylinder while holding pressure on the steering wheel against the right lock. *
18. If leakage is within specifications, go to step 20. If leakage is excessive, go to step 19.
L10001 4/92
23. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down.
Record leakage on data sheet.
30. If the steering cylinders have excessive leakage, they must be repaired or replaced. 31. Check hydraulic oil level in tank, add if required.
Hydraulic Check-out Procedure
L10-3
TROUBLESHOOTING CHART POSSIBLE CAUSES TROUBLE:
SUGGESTED CORRECTIVE ACTION
Slow Steering, Hard Steering or Loss of Power Assist
Overloaded Steering Axle.
Reduce Axle Loading.
Piston pump pressure lower than specified.
Adjust pump pressure. See "Steering Circuit CheckOut Procedure".
Worn or malfunctioning pump.
Replace pump.
Restricted inlet screens in piston pump or steering valve.
Clean or replace screens.
TROUBLE:
Drift - Truck Veers Slowly In One Direction.
Rod end of cylinder slowly extends without turning the steering wheel.
A small rate of extension may be normal on a closed center system.
Worn or damaged steering linkage.
Replace linkage and check alignment or toe-in of the front wheels.
TROUBLE:
Wander - Truck Will Not Stay In Straight Line.
Air in system due to low oil level, pump cavitation, leaking fittings, pinched hoses, etc.
Correct oil supply problem and/or oil leakage.
Loose cylinder piston.
Repair or replace defective components.
Broken centering springs (Steering Valve).
Replace centering springs.
Worn mechanical linkage.
Repair or replace.
Bent linkage or cylinder rod.
Repair or replace defective components.
Severe wear in steering control valve.
Repair steering control valve
TROUBLE:
Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered Wheels
Leakage of cylinder piston seals.
Replace seals.
Worn steering control valve.
Repair or replace steering control valve.
TROUBLE:
Spongy or Soft Steering
Low oil level.
Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely air trapped in cylinders or lines.
Bleed air from system. Placing ports on top of cylinder will help avoid trapping air.
TROUBLE:
Erratic Steering
Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary.
Loose piston in steering cylinder.
Repair or replace cylinder.
L10-4
Hydraulic Check-out Procedure
L10001 4/92
TROUBLESHOOTING CHART (Continued) POSSIBLE CAUSES TROUBLE:
SUGGESTED CORRECTIVE ACTION
Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front Wheels
Lower splines of column may be disengaged or damaged.
Repair or replace steering column.
No flow to steering control valve can be caused by: 1. Low oil level.
1. Add oil and check for leakage.
2. Ruptured hose.
2. Replace hose.
3. Broken gerotor drive pin.
3. Replace drive pin.
TROUBLE:
Excessive Free Play at Steered Wheels
Broken or worn linkage between cylinder and steered wheels.
Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels.
Leaky cylinder seals.
Remove and replace cylinder seals.
TROUBLE:
Binding or Poor Centering of Steered Wheels
Binding or misalignment in steering column or splined column or splined input connection.
Align column pilot and spline to steering control unit.
High back pressure in tank can cause slow return to center. Should not exceed 300 psi (2068 kPa).
Reduce restriction in the lines or circuit by removing obstruction or pinched lines, etc.
Large particles can cause binding between the spool and sleeve in the steering control valve.
Clean the steering control valve and filter the oil. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system.
TROUBLE:
Steering Control Valve Locks Up
Large particles in meter section.
Clean the steering control valve.
Insufficient hydraulic power (units over 15 inch).
Check hydraulic power supply.
Severe wear and/or broken pin.
Replace the steering control valve.
TROUBLE:
Steering Wheel Oscillates or Turns By Itself
Lines connected to wrong ports.
Check line routing and connections.
Parts assembled wrong. Steering control valve improperly timed.
Reassemble correctly and retime control valve.
TROUBLE:
Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports.
L10001 4/92
Check proper line connections.
Hydraulic Check-out Procedure
L10-5
Leakage Check
HOIST CIRCUIT CHECKOUT & ADJUSTMENT PROCEDURE The following equipment will be necessary to properly check the hydraulic hoist circuit. a. Hydraulic schematic, refer to Section "R". b. One 0-500 psi (0-3448 kPa) range calibrated pressure gauge and hose. c. One 0-5000 psi (0-35 000 kPa) range calibrated pressure gauge and hose. d. One oz / ml graduated container. NOTE: The following procedures may be easier if the gauges are connected such that they can be read in the cab or where the technician can communicate with person operating the controls.
Auxiliary Valve
1. Disconnect piston pump vent hose at auxiliary manifold port and cap port at valve to prevent leakage. NOTE: Before disconnecting any lines from the suction line, remove center plug on top of hydraulic tank to prevent siphoning of the hydraulic oil from the hydraulic tank. Any time the siphon is broken and oil is drained from the suction line, the hydraulic tank top cover must be removed and the suction line filled with clean oil. Also loosen the capscrews at the pump inlet line to remove trapped air in the line. This prevents aeration and possible pump damage during start up. 2. Disconnect auxiliary manifold drain line at hoist pump suction line and place end in a container suitable for measuring oil volume.
Pressure Check 1. Install 0-500 psi (0- 3448 kPa) pressure gauge to pressure tap on auxiliary valve (Figure 10-3). 2. Start engine and operate at low idle. 3. Check hoist valve pilot pressure in " float, power down, power up and hold" positions. Pressure should be 125 psi (862 kPa). *
Excessive leakage in the auxiliary manifold can affect the operation of the hoist circuit, park brake circuit, and other circuits connected to the manifold.
Record pressure reading on data sheet.
4. To adjust pilot pressure reducing valve, loosen jam nut on pressure regulator screw and turn adjusting screw clockwise to increase pressure or counterclockwise to decrease pressure. Tighten jam nut. 5. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. 6. Remove pressure gauge.
3. Connect the piston pump vent hose to the hoist pump suction line in place of the auxiliary manifold drain line. 4. Start engine and operate at low idle. 5. Measure leakage from open auxiliary manifold drain line. Maximum leakage is 3.2 oz / min (95 ml/min). *
Record leakage on data sheet.
6. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. 7. If leakage is within specifications, go to step 11. If leakage is excessive, go to step 8. 8. Excessive leakage can be caused by the following: a. Defective park brake solenoid valve. b. Defective raise/lower solenoid valve. c. Defective pressure reducing valve. d. Defective O-rings. e. Defective auxiliary valve housing. 9. Remove each component and inspect for damage, imperfections or defective O-rings. Repair or replace as necessary. 10. Check for excessive leakage again by starting at step 5. 11. Connect hoses to original locations.
FIGURE 10-3 AUXILIARY MANIFOLD
L10-6
Hydraulic Check-out Procedure
L10001 4/92
Checking and Adjusting Hoist System Pressure Relief Valve 1. Install 0-5000 psi (0-35 000 kPa) pressure gauge to pressure tap (5, Figure 10-4) on hoist valve.
5. Remove acorn nut (4) and loosen jam nut. Turn relief valve adjusting screw clockwise to increase pressure or counterclockwise to decrease pressure. NOTE: Turning adjusting screw 1/16 of a turn will change pressure approximately 100 psi (690 kPa).
6. Hold adjusting screw and tighten jam nut. Check pressure again. Install acorn nut after correct pressure is obtained. 7. Lower dump body completely. 8. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. 9. Remove pressure gauge from hoist valve.
Checking and Adjusting "Power Down" Pressure FIGURE 10-4 HOIST VALVE 1. Capscrew & Washer 4. Hoist Circuit Pressure 2. Capscrew & Washer Relief Valve Adjustment 3. Power Down Pressure 5. Hoist Pressure Test Port Adjustment
After completing hoist relief valve setting, it is necessary to adjust power "Down" pressure. This adjustment is required to provide proper hoist circuit operation.
NOTE : If hoist valve assembly or relief valve cartridge has been replaced or rebuilt, remove relief valve acorn nut, loosen jam nut and back out adjustment screw.
2. Start engine and charge accumulator. Move hoist control lever to power "Down" position and hold lever in this position. Increase engine RPM to high idle.
1. Install 0-5000 psi (0-35 000 kPa) pressure gauge to test port (5, Figure 10-4) on hoist valve.
NOTE: Do not hold in power down position any longer than necessary to obtain an accurate reading. Over heating of hydraulic oil may result. Before raising body to full up position be sure there is adequate clearance between body and any overhead structures or electric power lines. 2. Start engine and allow accumulators to charge. Raise dump body to full up position. Hold hoist control valve lever in power "UP" position and adjust engine speed to 1500 RPM. NOTE: Do not hold in power up position any longer than necessary to obtain an accurate reading. Over heating of hydraulic oil may result. 3. Pressure gauge should indicate 2750 ± 50 psi (18 961 ± 345 kPa). *
Record pressure reading on data sheet.
4. If pressure is within specifications, go to step 7. If pressure is not within specifications, go to step 5.
L10001 4/92
3. Pressure gauge should indicate 1000 ± 50 psi ( 690 ± 345 kPa). *
Record pressure reading on data sheet.
4. Return engine to low idle and release hoist control valve lever. 5. Shut down engine and turn key switch off, wait 90 seconds for steering accumulator to bleed down. 6. If pressure is within specifications, remove pressure gauge and stop here. If pressure is not within specifications, go to step 7. 7. Remove acorn nut (3) and loosen jam nut. Turn adjusting screw in to increase pressure or out to decrease pressure. Tighten jam nut. 8. Repeat steps 2 thru 6 until correct pressure is obtained. Install acorn nut (3).
Hydraulic Check-out Procedure
L10-7
TROUBLESHOOTING CHART FOR HOIST CIRCUIT POSSIBLE CAUSES TROUBLE:
SUGGESTED CORRECTIVE ACTION
Pump Not Delivering Oil
Low oil level.
Fill to proper level.
Siphon plugs on hydraulic tank leaking or missing.
Tighten or install plugs.
Tank vent breathers restricted.
Replace filters.
Pump not priming. Air leak in suction line.
Tighten clamp connections. Check minimum engine low idle speed. Adjust idle speed, if necessary.
PTO drive inoperable.
Inspect PTO drive assembly. Refer to Section ‘‘F’’.
Pump shaft broken.
Remove pump and inspect.
Vane(s) stuck in the rotor slot(s).
Check pump for free rotation. Disassemble the pump. Check for dirt or metal chips. Clean the parts thoroughly and replace any damaged pieces. If necessary, flush the system and refill it with clean hydraulic oil. Repair as required.
Driven in the wrong direction of rotation.
TROUBLE:
Pump cartridge installed incorrectly. Disassemble pump and check cartridge for proper installation according to drive shaft rotation.
Slow Hydraulic Functions
Low oil level.
Fill to proper level.
Cold oil.
Warm oil to normal operating temperature.
Air leak in suction line. (Foamy oil in tank.)
Tighten clamp connections. Check pump shaft seal for air leak. Replace seal if necessary.
Incorrect oil viscosity.
Completely drain hydraulic system. Refill with filtered oil of proper viscosity.
Slow engine speed.
Increase engine speed. Check high Idle speed, adjust if necessary.
Low pilot oil pressure.
Check or adjust pilot pressure. (See auxiliary valve adjustment).
L10-8
Hydraulic Check-out Procedure
L10001 4/92
TROUBLESHOOTING CHART (Continued) POSSIBLE CAUSES TROUBLE:
SUGGESTED CORRECTIVE ACTION
Slow Hydraulic Functions (Continued)
Check valves in pilot lines and/or hoist-up/return lines sticking or not installed with correct direction of free flow.
Remove check valves and clean. Be certain valves are installed with correct direction of free flow.
Hoist valve spool binding.
Inspect spool for free movement.
Defective hoist relief valve.
Refer to ‘‘Checking and Adjusting Hoist System Pressure Relief Valve’’, this section. Remove and inspect relief valve. Repair or replace.
Excess leakage past cylinder seals.
Repair cylinder.
Low pump output.
Refer to ‘‘Checking and Adjusting Hoist System Pressure Relief Valve’’, this section. If pressure does not reach 2,750 PSI and oil is not being bypassed at the relief valve, remove and repair pump.
TROUBLE:
Low Lifting Capacity Of Hoist Circuit
Low oil level.
Fill to proper level.
Excessive load .
Remove excessive load.
Low pilot oil pressure.
Refer to ‘‘Hoist Circuit Checkout And Adjustment Procedure’’.
Defective hoist relief valve.
Refer to ‘‘Checking and Adjusting Hoist System Pressure Relief Valve’’, this section. Remove and inspect relief valve. Repair or replace.
Low pump output.
Refer to ‘‘Checking and Adjusting Hoist System Pressure Relief Valve’’, this section. If pressure does not reach 2,500 PSI and oil is not being bypassed at the relief valve, remove and repair pump.
Excessive leakage around hoist spool valve.
Inspect hoist valve. Repair or replace.
Hoist-up/return check valve stuck, orifice restricted or installed backwards.
Remove check valve and clean. Inspect for 0.375 in. (9.53 mm) orifice. Replace if necessary. Install check valve with correct direction of free oil flow.
Pilot line check valves stuck, orifice restricted or installed backwards.
Remove check valves and clean. Inspect for 0.040 in. (1.016 mm) orifice. Replace if necessary. Install check valves with correct direction of free oil flow.
L10001 4/92
Hydraulic Check-out Procedure
L10-9
TROUBLESHOOTING CHART (Continued) POSSIBLE CAUSES TROUBLE:
SUGGESTED CORRECTIVE ACTION
Pump Making Noise
Low oil level.
Fill to proper level.
Wrong viscosity oil.
Fill with proper oil.
Suction line restricted.
Check all strainers and filters for dirt and sludge. Clean if necessary.
Suction line air leak.
Inspect inlet hose and fittings.
Pump drive speed too slow or too fast.
Check and adjust engine RPM.
Broken vanes or vane ring.
Remove and rebuild/replace pump.
TROUBLE:
Hot Oil
Low oil level.
Fill to proper level.
High pressure leak in steering circuit.
Refer to ‘‘Steering Circuit Test Procedure’’.
Partial restriction in hoist valve.
Check pilot pressure. Defective relief valve or O-rings in relief valve.
Restricted heat exchanger.
Remove and clean.
Improper gear range during retarding.
Select proper gear range.
Worn pump.
Remove pump and repair.
Hoist-up/return check valve orifice restricted.
Remove check valve and clean. Inspect for 0.375 in. (9.53 mm) orifice. Replace if necessary.
Pilot line check valves installed incorrectly for free flow or orifice restricted preventing free flow of hydraulic oil back to tank
Remove check valves and clean. Inspect for 0.040 in. (1.016 mm) orifice. Replace if necessary. Install check valves with correct direction of free oil flow.
L10-10
Hydraulic Check-out Procedure
L10001 4/92
HAULPAK® CHECK-OUT PROCEDURE STEERING SYSTEM DATA SHEET MACHINE MODEL
UNIT NUMBER
SERIAL NUMBER
STEERING SYSTEM Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
STEP 3
Steering Accumulator charged to 1050 psi (7240 kPa).
STEP 7
Steering Pressure At Piston Pump.
STEP 10
Steering Pressure At Brake Manifold.
STEP 17
Steering Valve Leakage.
STEP 17
Steering Valve Leakage (Second Test If Needed).
STEP 27
Steering Cylinder Leakage (Left Cylinder).
STEP 28
Steering Cylinder Leakage (Right Cylinder).
Name of Technician or Inspector Performing Check-Out DATE
L10001 4/92
Hydraulic Check-out Procedure
L10-11
HAULPAK® CHECK-OUT PROCEDURE HOIST SYSTEM DATA SHEET MACHINE MODEL
UNIT NUMBER
SERIAL NUMBER
HOIST SYSTEM Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
Auxiliary Valve STEP 3
Auxiliary Valve Pilot Pressure.
STEP 5
Auxiliary Valve Leakage.
Hoist Valve STEP 3
High Pressure Relief Valve.
Power Down Pressure. STEP 3
Power Down Pressure.
Name of Technician or Inspector Performing Check-Out
DATE
L10-12
Hydraulic Check-out Procedure
L10001 4/92
HYDRAULIC SYSTEM FLUSHING PROCEDURE The following instructions outline the procedure for flushing the hydraulic system.
1. Shut down engine and turn key switch "Off". Allow at least 90 seconds for the steering accumulator to bleed down. Open the brake accumulator bleed down valves on the low brake pressure detection manifold. This will return all contaminants in the brake accumulators to the hydraulic tank. 2. Thoroughly clean the exterior of the tank. Drain the hydraulic tank and remove top cover. Flush the interior of hydraulic tank with a cleaning solvent. Inspect all hydraulic hoses for deterioration or damage.
NOTE: If a system component fails, all flexible hoses should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside the hose.
3. Change high pressure filter elements. 4. Clean or replace the inline hydraulic screens at the inlet to the brake/steering pump and steering valve.
NOTE: The final filter in the filling apparatus must be 3 micron.
NOTE: Refer to the lubrication chart in Section "P", Lubrication And Service, for proper oil selection.
5. Fill the hydraulic tank with clean filtered hydraulic oil. 6. Fill the center tube in the hydraulic tank with oil to prevent aeration of hydraulic oil during start up. Replace top cover. 7. Set all controls in the "Neutral" position. Do not steer the truck or operate controls until the next step is completed. 8. Start the engine and run at 1000 RPM for four minutes. This will circulate oil with all valves in the neutral position.
L10001 4/92
9. To increase flow and turbulence in the system, increase engine speed to full throttle and maintain for four minutes. This will carry contaminates to the hydraulic tank. 10. Shut down engine and turn key switch "Off". Allow at least 90 seconds for the accumulator to bleed down. Open the brake accumulator bleed down valves on the low brake pressure detection manifold. This will return all contaminants in the brake accumulators to the hydraulic tank. 11. Close brake accumulator bleedown valves. NOTE: Hydraulic tank oil temperature should be 110o130oF (43o-54oC) after accomplishing Step 12. If not, repeat Step 10 to increase oil temperature to the proper operating range.
12. Start engine and run at 1000 RPM while performing the following: a. Steer truck full left then full right - repeat four times. b. Steer full left (keeping pressure against the steering wheel) and hold for 10 seconds. c. Steer full right (keeping pressure against the steering wheel) and hold for 10 seconds. 13. Increase engine speed to full throttle and steer full left and full right. 14. Return all controls to "Neutral". 15. Reduce engine speed to 1000 RPM and perform the following: a. Extend hoist cylinders fully and "FLOAT" down - repeat four times.
NOTE: As second stage starts out of hoist cylinder in the Power Up mode, slowly decrease engine speed to prevent sudden bottoming of the second stage. b. Extend hoist cylinders and hold at full extension for 10 seconds. Hoist control lever must be held in the "Up" position. c. Lower hoist cylinders and hold lever in "Down" position for 10 seconds after cylinders are fully retracted.
Hydraulic Check-out Procedure
L10-13
16. Increase engine speed to full throttle and perform the following: a. Hoist up to full extension (see NOTE above), then allow cylinders to float down. b. Return hoist control to "Neutral".
18. Remove hydraulic filters, clean housings and install new filters. 19. With hydraulic system charged, inspect all connections and fittings for leaks. Tighten or repair any leaking connections.
17. Shut down engine and turn key switch "Off". Allow at least 90 seconds for the accumulator to bleed down.
L10-14
Hydraulic Check-out Procedure
L10001 4/92
SECTION M OPTIONS AND SPECIAL TOOLS INDEX LINCOLN AUTOMATIC LUBRICATION SYSTEM (M03001) . . . . . . . . . . . . . . . . . M3-1
QUICK FUEL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5 WIGGINS QUICK FUEL SYSTEM (M05002) . . . . . . . . . . . . . . . . . . . . . . M5-1 BUCKEYE QUICK FUEL SYSTEM (M05003) . . . . . . . . . . . . . . . . . . . . . . M5-1
KIM ‘‘HOTSTART’’ SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
AIR CONDITIONING SYSTEM . . . . . . . . . . . PRINCIPLES OF REFRIGERATION . . . . . . AIR CONDITIONER SYSTEM COMPONENTS ELECTRICAL CIRCUIT . . . . . . . . . . . . . SYSTEM SERVICING . . . . . . . . . . . . . Installing Manifold Gauge Set . . . . . . . System Stabilization . . . . . . . . . . . . Adding R-12 (Prior to performance test) . . System Performance Test . . . . . . . . . Discharging System . . . . . . . . . . . . Flushing Air Conditioner Components . . . SYSTEM REPAIR . . . . . . . . . . . . . . . . Hoses, Fittings, and Lines . . . . . . . . . Expansion Valve . . . . . . . . . . . . . . Receiver Drier . . . . . . . . . . . . . . . Thermostat . . . . . . . . . . . . . . . . . Clutch . . . . . . . . . . . . . . . . . . . . Compressor . . . . . . . . . . . . . . . . . CHECKING COMPRESSOR OIL LEVEL . . . . EVACUATING THE SYSTEM . . . . . . . . . CHARGING THE SYSTEM . . . . . . . . . . . TROUBLESHOOTING . . . . . . . . . . . . . Preparing For Diagnosis . . . . . . . . . . TROUBLESHOOTING CHART . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . .
M9-1 M9-2 M9-3 M9-5 M9-6 M9-9 M9-10 M9-11 M9-12 M9-13 M9-14 M9-15 M9-15 M9-15 M9-15 M9-15 M9-16 M9-16 M9-16 M9-19 M9-20 M9-22 M9-22 M9-23
AUTOMATIC POSITIVE LOCKING DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . M12-1
RADIATOR SHUTTERS
M01009 7/91
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
Index
M1-1
NOTES
M1-2
Index
M01009 7/91
LINCOLN AUTOMATIC LUBRICATION SYSTEM Operation
Components
The automatic lubrication system (Figure 3-1) is controlled by an electric timer and an electrically operated solenoid valve. During truck operation, the timer periodically operates a switch which energizes the solenoid air valve. As the solenoid air valve opens, regulated air enters the pump air motor, and the pump begins to operate, delivering lubricant through the supply lines to each injector. At the same time, as regulated air is applied to the air motor, regulated air is applied to the vent valve which keeps the vent valve closed until the 3-way solenoid air valve is denergized.
The system is comprised of seven basic elements plus the necessary hoses and lube lines: 1. Air Pressure 2. Air Regulator and Gauge 3. 24 VDC Solid State Timer 4. 3-way Solenoid Air Valve 5. Lube Injectors 6. Grease Reservoir 7. Air Pump Motor
After the injectors have cycled, lubricant pressure rises quickly to 2500 psi (17.5 MPa), and the pump stalls against this pressure. The pump will remain stalled for a few seconds until the timer switch contact is broken and the solenoid air valve is de-energized, shutting off the air supply. Trapped air exhausts, the vent valve opens, and lubricant pressure in the supply line is vented back to the reservoir. The injectors reload and the system is reset and ready for the next lube cycle. Figure 3-1 shows input air supply to the pump going through the solenoid air valve, then through an air regulator to the air powered pump. A branch line of regulated air is routed directly to the vent valve.
Description of Components 1. Air Powered Reciprocating Pump a. 50:1 Pressure Ratio. b. Reservoir Grease Capacity of 60 lbs. (27.2 kg). 2. Air Regulator and Gauge a. Normal Operation - regulator output should be set at 60-65 psi (414-448 kPa). b. Extreme Winter Conditions - regulator output may be reset to 90 psi (621 kPa). 3. 24 VDC Solid State Timer: Operating Temperature Range -20°F to 131°F (-29°C to 55°C). The timer is mounted in the cab to help insure temperature stability.
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM 1. Air Supply 5. Vent Valve 9. To Next Injector Grp. 13. Pipe Plug 2. D.C. Timer 6. Unloader 10. Injectors 14. Pipe Plug or 3. Solenoid Air Valve 7. Pump 11. Lubricant Reservoir Grease Coupler 4. Air Regulator & Guage 8. To Lube Point 12. Lubricant Supply Line
M03001 12/98
Lincoln Automatic Lube System
M3-1
4. Solenoid Air Valve - Three-way a. Routes system air to the appropriate locations in the lube system. b. Power requirement for solenoid air valve and timer is 15 watts.
Initial Reservoir Fill
5. Injectors (SL-1) a. Each lube injector services only one grease point. b. Injectors are available in banks of two, three, four and five as well as single replacement units. c. Injector output is adjustable: Maximum output = 0.08 in3 (1.31 cc). Minimum output = 0.008 in3 (0.13 cc). d. In case of air pump malfunction, each injector is equipped with a covered grease fitting to allow the use of external lubricating equipment.
NOTE: The 830E is factory equipped with a fill line attached to a plate, mounted on the right side of the front bumper and connected to grease coupler (14) on lower portion of reservoir.
1. Remove 0.50 in. (1.27 cm) pipe plug (13, Figure 3-1) from upper portion of lubricant reservoir. This will prevent damage to reservoir by allowing air to escape as reservoir is being filled.
2. Clean grease coupler (14) on lower portion of reservoir. 3. Attach supply hose from external fill source to coupler (14). 4. Fill reservoir with approximately 60 lbs. (27.24 kg) of grease. When reservoir is filled, grease will appear at upper pipe plug hole (13). 5. Remove supply hose from grease coupler (14). Remove excess grease from coupler. Install pipe plug (13) and tighten to standard torque.
GENERAL INSTRUCTIONS Lubricant Required for System Refer to ‘‘Lubrication Chart’’, Lube Key E, for correct lubricant specification and for specific lube points for a specific truck model. 1. Above 90°F (32°C) - Use NLGI No.2 multipurpose grease (MPG). 2. -25° to 90°F (-32° to 32°C) - Use NGLI No. 1 MPG. 3. Below -25°F (-32°C) - Refer to local supplier for extreme cold weather lubricant requirements.
System Priming The system must be full of grease and free of air pockets to function properly. After maintenance, if the primary or secondary lubrication lines were replaced, it will be necessary to reprime the system to eject all entrapped air. To run the air pump when priming the lube system, connect a jumper wire between the ignition and solenoid posts on the solid state timer.
FIGURE 3-2. REAR LUBE INJECTOR INSTALLATION (TYPICAL) 1. Suspension, Lower LH 2. Hoist Cyl., Top, L.H. 6. Body Pivot, R.H. 3. Hoist Cyl., Lower, L.H. 4. Suspension, Top, L.H. 8. Grease Supply Line M3-2
5. Body Pivot, L.H. 9. Suspension, Lower RH 10. Hoist Cyl., Top, R.H. 14. Anti-Sway Bar, R.H. 7. Suspension, Top, R.H. 11. Hoist Cyl., Lower, R.H. 12. Axle Pivot Pin
Lincoln Automatic Lube System
M03001 12/98
13. Anti-Sway
1. Fill lube reservoir with lubricant, if necessary. 2. Remove plugs from all injector manifold dead ends and supply lines. 3. Turn air pump vent plug counterclockwise one full turn. To expel trapped air between air pump and supply line connection, run air motor until grease flows freely from the vent plug. Close vent plug clockwise. 4. Continue to run air pump until grease flows from any one plug opening in the system. Replace plug in this opening. 5. Repeat step 4 until all lines are full and all plugs replaced. NOTE: Fill each feed line with grease before connecting lines to the injector outlets and bearings. This will prevent having to cycle the individual injectors once for each 1.0 in. (25 mm) length of feed line between the injector and bearing fitting.
4. Voltage checks at the timer should be accomplished if the above checks do not identify the problem. a. Insure timer ground connection is clean and tight. b. Using a Volt-Ohm meter, read the voltage between positive and negative posts on the solid state timer with the truck keyswitch "ON". Normal reading should be 18-26 VDC, depending upon whether or not the engine is running.
24 VDC Solid State Timer Adjustment The timer is factory set for a nominal 2.5 minute (off time) interval. Dwell time is approximately 1 minute, 15 seconds. A longer interval (off time) is obtained by turning the Selector knob (3, Figure 3-3) to the desired position .
System Checkout To check system operation (not including timer), proceed as follows: 1. Lift the passenger seat and connect a jumper wire between ‘‘SOL’’ terminal and ‘‘LUBE SW’’ terminal on the 24 VDC solid state lube timer. Turn keyswitch "ON". Pump should operate. NOTE: If terminal post identification on the solid state timer is not legible, refer to Figure 3-5 for terminal positions. 2. Keep jumper wire connected until the pump stalls. 3. Disconnect jumper wire. System should vent. Turn keyswitch "OFF".
FIGURE 3-3. TIMER (TOP COVER REMOVED) 1. Timer 3. Timer Selector 2. Red LED (Light Emitting Diode) indicates pump solenoid is "ON".
24 VDC Solid State Timer Check To check the solid state timer operation without waiting for the normal timer setting, proceed as follows: 1. Remove timer dust cover. NOTE: The timer incorporates a liquid and dust tight cover which must be in place and secured at all times during truck operation.
NOTE: Set timer by turning the Selector knob (3) to the 2.5 minute setting point. Then, turn the Selector clockwise, one detent at a time, to the desired setting, or until the maximum limit of eighty minutes is reached.
2. Adjust timer to 5 minute interval setting. 3. The timer should cycle in five minutes if the truck is operating. NOTE: If the timer check is being made on a cold start, the first cycle will be approximately double the nominal setting. All subsequent cycles should be within the selected time tolerance.
M03001 12/98
The solid state timer is a sealed unit, do not attempt disassembly.
Lincoln Automatic Lube System
M3-3
Injectors (SL-1 Series " H") Injector Specifications a. Each lube injector services only one grease point. In case of pump malfunction, each injector is equipped with a covered grease fitting to allow the use of external lubricating equipment. b. Injectors are available in banks of two, three, four and five as well as single replacement units. c. Injector output is adjustable: Maximum output = 0.08 in3 (1.31 cc). Minimum output = 0.008 in3 (0.13 cc). d. Operating Pressure: Minimum - 1850 psi (12 755 kPa) Maximum - 3500 psi (24 133 kPa) Recommended - 2500 psi (17 238 kPa) Maximum Vent Pressure - (Recharge) 600 psi (4 137 kPa) FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE) 1. Adjusting Screw 11. Spring Seat 2. Locknut 12. Plunger 3. Piston Stop Plug 13. Viton Packing 4. Gasket 14. Inlet Disc 5. Washer 15. Viton Packing 6. Viton O-Ring 16. Washer 7. Injector Body Assy. 17. Gasket 8. Piston Assembly 18. Adapter Bolt 9. Fitting Assembly 19. Adapter 10. Plunger Spring 20. Viton Packing NOTE: The Piston Assembly (8) has a visible indicator pin at the top of the assembly to verify the injector operation.
Injector Adjustment The injectors may be adjusted to supply from 0.008 in3 to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. This travel is in turn controlled by an adjusting screw in the top of the injector housing. Turn the adjusting screw (1, Figure 3-4) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise until the indicating pin (8) just touches the adjusting screw. At the maximum delivery point, about 0.38 inch (9.7 mm) adjusting screw threads should be showing. Decrease the delivered lubricant amount by turning the adjusting screw clockwise to limit injector piston travel. If only half the lubricant is needed, turn the adjusting screw to the point where about 0.19 inch (4.8 mm) threads are showing. The injector will be set at minimum delivery point with about 0.009 inch (0.22 mm) thread showing. NOTE: The above information concerns adjustment of injector delivery volume. The timer adjustment should also be changed, if overall lubricant delivery is too little or too much. Injector output should NOT be adjusted to less than one-fourth capacity.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)
M3-4
Lincoln Automatic Lube System
M03001 12/98
INJECTOR OPERATION
STAGE 1. The injector piston (2) is in its normal or "rest" position. The discharge chamber (3) is filled with lubricant from the previous cycle. Under the pressure of incoming lubricant (6), the slide valve (5) is about to open the passage (4) leading to the measuring chamber (1) above the injector piston (2).
STAGE 2. When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston (2) which forces lubricant from the discharge chamber (3) through the outlet port (7) to the bearing.
STAGE 3. As the injector piston (2) completes its stroke, it pushes the slide valve (5) past the passage (4), cutting off further admission of lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and slide valve (5) remain in this position until lubricant pressure in the supply line (6) is vented (relieved at the pump).
STAGE 4. After venting, the injector spring expands, causing the slide valve (5) to move, so that the passage (4) and discharge chamber (3) are connected by a valve port (8). Further expansion of the spring causes the piston to move upward, forcing the lubricant in the measuring chamber (1) through the passage (4) and valve port (8) to refill the discharge chamber (3).
Injector is now ready for the next cycle.
M03001 12/98
Lincoln Automatic Lube System
M3-5
TROUBLESHOOTING CHART POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate. Low air pressure.
Adjust air pressure to 60 -- 65 psi (414 -- 448 kPa), if necessary [90 psi (621 kPa) during cold weather].
Lube system not grounded.
Correct grounding connections to pump assembly and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC power required; be sure keyswitch is "ON".
Timer malfunction.
Replace timer assembly
Solenoid valve malfunctioning.
Replace the solenoid valve assembly
Pump malfunction.
Replace pump assembly
NOTE: On intial startup of the lube system, the timing capacitor will not contain a charge, therefore the first timing cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as specified.
TROUBLE: Pump Will Not Prime Low lubricant supply.
Check lubricant level in reservoir and service reservoir with specified grease until grease weeps from vent plug.
Dirt in reservoir, pump inlet clogged.
Clean reservoir completely, remove and clean pump assembly thoroughly.
Air trapped in pump.
Open vent plug counterclockwise with pump running. When grease flows freely from vent, close vent plug clockwise.
NOTE: System air applied to the lube system air pump is also applied to the vent valve. When the pump is operating, air pressure keeps the vent valve closed and grease is directed from the pump outlet and to the injectors. When air supply to the air motor is interrupted, the vent valve opens and supply pressure vents back to the reservoir. Safety unloader valve faulty.
Replace safety unloader valve.
NOTE: The safety unloader valve prevents buildup of excessively high pressure in the lube system which could damage components. This valve is factory preset to open between 3750 - 4250 psi (25.9 - 29.3 MPa). The valve is not serviceable, nor is it adjustable. Outlet check valve clogged.
M3-6
Remove check valve from pump outlet, clean thoroughly or replace.
Lincoln Automatic Lube System
M03001 12/98
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Will Not Build Pressure Pump not primed.
See items in ‘‘Pump Will Not Prime’’.
Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump cylinder scored, by-passing air.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate NOTE: Normally, during operation, the injector indicator stem (Figure 3-4) will move into the body of the injector when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into the adjusting yoke. Malfunctioning injector - usually indicated by the air pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump build up not sufficient to cycle injectors.
Service and/or replace pump assembly.
FIGURE 3-5. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE 1. Solenoid Air Valve 5. Fuse Holder 9. Solenoid 13. Battery 2. Main Air Supply 6. Keyswitch 10. Relay 14. Keyswitch 3. To Air Pump Motor 7. To Battery (+ ) 11. Timer (solid State) 15. 7.5 Amp Fuse 4. Timer * 8. To Ground (-) 12. Timer (Housing) * Keyswitch (6) must be closed ("ON") to energize Timer (4).
M03001 12/98
Lincoln Automatic Lube System
M3-7
NOTES
M3-8
Lincoln Automatic Lube System
M03001 12/98
WIGGINS QUICK FILL FUEL SYSTEM FUEL RECEIVER The fuel receiver (3, Figure 5-1) is normally mounted on the fuel tank (1). Optional locations are the left hand frame rail (Figure 5-3) or at the Service Center in front.
Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION 1. Fuel Tank 3. Fuel Receiver 2. Breather Valve 4. Fuel Level Gauge NOTE: This Illustration Represents a Typical Installation. Fuel tank may vary in size, shape and location depending on truck model.
M05002 10/96
Wiggins Quick Fill Fuel System
M5-1
TANK BREATHER VALVE Removal Unscrew breather valve (2, Figure 5-1) from tank (1). Installation Screw breather valve into tank. Disassembly 1. Remove spring clamp (4, Figure 5-2) from outlet. 2. Pull off rubber cover and screen (3). 3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8). 4. Slide valve assembly (9) from housing. 5. Disengage tapered spring (1) containing three balls (2) from valve stem. Assembly 1. Clean and inspect all parts. If valve, body, or springs are damaged, replace complete breather valve. 2. Install in order; tapered spring, one steel ball, one cork ball and one hollow aluminum ball. 3. Engage three coils of spring on small end of valve stem with hollow aluminum ball. 4. Install valve into housing. 5. Place steel ball (8) on top of valve. Install spring (7). 6. Place cover (6) over spring. Screw on large nut (5). 7. Install screen and rubber cover (3) over outlet. 8. Install spring clamp (4).
FIGURE 5-2. BREATHER VALVE 1. Tapered Spring 2. Float Balls 3. Cover and Screen 4. Spring Clamp 5. Nut
M5-2
Wiggins Quick Fill Fuel System
6. Cover 7. Spring 8. Steel Ball 9. Valve Assembly
M05002 10/96
LEFT SIDE FILL This location permits fueling the truck from the left side.
1. Hydraulic Tank 2. Filler Hose
FIGURE 5-3. LEFT SIDE FILL 5. Filler Cap 6. Receiver Assembly
7. Refueling Box 8. Capscrew 9. Tapped Bar NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.
M05002 10/96
3. Frame Rails 4. Fuel Tank
Keep the cap on the receiver to prevent dirt build up in valve area and nozzle grooves. If fuel spills from tank breather valve, or tank does not completely fill, check breather valve to see that float balls are in place and outlet screen is clean. If valve is operating properly, the problem will be with the fuel supply system.
Wiggins Quick Fill Fuel System
M5-3
NOTES
M5-4
Wiggins Quick Fill Fuel System
M05002 10/96
BUCKEYE QUICK FUEL SYSTEM FUEL TANK BREATHER VALVE Maintenance Normal maintenance involves cleaning or replacement of the breather valve filter during 1000 hour servicing. Operation in extremely dusty conditions may require more frequent cleaning or replacement intervals. Filter Service 1. Remove three capscrews (7, Figure 5-1) on vent housing. 2. Remove housing (1) and filter (3). 3. Clean the filter in solvent and blow dry with compressed air. 4. Inspect filter for damage and replace if necessary. 5. Install filter on seat (6). 6. Inspect the housing O-ring seal (8) and replace if necessary. 7. Install the housing and secure in place with capscrews (7). Disassembly 1. Remove breather valve assembly from the fuel tank. (Refer to Figure 5-2.) 2. Loosen three capscrews (7, Figure 5-1) and remove vent housing (1). 3. Remove filter (3). 4. Compress the spring (12, Figure 5-1) and remove the cotter pin (17). 5. Remove the retaining washer (16), spring and balls (13, 14, and 15). Inspection 1. Inspect filter and clean or replace as required. 2. Clean all parts thoroughly and inspect for damage. Assembly 1. Assemble using new O-ring seals. 2. Install filter (3) and housing (1).
FIGURE 5-1. FUEL TANK BREATHER VALVE 1. Vent Housing 2. Inner Tube 3. Filter 4. Cotter Pin 5. O-ring 6. Seat 7. Capscrew 8. O-ring 9. Vent Base
10. Nipple 11. Outer Tube 12. Spring 13. Aluminum Ball 14. Plastic Ball 15. Steel Ball 16. Retaining Washer 17. Cotter Pin
c. Install steel ball.
3. Insert balls in order as shown in Figure 5-1. a. Install aluminum ball. b. Install plastic ball.
M05003 5/90
91492
4. Insert spring (12) and retaining washer (16). Compress spring to insert cotter pin (17). 5. Install assembly in fuel tank.
Buckeye Quick Fill Fuel System
M5-1
FUEL RECEIVER The fuel receiver (3, Figure 5-2) is mounted on the fuel tank (2). Keep the cap on the receiver to prevent dirt build-up during truck operation. If fuel spills from breather valve or tank does not fill completely, check breather to see that the balls are in place and the filter is clean.
91493
FIGURE 5-2. FUEL TANK BREATHER AND RECEIVER INSTALLATION 1. Breather Valve 2. Fuel Tank
3. Fuel Receiver 4. Fuel Level Gauge
NOTE: This Illustration Represents a Typical Installation. Fuel tank may vary in size, shape and location depending on truck model.
M5-2
Buckeye Quick Fill Fuel System
M05003 5/90
ENGINE COOLANT AND OIL HEATERS ENGINE COOLANT HEATER
HEATING ELEMENT
To aid in cold weather starting, the truck can be equipped with a cooling system heater. One high capacity coolant heating unit is mounted on the right side of the engine block. The system includes:
Removal
• Heaters
1. Disconnect the external power source at the plugin receptacle. 2. Open petcock valve on lower radiator coolant tube and drain coolant. Cooling system holds approximately 48 gallons (182 L.) of coolant.
• Thermostat • Hoses • 220 volt Receptacle • Power Cables, Thermostat Wiring, and Junction Box Heater operation is controlled by a thermostat mounted on the intake end of the heating unit. The thermostat turns the heater ‘‘On’’ at 120°F (48°C) and ‘‘Off’’ at 140°F (60°C).
3. Remove heating element. a. Remove the two Phillips head screws from cover (5) at power cable entry. Slide cover out of the way. b. Disconnect the two electrical leads (6) and remove heating element (4) from the cartridge.
Installation 1. Install new heating element.
Do not operate engine while the cooling system heater is operating as it will cause a lack of circulation in the heater and burn out the heating elements. Maintenance To check for operation of the heating unit, the outlet water hose 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 (4, Figure 7-1)(Do not remove heating unit from the truck). a. Remove the two Phillips head screws and slide end cover (5) out of the way. b. Connect a voltmeter at the two electrical terminals (6) and check for operating voltage (220 to 230 volts) while coolant temperature is below 120°F (48°C). If correct voltage is present, the heating element is defective and should be replaced. 3. If correct voltage (measured above) is not read at heating element terminals, the thermostat is defective and should be replaced.
M07006 9/90
91464
FIGURE 7-1. COOLANT HEATER 1. Thermostat 2. Heater Assembly 3. Water Outlet Port
Engine Coolant Heater
4. Heating Element 5. Cover 6. Terminals
M7-1
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. Close drain petcock and refill system with coolant. Refer to section "P", Lubrication And Service for proper coolant and mixtures. 5. Start engine, allow coolant to circulate 10-15 minutes to eliminate trapped air in cooling system. Shut down engine. 6. Check for leaks and proper coolant level. 7. Plug in the external power source. After allowing time for the element to warm up, outlet hose should feel warm to the touch.
THERMOSTAT 91465
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.
FIGURE 7-2. THERMOSTAT ASSEMBLY 1. Cover 2. Temperature Sensing Unit
3. Housing 4. Setscrew
2. Remove the two screws and slide cover (1,Figure 7-2) out of the way. 3. Disconnect the two electrical leads. 4. Loosen the two setscrews (4) and remove the temperature sensing unit (2). Installation 1. Install a new temperature sensing unit and secure in place with two setscrews (4). 2. Connect the electrical leads. 3. Move cover (1) into position and secure in place with screws. 4. Plug in the external power source. After allowing time for the element to warm up, outlet hose should feel warm to the touch.
M7-2
Engine Coolant Heater
M07006 9/90
HEATING ELEMENT
TRANSMISSION AND ENGINE OIL HEATERS One 230 volt, 600 watt engine oil heater is located in the engine and transmission oil pans. Operation of the oil heaters is controlled by the coolant system heater thermostat. Troubleshooting Operation of the heaters can be checked by touching each mounting boss (3, Figure 7-3) on the oil pan after allowing time for the heaters to warm up: 1. If the boss (3, Figure 7-3) feels warm to the touch, the heater is functioning. 2. If no heat is detected, verify proper operating voltage (220 to 230 volts) at the heating element leads. 3. If voltage is not present, check the thermostat circuit at the engine coolant heater. (Refer to ‘‘Engine Coolant Heater’’.) Also check circuits between heaters and the plug-in receptacle. 4. If no heat is detected, but voltage is correct, the heating element must be replaced.
81266
FIGURE 7-4. HEATER ASSEMBLY 1. Power Cord 2. Cord Grip Cap 3. Washer 4. Rubber Bushing 5. Housing
6. Element Cover 7. Housing Cap 8. Electrical Leads 9. Wire Connectors
Removal 1. Disconnect the external power source at the plugin receptacle. NOTE: Heater element replacement can be accomplished without draining the crankcase or transmission oil by disassembling all parts from the element cover. Figures 7-4 and 7-5 show the complete heater assembly removed from the pan.
81265
3. Remove cord grip cap (2) and remove power cord from the housing.
FIGURE 7-3. ENGINE OIL HEATER 1. Heater Assembly 2. Power Cord
2. Remove cap (7, Figure 7-4), remove connectors (9) and disconnect wires (8).
3. Oil Pan Mounting Boss
4. Remove the heater housing (5) from the element cover (6). 5. Loosen the setscrew (3, Figure 7-5) and remove the heater element (2) from the cover (1).
M07006 9/90
Engine Coolant Heater
M7-3
Installation 1. Install a new heater element and secure in place with the setscrew (3, Figure 7-5). 2. Coat the threads of the element cover (6, Figure 7-4) with an anti-seize compound and install into housing (5). 3. Insert the power cord (1), cord grip bushing (4), washer (3) and cap (2) into the housing. 81268
FIGURE 7-5. HEATING ELEMENT REMOVAL 1. Element Cover 2. Heating Element
3. Element Retaining Setscrew
4. Twist the wires together and place a screw-on connecter on each pair. 5. Adjust the power cord and tighten the cord grip cover. 6. Replace the housing cap. 7. If any oil was drained, refill with proper oil. Refer to section "P", Lubrication And Service for proper oil.
1. Junction Box 2. Terminal Strip
FIGURE 7-6 WIRING DIAGRAM
M7-4
Engine Coolant Heater
M07006 9/90
SPECIAL TOOLS Special tools have been referenced throughout this manual. The tools shown here will be listed under the section where they were used. Dimensioned tools maybe manufactured locally and non-dimensioned tools may be purchased under the indicated part number.
Unless noted for a specific application, these tools may be used for both the 140M and 210M HAULPAK® Trucks.
SECTION C
FIGURE 8-1. CUMMINS ENGINE LIFTING TOOL
M08003 9/90
Special Tools
M8-1
SECTION G
FIGURE 8-2.
M8-2
Special Tools
M08003 9/90
SECTION G
FIGURE 8-3.
M08003 9/90
Special Tools
M8-3
SECTION G
FIGURE 8-4.
M8-4
Special Tools
M08003 9/90
SECTION G
FIGURE 8-5.
M08003 9/90
Special Tools
M8-5
SECTION G
FIGURE 8-6.
M8-6
Special Tools
M08003 9/90
SECTION G
( USED WITH TORQUING BASE SS 1122) FIGURE 8-7.
M08003 9/90
Special Tools
M8-7
SECTION G
FIGURE 8-8.
M8-8
Special Tools
M08003 9/90
SECTION G
( USED WITH TORQUING BASE SS 1121)
FIGURE 8-9.
M08003 9/90
Special Tools
M8-9
SECTION G
FIGURE 8-10.
M8-10
Special Tools
M08003 9/90
SECTION G
FIGURE 8-11. SS1128 DIFFERENTIAL LIFTING BRACKET
FIGURE 8-12.
M08003 9/90
Special Tools
M8-11
SECTION G
M8-12
FIGURE 8-13.
FIGURE 8-15.
FIGURE 8-14.
FIGURE 8-16.
Special Tools
M08003 9/90
SECTION H
SECTION J
BRAKE HUB RETAINING BRACKET (140M and 210M) FIGURE 8-17. VD4665 NITROGEN CHARGING KIT
SECTION J
FIGURE 8-19.
SECTION J
FIGURE 8-18.
M08003 9/90
FIGURE 8-20. EB1722 WEAR INDICATOR FOR OIL DISC BRAKES
Special Tools
M8-13
SECTION J
FIGURE 8-21.
M8-14
Special Tools
M08003 9/90
SECTION L PRESSURE SWITCH TESTER KENT-MOORE PART NUMBER J-33884-4 Tester may be purchased from: Kent-Moore Heavy Duty Div. Sealed Power Corp. 29784 Little Mack Roseville, MI 48066-9984 Telephone No. (313) 774-9500 Telex: 23-5377 Telex outside North America: 023-5377
FIGURE 8-22.
FIGURE 8-23.
M08003 9/90
Special Tools
M8-15
SECTION L
FIGURE 8-24.
M8-16
Special Tools
M08003 9/90
SECTION L
M08003 9/90
FIGURE 8-25.
FIGURE 8-27.
FIGURE 8-26.
FIGURE 8-28.
Special Tools
M8-17
NOTES
M8-18
Special Tools
M08003 9/90
AIR CONDITIONING SYSTEM Environmental Impact Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon® ), commonly used in mobile equipment air conditioning systems, has been identified as a possible contributing factor to the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. In addition, the practice of releasing refrigerant to the atmosphere during the charging/recharging procedure is now prohibited.
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL) 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit breaker 5. Blower M09003 11/95
6. Temperature Sensor 7. Evaporator 8. Expansion Valve 9. Suction Line
10. Test gauges & Manifold 11. Compressor 12. Refrigerant Container 13. Magnetic Clutch
Air Conditioning System for R-12 Refrigerant
14. Compressor Drive Pulley 15. Receiver/Drier 16. Discharge Line 17. Condenser
M9-1
These new restrictions require the use of new equipment and new procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques permits the complete recovery of refrigerant, which will not only help to protect the environment, but through the ‘‘re-cycling’’ of the refrigerant, will preserve the physical supply as well as help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation problems for Air Conditioning systems. Off-highway equipment, in general, is unique enough that normal automotive or highway truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered. Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term ‘‘Air Conditioner’’ is commonly used to identify an air cooling unit. To be consistent with common usage, the term ‘‘Air Conditioner’’ will refer to the cooling unit utilizing the principles of refrigeration; sometimes referred to as the evaporator unit. The cab tightness, insulation, and isolation from heat sources is very important to the efficiency of the system. It is advisable to close all vents, even the intakes of pressurization systems, when there are high humidity conditions. The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the system’s cooling capacity. The refrigerant pump (compressor), condenser, evaporator units, hoses and fittings must be installed clean and tight and be capable of withstanding the strain and abuse they are subjected to from off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventive maintenance at regular intervals on vehicle air-conditioning systems. (Cleaning, checking belt tightness, and operation of electrical components).
M9-2
PRINCIPLES OF REFRIGERATION A review of the principles of air conditioning will relate the function of the components, the technique of trouble shooting and the corrective action necessary to keep the A/C unit into top operating efficiency. Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained for cleanliness, dust, and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil. REFRIGERATION - THE ACT OF COOLING • There is no process for producing cold; there is only heat removal. • Heat is always drawn toward cold objects. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. • Temperature is the measurement of the intensity of heat in degrees. The most common measuring device is the thermometer. • All objects have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. This gas is in a superheated condition. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air is attracted to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. • Refrigerant: Only R-12 refrigerant should be used in mobile systems designed for R-12. Do not mix refrigerants! Damage to equipment and components will result!
Air Conditioning System for R-12 Refrigerant
M09003 11/95
• R-12 refrigerant has a boiling point of -21°F (atmospheric pressure). If released in a room, it would absorb heat from the air and immediately vaporize. R-12, because of its low boiling point, has a great capacity for heat absorption. THE REFRIGERATION CYCLE In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes. The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser. Ambient air, passing through the condenser removes the heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the filter-receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for the liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, causing it to become cold. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it absorbs the heat from the air producing cool air which is pushed back into the cab. The moisture in the air condenses upon movement into the evaporator and drops into the drain pan from which it drains out of the cab. 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 and the design of air conditioning systems. Some of these will be covered in the following discussion of the components, controls, and techniques involved in preparing the unit for efficient operation.
M09003 11/95
AIR CONDITIONER SYSTEM COMPONENTS COMPRESSOR (Refrigerant Pump) The compressor separates the low pressure and the high pressure sides of the system. It concentrates the refrigerant returning from the evaporator (low side) creating a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant through the suction valve and forces it out through the discharge valve. During the suction part of the cycle, the reed valve is opened to allow low pressure gas to enter. During discharge, refrigerant is forced through the discharge valve. The compressor is driven by the engine through a v-belt driving an electrically operated clutch mounted on the compressor drive shaft.
SERVICE VALVES Service valves are provided for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.
CONDENSER The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. The condenser can be cooled with ram air provided by vehicle movement and sometimes aided by electric or hydraulic fans or by using the air movement provided by the radiator fan. 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.
Air Conditioning System for R-12 Refrigerant
M9-3
Refrigerant temperature in the condenser varies from 120° to 170°F (49° to 77° C) with pressure ranging from 150 to 300 psi. (27 to 54 kg/cm2). Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an A/C system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
FILTER RECEIVER-DRIER The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. Sometimes it is simply placed in a metal mesh or wool felt bag. Filtering is accomplished by a separate strainer screen on the pickup tube. Some systems may utilize an accumulator instead of a receiver-drier. If an accumulator is used, an expansion (fixed-orifice) tube is used instead of the thermostatic expansion valve described below. When used, the expansion tube is located inside the inlet tube of the evaporator and is used to restrict, but still allow a continuous flow of refrigerant to the evaporator coil.
THERMOSTATIC EXPANSION VALVE The thermostatic expansion valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction, creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it goes toward the evaporator. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator. Some systems may use an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. NOTE: It is important that the sensing bulb, if installed, is tight against the output line and protected from ambient temperatures with insulation tape.
EVAPORATOR Fusible Pressure Relief Plug Some receiver driers have a fusible plug which melts between 218° - 230° F (103° - 110° C). This plug serves as a safety valve in the event the condenser safety switch malfunctions, allowing the relief of excessive internal pressures which would damage the system. Some systems employ a spring loaded pressure relief valve which performs the same function.
M9-4
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.
Air Conditioning System for R-12 Refrigerant
M09003 11/95
Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going toward the evaporator coil is as important as that of the air flow over the coil. All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator.
Superheat
The air conditioner’s electrical circuit is fed from an accessory circuit and is normally protected with a 30-ampere fuse or circuit breaker. The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is fed to the thermostat. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the crankshaft to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.
THERMOSTAT
The liquid refrigerant admitted to the evaporator coil is usually completely vaporized before reaching the coil outlet. Since liquid R-12 is vaporized at relatively low temperature, it can be seen that the vapor remains cold, even though the liquid is completely evaporated. The cold vapor flowing through the remainder of the coil continues to absorb heat, becoming superheated. This means that the temperature of the refrigerant has been raised above the point at which it evaporated without an increase in pressure. As the refrigerant vaporizes through the absorption of the heat in the evaporator, the temperature of the vapor rises at the coil outlet and reaches a difference of about 5° F (3° C) between the vaporizing temperature and outlet refrigerant temperature. The difference in this temperature is called superheat. All expansion valves are adjusted at the factory to operate under superheat conditions present in the particular type of unit for which they are designed.
M09003 11/95
ELECTRICAL CIRCUIT
An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Coil temperature is then maintained by the cycling action of the clutch. The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats have a positive OFF position as a means to turn the clutch OFF regardless of temperature. The bellows type thermostat is connected to a capillary tube filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.
Air Conditioning System for R-12 Refrigerant
M9-5
COMPRESSOR CLUTCH
SAFETY SWITCHES (Not Used In All Systems)
An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or at other times when the air conditioner is not being used. The stationary field clutch is the most desirable type since it has fewer parts to wear out. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor crankshaft. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to turn on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle.
Condenser Safety Switch (Overheat Switch) The condenser safety switch shuts off the air conditioner when the refrigerant temperature reaches approximately 190° F (88° C) at the outlet of the condenser. Since the refrigerant will break down at about 232° F (111° C), the 190° F (88° C) cut off point gives ample protection. The switch is fully automatic and will turn the unit back on when the refrigerant temperature reaches 150°F (66° C). Refrigerant Loss (Low Pressure) Switch The refrigerant loss switch prevents the clutch from engaging in the event the system loses its refrigerant charge, or if the refrigerant pressure drops below 5 psi (0.89 Kg /cm2).This is a simple breaker type switch at 5 psi (0.89 Kg/cm2).
When the switch or thermostat is opened, current is removed. The armature snaps back out and stops while the rotor continues to rotate. Pumping action of the compressor is stopped until current is again applied to the field.
M9-6
Air Conditioning System for R-12 Refrigerant
M09003 11/95
SYSTEM SERVICING Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with the proper use, handling, care and safety factors involved in the refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert you to their importance BEFORE you begin learning the correct procedures. Read, remember, and observe each warning as you begin actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using the new R-134a refrigerant, it is essential that servicing tools (gauge sets, charging equipment, recovery/recycle equipment etc.) be dedicated to one type refrigerant only to prevent cross contamination.
When exposed to flames or sparks, the components of R-12 refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in an area where R-12 is used or stored. Never direct a steam cleaning hose or torch in direct contact with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. Do not heat or store refrigerant containers above 120° F (49° C). Do not flush or pressure test the system using shop air or other compressed air sources. Shop air supplies contain moisture and other contaminants that could damage system components. R-12 Containers Two basic, readily available containers are used to store R-12 refrigerant: the 30 or 60 pound bulk canisters (Figure 9-2). Always read the container label to verify the contents are correct for the system being serviced. R-12 and R-134a refrigerants must not be mixed.
Federal regulations prohibit venting R-12 or other refrigerants into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the AC system. Although accidental release of refrigerant is a remote possibilty when correct service procedures are followed, the following warnings must be observed when servicing AC systems: Provide appropriate protection for your eyes (goggles or face shield) when working around air condiitioning refrigerant. Because R-12 refrigerant boils at a normal sea level temperature of -21.6° F (-30° C), a drop of the liquid on your skin will cause frostbite. Wear gloves and exercise extreme care when handling refrigerant. If even the slightest trace of refrigerant enters your eye, flood the eye immediately with cool water and seek medical attention as soon as possible.
M09003 11/95
FIGURE 9-2. REFRIGERANT CONTAINERS 1. 30 Pound Cylinder 2. 60 Pound Cylinder
Air Conditioning System for R-12 Refrigerant
M9-7
SERVICE TOOLS AND EQUIPMENT RECOVERY/RECYCLE STATION Whenever refrigerant must be removed from the system, a dual purpose station (Figure 9-3) performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant can then be recycled to reduce contaminants, and reused in the same machine or fleet. NOTE: To be re-sold, the gas must be ‘‘re-claimed’’ which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops. Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant. It is used to recover the refrigerant from an AC system prior to servicing. To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant.
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. Recycle equipment must meet certain standards as published by the Society of Automotive Engineers and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat.
LEAK DETECTOR Two basic types of leak detectors are used on air conditioning systems today to locate suspected leaks. The propane, or halide type detector (Figure 9-4) uses a flame which changes colors (from pale blue - normal to purple/blue/violet for a large leak to light green/yellow for a small leak) to successfully detect leaks. The halide type consists of a hose for leak searching, a burner, tank, and a control valve. Safety is a vital concern with this type, as the fumes can be poisonous. Refer to WARNING on page M9-7.
FIGURE 9-3. RECYCLE/RECOVERY UNIT
M9-8
FIGURE 9-4. HALIDE (PROPANE) LEAK DETECTOR 1. Burner 3. Cylinder 2. Search Hose 4. Shut-off Valve
Air Conditioning System for R-12 Refrigerant
M09003 11/95
FIGURE 9-5. TYPICAL ELECTRONIC LEAK DETECTOR One of the most common types is the electronic detector (Figure 9-5) which tends to be safer and more accurate. It is a small hand-held device with a flexible probe used to seek leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Note that electronic leak detectors are available for use only with R-12 or only with R-134a, while other models are suitable for use with either.
M09003 11/95
FIGURE 9-6. TYPICAL VACUUM PUMP VACUUM PUMP The vacuum pump is used to completely evacuate all refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system. Normally the vacuum pump is only used when a system has completely lost its charge of refrigerant.
Air Conditioning System for R-12 Refrigerant
M9-9
SERVICE VALVES Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacuation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed.
FIGURE 9-8. SCHRADER TYPE SERVICE VALVE Air conditioning systems designed for R-134a refrigerant are equipped with a different type service valve designed to prevent accidental use of R-12 in the system. Be certain the servicing equipment is compatible with R-12 refrigerant. Stem Type
positions: front seat; intermediate (mid); and back seat. Each position represents a specific function desired when testing the system.
Schrader Type
Service valves may be one of two types. The stem type valve (Figure 9-7) is capable of being placed in three
The Schrader type service valve (Figure 9-8), similar in appearance and function to the valve in a truck tire (the rubber compound and spring pressures being quite different) is becoming more common due to its capacity for easier accessibility. The Schrader valve can be mounted almost anywhere in the system. Two positions are possible with this valve: Closed and Open, each serves a specific function during testing. Protective caps are provided for each service valve when not being used for servicing purposes. These caps must be kept on each valve to prevent contamination or damage to the valve core.
FIGURE 9-7. STEM TYPE SERVICE VALVE
M9-10
Air Conditioning System for R-12 Refrigerant
M09003 11/95
MANIFOLD GAUGE SET The manifold gauge set consists of a manifold with two screw-type hand valves, one for low side and one for the high side of an air conditioning system, located at each end of the manifold (Figure 9-9). Three fittings are provided between these two valves. The first fitting connects the low side hose to the suction side of the compressor or the evaporator outlet. The second (center) fitting is provided to connect to the servicing canister to charge the system or for other service procedures. The third fitting connects to the system high side (discharge) hose leading from the compressor. Shut-off valves are required within 12 in. of the hose ends to minimize refrigerant loss.
Low Side Gauge The Low Side Gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from 0 to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi, however, normal pressures seldom exceed 75 -- 80 psi.
FIGURE 9-9. MANIFOLD GAUGE SET
Never open the hand valve to the high side at anytime when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury.
Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.
2. Check the hose connections on the manifold for tightness.
High Side Gauge The High Side Gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated from 0 to 500 psi, though normal pressures are usually 300 psi or less.
Installing Manifold Gauge Set Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular attention should be paid to the belts, hoses, tubing and all attaching hardware plus the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.
M09003 11/95
1. Be sure all valves on the manifold are closed all the way (turn them clockwise).
3. Locate the low and high side system service fittings, clean and remove their protective caps. (See Figure 9-10) 4. Connect the two service hoses from the manifold to the correct service valves on the compressor. (High side to compressor discharge valve and low side to compressor suction side.) The gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the connections are the same. The procedures performed next will vary depending on what type of equipment is being used. If a recovery/recycling station is being used, complete servicing can be accomplished. Using only a set of gauges will limit the servicing to adding refrigerant or observing pressures.
Air Conditioning System for R-12 Refrigerant
M9-11
Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 in. of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, purging of the system can begin. (See Fig. 9-11.) The manifold valves should be closed. Activating the vacuum pump will now evacuate any air or moisture out of the center hose. This will require only a few minutes of time as the hose is the only component being placed in a vacuum. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.
FIGURE 9-10. SERVICE HOSE HOOK-UP
FIGURE 9-11. PURGING SYSTEM
M9-12
Air Conditioning System for R-12 Refrigerant
M09003 11/95
Adding Refrigerant to the System (without a charging station) After determining that the system is low and additional refrigerant is required, perform the following: 1. Connect the center hose from the manifold gauge set to the refrigerant dispensing valve on the container as shown in Figure 9-12. 2. Start the engine and set the idle at 1200 to 1500 RPM and then turn on the air conditioning.
Pressures within the air conditioning system vary with ambient temperature. A normal pressure range is defined as follows: Low side - 15 - 30 PSI High side - 150 - 280 PSI 5. When the gauges show a normal reading and/or the sight glass (if equipped) is clear, close the hand valve on the refrigerant container.
3. Open the refrigerant dispensing valve on the container and then the low pressure hand valve on the manifold. This will allow the refrigerant to enter the system as a gas on the low pressure or suction side of the compressor. The compressor will pull refrigerant into the system. 4. Continue adding refrigerant until the gauge reads in the normal range and/or the sight glass (if equipped) is clear. The sight glass may not be clear for a moment just before or after the clutch cycles on and off, but should generally be clear. Gauge readings will fluctuate as the compressor cycles on and off.
1. Gauge Manifold 2. Low side Hand Valve 3. High Side Hand Valve
M09003 11/95
FIGURE 9-12. TYPICAL CANISTER HOOKUP 4. High Side Service Valve 7. Refrigerant Charging Container 5. Low Side Service Valve 8. Shut-Off Valves 6. Service Hose 9. Compressor
Air Conditioning System for R-12 Refrigerant
M9-13
Stabilizing the AC System Operating the system at full cooling capacity for a few minutes after purging ensures that temperatures and pressures within the system will stabilize, allowing system testing.
During this stabilization period, do not open hand valves on manifold for any reason. Equipment damage and personal injury may result.
Adding Refrigerant and Stabilizing the System (with a recovery/recycling station) When using a recovery/recycling station, the procedure is the same as previously described. The difference is that instead of just opening the refrigerant container, the refrigerant should be added 0.5 to 1 pound at a time. After each instance of adding the refrigerant, pause long enough to observe the gauge reading and/or the sight glass (if equipped) to determine if the system is full. Use the pressures listed on the previous page.
1. Leave test equipment attached to the system but ensure it is clear of any moving components. 2. Start engine. Allow to operate approximately 1200 - 1500 RPM. 3. Set air conditioning system to maximum cooling capacity (blower at full speed, temperature setting at coldest point). 4. Open all truck windows and doors briefly to exhaust any buildup heat in cab. Close windows and doors. 5. Allow to operate in this manner for a minimum of five minutes. System should stabilize. NOTE: If necessary, provide a fan in front of condenser coils large enough to develop air flow comparable to normal ram air. 6. Place a thermometer in the air conditioning vent closest to the evaporator. Wait five minutes to establish that thermometer reflects temperature inside cab, then check thermometer. At outside ambient temperature of 80° to 100° F, reading should be between 38° and 45° F. 7. Check sight glass; bubbles may indicate system is low on refrigerant. NOTE: If low refrigerant is indicated by lower than normal pressure readings and bubbles in sight glass, add refrigerant to enable adequate system testing
Do not open high side hand valve. High side system pressure is greater than refrigerant container. Serious personal injury may result if the container explodes. Use hand valve to regulate low side reading during charging. DO NOT EXCEED 40 psi maximum. Exceeding this pressure may cause compressor failure.
RECOVERING AND RECYCLING THE REFRIGERANT Draining the Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked OIL DRAIN on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to between 5 psi and 10 psi, switch the controller ON and OFF again. 6. When the pressure reaches 5 to 10 psi open the OIL DRAIN valve, collect oil in an appropriate container, and dispose of container as indicated by local, state or Federal Regulation. THE OIL IS NOT REUSABLE, DUE TO CONTAMINANTS ABSORBED DURING ITS PREVIOUS USE.
M9-14
Air Conditioning System for R-12 Refrigerant
M09003 11/95
Performing the Recovery Cycle
Performing the Recycling Procedure
1. Be certain the equipment being used is designed for the refrigerant intended to be recovered. 2. Observe the sight glass oil level. Having drained it, it should be zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity. 4. Confirm that all shut-off valves are closed before connecting to the AC system. 5. Attach the appropriate hoses to the system being recovered. 6. Start the recovery process by operating the equipment as per the manufacturer’s instructions.
The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can be reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow equipment manufacturer’s instructions for this procedure. Evacuating and Charging the AC System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC system is ready for the charging process, which adds new refrigerant to the system. Evacuating the System
7. Continue extraction until a vacuum exists in the AC system.
1. Attach the high and low side hoses to the appropriate connections.
8. If an abnormal amount of time elapses after the system reaches 0 psi and does not drop steadily into the vacuum range, close the manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak.
2. Start the vacuum pump and run it for five minutes.
9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above ‘‘0’’ gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a ‘‘RECOVERED’’ (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Keep a record of the amount of refrigerant recovered, if possible.
3. Check the gauge readings for five minutes. If the gauge needle moves up, the system is not sealed. The vacuum that was just created did not hold, air and moisture are being sucked into the system by that same vacuum. 4. Tighten any loose connections. Re-start the pump, and open the hand valves on the gauges again. Repeat the vacuum test. 5. If the leak has been repaired, run the vacuum pump for at least an hour to remove any moisture from the system. The moisture must turn to gas before the pump can pull it out. The moisture takes time to boil away, so that it can be drawn out of the system. The vacuum pump can draw most of the air out quickly, but a deep vacuum requires more time; the deeper the vacuum, the more time required. Charging the AC System When adding a full charge of refrigerant, it is possible to put it in as a gas or as a liquid. Adding refrigerant as a liquid is faster but can damage the compressor if not done correctly. The procedure used, and where the refrigerant is added in the AC system makes a difference. When using refrigerant as a liquid, never add more than two thirds of system requirements as a liquid. Finish charging the system using gas.
M09003 11/95
Air Conditioning System for R-12 Refrigerant
M9-15
SYSTEM PERFORMANCE TEST
SYSTEM LEAK TESTING
This test is performed to establish the condition of all components in the system. Observe these conditions during testing:
Refrigerant leaks are probably the most common cause of air conditioning problems, resulting in inadequate or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually, or by feeling with your fingers around the shaft for traces of oil. (The R-12 itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.)
1. Start engine and operate at 1200 - 1500 RPM. 2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize. 3. Place a thermometer in air conditioning vent closest to evaporator. 4. Evaluate the readings obtained from the gauges against those in Figure 9-19. In addition, consult each applicable ‘‘diagnosis’’ situation in this section. As preliminary steps to begin checkout of the system, perform the following: 1. Close all windows and doors in the cab. 2. Set air conditioning system at maximum cooling and blower to high speed operation. 3. Read indication on the two manifold gauges. Readings should be within normal range, adjusted for current ambient temperature. 4. Observe sight glass. It should be clear of bubbles. 5. Compare evaporator discharge air temperature reading against specifications shown in Figure 9-19. 6. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.
A second common place for leaks is the nylon or rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak. To locate a leak, four common types of leak detectors are used. Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least one (1) lb. of refrigerant into the system.
7. Feel the hoses and components on the low side. They should be cool to the touch. Check connections near the expansion valve, inlet side should be warm and cold-cool on the outlet side.
Use extreme caution leak testing a system while the engine is running. Stay clear of all moving components, and don’t allow high side pressure to exceed 300 psi.
8. Check the operation of the temperature control switch to ensure the compressor drive clutch engages and disengages. A 5°-- 10° F evaporator air temperature rise between the cut-off and cut-in points of control switch is not uncommon.
In its natural state, R-12 refrigerant is a harmless, colorless gas, but when combined with an open flame, it will generate toxic fumes (phosgene gas), which can cause serious injuries or death. When using a halide torch for detecting air conditioning system leaks, always insure that the area is adequately ventilated. Do not breathe fumes from the torch and keep flames away from flammable material.
9. If these conditions are met, the system is considered normal. Shut down engine. Backseat service valves, if used. Remove gauges and install the caps on the service valves. 10. If conditions are not met, refer to ‘‘Diagnosis’’ section.
M9-16
NOTE: R-12 refrigerant is heavier than air and will move downward when it leaks. Apply pickup hose or test probe on the undersurface of all components to locate leak.
Air Conditioning System for R-12 Refrigerant
M09003 11/95
Electronic leak detector
FLUSHING AIR CONDITIONER COMPONENTS
(Refer to Figure 9-5). As the test probe is moved into an area where traces of R-12 are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes.
The flushing process is used to remove contaminants from hoses, lines and some of the other system components. DO NOT flush the compressor, expansion valve or metering device or screens. These are bench checked, cleaned and repaired or replaced. A receiverdrier, accumulator, expansion valve and tube are never flushed, they are replaced. When you disassemble and flush components and hoses (lines), it is best to REVERSE FLUSH. Flush in the opposite direction of R-12 flow. Flush the system using R-11 or R-13 or other commercial solvent sold for that purpose. Figure 9-13 illustrates the use of a flushing kit.
Halide (propane) Torch 1. Light the torch (Figure 9-4) by opening the propane can and igniting the flame; carefully adjust the flame to a height sufficient to heat the reaction plate to a cherry red color. 2. As plate turns red, adjust flame to a height slightly above the plate and high enough to sustain the cherry red color.
Too high a flame will overheat and destroy the reaction plate. 3. Slowly and carefully move the pickup hose around the various components of the system. Don’t rush testing as R-12 must travel length of hose to reach flame. 4. Observe the flame for any noticeable change in color.
Always wear protective goggles and provide adequate ventilation when flushing components. Never use R-12 as a flushing agent. When opening the AC system, plug any open lines except when flushing. Fill the cylinder of the flushing gun with solvent. Insert the rubber gun probe into the outlet of each component and dispense solvent (reverse flush). Unless there is a serious blockage, the solvent will appear at the other end of the components. Flush the next component in turn until all parts are flushed.
Tracer dyes Tracer dyes are available that can be added to the system as R-12 is added. The system is then operated to thoroughly circulate the dye. As R-12 escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light, revealing a bright fluorescent glow. Soap and water Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks. After determining the location or source of leak(s), repair or replace leaking component(s).
Engine must not be running during this procedure. Supply adequate ventilation and extinguish any nearby flame sources.
M09003 11/95
FIGURE 9-13. FLUSHING COMPONENTS
Air Conditioning System for R-12 Refrigerant
M9-17
Allow solvent to evaporate completely (about 30 minutes) and then assemble the system replacing parts where necessary. NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible. Always replace the receiverdrier when assembling the AC system after flushing.
Before system assembly, check the compressor oil level and fill to manufacturer specifications.
SYSTEM REPAIR The following service and repair procedures are not any different than typical vehicle service work. However, AC system components are made of soft metals (copper, aluminum, brass, etc.). Comments and tips that follow will make the job easier and reduce unnecessary component replacement.
All of the service procedures described are only performed after the system has been discharged. Never use regular shop oil or joint compound to lubricate or seal any AC connections. NOTE: To help prevent air, moisture or debris from entering an open system, cap or plug open lines, fittings or components as soon as they are disconnected. Keep all connections clean (also caps and plugs used) so debris can’t enter accidentally. As a general rule, replace any gaskets and O-rings with new ones. Use fresh refrigeration oil to lubricate connections, gaskets and O-rings.
Hoses and Fittings When replacing hoses, be sure to use the same type and ID hose you removed. After lubricating the hose and fitting, slide the hose over the fitting. The hose clamp should be on the hose before it is pushed onto the fitting and seated. The hose should be fully seated or pushed in to a locating bead if present. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured. Lines Always use two wrenches when disconnecting or connecting AC fittings attached to metal lines. You are working with copper and aluminum tubing which can kink or break easily. Tube O-ring type fittings require only 18 ft. lbs. (24.4 N.m) of torque for correct sealing. When grommets or clamps are used to prevent line vibration, be certain these are in place and secured. 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
M9-18
Air Conditioning System for R-12 Refrigerant
M09003 11/95
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.
Receiver-Drier The receiver-drier can not be serviced or repaired. It should be replaced whenever the system is opened for any service. If the receiver-drier has a pressure switch to control the clutch, it should be removed and installed on the new unit.
Thermostat A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature sensing element (capillary tube) may be broken or kinked closed and therefore unable to sense evaporator temperature. When thermostat contact points are stuck open or the sensing element can not sense temperature in the evaporator, the clutch will not engage (no AC system operation). Causes are a loss of charge in the capillary tube or a kink, burned thermostat contact or just no contact. A quick method of troubleshooting is to bypass the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes are a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on the evaporator fins and blocked air flow. There will also be below normal pressure on the low side of the system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coolest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil.
M09003 11/95
Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly. The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure bypasses clutch circuit control devices. Clutch pulley bearing failure is indicated by bearing noise when the AC system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley. Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal gap between the clutch pulley and the clutch plate is 0.030 to 0.040 in., with 0.060 in. maximum. If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley.
Compressor The compressor can fail due to shaft seal leaks (no R-12 in the system), defective valve plates, bearings, other internal parts or problems associated with high or low pressure, heat or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. You may use a mechanics stethoscope to listen for noises inside the compressor, loose wrist pins, piston slap, noisy valves or bearings. Feel the compressor body and note if the lower part of the crankcase is extremely hot. This indicates the compressor is low on or may be starved for oil. Compressor lockup is an indication of a broken piston or connecting rod.
Air Conditioning System for R-12 Refrigerant
M9-19
CHECKING COMPRESSOR OIL LEVEL Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation. Refrigerant oil, under normal circumstances inside the sealed system, cannot go anywhere, and there is no need to check the oil at such times. It is a highly refined, pure mineral oil, containing no additives, waxfree and contained in a dehydrated form. For this reason, always keep a cap on an oil container except when in use. Moisture is quickly absorbed by the oil. Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturer’s specifications (usually located on compressor).
York Compressor Oil Level Check (2 cylinder model).
OIL CHARGE VS. DIP STICK DEPTH OIL CHARGE Ounces Horizontal Mount Vertical Mount
6
8
10
12
16
13/16"
1"
1-3/16"
1-5/8" 1-15/16"
7/8"
1"
1-1/8"
1-7/16"
1-7/8"
NOTE: The York compressor need not be removed from the system to be checked. If system has been discharged, steps 1 through 3 will not apply. 1. Run compressor for 10 to 15 minutes to allow oil to thoroughly circulate through the system. Stop engine.
FIGURE 9-14. DIPSTICK DIMENSIONS & DETAILS (2 Cylinder York)
2. Connect manifold gage set to compressor service valves. 3. Refer to ‘‘Performing the Recovery Cycle’’. 4. Unscrew oil check plug five full turns to bleed off remaining pressure until gauge reads 0. NOTE: Suction pressure may rise slowly to 5 psi gauge pressure after both valves are closed. 5. Remove oil check plug and O-ring to check oil level with dipstick. (See Figure 9-14 for details and Figure 9-15 for location.) 6. Check the findings against the values in the table in Figure 9-14. 7. If necessary to add oil, add only the type specified by the system manufacturer (never more than 10 ounces). 8. Slip the O-ring over the oil fill plug threads, being careful not to twist the O-ring. Insert oil plug in oil filler opening and snug-tighten.
M9-20
Air Conditioning System for R-12 Refrigerant
FIGURE 9-15. OIL LEVEL CHECK (York Compressor)
M09003 11/95
Sanden Compressor Oil Level Check (5-Cylinder) NOTE: This check can be better performed with the compressor out of the system and on the bench. If system has been discharged, steps 1 and 2 will not apply. 1. Run compressor for 10 minutes to allow oil to thoroughly circulate through the system.
10. Add or subtract oil to reach a mid-range of value if the actual reading is not exactly on the dipstick increment.
Exercise care not to overtighten plug to stop a leak in step 11. Remove plug instead and install new O-ring.
2. Stop engine; recover refrigerant. 3. Remove compressor from the system by loosening mounting bolts and removing drive belt. Place compressor on bench with oil fill plug at top dead center.
11. Insert the oil filler plug, checking that O-ring is not twisted. Torque the plug to 6 to 9 ft. lbs. (8 - 12 N.m).
4. Using an angle gage, determine the mounting angle across the two mounting ears flat surfaces. After centering the bubble on the gage, check the angle of mounting to the closest degree. 5. Remove oil filler plug slowly to release pressure. Using figure 9-16 as a guide, peer through oil filler hole to rotate the clutch front plate to place internal parts of compressor as shown in illustration. 6. If the compressor is right-mounted (facing clutch) (See Figure 9-17), position the parts as though they were moving toward the rear of the compressor (equal to the discharge stroke of piston). 7. If the compressor is left-mounted (facing the clutch) (See Figure 9-17), position the parts as though they were moving to the front of the compressor (equal to the suction stroke of piston). NOTE: Either step will clear the path of internal parts so as to allow dipstick insertion to its full depth.
FIGURE 9-16. LOCATING INTERNAL PARTS
8. Insert dipstick (Sanden p/n 32447) through oil filler hole until stop point is reached. (See Figure 9-17). Use the following as a guide to determining the correct angle of the dipstick for each type of mounting (right or left): If mounting angle is to the RIGHT, point of angle should be to LEFT. If mounting angle is to the LEFT, point of angle should be to RIGHT. In both, bottom surface of angle must be flush with surface of oil filler hole. 9. Remove the dipstick and count the increments of oil (numbers on dipstick). (Refer to Figure 9-18 for correct mounting angle/oil level determination.)
M09003 11/95
FIGURE 9-17. MOUNTING ANGLE FOR DIPSTICK INSERTION
Air Conditioning System for R-12 Refrigerant
M9-21
MOUNTING ANGLE (Degree) Model 0 10 20 30 40 50 60 90
EVACUATING THE SYSTEM ACCEPTABLE OIL LEVEL IN INCREMENTS 505 4-6 6-8 8-10 10-11 11-12 12-13 12-13 15-18
507 3-5 5-7 6-8 7-9 8-10 8-10 9-11 9-11
508 4-6 6-8 7-9 8-10 9-11 9-11 9-11 9-12
510 2-4 4-5 5-6 6-7 7-9 9-10 10-12 12-13
FIGURE 9-18. MOUNTING ANGLE/OIL LEVEL DETERMINATION
Evacuating the complete air conditioning system is required in all new system installation. Also, when repairs are made on systems requiring a component replacement (system opened) or a major loss of refrigerant has occurred. All will require that a vacuum be pulled using a vacuum pump that completely removes any moisture from the system. Once properly evacuated, the system can be recharged with refrigerant again. Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the pump. The pump does this by reducing the point at which water boils (212°F at sea level with 14.7 psi). In a vacuum, water will boil at a lower temperature depending upon how much of a vacuum is created. As an example, if the ambient air outside the truck is 75°F at sea level, by creating a vacuum in the system so that the pressure in inches of mercury is below that of the outside air (in this case, at least 29.5 inches of vacuum is needed), the boiling point of water will be lowered to 72°F. Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged.
NOTE: Lower the vacuum requirement one inch for every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 9-19. Then open the low side hand valves to maximum.
FIGURE 9-19. VACUUM PUMP HOOKUP 1. Low Pressure Hand Valve 3. Vacuum Pump 2. High Pressure Hand Valve
M9-22
2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side gauge. The pump should pull the system into a vacuum (if not, the system has a leak). 3. Run the pump for five minutes, close the hand valves and shut off the pump.
Air Conditioning System for R-12 Refrigerant
M09003 11/95
4. Observe gauge reading and wait 10 minutes. Reading should not vary more than 1-2 in. hg. After waiting, if more vacuum is lost than this, a serious leak is indicated and the system must be recharged, leak tested, repaired and evacuated. 5. Turn on pump, open hand valves and continue evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture, 60 minutes evacuation may not be sufficient since the water must turn to a vapor to be drawn out of the system. If a sealed system is known to be, and gauge readings increase after 1 hour, extend the evacuation time to ensure total moisture removal. 6. Close the manifold hand valves and turn off vacuum pump, watching the low side gauge reading. If vacuum remains for a few minutes, the system is ready for charging.
M09003 11/95
Air Conditioning System for R-12 Refrigerant
M9-23
TROUBLESHOOTING PRE-DIAGNOSIS CHECKS A lot of time and frustration can be saved if obvious causes of system problems are checked before connecting the manifold gauge set. If the system indicates Insufficient cooling or no cooling, the following points should be checked before proceeding with the system diagnosis procedures.
Cooling System - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and the radiator for condition or proper operation. Radiator Shutters - Inspect for correct operation and controls, if equipped. Fan and Shroud - Check for proper operation of fan clutch. Check installation of fan and shroud.
PREPARING FOR DIAGNOSIS Successfully servicing an air conditioning system, beyond the basic procedures outlined in the previous section, requires additional knowledge of system testing and diagnosis. A good working knowledge of the manifold gauge set is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is usually the quickest way to diagnose an internal problem. When correctly done, diagnosis becomes an accurate procedure rather than guesswork. Compressor Belt - Must be tight, and properly aligned. Compressor Clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. Oil Leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates an R-12 refrigerant leak. Electrical Check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. Note: Some systems use different safety devices in the compressor circuit to protect the compressor. Check the thermal fuse, the low pressure cutout switch, high pressure cutout switch or trinary pressure switch if equipped.
Heater/Water Valve - Check for malfunction or leaking. System Ducts and Doors - Check the ducts and doors for proper function. Refrigerant Charge - Make sure system is properly charged with the correct amount of refrigerant.
PRELIMINARY STEPS The following steps outline the correct procedures necessary to prepare the truck and the system for testing and diagnosis: 1. Correctly connect the manifold gauge set to the system. Refer to the connection and purging procedures outlined in this section. 2. Run the engine with the air conditioning system on for five to ten minutes to stabilize the system. 3. With the engine and the system at normal operating temperature, conduct a Performance Test as outlined in this section.
DIAGNOSIS OF GAUGE READINGS & SYSTEM PERFORMANCE
The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to ‘‘Suggested Corrective Action’’ for suggested service procedures.
M9-24
Air Conditioning System for R-12 Refrigerant
M09003 11/95
TROUBLESHOOTING CHART Possible Causes
Suggested Corrective Action
TROUBLE: Insufficient Cooling Indications: Low side pressure LOW High Side Pressure LOW Discharge air is only slightly cool Bubbles observed in sight glass
Low R-12 charge, causing pressures to be slightly lower than normal. No Leaks Found:
Check for leaks by performing leak test.
1. Charge System 2. Performance Test System
Leaks Found:
1. Discharge R-12 from system. 2. Repair leaks as necessary. 3. Check and replace any compressor oil lost due to leakage. 4. Evacuate System 5. Charge System 6. Performance Test System
TROUBLE: Little or No Cooling Indications: Low side pressure VERY LOW High side pressure VERY LOW Discharge Air Warm No bubbles observed in sight glass, May show oil streaks.
1. Add Refrigerant (make sure system has at least 50% of its normal amount) and leak test system. 2. It may be necessary to use a jumper wire to enable the compressor to operate if it has shut down due to pressure sensing switch. 3. Discharge system, and repair leak.
R-12 sensing pressure switch may have compressor stopped.
4. Check and replace any compressor oil lost due to leakage.
R-12 Refrigerant excessively low; leak in system.
5. Evacuate System 6. Charge System 7. Performance test system.
M09003 11/95
Air Conditioning System for R-12 Refrigerant
M9-25
TROUBLE: Insufficient or No Cooling Indications: Low side pressure TOO HIGH High side pressure TOO HIGH Discharge air not cool Occasional bubbles appear in sight glass
Air and/or moisture in system 1. Since system is saturated with air/moisture, Discharge R-12 2. Replace receiver-drier (desiccant) Large amounts of air will indicate higher gauge readings since the air is non-condensable under these pressures. Hot gas (air) enters the evaporator, taking space of R-12, causing temperature and pressure to increase.
3. Change refrigerant oil 4. Flush system components 5. Evacuate system thoroughly 6. Charge system
NOTE: Excessive moisture may be indicated with normal gauge readings and then low side dropping into a vacuum and high side lowering also. This usually occurs during the hottest part of a hot day when system demand is increased. R-12 freezes at the expansion valve, blocking R-12, compressor evacuates low side, into high side. Since R-12 can’t flow past expansion valve, it super cools in condenser causing temperatures and pressures to decrease on the high side.
7. Performance test system
TROUBLE: Insufficient or No Cooling Indications: Low side pressure HIGH High side pressure NORMAL TO HIGH Discharge air is warm Suction hose shows heavy sweating (considerable moisture)
Expansion Valve Malfunction (stuck open)
Expansion valve isn’t providing the restriction needed for a proper pressure drop, R-12 flow is excessive and condenser cannot remove enough B.T.U.’s causing higher pressures and temperatures.
1. Operate system and spray liquid R-12 onto the capillary tube (thermal bulb) or the head of the expansion valve. Low side should drop into a vacuum, indicating valve is all right. Clean surfaces of thermal bulb and contact area, secure in place and install insulating material. 2. If low side does not drop into a vacuum when valve is cooled, discharge system and replace expansion valve. 3. Evacuate System 4. Charge System 5. Performance test system
M9-26
Air Conditioning System for R-12 Refrigerant
M09003 11/95
TROUBLE: Insufficient Cooling Indications: Low side pressure TOO LOW (VACUUM) High side pressure NORMAL TOO LOW Discharge air only slightly cool Expansion valve outlet frosty or sweaty
Expansion valve malfunction (stuck closed)
Restriction near expansion valve (valve itself, inlet or outlet screen clogged) or lost charge in thermal bulb causing compressor to evacuate low side, R-12 super cools in condenser because of restricted flow, lowering temperature and pressure.
1. Operate system and warm up expansion valve & thermal bulb area (hair dryer or with hand). Low side pressure should increase, indicating valve is all right. Clean surfaces, secure in place and insulate. 2. If no change is observed, discharge system and replace expansion valve. 3. Evacuate system 4. Charge system 5. Performance test system
M09003 11/95
Air Conditioning System for R-12 Refrigerant
M9-27
AMBIENT TEMPERATURE (°F) 60 65 70 75 80 85 90 95 100 105 110 115 120
MANIFOLD GAUGE READING (PSI) Low Side
High Side
0--4 4--8 8--12 12--14 12--18 16--20 18--22 22--24 24--27 25--29 26--32 30--36 32--42
95--115 105--125 115--135 130--150 150--170 165--185 175--195 185--205 210--230 230--250 250--270 265--285 285--310
EVAPORATOR OUTLET TEMP. (°F)
35--55
FIGURE 9-20. TEMPERATURE/PRESSURE RELATIONSHIP NOTE: The pressures shown in this table are representative. They will vary depending upon system configuration, components and operating conditions. Evaporator outlet temperatures will vary depending upon thermometer placement location, blower fan speed and system conditions.
M9-28
Air Conditioning System for R-12 Refrigerant
M09003 11/95
AUTOMATIC POSITIVE LOCKING DIFFERENTIAL The automatic positive locking differential is an Option which may be installed when truck is originally manufactured or may be installed in the truck to replace the standard HAULPAK® differential.
Locking Differential Disassembly
Installation Of Locking Differential To Replace The Standard HAULPAK® Differential
The positive locking differential contains compressed springs. Install retainer (1, Figure 12-1) before separating differential cage. Place differential assembly in press and maintain pressure on assembly as retainer is removed. Carefully release press until springs are no longer compressed. Failure to observe this warning can cause personal injury.
1. Refer to Section "G" for Differential Carrier Assembly Removal, Differential Cage Removal, and Differential Cage Disassembly. 2. Remove all roll pins from differential cage. 3. None of the internal parts of the HAULPAK® differential cage will be used at assembly. 4. Install complete locking differential (3, Figure 12-1) with retainer (1). Install differential cage cap (4), tighten capscrews (2) to standard torque and safety wire. 5. Be sure to remove retainer (1) before differential carrier assembly is installed in final drive case. 6. Refer to Section "G" for Differential Assembly to Carrier, Backlash Adjustment Bearing, Bearing Preload and Installation into Final Drive Case.
1. Refer to Section "G" for Differential Carrier Assembly Removal, Differential Cage Removal, and Differential Cage Disassembly. 2. Install retainer (1, Figure 12-1) before removing differential cage cap (4). 3. After locking differential has spring pressure released, inspect all parts for chipped splines and teeth. If splines or teeth are chipped, replace. 4. Check spring rate. At a length of 1.43 in. (36.3 mm), the load should be 220 ± 22 lbs. (99.8 ± 9.9 kg).
FIGURE 12-1. LOCKING DIFFERENTIAL 1. Retainer 3. Locking Differential 2. Capscrews 4. Differential Cage Cap
M12001
Automatic Positive Locking Differential
M12-1
Automatic Locking Differential Assembly 1. Be sure all parts are clean. 2. Assemble components to allow for compression of springs (2, Figure 12-2) and installation of retainer (1, Figure 12-3). 3. Place one spring (2, Figure 12-2) over hub of side gear (1). Be sure spring is fully seated on side gear. 4. Install cup end of spring retainer (3) on spring. 5. Place driving clutch (4) on spring retainer with teeth pointing away from spring. 6. Be sure that these components freely engage as driven clutch is pushed against spring and splines engage side gear splines. 7. Install spider and center cam (5) on driven clutch. Check that long tooth on spider indexes slot in hold out ring of driven clutch and lugs of hold out ring engage slots in center cam. 8. Install second driven clutch (4), spring retainer (3), spring and side gear. 9. Compress assembly and install retainer (1, Figure 12-3).
Locking Differential Installation in Cage The locking differential can be assembled as a unit with retainer installed and placed in differential cage, or the individual components can be installed in differential cage and assembly compressed for installation of cage retaining capscrews. 1. Place locking differential in ring gear end of differential cage.
FIGURE 12-2. LOCKING DIFFERENTIAL ASSEMBLY 1. Side Gear 4. Drive Clutch 2. Spring 5. Spider and Center Cam 3. Spring Retainer
2. Install differential cage cap (4, Figure 12-3) and retaining capscrews (2). Tighten to standard torque and safety wire.
Be sure to remove retainer (1) before installing differential cage in carrier.
3. Refer to Section "G" for Differential Assembly Installation to Carrier, Backlash Adjustment Bearing Preload and Installation Into Final Drive Case.
M12-2
FIGURE 12-3. LOCKING DIFFERENTIAL 1. Retainer 3. Locking Differential 2. Capscrews 4. Differential Cage Cap
Automatic Positive Locking Differential
M12001
RADIATOR SHUTTERS TEMPERATURE CONTROL CIRCUIT The temperature control system contains a solenoid valve, temperature switch and relay, shutter control cylinder, radiator shutter assembly and the necessary hoses and wiring for operation.
OPERATION Hydraulic pressure to operate the shutters is supplied from a pilot port on the auxiliary manifold and directed to the solenoid valve located on the right side of the radiator top tank. On engine start up, the solenoid valve will be in its normally open position, allowing oil pressure to be applied to the shutter control cylinder to move the shutters to a fully closed position. This blocks air flow through the radiator to speed the warm up of coolant through the system.
As the system coolant temperature approaches normal operating levels, the temperature switch on the engine thermostat housing will, at approximately 185oF (85oC), close and provide a ground for the solenoid valve. The solenoid valve will then shift and redirect pressure oil to the cylinder, opening the shutters. To maintain proper pressures in the air conditioning system, an over ride circuit to open the shutters is provided by using the trinary switch located on the receiver-dryer. When refrigerant pressure at the receiver-dryer reaches approximately 200-230 psi (1.381.59 MPa), twenty-four volts from the engine oil pressure switch will be allowed through the trinary switch to the coil side of the relay. The relay (located on the top side of the radiator shroud), will close the normally open contacts and provide a ground for the shutter solenoid valve. The solenoid valve will then shift and redirect pressure oil to the cylinder, opening the shutters.
The 24 volt unswitched side of the engine oil pressure switch supplies 24 volts to the solenoid switch.
M19001
Radiator Shutters
M19-1
NOTES:
M19-2
Radiator Shutters
M19001
SECTION N OPERATOR’S CAB INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 OPERATOR COMFORT . . . . . OPERATOR SEAT . . . . . . Adjustment Instructions . . Removal . . . . . . . Installation . . . . . . Disassembly . . . . . Inspection . . . . . . Assembly . . . . . . . HEATER/AIR CONDITIONER Water Control Valve . . . Heater/Air Conditioner Removal . . . . . . . Installation . . . . . . Disassembly . . . . . Inspection . . . . . . Assembly . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
N4-1 N4-1 N4-1 N4-1 N4-1 N4-2 N4-2 N4-2 N4-4 N4-4
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
N4-4 N4-6 N4-7 N4-7 N4-7
OPERATOR CONTROLS AND INSTRUMENT PANEL OPERATOR CONTROLS . . . . . . . . . . . . . INSTRUMENT PANEL . . . . . . . . . . . . . . . Retarder Operation . . . . . . . . . . . . . . . INSTRUMENT PANEL (Right Side) . . . . . . . . HEATER/AIR CONDITIONER CONTROLS . . . . THROTTLE CONTROL PEDAL . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . Inspection . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . . . . . . . . .
. . . . .
N5-1 N5-1 N5-4 N5-8 N5-9 N5-12 N5-13 N5-13 N5-13 N5-14 N5-15 N5-15
N01009 3/90
Index
N1-1
NOTES
N1-2
Index
N01009 3/90
TRUCK CAB Removal 1. Raise the truck body and install the body-up retaining pin (1, Figure 2-1) to secure body in the fully raised position. 2. Block the wheels of the truck. 3. Insure key switch has been ‘‘Off’’ for at least 90 seconds to allow steering accumulator oil to drain back to tank. Check by turning steering wheel. 4. Bleed the pressure from the brake accumulators by turning the bleeder valves located on the Low Brake Pressure Detection Module counterclockwise. When the accumulators are completely bled down, close bleeder valves by turning the bleeder valve handles clockwise. Do not leave valves open.
Make certain the steering and brake accumulators are completely bled down before any components are disconnected. Rotate the steering wheel, no movement should occur.
FIGURE 2-1. BODY-UP PIN INSTALLATION 1. Body-up Retaining Pin 3. Body Pivot Pin 2. Body 4. Frame
NOTE: The hydraulic hoses on the steering control valve and the brake manifold do not need to be disconnected to remove the cab. The steering control valve and brake manifold can be removed as assemblies with hoses attached. If necessary to remove these components from the truck for repairs etc., mark all hoses prior to removal and cap all openings to prevent contamination.
5. Disconnect battery cables using the following sequence: a. Turn the ATEC power switch ‘‘Off’’. b. Remove the battery positive (+) cable. c. Remove the battery negative (-) cable.
6. Disconnect required transmission and engine circuit wiring inside the cab and pull wires through routing holes from under the rear portion of the cab, near the horse collar. Make certain all wiring is disconnected and retaining devices removed. 7. Disconnect the four cannon plugs and any other single harness connectors from under the front part of the cab bottom. A ‘‘T’’ connection is provided underneath the cab for disconnecting the power cable leading to the instrument panel. 8. Remove all retaining clamps securing hoses and wiring to the cab. 9. Protect the ends of the electrical cables and wires from damage and contamination and secure them to prevent interference with the cab removal.
NOTE: Identify all electrical connection points and wires before disconnecting.
N02006 4/92
Truck Cab
N2-1
FIGURE 2-3. HEATER/AIR CONDITIONER MOUNTING 1. Capscrews 2. Filter Assembly 3. Slotted Head Capscrews
4. Heater/Air Conditioner Assembly 5. Capscrews
13. Lower the brake manifold, treadle valve and hoses away from the cab floor and support assembly to prevent damage to hoses if still attached.
FIGURE 2-2. STEERING CONTROL VALVE 1. Universal Joint 7. Lockwasher 2. Stub Shaft 8. Flatwasher 3. Flange & Isolator 9. Capscrew 4. Steering Valve Column 10. Steering Control 5. Mounting Plate Valve 6. Nut 11. Valve Mounting Plate
NOTE: If repairs are required on the assembly, refer to ‘‘Brake Circuit Component Service’’, Section "J".
10. Remove capscrews at flange (3, Figure 2-2). Remove nuts (6), washers (7 & 8) and capscrew (9) at each rubber bushing. Lower the valve assembly from the mount and support assembly to prevent damage to hoses if still attached.
14. Disconnect the cable from throttle control by removing the clevis pin and cable anchor. Secure cable out of the way. 15. Remove capscrews retaining the section of hood nearest the right side of the cab and set the hood section aside.
NOTE: If the steering control valve is to be removed for repairs, refer to ‘‘Hydraulic System, Section "L", Steering Control Valve.’’ 11. Tag and remove hoses from the retarder treadle valve. Cap openings to prevent contamination. 12. Remove capscrews securing brake manifold and treadle valve to the cab floor.
N2-2
Do not disconnect any heater or air conditioning hoses from assembly for removal of cab.
Truck Cab
N02006 4/92
FIGURE 2-4. HEATER/AIR CONDITIONER ASSEMBLY REMOVAL
FIGURE 2-5. LIFTING CAB ASSEMBLY 1. Eye Bolts 2. Lifting Device
1. Hood Structure 3. Hinges 2. Heater/Air Conditioner Assembly 16. Remove capscrews (5, Figure 2-3) and filter assembly (2) to provide the necessary clearance of heater/air conditioner removal. 17. Release the two latches on the emergency exit window (right side) and raise it. Remove slotted head capscrews (3). 18. Remove the capscrews (1) retaining the heater/air conditioner assembly and carefully lower assembly onto the remaining hood structure. 19. Remove rear cover plate near the heater/air conditioner controls and disconnect the necessary electrical wires from the cab circuit.
20. Slide the assembly off the hinges and secure it out of the way of cab removal. 21. Loosen the capscrews holding the deck structure on the left side of the cab. 22. Position a lifting strap around the center of deck structure so that its weight is evenly distributed and take up slack. 23. Remove the capscrews and the left deck from the truck. 24. Disconnect electrical wires on the headlights and turn signal mounted on the left deck structure. 25. Loosen the capscrews holding the front left deck structure to the cab and attach lifting strap around structure so its weight is evenly distributed. Take up slack.
The heater/air conditioner assembly weighs approximately 100 lbs. (45.36 Kg). Use caution while removing assembly. Make certain heater/air conditioner hose retaining clamps are removed from cab section before attempting assembly removal. It is not necessary to disconnect any heater or air conditioner hoses from assembly to remove from cab.
N02006 4/92
26. Remove capscrews and front deck and railing from truck position deck structures out of the way. 27. Install four eyebolts (1, Figure 2-5) in tapped pads welded in the roof of the cab. The threads of the tapped pads are 0.62--11 UNC.
Truck Cab
N2-3
The integral ROPS cab assembly weighs approximately 2800 lbs. (1271.2 Kg). Make certain lifting apparatus is of adequate capacity. 28. Install lifting device to the four eyebolts in cab roof. As illustrated in Figure 2-5. Take up slack. 29. Remove capscrews (3, 5 and 8, Figure 2-6) from cab mounting pins under the cab. 30. Drive out pins (2, 6 and 7) from mounting pads and strut and remove cab assembly from the truck.
Secure the strut to prevent it from swinging down during pin removal.
Installation
The integral ROPS cab assembly weighs approximately 2800 lbs. (1271.2 Kg). Make certain lifting apparatus is of adequate capacity.
1. Install four eyebolts in tapped pads welded in the roof of the cab. The threads of the tapped pads are .62--11 UNC.
FIGURE 2-6. CAB MOUNTING POINTS 1. Clamp Structure (two) 5. Capscrew 2. Threaded Shaft 6. Pin 3. Locknuts (two) 7. Pin 4. Strut 8. Capscrew
2. Install lifting device to the four eyebolts in cab roof and take up slack.
9. Install capscrews that retain the deck structure in place. Tighten to standard torque.
3. Lift cab into position and install threaded shaft (2, Figure 2-6) and pins (6 and 7).
10. Connect electrical wires on headlights and turn signal mounted on front deck structure.
4. Install capscrews (5 and 8) and tighten to standard torque. Install clamp structures (1) and locknuts (3) and tighten to 300 ft.lbs. (407 N.m) torque. 5. Remove lifting device and four eyebolts from the cab roof. 6. Install lifting device around the front deck and railing and lift deck into position on truck. 7. Install all capscrews that retain the deck and railing in place. Tighten to standard torque. 8. Install lifting device around the left deck and position it on the left side of the cab.
N2-4
The heater/air conditioner assembly weighs approximately 100 lbs. (45.36 Kg). Use caution while installing assembly. 11. Slide the heater/air conditioner assembly onto the hinges on the right side of the cab and allow the assembly to rest on hood structure.
Truck Cab
N02006 4/92
12. Connect electrical wires into the rear portion of the assembly to the control switches and install the rear cover plate. 13. Swing the assembly up into position on the cab and install capscrews (1, Figure 2-3). Tighten to standard torque. 14. Install the slotted head capscrews (3) into the upper portion of the assembly and tighten to standard torque. 15. Install filter assembly (2) and capscrews (5). Tighten to standard torque.
24. Connect battery cables in the following sequence: a. Install battery negative (-) cable. b. Install battery positive (+) cable. c. Turn ATEC power switch ‘‘On’’. 25. Start the engine and check for any hydraulic leaks and for proper operation of instrument panel components. 26. Remove body-up retaining pin and lower body. 27. Check hydraulic oil; add oil if needed. Refer to Section "P", Lubrication and Service.
16. Install the left section of the hood into position near right side of cab and capscrews. Tighten to standard torque. 17. Install brake manifold and treadle valve. Tighten capscrews to standard torque. 18. Remove caps and attach hoses to retarder valve. 19. Install throttle control and tighten capscrews to standard torque. Connect cable and install clevis pin and cable anchor. 20. Insert steering control valve (10, Figure 2-2) through cab floor and align splines on valve column with the isolator flange assembly. Install capscrews (9) through the rubber bushings from the bottom side of the mounting plate (11). Install flatwashers, lockwashers, and nuts. Install capscrews in isolator flange (3) and tighten to standard torque. 21. Connect the four cannon plug connectors and any other single harness connectors under the front part of the cab bottom. NOTE: Make certain connections are clean and securely hand tightened.
Refer to Brake System, Section "J" to bleed the brake system and to checkout brake circuit before releasing the truck for operation.
28. Bleed and check operation of brakes.
Refer to Hydraulic System, Section "L", Steering Circuit to checkout steering circuit before releasing the truck for operation.
29. Check the operation of the steering circuit. 30. Check the operation of the throttle and retarder controls. Refer to procedures in Section "C" for the throttle and Section "J" for the retarder if adjustments are required.
22. Connect transmission and engine circuit wiring inside the cab. 23. Install all harness and hose retaining devices inside cab and under cab to prevent abrasion and/or damage.
N02006 4/92
Truck Cab
N2-5
Notes
N2-6
Truck Cab
N02006 4/92
OPERATOR COMFORT OPERATOR SEAT The operator’s seat provides a fully adjustable cushioned ride for the driver’s comfort and ease of operation. The seat is independently mounted from the cab for easy maintenance and repair. Adjustment The following adjustments must be made while sitting in the seat. 1. To adjust fore/aft location of seat: a. Raise slide adjustment lever (2, Figure 4-1). b. Move seat backward or forward as desired. 2. To adjust seat height: a. Depress the ‘‘Height Adjust’’ lever (1). b. Adjust seat assembly to desired height. 3. To adjust weight: a. Turn knob ‘‘Weight Adjust’’ (3). b. Moving knob clockwise decreases cushioning effect of seat and turning counterclockwise increases cushioning effect.
FIGURE 4-2. STOP CABLE & TILT LATCH 1. Capscrew , Washer & Nut 3. Tilt Latch 2. Stop Cable 4. Capscrew
c. Proper adjustment results in Weight Indicator (4) being flush with seat base while operator is seated. 4. To adjust seat cushion: a. Raise ‘‘Cushion Tilt Latch’’ lever (3, Figure 4-2) on left side of seat. b. When lever is unlatched, choose between two different positions. Removal 1. Remove capscrews, lockwashers and nuts (7, Figure 4-1) that secure seat base to seat riser. 2. Remove seat assembly from cab to clean work area for disassembly. Seat Weight: 102 lbs. (46.3 kg).
Installation FIGURE 4-1. SEAT ADJUSTMENT CONTROLS 1. Height Adjustment 5. Lower Housing 2. Slide Adjustment 6. Boot 3. Weight Adjustment 7. Capscrews, 4. Weight Indicator Lockwashers & Nuts
N04007 6/98
1. Mount seat assembly to seat riser. Install capscrews, lockwashers and nuts. Tighten capscrews to 35 ft. lbs. (47.5 N.m) torque. 2. Install stop cable ends (2, Figure 4-2) if they were removed.
Operator Comfort
N4-1
Disassembly 1. Remove springs (3, Figure 4-3) from spacer bar (39) and link (2). 2. Remove bolts and washers (9) and nuts (4) securing back cushion (5) to side brackets (1 & 7) and remove cushion. 3. Remove link (2) from back of cushion only if replacement is necessary. 4. Before starting any further disassembly, adjust the seat height to highest position and turn the weight adjustment lever clockwise to release tension from spring (18). 5. Remove suspension boot (33). 6. Remove spring (8) from side brackets and cushions (6). 7. Remove capscrews, nylon washers and nuts (10) securing seat cushion to side brackets. Remove seat cushion. 8. Remove bolts, washers and nuts (41) securing cables (40) and spacer bar (39) to side brackets. 9. Remove locknuts and washers (37) securing side brackets to cross link assembly (36). Remove side brackets. 10. Remove locknuts (32) and nylon bearings (20) from bearing shafts (19).
17. Remove slide stop (26) and lower housing (27) from slide track (28). 18. Remove rollers (25) from lower housing if replacement is necessary.
Inspection 1. Check the shock absorber (30) for oil leakage around shock absorber shaft. The unit should have a stiff action in one direction, if not, replace with a new unit. 2. Check and clean nylon tube bearings (20) and nylon slider block bearings (17). 3. Check rollers (25) for wear. Bearings are sealed units and cannot be greased. 4. Clean and inspect slide track (28) and slide latch assembly (22) on lower housing (27). 5. Inspect teeth on gear and shaft assemblies (14 & 15). 6. Inspect spring (12) and teeth on latch (13). 7. Check spring (18) and spring pad (23) for damage. 8. Check rubber bumpers (11) for wear. 9. Add grease where necessary. Clean all parts before assembling seat.
Assembly
Seat spring (18) is under pressure. Use care when removing bearing shafts from seat suspension.
11. Remove bearing shafts (19) from seat suspensions (16). 12. Remove upper housing (34) and cross link assembly (36) as an assembly. 13. Remove capscrews (38) and springs (35) from cross links only if replacement is necessary. 14. Remove nylon bearing and locknut (29) from shoulder bolts (24) securing shock absorber to lower housing (27). Remove shock absorber. 15. Remove spring (18) and spring pad (23). 16. Remove nylon slider blocks (17) from seat suspension (16).
N4-2
1. Mount rollers (25) onto lower housing (27) if removed or replaced. 2. Mount lower housing (27) into slide track (28) and install slide stop (26). 3. Install nylon tube bearings (20) onto bearing shafts (19). 4. Mount spring (18) and spring pad (23) on lower housing. 5. Install nylon slider blocks (17) onto seat suspension (19). 6. Mount seat suspension (16) between lower housing (27) and upper housing (34). 7. Slide lower bearing shaft (19) through lower housing (27) and seat suspension (16). Slide upper bearing shaft through upper housing (34), shock absorber (30) and nylon bearing (31).
Operator Comfort
N04007 6/98
1. Left Side Bracket 2. Tilt Back Link 3. Spring 4. Nut 5. Back Rest Cushion 6. Seat Cushion 7. Right Side Bracket 8. Spring 9. Bolt & Washer 10. Capscrew, Nylon Washers & Nut 11. Bumper 12. Spring 13. Latch 14. Gear & Shaft Assembly 15. Gear & Shaft Assembly 16. Seat Suspension 17. Nylon Slider Block 18. Spring 19. Bearing Shaft 20. Nylon Tube Bearing 21. Spring 22. Slide Latch Assembly 23. Spring Pad 24. Shoulder Bolt 25. Roller 26. Slide Stop Spacer & Capscrew 27. Lower Housing 28. Slide Track 29. Nylon Bearing & Locknut 30. Shock Absorber 31. Nylon Bearing 32. Locknut 33. Suspension Boot 34. Upper Housing 35. Spring 36. Cross Link Assembly 37. Locknut & Washer 38. Capscrews 39. Spacer Bar 40. Cable 41. Bolt, Washer & Nut
FIGURE 4-3. OPERATOR SEAT
N04007 6/98
Operator Comfort
N4-3
8. Install lower part of shock absorber (30) and nylon bearings (29) onto lower housing (27) with shoulder bolts (24) and locknuts. 9. Mount cross link assembly (36) and springs (35) onto lower housing with capscrews (38) if removed or replaced. 10. Install side brackets (1 & 7) onto cross link assembly (36) with nuts and washers (37). 11. Install seat cushion (6) onto side brackets and secure with capscrews, nylon washers and nuts (10). 12. Mount spacer bar (39) and cables (40) to side brackets with capscrews, washers and nuts (41).
A leaky control valve will allow heated water to pass through the hose between the valve and the heater core. If the hose is warm and the push-pull temperature control knob is in the ‘‘cool’’ position, check cable adjustment to be certain that the control valve is being completely closed. If the hose is still warm after these checks, the control valve is leaking and should be replaced. The control valve has a directional arrow stamped on the body, this arrow must point in the direction of flow for valve to operate properly. Heater/Air Conditioner Removal
13. Install springs (8) to side brackets and bottom of seat cushion. 14. Mount link (2) onto cushion, if removed or replaced. 15. Mount back cushion (5) to side brackets with capscrews and washers (9). 16. Install springs (3) to spacer bar (39) and link (2). 17. Mount suspension boot (33) onto upper and lower housings.
HEATER/AIR CONDITIONER Heat for the cab is provided by passing coolant from the engine cooling system through a heater core. Blowers move air across the heating core which warms the air for heating or defrosting. For heater operation, start the engine and allow it to warm up. Move the toggle switch to the ‘‘Heat’’ position, pull the (push-pull) temperature control knob out and turn the blower to high, medium or low speed for desired air flow. The temperature control will provide maximum heat output when pulled out as far as possible. To decrease temperature, push the knob in until desired temperature is attained. For air conditioner operation, place the toggle switch in the ‘‘A/C’’ position and push the temperature knob in. Adjust the air temperature using the ‘‘A/C TEMP’’ knob.
WATER CONTROL VALVE The water control valve is controlled by a cable leading to the push-pull temperature control. The lever opens or closes the valve in varying degrees according to the position of the control knob.
N4-4
The coolant system is pressurized by thermal expansion of the water. DO NOT remove radiator cap while engine is hot. Severe burns may result. 1. Relieve radiator pressure by slowly loosening radiator cap. 2. To minimize coolant inside operator’s cab, place temperature control in ‘‘Off’’ position. Close shutoff valve on engine block attached to heater inlet hose. Remove hose from valve. 3. Remove capscrews retaining the section of hood nearest the right side of the cab and set the hood section aside. 4. Remove capscrews (5, Figure 4-4) and filter assembly (2) to provide the necessary clearance of heater/air conditioner removal. 5. If removal of heater/air conditioner assembly requires the assembly to be completely removed from truck, refer to Section ‘‘M’’, Air Conditioning Discharging, to discharge the R-12.
DO NOT disconnect any air conditioning hoses from assembly until system is properly discharged. Refer to discharging procedures in Section "M".
6. If required, discharge the air conditioning system and disconnect hoses to the evaporator. Tightly cap hoses and connections.
Operator Comfort
N04007 6/98
FIGURE 4-4. HEATER/AIR CONDITIONER MOUNTING FIGURE 4-5. HEATER/AIR CONDITIONER ASSEMBLY REMOVAL
7. Loosen clamp securing heater return line (line without valve) to heater core. Loosen line until it starts to leak, then move ‘‘Push-Cool/Pull-Heat’’ control knob to ‘‘Heat’’ position. Heater core will drain through hose removed from the shut-off valve on the engine block.
NOTE: Make certain return line, loosened in Step 7, is sucking air to prevent siphoning of coolant from radiator and engine.
8. Release the two latches and raise the emergency exit window (right side) to provide access to the slotted head capscrews (3). 9. Remove the capscrews (1, Figure 4-4) retaining the heater/air conditioner assembly and carefully lower assembly onto the remaining hood structure as illustrated in Figure 4-5.
N04007 6/98
10. Remove rear cover plate near the heater/air conditioner controls and disconnect the necessary electrical wires from the cab circuit.
The heater/air conditioner assembly weighs approximately 100 lbs. (45.36 Kg). Use caution while removing assembly. Make certain heater/air conditioner hose retaining clamps are removed from cab section before attempting assembly removal.
11. Slide the assembly off the hinges.
Operator Comfort
N4-5
1. Air Intake Cover 2. Housing Assembly 3. Core Cover 4. Entry Ring 5. Blower Assembly 6. Motor 7. Blower Assembly 8. Blower Wheel
FIGURE 4-6. HEATER ASSEMBLY 9. Motor Retainer 16. Evaporator 10. Panel 17. Expansion Valve 11. Water Control Valve 18. Drain Hose 12. Heater Core 19. Air Diffuser 13. Resistor 20. Control Panel 14. Cover Assembly 21. Switch (HI, MED, LO) 15. Plate 22. Control Cable
23. Bezel Nut 24. Switch (Heat-A/C) 25. Thermostat 26. Knob 27. Louver 28. Filter 29. Clip Filter (Not Shown)
Installation 1. Slide the heater/air conditioner assembly onto the hinges on the right side of the cab and allow the assembly to rest on hood structure. The heater/air conditioner assembly weighs approximately 100 lbs. (45.36 Kg). Use caution while installing assembly.
N4-6
2. Connect electrical wires into the rear portion of the assembly to the control switches and install the rear cover plate.
Operator Comfort
N04007 6/98
3. Connect heater hoses, tighten clamps securely to prevent leaks.
7. Remove screws holding entry ring (4) to blower housings (5 & 7).
4. If removed, connect heater hose to shut-off valve on engine block. Open the shut-off valve.
8. Remove entry ring (4).
5. If removed, connect air conditioning hoses to evaporator. Refer to Section M to charge and performance test the system. 6. Swing the assembly up into position on the cab and install capscrews (1, Figure 4-4). Tighten to standard torque.
9. Loosen setscrews on blower motor shafts holding blower wheels (8) in place. 10. Remove blower wheels (8). 11. Remove two nuts holding each end of motor (6) to blower housings (5 & 7).
7. Install the slotted head capscrews (3) into the upper portion of the assembly and tighten to standard torque.
NOTE: Mark position of blower housing and fan with respect to motor to insure proper fan rotation at assembly.
8. Install filter assembly (2) and capscrews (5). Tighten to standard torque.
12. Remove blower housings.
9. Install the left section of the hood into position near right side of cab and capscrews. Tighten to standard torque.
Inspection
10. Check coolant level in radiator and refer to Section "P", lubrication and service for appropriate mixture of antifreeze. 11. Start engine and move the ‘‘Push-Cool/Pull-Heat’’ control knob the the ‘‘Heat’’ position. Run engine for a short time for coolant to completely fill the heater circuit and lines. 12. Shut down engine, recheck coolant level and add coolant mix, if necessary. 13. Start engine. When unit is up to operating temperature, check out heater/air conditioner system. 14. Shut down engine.
2. Check operation of blower motor. a. If noisy oil bearing. b. If bearings are loose, repair or replace motor. 3. Clean blower housings (5 & 7). 4. Clean filter (28, Figure 4-6). 5. Clean drain hose (18).
Assembly 1. Install blower housings (5 & 7) on each end of motor and secure in place with two machine nuts on each side.
Disassembly 1. Remove cover (3, Figure 4-6) from heater assembly by removing screws on each side and at upper front of the cover. 2. Remove both hoses and clamps from heater core fittings. 3. Slide heater core (12) from unit. 4. Remove screws holding motor retainer (9) in place. 5. Disconnect electrical wiring from blower motor. Wires are color coded for easy identification. Note proper connection location. 6. Slide out motor and blower assembly from housing (2, Figure 4-6).
N04007 6/98
1. Clean and check blower wheels.
NOTE: To insure proper fan rotation, reassemble unit using match marks made at disassembly. 2. Install blower wheels (8) on blower motor shafts. Position blower wheels and tighten setscrews. 3. Spin blower wheels to make sure wheels do not rub on blower housings. 4. Install entry rings (4) on sides of blower housing (5 & 7). Install and tighten screws. 5. Install motor and blower assembly into housing (2, Figure 4-6).
Operator Comfort
N4-7
6. Connect electrical wiring to blower motor. Wires are color coded for easy identification (Orange, Black). 7. Install motor retainer (9) in place and install machine screws and tighten securely.
10. Install filter (28) in bottom of housing (2). 11. Install cover (3) to heater assembly mount screws and tighten. 12. Check operation of ‘‘Push-Cool/Pull-Heat’’ control knob to see that it works freely.
8. Slide heater core (12) into housing (2). 9. Install both hoses and clamps to heater core (12) and tighten.
N4-8
Operator Comfort
N04007 6/98
OPERATOR CONTROLS AND INSTRUMENT PANEL
FIGURE 5-1. OPERATOR CONTROLS 1. Steering Wheel 5. Hoist Control 9. Cigarette Lighter 2. Turn Signals and Dimmer Switch 6. Retarder Pedal 10. Ash Tray 3. Steering Wheel Tilt Lever 7. Brake Pedal 11. Range Selector 4. Horn/Telescope Adjustment 8. Throttle Pedal 12. ‘‘DO NOT SHIFT’’ Light (Not Shown - HAZARD Flasher Switch below Steering Wheel) Access to back of instrument panel to service wiring and gauges can be obtained by removing three capscrews (not shown above) from top of panel and swinging panel toward the operator seat.
OPERATOR CONTROLS The function and operation of each control is essential knowledge for proper and safe operation of the machine. The following discussions reference items 1--10 in the Operator Controls illustration Figure 5-1. (1) Steering Column And Controls The steering column will tilt up and down and telescope in and out to provide a comfortable drive position for the operator, or move up and away for easy entry and exit.
N05011 4/94
(2) Dimmer Switch And Turn Signals The dimmer switch is located in the turn signal lever. If headlights are on low beam, pulling the lever toward the steering wheel will change headlights to high beam. Pulling the lever again changes headlights back to low beam. Turn signals lights are activated by moving the lever ‘‘up’’ to activate right turn lights, and moving the lever ‘‘down’’ for left turn lights.
Operator Controls and Instrument Panel
N5-1
(3) Tilt Lever Adjust the tilt of the steering wheel by pulling the Tilt Lever toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. (4) Horn And Telescoping Adjustment The horn is activated by depressing the center ‘‘button’’. Operation of the horn should be verified before starting engine or moving truck. The steering wheel adjustment may be moved ‘‘in’’ or ‘‘out’’ (telescoped) by rotating the housing around the horn button counterclockwise to unlock the adjustment. After selecting the desired position, rotate the housing clockwise to lock the adjustment. Hazard Flasher Switch
Pulling the lever up actuates the hoist circuit causing body to raise. Hold lever in hoist position until load is dumped. Releasing the lever from the hoist position will place the body in a hold position. To lower body, move the hoist lever to the ‘‘Down’’ position and release. Releasing the lever, places the hoist control valve in the ‘‘Float’’ position allowing the body to return to the frame. (6) Retarder Pedal The Retarder Pedal is a foot operated pedal which allows the operator to apply the rear, oil cooled brakes only; the front brakes are not applied. The retarder should be used to control the speed of the truck and for non-emergency stops whenever speed and load conditions permit. (7) Brake Pedal
Not shown in the previous illustration is the ‘‘HAZARD’’ flasher switch. It is located below the steering wheel, approximately in the ‘‘seven O’ clock’’ position. Pulling the switch out activates all turn signal lights, causing all lights to flash simultaneously. These should be used to mark the truck when necessary to park an inoperative truck at the side of the road or other unusual parking place. (5) Hoist Control Lever
The Brake Pedal is a foot operated pedal controlling a hydraulic valve, which applies both, the front dry disc brakes and the rear wet disc brakes. The service brakes should be used to slow or stop the truck whenever saftey and/or truck speed/load conditions exceeds the capability of the retarder. (8) Throttle Pedal The Throttle Pedal is a foot operated pedal which allows the operator to control engine RPM. (9) Lighter
The hoist control lever is a three-position hand operated switch located to the left of the operator seat. A push button in the center of the control knob must be depressed to unlock the lever from the neutral position.
Used for lighting cigars and cigarettes. Always use CAUTION with smoking materials. (10) Ash Tray Used for extinguishing and depositing smoking materials. DO NOT use for flammable materials such as paper wrappers. Be certain that all fire ash is extinguished.
FIGURE 5-2. HOIST CONTROL LEVER
N5-2
Operator Controls and Instrument Panel
N05011 4/94
(11) Range Selector The lever-type range selector has eight positions (R, N, D, 5, 4, 3, 2 and 1). To change positions, release the range holding mechanism on the lever (just below the knob) and move lever to the desired range.
"N" NEUTRAL - used when starting engine. The truck cannot be started unless the Range Selector is in NEUTRAL position.
"R" REVERSE - use this position to back the truck. The Reverse Warning Horn is activated when this gear is selected. COMPLETELY STOP the truck before shifting from FORWARD to REVERSE or vice-versa.
"D" DRIVE - position. The transmission will shift to first gear and as truck speed increases, the transmission will automatically upshift through each gear to sixth gear operation. As the truck slows down, the transmission will automatically downshift to the correct gear.
FIGURE 5-3. RANGE SELECTOR 11. Range Selector Knob 12. ‘‘DO NOT SHIFT’’ Light
(12) Do Not Shift Light 5, 4, 3, 2 - positions. Road and load conditions sometimes make it desirable to limit the automatic shifting to a lower range. These positions provide greater engine braking on grades. The transmission will not shift above the highest gear selected. When conditions improve, select position D for full range operation.
1 - Use this gear when pulling through mud and deep snow, or when maneuvering in tight spaces, when driving up or down steep grades where maximum driving power and maximum engine braking is needed.
NOTE: As engine and ground speed increases, the transmission will automatically UPSHIFT to the gear range required up to the highest range selected. However, DOWNSHIFTS will not occur, regardless of gear range selected, until engine and ground speed are reduced to match the next lower gear range requirements.
N05011 4/94
This light comes on anytime the on-board computer finds a potentially serious problem in the system. The computer will cause the transmission to lock-in-gear and also to disengage the lockup clutch. These actions by the computer reduces the possibility of damage to the truck and transmission. The hold-in-gear feature prevents upshifts and downshifts when a problem is detected in the operation of the transmission. The hold-in-gear circuit permits the transmission to continue to operate in the gear it was in at the time the DO NOT SHIFT light and buzzer came ‘‘On’’. Selection of a different gear range will have no effect on the transmission. The hold-in-gear circuit is released when the engine is shut-off. If the problem causing the DO NOT SHIFT light is still present when the engine is restarted, the transmission will be in ‘‘Neutral’’ and will remain in ‘‘Neutral’’ until the probem is corrected. RESET PROCEDURE When the DO NOT SHIFT LIGHT and/or CHECK TRANS light (on instrument panel) comes ‘‘On’’, the system can be cleared, or reset. To reset, bring the vehicle to a stop at a safe location and shutdown engine. Wait about 10 seconds and restart engine. If the problem is temporary, the DO NOT SHIFT (11) and CHECK TRANS lights will not come back ‘‘On’’ and the truck can be operated in a normal manner.
Operator Controls and Instrument Panel
N5-3
(5) Windshield Wiper
INSTRUMENT PANEL
The windshield wiper control switch is a three position rocker switch. Moving the switch from ‘‘Off’’ to the second position places the wiper in the low or slow cycle. Pushing the switch to the third position places the wiper motor in high or fast cycle.
The identification, function and operation of each instrument and control is essential knowledge for proper and safe operation of the machine. The following items reference the Instrument Panel illustration Figure 5-4, items 1--33. Items marked (OPTIONAL) may not apply to the truck being serviced. (1) Fog Lights (Optional) The fog lights are an optional piece of equipment, useful in heavy rain and foggy conditions. When present, the switch has two positions, ‘‘On’’ and ‘‘Off’’.
(2) Lights--All The instrument panel lights and the head lights are controlled by a three position switch. Moving the switch from the ‘‘Off’’ position to the second position completes the circuit from battery to the instrument panel lights and taillights. Moving the switch to the third position completes the circuit to the head lights in addition to the panel and tail lights. (3) Lights-- Instrument Panel The panel light dimmer control is a rheostat which allows the operator to vary the brightness of the instrument panel lights.
(4) Windshield Washer The windshield washer switch, when held in the ‘‘On’’ position, directs water from the reservoir (located in the cab to the left side of the passenger seat box) to the windshield for cleaning purposes. Wipers (5) should be operating when washer is activated. This switch is spring loaded to the ‘‘Off’’ position. The windshield washer has a 2 qt. (2 l) plastic container.
N5-4
(6) Engine Starting Aid The ether starting aid is used for cold weather starting and is controlled by a switch which is spring-loaded to the ‘‘Off’’ position. When the switch is held in the ‘‘On’’ position, the ether is injected into the engine intake manifold to aid in cold weather starting. In cold weather, below 50° F (10° C), turn the keyswitch (7) to the ‘‘Start’’ position. Push the cold weather starting switch to the ‘‘On’’ position for three seconds while cranking, then release. If engine does not start, wait three seconds before repeating the procedure. (7) Keyswitch The key switch is a three position (‘‘Off’’, ‘‘Run’’, ‘‘Start’’) switch. When it is moved to the ‘‘Run’’ position, the switch activates the accessory circuits. When moved to the ‘‘Start’’ position, the engine’s starting system is activated. After engine start, allow the switch to return to the spring-loaded ‘‘Run’’ position. (8) Engine Shut Down The engine shutdown switch is a spring return rocker switch that is connected to the engine shutdown solenoid. In order for this switch to work, the keyswitch must be in the ‘‘Run’’ position. The engine shutdown switch must be depressed until the engine comes to a complete stop. When the switch is held closed, fuel to the engine is shut off. (9) Windshield Wiper Fuse Holder
Operator Controls and Instrument Panel
This is a 15 amp.- dual element, time delay (slow blow) type fuse. Replacement with any other type is not recommended.
N05011 4/94
FIGURE 5-4. INSTRUMENT PANEL
N05011 4/94
Operator Controls and Instrument Panel
N5-5
(10) Turn Signal Fuse Holder
(15) and (18) Brake Off
This is a 15 amp.- dual element, time delay (slow blow) type fuse. Replacement with any other type is not recommended.
When the Brake Lock switch (14) or Parking Brake switch (17) is in this position, the brake is off.
(16) and (19) Brake On When the Brake Lock switch (14) or Parking Brake switch (17) is in this position, the brake is on.
(11) Circuit Breaker 5 amp circuit breaker protects the warning cluster and the sound alarm. If a malfunction occurs, the breaker will open to protect the circuit from excessive current. The circuit breaker can be reset manually by pushing the red reset button. (12) Circuit Breaker 15 amp circuit breaker protects the hourmeter and the steering bleeddown timer. If a malfunction in the circuitry occurs, the breaker will open the circuit. The circuit breaker can be reset manually by pushing the red reset button. (13) Circuit Breaker 30 amp circuit breaker protects the heater blower motor and the air conditioning system. The circuit breaker can be reset manually by pushing the red reset button.
(17) Parking Brake To apply parking brake, move control to ‘‘On’’. To release, move switch to the ‘‘Off’’ position. The parking brake is spring applied and hydraulically released. When the parking brake is actuated, an indicator light (42) will be illuminated on the instrument panel. The parking brake can only be applied with the keyswitch in the ‘‘Run’’ position and the transmission range selector in the NEUTRAL position. The parking brake is automatically applied when the engine is shutdown. The following are not used on 140M/210M HAULPAK® with Rear Wet Disc Brakes
Investigate cause of any burnt out fuses or circuit breakers that need repeated resetting. These may be indications of serious problems that may result in fire or damage to components if neglected.
(20) Slippery Road Switch
(14) Brake Lock The brake lock switch actuates the hydraulic brakes on the rear of the truck. Apply the brake lock switch while truck is being loaded. When pulling into the shovel or dump area, do not apply the brake lock switch until truck is completely stopped.
N5-6
Operator Controls and Instrument Panel
(21) Switch Open
(22) Switch Closed
N05011 4/94
(23) Transmission Temperature
(27) Brake Oil Temperature
The transmission temperature gauge indicates the temperature of the oil during operation. Allowable maximum operating oil temperature is 250° F (121° C) during nonretarder operation with an absolute maximum temperature of 300°F (149° C) during intermittent retarder operation. If oil exceeds maximum temperature, safely pull the truck to the side of the road, shift transmission to ‘‘Neutral’’ and run engine at 1000-1200 RPM until transmission temperature returns to ‘‘Normal’’. If temperature does not return to ‘‘Normal’’ within a few minutes, shut down engine and investigate cause of problem. Refer to Section C, Cooling, and/or F, Trans.
The brake oil temperature gauge indicates the temperature of the rear brake cooling oil during operation. Maximum operating oil temperature is 250° F (121° C). If oil temperature exceeds this maximum, Brake Oil Temperature Warning light (48) will turn on. As quickly as safety will permit, bring the truck to a complete stop away from traffic, move transmission range selector to ‘‘Neutral’’, apply the parking brake, and run engine at high idle. Continue to run engine at high idle until Brake Oil Temperature Warning light turns off and brake oil temperature cools to below 250° F (121° C).If temperature does not return to this range within a few minutes, shut down engine and investigate cause of problem. Refer to Section J.
(24) Water Temperature The engine water temperature gauge indicates the temperature of the coolant in the engine cooling system. The temperature range after engine warm-up and truck operating under normal conditions, should be:
(28) Voltmeter The voltmeter indicates the output voltage of the battery charging alternator. Normal indicated voltage at high idle is 27 to 28 volts. When the keyswitch is ‘‘On’’ and the engine not running, the voltmeter indicates battery voltage.
165° F (74° to 91° C). (25) Transmission Oil Pressure The transmission oil pressure gauge indicates the pressure in the transmission clutch system in pounds per square inch (psi).
(29) Speedometer
Normal operating pressure after warm-up should be:
(30) Left Turn Indicator (Red Light)
The speedometer indicates the truck speed in miles per hour (MPH) and kilometers per hour (km/h).
This light flashes to indicate that the left turn signal lights on the truck have been activated. It will also flash simultaneously with right turn signal indicator (32) when ‘‘Hazard’’ switch (on steering column) is On.
170 to 210 psi (1172-1448 kPa). (26) Engine Oil Pressure The engine oil pressure gauge indicates the pressure in the engine lubrication system in pounds per square inch (psi). The gauge has a range of 0-80 psi.
(31) High Beam Indicator (Blue Light)
Normal operating pressure after engine warm-up should be: Idle: 20 psi (138 kPa) Rated Speed: 45 to 70 psi (310 to 483 kPa).
N05011 4/94
Operator Controls and Instrument Panel
The high beam indicator light, when lit, indicates that the truck headlights are on ‘‘High’’ beam. To switch headlights to ‘‘High’’ or ‘‘Low’’ beam, pull lever-operated dimmer switch (turn signal lever) and release.
N5-7
(32) Right Turn Indicator (Red Light) This light flashes to indicate that the right turn signal lights on the truck have been activated. It will also flash simultaneously with left turn signal indicator (30) when ‘‘Hazard’’ switch (on steering column) is On.
Retarder Operation When approaching a descending grade, the operator should slow the truck and select the proper transmission gear range to maintain an engine speed of 1650 -2350 RPM (green area on tachometer) and the brake oil temperature below 250° F (121° C) during retarder operation. Refer to the Grade/Speed decal in the cab above the windshield. When descending a grade, the operator should apply the retarder pedal and observe both the Tachometer and the Brake Oil Temperature Gauge (27). The engine RPM must be maintained at 1650 -- 2350 RPM (green area on tachometer) and the Brake Oil Temperature must be maintained below 250° F (121° C).
(33) Tachometer and Hourmeter This gauge includes an Hourmeter to register engine hours of operation and a Tachometer which registers engine speed in hundreds of Revolutions Per Minute (RPM).
If the operator observes that either the maximum engine speed of 2350 RPM or the Brake Oil Temperature of 250° F (121° C) are about to be exceeded, the operator should immediately move the transmission range selector to the next lower range and apply the service brakes until the truck is slowed to a speed which will permit the transmission to downshift to the gear range selected. Continue this procedure to downshift to the required gear range to maintain engine speed at 1650 -- 2350 RPM and brake oil temperature below 250° F (121° C). The service brakes should be used only long enough to slow the truck to allow the transmission to downshift. When the proper gear range is attained, continue using the retarder to maintain a safe, productive speed. If brake oil temperature exceeds 250° F (121° C), the Brake Oil Temperature Warning light (48) will turn on. As quickly as safety will permit, bring the truck to a complete stop away from traffic, move transmission range selector to ‘‘Neutral’’, apply the parking brake, and run engine at high idle. Continue to run engine at high idle until Brake Oil Temperature Warning light turns off and brake oil temperature cools to below 250° F (121° C). If temperature does not return to this range within a few minutes, shut down engine and investigate cause. Refer to Section J.
Engine Speeds: Low Idle - 700 ± 25 RPM. High Idle, No load - 2450 RPM Governed Speed - 2100 RPM
N5-8
Operator Controls and Instrument Panel
N05011 4/94
INSTRUMENT PANEL -- RIGHT SIDE The following discussions (items 34--54) are referenced to Figure 5-5. This area contains the Warning indicators that will illuminate in the event that a monitored system should malfunction. The operator or service technician should immediately recognize all of these indicators so that emergency action may be exercised when necessary. (34) Equal Fault Light The charge condition of the two 12 Volt batteries is monitored to make sure that both batteries are being charged equally. The Equal Fault Light will illuminate if more than a 0.85 volt variance between the two batteries is detected.
selector and the CHECK TRANS light will stay on after the engine is started. The transmission will stay in NEUTRAL, regardless of which range is selected until the oil is warmer than -10° F (-23° C). When the transmission oil warms up, the CHECK TRANS and DO NOT SHIFT lights will turn off and the transmission will operate in first gear or reverse only. At 20° F (-7° C), the transmission may be operated safely in all ranges. If the transmission oil temperature reaches 250° F (121° C), the CHECK TRANS indicator light will come ‘‘On’’. The ECU (Electronic Control Unit) will inhibit operation of the truck in higher gears. NOTE: The Transmission Temperature Gauge (23) indicates the converter temperature. The ECU senses oil temperature in the sump. The two temperatures may be different.
(35) CHECK TRANS Light The ATEC system has a built in computer (ECU) that monitors various functions and performances. When the computer senses that the system is not performing properly, the CHECK TRANS light comes ‘‘On’’ to warn and alert the operator that a problem has occurred and that the vehicle should be serviced as soon as possible. The CHECK TRANS light will come ‘‘On’’ when the ignition is turned ‘‘On’’. After about two seconds, the light will go ‘‘Off’’. This provides a light bulb check and a system check.
SUMP OIL TEMPERATURE -10° F (-24° C) and Below -9° F (-22° C) to + 19° F (-7° C) + 20° F (-7° C) and Above
‘‘DO NOT SHIFT’’ LIGHT
‘‘CHECK TRANS’’ LIGHT
TRUCK OPERATION
ON
ON
Neutral Only
OFF
OFF
OFF
OFF
Neutral, First & Reverse Only Full Operation in All Ranges
In cold weather, when the transmission oil is below -10° F (23° C), the DO NOT SHIFT lights on the range
FIGURE 5-5. INSTRUMENT PANEL WARNING INDICATORS
N05011 4/94
Operator Controls and Instrument Panel
N5-9
(36) ALT FAULT Light
(41) Low Brake Pressure Warning Light
This light will illuminate if the alternator output exceeds 30 VDC or battery voltage is less than 24 VDC.
This light indicates a malfunction within the hydraulic brake circuit. The low brake pressure warning light indicates that the hydraulic pressure in the brake system is decreasing and is below 2000 psi (13.8 MPa).
(37) Lamp Test Switch The lamp test switch is provided for the operator to test the warning and indicator lights before engine start-up. The key switch is turned to the ‘‘Run’’ position and the lamp test push button switch is depressed to the ‘‘On’’ position. This action will complete a circuit to the warning and indicator lights. (38) Alarm Horn The alarm horn is a signaling device used to alert the operator of a malfunction within a system. The alarm horn senses low steering pressure and low brake pressure. When the alarm horn sounds during operation, a warning light will come ‘‘On’’. This warning light (39 or 41) will be the operator’s visual aid in determining which system is malfunctioning.
When the pressure drops to 1650 psi (11.4 MPa), all brakes will automatically be fully applied to stop the truck. If this light comes ‘‘On’’ when the brake pedal is depressed or comes ‘‘On’’ continuously, shut-down the truck and investigate cause of problem. Refer to Section J. (42) Parking Brake The Parking Brake light indicates that the parking brake switch has been moved to the ‘‘On’’ position or that the park brake is ‘‘On’’. Do not use the parking brake while loading or dumping.
(39) Emergency Steering The Emergency Steering Light, when actuated, indicates that the steering circuit pressure is decreasing and is below 1800 psi (12.4 MPa).
(43) Coolant Temperature Light
This light indicates the engine coolant temperature has exceeded 200° F (93° C).
If the light comes ‘‘On’’, stop the truck immediately and check the system. Do not attempt further operation until malfunction is located and corrected. Refer to Section L. (40) Brake Lock The Brake Lock light is on only when the brake lock switch has been activated by the operator. The light indicates that only the rear brakes have been applied. The brake lock switch is to be used only at the shovel or dump area.
N5-10
If light comes On, bring truck to a safe stop as soon as possible out of way of traffic. Move transmission range selector to Neutral and operate engine at 1500 RPM until light goes out, or for about 3 minutes. If light does not go out, shut engine down and investigate cause of problem. Refer to Section C.
Operator Controls and Instrument Panel
N05011 4/94
(48) Brake Oil Temperature
(44) Coolant Level This light indicates the coolant level in the radiator is low. If light comes On, bring truck to a safe stop as soon as possible out of way of traffic. Check coolant level and refill as required.
The Brake Oil Temperature warning light indicates brake cooling oil has exceeded 250° F (121° C)
(45) Transmission Main Filter The Transmission Main Filter light alerts the operator that oil passing through the filter elements is being restricted. Occasionally, the warning light may come on and flicker; but when the light comes on and remains on, the filters should be changed as soon as possible. This warning light may come on at startup and remain lit until the transmission oil is warm.
If light illuminates during operation, bring the truck to a stop as quickly as safety will permit, away from traffic. Place the transmission range selector to ‘‘Neutral’’, apply the parking brake, and operate the engine at high idle. Continue to run the engine at high idle until the Brake Oil Temperature warning light turns off and brake oil temperature cools to below 250° F (121° C). If temperature does not return to this range within a few minutes, investigate the cause. Refer to Section C for information regarding brake system cooling.
(46) Engine Oil Pressure
( 49) Transmission Cooler Filter
The Engine Oil Pressure Warning light will come ‘‘On’’ indicating engine oil pressure is below normal operating range.
If light comes On, bring truck to a safe stop as soon as possible out of way of traffic. Shut engine down immediately and investigate cause of problem. Serious damage may result to engine if operated without sufficient lubricating oil pressure.
The transmission Cooler Filter light alerts the operator that oil passing through the elements, in the filter assembly, is being restricted. Occasionally, the warning light may come on and flicker; but when the light comes on and remains on, the filters should be changed as soon as possible. The Transmission Cooler Filter Warning light may come on at startup and remain lit until the oil is warm. (50) Low Accumulator Precharge Warning Light The Low Accumulator Precharge Warning light, when lit, indicates a low steering accumulator nitrogen precharge. If the nitrogen precharge within the accumulators falls below 850 psi (5.9 MPa) the warning light will illuminate.
(47) Hydraulic Oil Filter The Hydraulic Oil Filter light indicates that the oil passing through the filter elements is being restricted. Occasionally, the warning light may come on and flicker; but when the light comes on and remains on, the filters should be changed as soon as possible.
N05011 4/94
Do not attempt to operate truck until the accumulator has been recharged to 1050 ± 25 psi (7.2-7.5 MPa).
Operator Controls and Instrument Panel
N5-11
(51, 52, 53, 54): Reserved for future accessories.
HEATER/AIR CONDITIONER CONTROLS The following (items 55--60) are referenced to Figure 5-6. (55) Fan The fan switch controls the heater/air conditioner threespeed blower motor. The speeds are High, Medium, and Low.
(56) Temperature Control Knob The push/pull knob controls the amount of hot water that will flow through the heater core to heat the air as it passes through the core and circulates throughout the cab. (57) Louvers The louvers can be rotated or adjusted to direct the flow of air to any part of the cab for the operator’s comfort. (58) Heater/Air Conditioner Switch The heater/air conditioner switch is a three-position toggle switch. When the switch is moved to the ‘‘Heat’’ position, the blower motor is ‘‘On’’ and can be controlled by the three-position fan switch (55). If the switch is moved to the air conditioning position, the compressor magnetic clutch is turned ‘‘On’’ and the compressor will deliver R-12 refrigerant to the evaporator coil in the heater/air conditioner unit in the cab. (59) Air Conditioning Temperature Control The thermostatic switch controls the temperature of the air entering the truck cab. The control is set by the operator as desired.
N5-12
FIGURE 5-6. HEATER/AIR CONDITIONER CONTROLS (60) Inside/Outside Air Control Knob The inside/outside air control knob is connected to a vent, which allows either outside or inside air to be circulated through the heater assembly. Pulling the knob out permits inside air to be recirculated through the heater. Pushing the knob all the way in permits outside air to circulate through the heater assembly.
Operator Controls and Instrument Panel
N05011 4/94
THROTTLE PEDAL The Throttle Pedal (1, Figure 5-7) is a foot operated pedal which allows the operator to control engine RPM. The treadle is mechanically connected by a cable to the engine fuel pump. The movement of the fuel pump lever corresponds directly to travel of the pedal as it is applied by the operator. The fuel pump lever controls fuel to the engine to control engine RPM. When the pedal is released, the return spring returns the pedal and fuel lever to their original position and the engine speed returns to low idle.
Removal 1. Remove cotter pin (3, Figure 5-8) and clevis pin (2) from clevis (4). 2. Remove cable anchor (1) and separate cable from pedal assembly. 3. Roll cable in a loop and position it in an out-of-theway place.
FIGURE 5-7. THROTTLE PEDAL ASSEMBLY
4. Remove capscrews, lockwashers and nuts holding pedal assembly to cab floor. 5. Remove pedal assembly to maintenance area for inspection and repair. Installation 1. Install pedal assembly on cab floor using capscrews, lockwashers and nuts. Tighten capscrews to standard torque. 2. Inspect control cable for corrosion and any deterioration that could cause the cable to bind. Replace if necessary. 3. Install cable clevis (4) into pedal assembly. Insert clevis pin (2) and cotter pin (3) into place. 4. Tighten jam nut to secure clevis in place. 5. Secure cable onto pedal assembly by installing cable anchor (1) in place. 6. Check operation of linkage and adjust if necessary. Refer to Section C, ‘‘Engine Components’’ for cable adjustment.
FIGURE 5-8. CONTROL CABLE REMOVAL 1. Cable Anchor 3. Cotter Pin 2. Clevis Pin 4. Clevis
N05011 4/94
Operator Controls and Instrument Panel
N5-13
1. Bearing 2. Clip 3. Pin 4. Block 5. Spring Clip 6. Pin 7. Spring 8. Bracket
FIGURE 5-9. THROTTLE CONTROL PEDAL 9. U-Bolt 17. Bracket 10. Lockwasher 18. Capscrew 11. Nut 19. Nut 12. Lever 20. Washer 13. Fork 21. Hanger 14. Pedal 22. U-Bolt 15. Pin 23. Shim 16. Spring Clip 24. Nut
Disassembly Note orientation of the cable hanger assembly during disassembly to insure correct cable routing when installed. 1. Remove spring clip (5, Figure 5-9) from pin (3) and remove pin (3) from block (4) and pedal. 2. Remove spring clip (16) from pivot pin (15) and separate pivot pin from pedal (14). 3. Remove block (4) from fork (push-rod) (13).
N5-14
25. Bolt 26. Nut 27. Bolt 28. Travel Stop 29. Clevis 30. Cotter Pin 31. Clevis Pin
4. Remove nuts (11) and lockwashers (10) from U-bolt (9) and bracket (8). 5. Separate fork (13) from pedal base and remove bellows (32). 6. Remove clip (2) from plate hanger (21). Separate bearing (1), lever (12) and spring (7) from plate hanger. Remove bolt (27) and travel stop (28) from lever (12). 7. Remove spring clip (5) from pin (6) and separate fork from lever (12).
Operator Controls and Instrument Panel
N05011 4/94
Inspection
Assembly
1. Wash all parts in cleaning solvent and blow dry. 2. Check bellows (32) for cracks or cuts. 3. Inspect all parts for excessive wear. 4. Check spring (7) for corrosion. 5. Replace any damaged or worn components.
1. Mount fork (13, Figure 5-9) to lever (12) using pin (6) and spring clip (5). 2. Assemble plate hanger (21), bearing (1), spring (7) and lever (12) together and secure in position with clip (2). Mount bolt (27) and travel stop (28) to lever, if removed. 3. Mount rubber bellows (32) on pedal base and insert fork (push-rod) (13) through rubber bellows (32). 4. Mount plate hanger (21) and lever (12) assembly to pedal base using U-bolt (9), bracket (8), lockwashers (10) and nuts (11). Tighten nuts securely. 5. Thread block (4) onto fork (push-rod) (13). 6. Mount pedal (14) onto pedal base using pivot pin (15) and spring clip (16). 7. Slide pin (3) through block (4) and pedal and install mount spring clips (5). 8. Lubricate treadle mechanism with a light weight oil and check operation of unit.
N05011 4/94
Operator Controls and Instrument Panel
N5-15
NOTES
N5-16
Operator Controls and Instrument Panel
N05011 4/94
SECTION P LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION SPECIFICATIONS CHARTS SERVICE CAPACITIES . . . . . . . . . ANTI-FREEZE SPECIFICATIONS . . . OIL AND GREASE SPECIFICATIONS .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
. . . .
P2-1 P2-1 P2-1 P2-2
10 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . P2-3 100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-5 250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-7 1000 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . P2-9 5000 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . P2-10
P01008 4/92
Index
P1-1
NOTES
P1-2
Index
P01008 4/92
LUBRICATION AND SERVICE Preventive Maintenance will contribute to the long life and dependability of the HAULPAK® truck and its components. The use of proper lubricants and the performance of checks and adjustments at recommended intervals is most important. The service intervals presented here are in hours of operation and are recommended intervals in lieu of an oil analysis program which may determine different intervals. However, if truck is being operated under extreme conditions, some or all of the intervals may need to be shortened and the service performed more frequently.
210M SERVICE CAPACITIES
Cooling System Crankcase -- Cummins (includes lube oil filters) Hydraulic System (incl tank) Hydraulic Tank Fuel Tank Final Drive Front Spindle Transmission
Gallons
Liters
48 14.2
181.7 53.8
144 95 154 56 1 22
Periodic routine maintenance should include a thorough cleaning and washing of the complete truck. Periodic thorough cleaning is necessary to keep breathers free of mud build-up, linkage free moving, and to allow for careful inspection of all components (including main frame) for evidence of cracks, deterioration of rubber parts (deck bushings) and leakage. Local conditions should dictate the frequency of such periodic cleaning and inspection, but every 1,000 hours should be considered a minimum. Refer to manufacturer’s service manual when servicing the engine or any components of the Allison transmission system. Lubrication requirements are referenced to the lube key found in the Truck Lubrication Specifications Chart. For detailed service requirements for specific components, refer to the service manual section for that component (i.e. Section "G" for Final Drive, Section "H" for Suspensions, etc.).
5451 3601 583.7 212.2 3.8 83.4
COOLING SYSTEM ANTI--FREEZE RECOMMENDATIONS Ethylene Glycol Permanent Type Anti-Freeze
Percentage of Anti-Freeze 10 20 25 30 35 40 45 50 55 60
Protection to: °F + 23 + 16 + 11 +4 -3 -12 -23 -34 -48 -62
°C -5 -9 -11 -16 -19 -24 -30 -36 -44 -52
TEMPERATURE CHART FOR C-4 FLUIDS
Use only antifreeze that is compatible with engine as specified by engine manufacturer.
P02009 4/94
Lubrication and Service
P2-1
LUBRICATION LUBE KEY A AA
LUBRICATION SPECIFICATIONS -65o F TO -25o F -25o F TO + 32o F
TYPE LUBRICANT ENGINE OIL
+ 32o F T0 + 90o F
SEE ENG. MANUAL* SEE ENG. MANUAL* SEE ENG. MANUAL
LUBRICATING OIL
CHART
ABOVE 90o F SEE ENG. MANUAL
SAE 10W
SAE 10W
SAE 10W
SAE 10W
B
MULTI-PURPOSE GREASE
MIL-G-10924B
MIL-G-10924B
MIL-G-10924B
MIL-G-10924B
C
MULTI-PURPOSE GEAR OIL
MIL-L-2105C SAE 75W
MIL-L-2105C SAE 80W-90
MIL-L-2105C SAE 80W-90
MIL-L-2105C SAE 85W-140
D
HYDRAULIC OIL C-4
MIL-L-2104D SAE 10W
MIL-L-2104D SAE 10W
MIL-L-2104D SAE 10W
MIL-L-2104D SAE 10W
E
MOLYBDENUM DISULPHIDE GREASE -3% MIN
#0
#1
DESCRIPTION
SYM.
PTS.
LUBE KEY
10 HR
BODY HINGE PINS
1
2
E
GREASE
PANHARD ROD
2
2
E
GREASE
FINAL DRIVE
3
**
C
FINAL DRIVE BREATHER
4
**
HOIST CYLINDER PIVOTS
5
4
E
GREASE
FINAL DRIVE PIVOT PIN
6
1
E
GREASE
HYDRAULIC TANK
7
1
D
CHECK
HYDRAULIC FILTER
8
2
FRONT WHEEL BEARINGS
9
2
FUEL FILTERS
10
2
ENGINE AIR CLEANER
11
1
ENGINE LUBE FILTERS
12
2
STEERING BALL STUD/PIVOT
13
6
HYDRAULIC TANK BREATHER
14
2
ENGINE CRANKCASE OIL
15
1
TRANSMISSION OIL FILTER
16
1
TRANSMISSION OIL
17
1
TRANSMISSION COOLER FILTER
18
1
U-JOINT CROSSES
19
U-JOINT SLIP SPLINE SUSPENSION BEARINGS
#2 100 HR
250 HR
CHECK
#2 1000 HR
CHANGE
CLEAN
CHANGE CHANGE
C
CHECK CHANGE CHECK CHANGE
E
GREASE
A
CHECK
CHECK
CHANGE
CHANGE CHANGE
D
CHECK
4
B
GREASE
20
2
E
21
4
E
ENGINE CRANKCASE BREATHER
22
4
FUEL TANK BREATHER
23
1
FUEL TANK -- H20 & SEDIMENT
24
1
STEERING COLUMN BEARINGS
25
2
B
GREASE
THROTTLE CABLE LINK
26
2
AA
OIL
CAB DOOR HINGE
27
3
AA
OIL
CHANGE CHANGE
GREASE GREASE CLEAN CLEAN DRAIN
* AUXILIARY HEATERS REQUIRED BELOW -10o F. ** SEE MANUAL
WA9847
10 HOUR (DAILY) INSPECTION Prior to each operating shift, a "walk around" inspection should be performed. Check the truck for general condition. Look for evidence of hydraulic leaks; check all lights and mirrors for clean and unbroken lenses; check operator’s cab for clean and unbroken glass; check frame, sheet metal and body for cracks. Notify the proper maintenance authority if any discrepancies are found. Give particular attention to the following:
Truck Serial Number ____________________________ Site Unit Number ______________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________
COMMENTS
CHECK ALL FLUID LEVELS
√ ’d
INITIALS
a. Engine oil -NOTE: Refer to engine manufacturer service manual for oil recommendations.
b. Radiator -- Check coolant level and fill with proper mixture as shown in Cooling System Recommendation Chart. c. Battery -- Check electrolyte level and add water if necessary. d. Hydraulic tank -- Check oil level in tank, add if necessary. Lube key ‘‘D’’, C-4 hydraulic fluid. NOTE: Check hydraulic oil level with truck level, engine idling, body down, and oil warm. Oil should be visible in sight glass. -- DO NOT OVERFILL. -Check that breathers are open to atmosphere. Remove any debris or mud build-up. e. Transmission -- Check oil level. If necessary, add oil. Refer to Section "F" for "Transmission Fill Instructions". Lube key ‘‘D’’, C-4 hydraulic fluid. NOTE: Check transmission oil level with truck level, engine running, oil at operating temperature, and transmission in neutral. Oil level should be not more than half full in sight glass or just trickle from top (full) petcock (or should be just below the FULL mark). DO NOT OVERFILL. f. Fuel Tank -- Fill as required. g. Final drive -- Check oil level in sight glass. Truck should be on level surface; oil should fill sight glass. Check that breather Is open to atmosphere. Remove any debris or mud build-up.
P02009 4/94
Lubrication and Service
P2-3
10 HOUR (DAILY) INSPECTION (continued) AIR CLEANERS
COMMENTS
√ ’d
INITIALS
a. Check service indicator. If indicator shows red, replace with clean filters. Reset indicator by pressing button on top of indicator. b. Empty air cleaner dust cups. See Section ‘‘C’’ of the service manual. Remove and empty air cleaner dust cups. DRIVE BELTS a. Check alternator and fan belts for proper tension and condition. b. Inspect for alignment. ENGINE AND TURBOCHARGERS Inspect for leaks, vibrations or odd noises. TIRES
After each wheel mounting operation, recheck wheel mounting capscrew tightness after about five hours operation. Check again at the end of the shift and then periodically until all capscrews hold at the prescribed 300 ft.lbs. (407 N.m) torque. This requirement is prescribed for both front and rear wheels. a. Inspect for proper inflation and wear. b. Inspect for debris embedded in cuts or tread. LUBRICATION a. Panhard Rod -- Grease pins and bushings at grease fittings. Lube Key ‘‘E’’. (2 pts.) b. Final Drive Pivot Pin -- Grease bushing at grease fitting. Lube Key ‘‘E’’. (1 pt.) c. Body Hinge Pins -- Grease pins and bushings at grease fittings. Lube Key ‘‘E’’. (2 pts.) d. Hoist Cylinder Pivots -- Grease pins and bushings at grease fittings. Lube Key ‘‘E’’. (4 pts.) e. Steering Ball Studs/Pivot and Tie Rod -- Grease bearings and pins at grease fittings . Lube Key ‘‘E’’. (6 pts.) f. Suspension Bearings -- Grease pins and bushings at grease fittings. Lube Key ‘‘E’’. (4 pts.)
P2-4
Lubrication and Service
P02009 4/94
100 HOUR LUBRICATION AND MAINTENANCE CHECKS NOTE: 10 Hour service should be included with the following:
Truck Serial Number ____________________________ Site Unit Number _____________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________
COMMENTS
CAB
√ ’d
INITIALS
a. Steering Column Linkage -- Use hand gun and lubricate with grease. Lube Key ‘‘E’’. (2 pts.) b. Cab Door Hinges -- Oil hinges as necessary. Lube Key ‘‘AA’’ (SAE 10W). Check door & windows for proper operation, correct as required. c. Cab Air Filter -- Clean or replace. d. Cab Mounts -- Check rubber cab mounts, replace as required. e. Outside Mirrors And Lights -- Check for damage and operation, repair as required. f. Instrument Panel -- Check instruments for proper operation. Verify operation of all lights and warning devices. Check alternator charging rate. Correct as required. FRONT WHEEL -Check front wheel bearing oil level. Lube Key ‘‘C’’. NOTE: To check oil in front wheel hub, rotate wheel hub until one fill/drain hole is horizontal, and the other is "up", add lube oil as required. THROTTLE CABLE LINKAGE -Oil linkage with SAE 10W oil (Lube Key ‘‘AA’’). BRAKES -Check hydraulic brake control valve, brake calipers, brake pads, hoses and tubes for leaks or wear, repair as required. U-JOINTS/DRIVE SHAFTS -Use hand gun and lubricate at grease fittings on the cross and bearing assemblies and splines. Lube Key ‘‘E’’ (6 pts.). FUEL TANK -Drain water and sediment from fuel tank. HYDRAULIC TANK BREATHER -Remove spin-on breathers and check breathers for cleanliness. Replace as necessary.
P02009 4/94
Lubrication and Service
P2-5
100 HOUR LUBRICATION AND MAINTENANCE CHECKS (continued) COMMENTS
√ ’d
INITIALS
FINAL DRIVE -Check oil level. Add oil as required. Lube Key ‘‘C’’. FINAL DRIVE BREATHER -Remove and clean. REAR HYDRAIR SUSPENSION -Grease bearings. Lube Key ‘‘E’’. (4 pts.). SUSPENSIONS -Check suspension cylinders for leaks (more than 50% of dirt ring washed away). Check for proper extension. Refer to service manual, Section "H" if servicing is required.
P2-6
Lubrication and Service
P02009 4/94
250 HOUR LUBRICATION AND MAINTENANCE CHECKS NOTE: 10 Hour and 100 Hour service should be included with the following:
Truck Serial Number ____________________________ Site Unit Number ______________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________
COMMENTS
ENGINE
√ ’d
INITIALS
a. Crankcase Oil -- Change engine oil (use Lube Key ‘‘A’’ on Lubrication and Specification chart) and corrosion filters. b. Lube Oil Filters -- Change. c. By- Pass Filter -- Change. d. Other EngineChecks -• Remove primary air filters if indicator shows RED. Clean or replace as required. • Change safety filter when green dot disappears from wing nut on safety element. If safety element is disturbed, replace O-ring seal. • Check air filter cover gasket, replace as required. • Check radiator, water pump, hoses and pipes for leaks, replace or repair as required. • Check cooling system for correct coolant mixture. Add mixture as required. • Check exhaust manifolds, gaskets, pipes & exhaust box for leaks, repair as required. • Check lubrication hoses and pipes for leaks, replace or repair as required. FUEL FILTER AND STRAINER Change filter and strainer element. HYDRAULIC FILTERS Change 2 filter elements. OTHER CHECKS AND ADJUSTMENTS Check hydraulic tank, lines, valves and cylinders for leaks and/or wear, repair as required. Check orbitrol steering control unit for binding, steering column for excess play, hoses and tubes for wear or leaks, steering cylinders for excessive play or leaks, repair as required. Check parking brake actuator, hoses and tubes for leaks or wear, repair as required. Check parking brake adjustments (lining and linkage), adjust/repair as required.
P02009 4/94
Lubrication and Service
P2-7
NOTES
P2-8
Lubrication and Service
P02009 4/94
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS NOTE: All 10, 100, and 250 hour service points should be included with the following:
Truck Serial Number ____________________________ Site Unit Number ______________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________
COMMENTS
ENGINE -
√ ’d
INITIALS
Remove and clean breather elements. Check engine mounts, repair as required. Adjust/replace fuel injectors as required. Adjust intake and exhaust valves as required (Cummins recommends 1500 hours). FUEL TANK Remove breather and clean in solvent. Dry with air pressure. Drain water and sediment from fuel tank. TRANSMISSION Remove and clean magnetic plug and drain transmission oil. Remove and clean sump strainer. Remove, clean, oil and replace breather. Refill transmission oil. Lube Key ‘‘D’’. TRANSMISSION FILTERS Change transmission oil and oil cooler filter elements. HYDRAULIC TANK Drain hydraulic oil. Remove, clean magnetic plug. Change filter elements. Refill with oil. Use Lube Key ‘‘D’’, C-4 hydraulic fluid. HYDRAULIC TANK BREATHER Install new breather. FINAL DRIVE Change final drive oil. Lube Key ‘‘C’’. Fill final drive housing at rear fill plug until oil level is at bottom of fill hole. Oil must flow from center housing out to both planetaries; add oil until level is maintained at bottom of hole. Allow approximately 15 minutes for proper fill. NOTE: Long, high speed runs and high operating temperature may require a more frequent change interval.
P02009 4/94
Lubrication and Service
P2-9
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS (continued) COMMENTS
√ ’d
INITIALS
OTHER CHECKS AND ADJUSTMENTS Check and record hydraulic pressures: - Steering pressure RH and LH -2750 psi (19.0 MPa). - Hoist up pressure -- 2750 psi (19.0 MPa). - Hoist down pressure -- 1000 psi (6.9 MPa). - Hoist valve pilot pressure -- 125 psi (0.9 MPa). - Brake pressure - all wheels. - Correct hydraulic pressure as required. - Check Rear Oil Brake Disc Wear (Use tool installed; Refer to service manual, Section "J", Rear Wet Disc Brakes) Check steering and brake accumulator precharge pressure -- 1050 psi (7.2 MPa). NOTE: SERVICE ACCUMULATORS WITH DRY NITROGEN ONLY.
NOTE: For specific checkout procedures or additional information, refer to service manual.
P2-10
Lubrication and Service
P02009 4/94
5000 HOUR LUBRICATION AND MAINTENANCE CHECKS NOTE: All 10, 100, 250, and 1000 hour service points should be included with the following:
Truck Serial Number ____________________________ Site Unit Number ______________________________ Date:______________Hour Meter_________________ Serviceperson Name___________________________
COMMENTS
FRONT WHEELS -
√ ’d
INITIALS
Drain oil and check bearing preload as covered in Section ‘‘G’’ of the Service Manual. Use Lube Key ‘‘C’’. AIR CLEANER Clean the Donaclone Tubes in the pre-cleaner section of the air filter. Use low pressure cold water or low pressure air to clean tubes. NOTE: Do not use a hot pressure washer or high pressure air to clean tubes because pre-cleaner tubes will distort. STEERING CONTROL FILTER Change or clean in-line filter at orbitrol steering control unit inlet line. RADIATOR Clean cooling system with a quality cleaning compound. Flush with water. Refill system with antifreeze and water solution. Check Cooling System Recommendation Chart for correct mixture. Maintain cooling system according to engine manufacturer’s recommendations.
NOTE: For additional or more specific information, refer to service manual.
P02009 4/94
Lubrication and Service
P2-11
NOTES
P2-12
Lubrication and Service
P02009 4/94
SECTION Q ALPHABETICAL INDEX A Accumulator Brake . . . . . . . . . . . . . . . . Shuttle Valve . . . . . . . . . . . . . Steering . . . . . . . . . . . . . . . Actuator, Park Brake . . . . . . . . . Air Cleaner Engine . . . . . . . . . . . Pre-cleaner Section . . . . . . . . . Air Conditioning Circuit . . . . . . . . Air Conditioning System . . . . . . . . Charging . . . . . . . . . . . . . . . Components . . . . . . . . . . . . . Discharging . . . . . . . . . . . . . . Evacuating . . . . . . . . . . . . . . Repair . . . . . . . . . . . . . . . . Servicing . . . . . . . . . . . . . . . Troubleshooting . . . . . . . . . . . Alternator . . . . . . . . . . . . . . . . Automatic Positive Locking Differential Auxiliary Manifold . . . . . . . . . . .
B (cont’d) . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . .
L6-1 J2-2 L6-1 J7-2 C5-1 C5-4 D3-7 M9-1 M9-20 M9-3 M9-13 M9-19 M9-15 M9-6 M9-22 . D2-3 M12-1 . L7-2
B Backup Horn . . . . . . . . . . . . . . Backlash Adjustment, Ring and Pinion Ball Stud Bearing . . . . . . . . . . . . Battery Charging Circuit . . . . . . . . . . . Charging Components . . . . . . . . Equalizer . . . . . . . . . . . . . . . Bearing, Front Wheel Adjustment . . . Bleeddown Solenoid Valve . . . . . . . Body Pads . . . . . . . . . . . . . . . Body Pivot Pins . . . . . . . . . . . . Body Position Indicator . . . . . . . . Body-Up Limit Switch Adjustment . . . Body Up Pin . . . . . . . . . . . . . . Brake, Parking . . . . . . . . . . . . . Brakes, Service Accumulators . . . . . . . . . . . . . Bleeding (Front) . . . . . . . . . . . Bleeding (Rear) . . . . . . . . . . . Brake Lock (Circuit) . . . . . . . . . Brake Lock Shuttle Valve . . . . . . Brake Lock Valve . . . . . . . . . . Caliper Repair . . . . . . . . . . . . Circuit . . . . . . . . . . . . . . . . .
Q01014 9/90
. . . . D4-5 . . . G5-12 . . . G3-5 . . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. D2-5 . D2-6 . D2-1 G3-2 . L4-3 . B3-3 . B3-2 . B3-4 . B3-4 . B3-3 . J7-1
. . . . . . . .
. . . . . . . .
. . . . . . . .
. J2-2 . J5-4 J6-13 . D3-2 . J2-3 . J2-3 . J5-2 . J2-1
Brakes, Service (cont’d) Disc (Front) . . . . . . . . . . Disc Pack Thicknesses (Rear) Lining Replacement . . . . . . Manifold . . . . . . . . . . . . Pressure Warning Switch . . . Rear Brake Shuttle Valves . . Treadle Valve, Service . . . . Treadle Valve, Retarder . . . Burnishing, Park Brake . . . . . Burnishing Procedures (Front) .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . . . .
. . .
G3-2 J6-12 J5-1 J2-3 J2-3 . J2-5 . J3-2 J3-10 J7-4 . J5-4
C Cab . . . . . . . . . . . . . . Heater . . . . . . . . . . . . Calipers, Front . . . . . . . . Carrier Bearing . . . . . . . . Cautions and Warnings . . . . Charts Metric Conversions . . . . . Standard Torques . . . . . . Check Valves, Hoist Circuit . . Circuits (Electric) Air Conditioner . . . . . . . Auto/Manual (Transmission) Backup Horn . . . . . . . . Battery, Charging . . . . . . Brake Lock . . . . . . . . . Control Power . . . . . . . Gauge & Tachometer . . . . Heater . . . . . . . . . . . Hoist Control . . . . . . . . Hoist Interlock . . . . . . . Hourmeter . . . . . . . . . Indicator, Warning Light . . Light . . . . . . . . . . . . Speedometer . . . . . . . . Starter . . . . . . . . . . . Transmission Control . . . . Windshield Wiper . . . . . . Controls, Operator . . . . . . Cooling System . . . . . . .
Alphabetical Index
. . . . .
N2-1 N4-4 J5-1 G5-12 . A4-1
. . . . . . . . A5-1 . . . . . . . . A5-1 . L7-2, L10-9, L10-10 . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . D3-6 . . D3-2 . . D4-5 D2-3, 4-3 . . D3-2 . . D4-5 . . D3-3 . . D3-7 . . D3-5 . . D4-5 . . D3-3 . . D3-3 . . D3-6 . . D3-3 D3-8, D4-5 . . . D4-1 . . . D3-1 . . . N5-1 . . . C3-1
Q1-1
D
H (cont’d)
Differential . . . . . . . . . . . . . . . Automatic Positive Locking Differential Deck Structure . . . . . . . . . . . . . Dump Body . . . . . . . . . . . . . . .
G5-3, G5-5 . . M12-1 B2-1, N2-3 . . . . B3-1
E Electrical Schematic . . Electrical Supply System Element, Washing . . . Emergency Apply Valve Engine . . . . . . . . . Oil Pressure Switch . Shut-Down Circuit . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
. . . . . . .
Section R . . D2-1 . . . C5-3 . . J2-3 . . C4-1 . . . D3-3 . . . D3-6
Filter Air Cleaning . . . . . . . . . . . . . . Replacement . . . . . . . . . . . Final Drive . . . . . . . . . . . . . Final Drive Driveline . . . . . . . . Final Drive Planetaries & Wheel Hub Floating Ring Seal . . . . . . . . . Seal Carrier Dimension . . . . . . Front Wheel Hub & Spindles . . . . Fuel Tank . . . . . . . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
. . . . . . . . .
F . C5-3 . C5-1 . G5-1 . . F5-1 . G6-1 . J6-7 . . J6-3 . G3-1 . B4-1
G
Indicator Light Circuit . . . . . . . . . . . . . D3-3 Instrument Panel . . . . . . . . . . . . . . . N5-1
K
N5-1 D3-2 C3-2
H
Q1-2
I
Keyswitch . . . . . . . . . . . . . . . . . . . D4-6
Gauges . . . . . . . . . . . . . . . . . . . . Gauge, Circuit . . . . . . . . . . . . . . . . Grille & Hood . . . . . . . . . . . . . . . . .
Heat Exchanger . . . . . . . Heater Circuit . . . . . . . . . Heater, Cab . . . . . . . . . . Water Control Valve . . . . . Hoist Auxiliary Manifold . . . Hoist Circuit . . . . . . . . . Hoist Circuit Checkouts . . . Hoist Circuit Pressures . . . . Hoist Circuit Operation . . . . Hoist Cylinder . . . . . . . . Hoist Overcenter Valve . . . Hoist Pump . . . . . . . . . . Hoist Valve . . . . . . . . . . Hoist Valve Pilot Pressure . . Horn Circuit . . . . . . . . . Hourmeter/Tachometer Circuit Hot Start . . . . . . . . . . .
Hub, Front Wheel . . . . . . . . . . . . . . . G3-1 HYDRAIR® Suspension Charging . . . . . . . . . . . . . . . . . . . H4-1 Front . . . . . . . . . . . . . . . . . . . . . H2-1 Rear . . . . . . . . . . . . . . . . . . . . . H3-1 Spherical Bearing (Rear) . . . . . . . . . . H3-4 Hydraulic Circuit Description . . . . . . . . . . . . . . L2-1 Diagram . . . . . . . . . . Schematics, Section R Filter Pressure Switch . . . . . . . . . . . . L3-12 Hydraulic Filter(s) . . . . . . . . . . . . . . L3-10 Pump Specifications . . . . . . . . . . . . L6-21 Steering Brake Pump Repair . . . . . . . . L6-7 Steering Circuit . . . . . . . . . . . . . . . L4-1 System . . . . . . . . . . . . . . . . . . . L2-1 Tank . . . . . . . . . . . . . . . . . . . . . L3-9 Breathers . . . . . . . . . . . . . . . . . L3-10
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. C3-4 D3-6 N4-4 N4-4 . L7-2 . L8-1 L10-6 L10-7 . L7-1 . L8-4 . L7-2 . L3-1 . L8-1 L10-6 . D3-1 . D3-3 M7-1
L Light Circuit . . . . . . . . . . . . . . Low Brake Pressure Detection Module Low Pressure Sensing Valve . . . . . Lubrication . . . . . . . . . . . . . . .
. . . .
. . . .
. . . .
. D3-6 . J3-1 . J2-2 . P2-1
. . . .
. . . .
. . . .
. J3-1 . J2-5 . D4-5 . A5-1
M Manifold, Brake . . . . . . . . . Manifold, Stop Light and Tee . . Manual/Auto Maintenance Switch Metric Conversion Chart . . . . .
. . . .
. . . .
. . . .
N Nitrogen Charging, Accumulators, . . . . . . . L6-1 Nitrogen Charging, Suspensions . . . . . . . H4-3
Alphabetical Index
Q01014 9/90
O
R
Oil Cooled Disc Brakes (Rear) . . . . . . . . . J6-1 Bleeding Procedure (Rear) . . . . . . . . . J6-13 Brake Disc Wear Indicator . . . . . . . . . J6-14 Brake Circuit . . . . . . . . . . . . . . . . . J2-1 Circuit Check-Out Procedure . . . . . . . . . J4-1 Circuit Component Service . . . . . . . . . . J3-1 Diagram (Hydraulic) . . . Schematics, Section R Disc Pack Specifications . . . . . . . . . . J6-12 Heat Exchanger . . . . . . . . . . . . . . . C3-4 Oil Temperature Warning Switch . . . . . . . D3-5 Piston . . . . . . . . . . . . . . . . . . . . . J6-6 Return Spring Specifications . . . . . . . . . J6-6 Oil Cooled Disc Brakes (cont’d) Seal Assembly/Installation . . . . . . . . . . J6-7 Oil Pressure Gauge, (Engine) . . . . . . . . . D3-3 Oil Pressure Sensor . . . . . . . . . . . . . . D3-3 Oil Pressure Switch . . . . . . . . . . . . . . D3-3 Operators Cab . . . . . . . . . . . . . . . . . N2-1 Seat . . . . . . . . . . . . . . . . . . . . . N4-1 Operator Controls . . . . . . . . . . . . . . . N5-1 Retarder Operation . . . . . . . . . . . . . . N5-8 Throttle Pedal . . . . . . . . . . . . . . . N5-13
P Panel, Instrument . . . . . . . . Panhard Rod Bearing . . . . . . Park Brake . . . . . . . . . . . . Park Brake Actuator . . . . . . . Park Brake Circuit . . . . . . . . Parking Brake-Hoist Valve Circuit Power Down Pressure . . . . . . Power Take-Off . . . . . . . . . Pressure Relief Valve, Adjusting . Pump, Hoist . . . . . . . . . . . Pump, Steering . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
Radiator . . . . . . . . . . Radiator Shutters . . . . . Relay Box . . . . . . . . . Rear Brake Shuttle Valves Rear Wet Disc Brakes . . Retarder Operation . . . . Retarder Treadle Valve . . Return Hydraulic Filter(s) .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
Safety Rules . . . . . . . . . . Seat, Operators . . . . . . . . . Service Brake, Treadle Valve . . Shutters, Radiator . . . . . . . . Shuttle Valves, Rear Brake . . Solenoid, Start . . . . . . . . . Special Tools . . . . . . . . . . Specifications . . . . . . . . . . Speedometer . . . . . . . . . . Spider Gear . . . . . . . . . . . Spindle . . . . . . . . . . . . . Start Solenoid . . . . . . . . . . Starter, 24V . . . . . . . . . . . Steering Bleeddown Circuit . . . Steering Circuit . . . . . . . . . Steering Control Valve . . . . . Steering Cylinders . . . . . . . Steering Pressure Switch . . . . Structures Body Pads . . . . . . . . . . . Body Pivot Pins . . . . . . . . Body Position Indicatior . . . . Body-Up Pin . . . . . . . . . . Cowl and Hood . . . . . . . . Decks . . . . . . . . . . . . . Dump Body . . . . . . . . . . Fuel Tank . . . . . . . . . . . Liner Plates/Body Repair . . . Rock Ejectors . . . . . . . . . Switch, Body-Up Limit . . . . . Switch, Brake Pressure Warning System, Electrical . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . . . . .
. . . . . . . . . .
. . . . . . .
C3-1 M19-1 D4-6 . J2-5 J6-1 N5-8 J3-10 L3-10
S
. . . . . . . . . . .
. N5-4 G4-3 . J7-1 . J7-2 . D3-2 . L7-2 L10-7 . F4-1 L10-7 . L3-1 . L4-1
Quick Fuel Systems . . . . . . . . . . . . .
M5-1
Q01014 9/90
Alphabetical Index
Q
. . . . . . . .
. . . . . . . . . . . . . . . . .
A3-1 N4-1 J3-2 M19-1 J2-5 D4-6 M8-1 A2-1 D3-3 G5-8 G3-1 D4-6 D3-8 D3-5 L4-1 L5-1 L4-3 L4-3
. . B2-1 . . B2-1 . . B3-4 . . B3-3 . . B2-1 . . B2-1 . . B3-1 . . B4-1 . . B3-4 . . B3-4 B3-4, D3-5 . . . J2-5 . . . D2-1
Q1-3
T Tachometer Circuit . . . . . . . . Tank, Hydraulic . . . . . . . . . . Tank, Fuel . . . . . . . . . . . . Throttle Control Pedal . . . . . . Tires and Rims . . . . . . . . . . Front . . . . . . . . . . . . . . Rear . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . Tire Matching . . . . . . . . . . Toe-In Adjustment . . . . . . . . Torque Chart, Standard . . . . . . Transmission . . . . . . . . . . . Transmission Circuit Components Check Light . . . . . . . . . . . "Do Not Shift" Light . . . . . . . Transmission Control Circuits . . Transmission Drive Line . . . . . Transmission Filter . . . . . . . . Transmission Heat Exchanger . . Troubleshooting Air Conditioning . . . . . . . . . Brake System . . . . . . . . . . Hydraulic System . . . . . . . .
V . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
. D3-3 . L3-9 . B4-1 . N5-13 . G2-1 . G2-3 . G2-4 . G2-2 . G2-5 . G3-6 . A5-1 . . F2-1 . D4-6 . D4-1 . D4-1 . D4-3 . F5-1 . F2-4 . F3-1
. . . . . M9-22 . . . . . . J2-5 . . . . . . L10-8
Valves Accumulator Charging Valve . . . . . . . . L6-4 Accumulator Discharging Valve . . . . . . . J2-2 Accumulator Shuttle Valve . . . . . . . . . . J2-2 Auxiliary Valve Adjustment . . . . . . . . L10-6 Brake Lock Shuttle Valve . . . . . . . . . . J2-3 Brake Lock Solenoid Valve . . . . . . . . . J2-3 Brake Manifold Shuttle Valve . . . . . . . . J2-3 Check Valves, Hoist Circuit . L7-2, L10-9, L10-10 Emergency Apply Valve . . . . . . . . . . . J2-3 Hoist Valve . . . . . . . . . . . . . . . . . . L8-1 Low-Pressure Sensing Shuttle . . . . . . . . J2-2 Overcenter Valve . . . . . . . . . . . . . . L7-2 Pressure Reducing Valve . . . . . . . . . . L7-2 Retarder Treadle Valve . . . . . . . . . . J3-10 Service Brake Treadle Valve . . . . . . . . J3-2 Shuttle Valves Accumulator Shuttle Valve . . . . . . . . . J2-2 Brake Lock Shuttle Valve . . . . . . . . . J2-3 Rear Brake Shuttle Valves . . . . . . . . J2-5 Service Brake/Retarder Shuttle Valve . . . J2-4 Steering Bleeddown Solenoid Valve . . . . . D3-5 Steering Control Valve . . . . . . . . . . . . L5-1
W Warning Lights . . . . . . . Warnings and Cautions . . Warning Light Circuit . . . Wet Disc Brakes, Rear . . Wheel Hub Removal, Rear Wheel Speed Disc Brake . Windshield Washer . . . . Windshield Wiper Circuit .
Q1-4
Alphabetical Index
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . .
D4-5, N5-9 . . . A4-1 . . . D3-3 . . . J6-1 . . . G6-1 . . . J5-1 . . . D3-1 . . . D3-1
Q01014 9/90
SECTION R SYSTEM SCHEMATICS INDEX
ELECTRIC SCHEMATIC (3 Fold-Out Pages) . . . . . . . . . . . . . . . . . . . . . . . . .
HE 403
HYDRAULIC SYSTEM SCHEMATIC (1 Fold-Out Page) . . . . . . . . . . . . . . . . . . . . HH 311 (With Rexroth Steering/Brake Pump and Rear Oil-Cooled Disc Brakes)
ALLISON TRANSMISSION (CLT 5963/6063) HYDRAULIC SCHEMATIC . . . . . . . . AT 5/6-HO12
R01005 8/95
Schematics
R1-1
NOTES
R1-2
Schematics
R01005 8/95