Professional Documents
Culture Documents
Table of Contents
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Transmission oil pressure 500 psi (max) At high idle rpm in all gears
360 psi (min) At low idle rpm in R-N-1
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6 Reference Material
Service Training
773D Off highway Truck
FINAL DRIVE
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Brake pump flow (Gear) 97 lpm at 800 psi and 2100 RPM
Brake pump flow (electrical) 19 lpm at 1800 RPM
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WEIGHT DISTRIBUTION
DIMENSIONS
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The power train is made up of four basic systems. The following systems are
the four systems:
The operation of the power train begins at the Power Train Electronic Control
Module (Power Train ECM). The Power Train ECM receives information of
the selected speed of operation through the shift lever switch in the electrical
system. The Power Train ECM uses the information from several switches and
sensors in the electrical system to control the power train hydraulic system. This
is done by energizing the appropriate solenoids.
The torque converter has a lockup clutch for direct drive and a one-way clutch
for torque converter drive mode. During the torque converter drive mode, the
torque converter hydraulically drives the transmission. The torque converter is
fastened directly to the flywheel of the engine.
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The basic components of the transmission hydraulic control group are downshift
solenoid, upshift solenoid, pressure control valve, selector valve and rotary
actuator. The solenoids are the connection between the electrical and hydraulic
systems. The solenoids are activated electrically and send oil to the rotary
actuator. The actuator turns the rotary selector spool in the selector valve which
sends pilot oil to the pressure control valve. The pressure control valve then
sends oil at the correct rate to smoothly engage the correct clutches in the
transmission.
The transmission (3) has seven forward speeds and one reverse speed. The
selection of speed is done manually, in REVERSE, NEUTRAL and FIRST. The
selection of SECOND through SEVENTH speeds is done automatically.
REVERSE is torque converter drive only. FIRST has both a torque converter
drive and a direct drive. SECOND through SEVENTH speeds are direct drive
only with a very short time of converter drive during transmission clutch
engagement to make shifts smooth.
The transmission output shaft is fastened directly to the differential and bevel
gear (1). The differential and bevel gear are fastened directly to the rear axle
housing. After the transmission and torque converter are connected, power can
now be supplied from the engine through the torque converter and transmission
to the differential. The rear axles mechanically connect the differential to the final
drives. The final drives are connected to the rear wheels. Power is then sent to
the tires.
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Brief Summary of 1. The shift lever switch selects the desired speed and direction.
Operation
2. The transmission speed sensor magnetically measures tne transmission
speed.
3. The Power Train ECM determines the proper moment for shifting by using
the signals from the transmission speed sensor, tne shift lever switch and the
transmission gear switch. The Power Train ECM activates the solenoids in
order to make shifts.
4. The hoist control position sensor prevents any reverse operation of the
transmission during the raise operation of the dump body. The hoist control
position sensor also prevents any reverse operation of the transmission
during the lowering operation of the dump body. The dump body position
sensor will signal the limiting function on the gears. This limits the speed of
the machine while the dump body is up.
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5. The switch for the parking and secondary brake and the retarder and
service brake switch send input signals to the Power Train ECM. When the
secondary parking brake switch or the retarder and service brake switch
are activated, the antihunt timer is deactivated. When the service brake and
retarder switch is activated, the Power Train ECM will allow rapid speed
shifts.
8. When the lockup clutch solenoid is activated, pressure oil is sent to the
modulation reduction valve of the lockup clutch valve. The oil engages the
lockup clutch of the torque converter for direct drive.
9. The transmission gear switch tells the Power Train ECM the engaged gear
of the transmission. The transmission gear switch is mechanically turned by
the rotary selector spool.
10. The Power Train ECM uses the Caterpillar Data Link to communicate with
the Caterpillar Monitoring System. The Caterpillar Monitoring System
informs the operator of the transmission gear that is actually engaged.
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Torque Converter
In the converter the impeller is driven by the engine flywheel. The turbine is
connected to the output shaft. The lock up clutch permits the machine to
operate in the direct drive. The one way clutch holds the stator when the torque
converter is in converter drive mode. The oil for the torque converter comes
from the inlet relief valve of the transmission selector and pressure control valve.
The impeller directs the oil to the blades of the turbine and causes the turbine to
rotate. The oil leaving the turbine is directed to the stator causes the stator to try
to turn in the opposite direction. This movement of the stator causes the rollers
of the one way clutch to move between the stator and the carrier for the stator.
This locks the stator and directs the oil from the turbine to the impeller. A small
portion of the oil goes through the outlet passage of the converter. The oil which
is redirected onto the impeller has energy and flows in the direction of the
impeller, multiplies the torque output of the converter.
As the speed of the turbine increases with impeller the directed oil from the
turbine turns the stator in the same direction of the turbine. Due to this the cam
of the one way clutch turns causing the rollers to move out from the wedged
condition in the tapered openings. The mechanical connection between the cam
and the race is broken. At this condition the stator and the cam turn freely and
the stator does not send the oil back to the impeller, simultaneously due to the
increased speed of the turbine the power train ECM sends signal to the lock up
solenoid for supplying the pressurized oil to the lock up piston to mechanically
connect the engine and the turbine (Isolating the converter mode function) for
direct drive operation.
The drive shaft connects output shaft of the torque converter to the transfer
gears whose driven gear is connected to the input of the planetary transmission.
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One-way Clutch
Direct Drive
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Torque Converter
Drive
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A part of the delivered oil from the transmission charging pump enters the
lockup clutch & solenoid valve at the pressure reduction valve which sends the
oil to
(In the pressure reduction valve the incoming oil flows through an orifice,
opening the ball check valve, to the slug chamber at the end of the valve and the
pressurized oil acts against the spring of the spool, moves the spool to close the
pilot passage and open the drain passage. This controls the pressure of the pilot
oil). The pump supply oil to the modulation reduction remains full at pump
pressure. The power train ECM energizes the lock up clutch solenoid when the
direct drive is necessary. Due to this passage in the solenoid valve opens, the
incoming oil pushes the shuttle valve ball and closes the drain passage and
enters the top of the selector piston. The pressure of this oil moves the
modulation valve and allows the pump oil to flow to the lock up clutch and
gradually increases the pressure on the lock up piston to change the converter
drive to direct drive.
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Transmission Description
The Power Train ECM will activate the lockup clutch solenoid when direct
drive is neccessary. When the lockup clutch solenoid is activated, the lockup
clutch is hydraulically engaged. The rotating housing of the torque converter
becomes mechanically connected to the output shaft of the torque converter
through the lockup clutch. The drive shaft mechanically connects the torque
converter to the transfer gears. The transfer gears are fastened directly to the
transmission. When the lockup clutch is not activated, the torque converter
drives the transmission hydraulically.
The upshift solenoid and the downshift solenoid hydraulically activate the rotary
actuator of the transmission. Movement of the rotary actuator mechanically
selects the position of the rotary selector spool. The flow through the rotary
selector spool hydraulically activates the correct valves in the pressure control
valve. These valves engage the correct transmission clutches. This mechanically
connects the transmission input shaft to the output shaft and to the differential.
The transmission will not drive the output shaft unless power is flowing through
the torque converter. The power that is flowing through the torque converter
can be hydraulic or mechanical.
The transmission has forward speeds and one reverse speed. The selection of
reverse, neutral or first speed is done manually. The selection of second speed
through the highest speed is done automatically.
Reverse uses only the torque converter drive mode. First speed has both a
torque converter drive and a direct drive. All speeds above first speed use the
direct drive. The torque converter will be in torque converter drive for a short
time during transmission shifts. This provides smoother engagement of the
transmission clutch. The transmission output shaft is fastened directly to the
differential and the bevel gear. The differential and the bevel gear are fastened
directly to the rear axle housing.
Power is supplied from the engine to the torque converter. Power goes from the
torque converter to the transfer gears. The power then goes to the transmission.
If the transmission is in gear, power flows from the transmission to the
differential. The rear axles mechanically connect the differential to the final
drives. The final drives are connected to the rear wheels. Power is then sent to
the tires.
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The lower section of the torque converter housing is the torque converter sump.
The torque converter sump is the oil sump for power train system.
The power train gear pump is located at the rear of the torque converter. This is
a two-section gear pump. The rear section is the power train scavenge pump
section and the front section is the power train charging pump section.
The power train scavenge pump section will pull oil through the magnetic
screen. The magnetic screen is located at the bottom of the transmission case.
The oil from the bottom of the transmission case is transferred into the torque
converter sump.
The power train charging pump section pulls oil from the torque converter sump
through a suction screen. Oil flows from the power train charging pump section
to the power train oil filter. The flow of oil is split after going through the power
train oil filter. Some of the oil is sent to the torque converter lockup clutch and
solenoid valve. The rest of the oil is sent to the transmission hydraulic control.
The oil that is sent to the torque converter lockup clutch and solenoid valve is
used to engage the torque converter lockup clutch. When the lockup clutch
solenoid is energized by the Power Train ECM, the lockup clutch valve will
send oil to the lockup clutch. The lockup clutch is engaged. The machine will be
in direct drive. When the lockup clutch solenoid is de-energized the lockup
clutch valve will allow the oil in the lockup clutch to drain to the torque
converter housing. The lockup clutch will disengage and the machine will be in
torque converter drive.
The oil that is sent to the transmission hydraulic control also is sent to the upshift
solenoid and the downshift solenoid. The basic components of the transmission
hydraulic control are the rotary actuator, the selector and pressure control
valve, and the pressure control valve.
When the upshift solenoid or the downshift solenoid is activated, oil is sent to
the rotary actuator. The rotary actuator turns the rotary selector spool in the
selector and pressure control valve. This sends oil to the pressure control valve.
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The pressure control valve sends oil at the correct rate so that the correct
clutches in the transmission are engaged smoothly.
The rotary selector spool can be manually moved through all the positions when
the engine is stopped. This is done by removing a plug on the side of the
transmission case. The rotary selector spool is in the NEUTRAL position when
the spool is turned manually in a clockwise direction to the farthest point. The
counterclockwise order of each detent position after the NEUTRAL position is
REVERSE, FIRST, SECOND, THIRD, FOURTH, FIFTH, SIXTH,
SEVENTH and EIGHTH speed. SEVENTH and EIGHTH speed may not be
used.
The relief valve in the selector and pressure control valve will control the
maximum pressure in the transmission charging system. When the relief valve
opens oil is sent past the torque converter inlet relief valve and to the torque
converter. If the torque converter inlet oil pressure gets too high, the torque
converter inlet relief valve will open. This oil will flow into into the transmission
case.
The oil that is sent to the torque converter is used as the hydraulic coupling
inside the torque converter. The oil exits the torque converter through the torque
converter outlet relief valve. The torque converter outlet valve will control the
pressure of the oil inside the torque converter in order to keep the torque
converter full of oil at all times.
The oil flows from the torque converter outlet relief valve to the power train oil
cooler. The oil is sent from the power train oil cooler to the transmission for
lubrication. The transmission lubrication oil flows through the transfer gears and
the transmission. This oil is used for cooling and for lubrication. This oil is then
deposited in the transmission case.
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Gear Pump
(Power Train)
Power train charging pump section (1) is located on the drive end of the power
train gear pump. This pump section takes oil from the torque converter sump.
The oil flows through a suction screen. The oil is then sent to the power train oil
filter (3). The oil is then split. Some of the oil is sent to the torque converter
lockup clutch and solenoid valve. This oil is used to engage the torque converter
lockup clutch. The rest of the oil is sent to the transmission hydraulic control.
This oil will be used to engage the proper clutches in the transmission. Some oil
will flow from the transmission hydraulic control to the torque converter. This oil
will be used as the hydraulic coupling during torque converter drive. Oil that
leaves the torque converter is sent to the power train oil cooler. The oil will flow
from the power train oil cooler to the transfer gears and to the transmission for
lubrication.
Power train scavenge pump section (2) takes oil from the transmission case
reservoir. The oil flows from the transmission case reservoir through a magnetic
screen. The oil flows from the magnetic screen to power train scavenge pump
section (2). Oil will flow from power train scavenge pump section (2) to the
torque converter sump.
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Magnetic Screen
(Transmission)
The magnetic screen is fastened to transmission case reservoir (4). As the oil
flows through tube assembly (1), the oil flows through the openings that are
between magnets (2). The magnets are installed on the tube assembly so that
the same magnetic ends are next to each other.
As the oil flows over magnets (2), metal particles are stopped by magnets (2).
The oil then flows through screen (3). Other foreign particles are stopped as the
oil flows through screen (3). The particles are not allowed to go into the power
train system. The oil flows from screen (3) to the power train scavenge pump
section of the power train gear pump. The oil is sent back to the torque
converter sump.
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Oil Filter Power train oil filter (1) is fastened to the left side of the main frame rail behind
(Power Train) the front wheel. The oil sampling valve (3) is located on power train oil filter (1).
Oil from the power train charging pump section flows to power train oil filter (1)
through inlet (2). Power train oil filter (1) has two filter elements. During normal
operation, the oil flows through the elements. The oil flows from the elements to
outlet (5) and to outlet (6). The oil that flows through outlet (5) is sent to the
transmission hydraulic control. This oil is used to engage the proper clutches in
the transmission. Some oil will flow from the transmission hydraulic control to
the torque converter.
This oil will be used as the hydraulic coupling during torque converter drive. Oil
that leaves the torque converter is sent to the power train oil cooler. The oil will
flow from the power train oil cooler to the transfer gears and to the transmission
for lubrication. The oil that flows through outlet (6) is sent to the torque
converter lockup clutch and solenoid valve. This oil is used to engage the torque
converter lockup clutch. The filter elements stop any debris that is in the oil.
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Transmission
Hydraulic Control
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Rotary actuator (2) This actuator controls movement of the rotary selector spool in selector and
pressure control valve (5).
Pressure control valve (3) This valve controls oil flow, the rate of pressure increase and of pressure
decrease, and oil pressure in the clutches.
Downshift solenoid (4) This solenoid controls the movement of rotary actuator (2) during downshifts.
Selector and pressure This valve controls system pressure and the amount and direction of
control valve (5) pilot pressure oil that is sent to pressure control valve (3).
Manifold (7) This manifold sends pump oil to rotary actuator (2).
Torque converter inlet This relief valve controls the pressure of the inlet oil to the torque
relief valve (9) converter.
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Neutralizer valve (4) When the transmission is not in NEUTRAL and the engine is started, this valve
stops the flow of pilot oil to rotary selector spool (7).
Rotary selector spool (5) This valve sends pilot oil to the pressure control valve. This pilot oil determines
the transmission clutches that will be engaged.
Relief valve (9) This valve controls the maximum pressure in the transmission hydraulic system.
Torque converter inlet This valve controls the maximum inlet oil pressure to the torque
relief valve (10) converter.
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Valve Station
(Clutch Released)
This schematic shows the positions of the valve station components at the start
of modulation before the clutch is fully engaged (primary pressure). Valve
movement is initiated when pilot oil from the rotary selector spool moves the
selector piston to the left as shown. Movement of the selector piston
accomplishes two purposes:
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Valve Station
(Clutch Filling)
Compressing the load piston springs moves the reduction valve spool to the left
against the force of the inner spring. This movement opens the supply passage
(from the pump) and permits pressure oil to flow to the clutch. As the clutch
fills, pressure oil opens the ball check valve and fills the slug chamber at the left
end of the reduction valve spool. At the same time, oil flows through the load
piston orifice and fills the chamber between the end of the load piston and the
selector piston. The load piston orifice provides a pressure drop and time elay
in the flow of oil to the load piston chamber. This condition helps control the
rate of modulation. Filling the load piston chamber is made possible when the
selector piston covers the drain passage at the decay orifice.
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Valve Station
(Clutch Released)
The load piston has now moved completely to the left against the stop. The
modulation cycle is completed and the clutch pressure is at its maximum setting.
Because this is a modulation reduction valve, the maximum pressure setting of
the clutch is lower than the system pressure. At the end of the modulation cycle,
the pressure in the slug chamber moves the reduction valve a small distance to
the right to restrict the flow of supply oil to the clutch. This is the “metering
position” of the reduction valve spool. In this positon, the valve maintains
precise control of the clutch pressure.
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Transmission Planetary
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Transmission Planetary
Power from the engine goes to the torque converter. The power then goes
through the drive shaft to the transfer gears. The transfer gears are fastened
directly to the front of the transmission case. The power then goes through the
transmission to the differentia.
The transmission has seven forward speeds and one reverse speed. REVERSE
and NEUTRAL use only torque converter drive. At lower ground speeds,
FIRST speed uses torque converter drive. At higher ground speeds, FIRST
speed uses direct drive. As the ground speed increases in FIRST speed, the
lockup clutch of the torque converter engages. This provides FIRST speed with
direct drive. The speeds SECOND through SEVENTH use direct drive. There
is a short period of torque converter drive between the direct drive speeds. This
occurs while the clutches engage in the transmission. After the clutches are
engaged, the torque converter lockup clutch automatically engages. The torque
converter is in direct drive. Torque converter drive during the shifts provides
smooth, automatic shifting.
Input torque goes from the transfer gears to input shaft (1). Input shaft (1)
drives the transmission input clutch arrangement. NO. 1 clutch (4), NO. 2
clutch (3) and NO. 3 clutch (24) are part of the transmission input clutch
arrangement. The remainder of the clutches are in the outputsection of the
transmission. Center shaft (22) connects the input section to the output section.
Center shaft (22) is splined to planetary carrier (11). Center shaft (22) also
carries the sun gears that drive the output section of the transmission. Center
shaft (22) and input shaft (1) turn the same direction.
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Lubrication of the Oil for the lubrication of the transmission comes from the torque converter. The
transmission torque converter outlet relief valve sends oil to the power train oil cooler. The oil
flows from the power train oil cooler to the transmission hydraulic control. The
oil is split. Some of the oil is used to lubricate the transfer gears. The rest of the
oil is used to lubricate the transmission. The transmission lubrication oil goes to a
manifold. The distribution manifold divides the oil for the transmission.
Some of the oil from the distribution manifold goes through passage (34) for
lubrication of the input section of the transmission.
The rest of the oil goes into passage (36) for lubrication of the output section of
the transmission.
The oil in passage (34) goes through passage (35) for lubrication of No. 1
carrier. Oil for the balance piston (41) comes from passage (39). This oil then
goes to passage (42) for lubrication of No. 1 clutch (4) and for lubrication of
No. 2 clutch (3).
The oil in passage (36) goes to several different locations. The oil will go
through drilled passages to No. 3 clutch (24) and to balance piston (43). The oil
also goes through drilled passages to center shaft (22). The oil goes around the
outside of center shaft (22) in order to provide lubrication of the bearings of
No. 4 clutch (26) and of the carriers. Oil flows from passage (38) to passage
(40) for lubrication of the outer planetary gears.
Oil also goes into passage (37) of center shaft (22). This oil is for lubrication of
the bearings for input shaft (1), for lubrication of the bearings for center shaft
(22) and for lubrication of No. 2 carrier.
Oil from passage (36) also goes into passage (44). This oil provides lubrication
for No. 5 clutch (28), for No. 6 clutch (30) and for No. 7 clutch (32).
Operation of the The oil that flows to balance piston (41) of the No. 2 clutch and to balance
Balance Pistons in piston (43) of the No. 4 clutch is used to balance the centrifugal force of the oil.
the Rotating Clutches The centrifugal force of the oil is caused by the rotation of the No. 2 clutch and
the No. 4 clutch. The centrifugal force of the oil that is behind the clutch piston
in the rotating clutches causes a small amount of clutch engagement in the
rotating clutch. The centrifugal force of theoil that is behind the balance piston
balances the centrifugal force of the oil that is on the clutch piston.
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General Information
Warning Sudden movement of the machine or release of air or oil under pressure
can cause possible injury or death to persons on or near the machine.
1. Move the machine to a smooth horizontal location. Move away from any
machines that are working and any personnel.
2. Move the transmission control to the NEUTRAL position. Fully raise the
dump body of the truck.
4. Permit only one operator on the machine. Either keep other personnel away
from the machine or keep other personnel in the sight of the operator.
7. Make sure that the transmission rotary selector spool is in the NEUTRAL
position.
8. Make sure that all air pressure and oil pressure is released before any
fittings, hoses or components are worked on.
9. Push on the brake pedal many times until there is no brake air pressure.
Visual Checks are the first steps for troubleshooting a problem. The visual
checks will determine the problems that can be corrected quickly.
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Check the oil level Inspect the oil level in the torque converter sump.
Note: Many problems in the power train are caused by low oil levels or by air
in the oil. If the engine has not been started for several minutes, this oil level
check will ensure that oil is in the transmission and that the engine can be
started. If the machine has not been overnight or an extended period of time
and the engine has not been started, the oil level will be high. An accurate oil
level check can be performed after the oil is hot.
Warning Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use cardboard
or paper to locate pin hole leaks.
Inspect all oil lines, hoses and connections for damage or for leaks. Look for oil
on the gound under the machine.
Note: If oil can leak out of a fitting or a connection, air can leak into the system.
Air in the system can be as bad as a low amount of oil.
Check the electrical Inspect the fuse for the Power Train Electronic Control Module, the harnesses
system and the electrical connectors. Refer to the proper Electrical Schematic.
With the engine start switch and the battery disconnect switch in the OFF
position, check the 10 ampere fuse for the Power Train Electronic Control
Module. If the fuse is open, replace the fuse.
Inspect the electrical harnesses for damaged wires or for broken wires.
Disconnect each connector and look for pins and sockets that have been bent,
broken or removed. Look for any foreign material inside the connectors. The
connectors must be tightened with normal force. The connectors must be
disconnected with the same amount of force.
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Check the Power Train Electronic Control Module. For procedures, refer to
Power Train Electronic Control System, SENR2668.
Check the batteries Check the batteries. Turn the battery disconnect switch ON.
Check the filters and Inspect the power train oil filter, the transmission magnetic screen and the
the screens suction screen.
Note: The power train oil filter has a bypass valve. A bypass valve allows oil to
bypass the oil filter elements whenever the difference in pressure between the
inlet oil and the outlet oil in the oil filter is too high. Any oil that does not go
through the filter elements goes directly in the hydraulic circuit. Dirty oil causes
restrictions in the valve orifices, the sticking valves, etc.
If any contamination is found in the filter elements or the screens, all the
components of the transmission hydraulic system must be cleaned. Do not use
any damaged parts. Any damaged parts must be removed and new parts must
be installed.
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Outlet Relief Valve Pressure setting for the outlet relief valve ............. 414 6 34 kPa (60 6 5 psi)
.
Torque converter outlet pressure at stall speed ........... 414 6 34 kPa (60 6 5 psi)
Spacer chart for the Pt. No. for Thickness of Change in Pressure as a
Outlet Relief Valve the Spacers the Spacers Result of One Spacer
5M-9624 0.25 mm 5 kPa (0.73 psi)
Spacer (0.01 inch)
Power Train Oil Filter Pressure setting for the bypass valve ............. 276 6 28 kPa (40.0 6 4.0 psi)
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Lockup clutch primary pressure at low idle ....... 960 6 35 kPa (139 6 5 psi)
(1)
Before an adjustment is performed, be certain that the valve springs are not weak or
broken.
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Transmission
(1)
Station A B C E F G H
Engaged Clutch 2 1 7 5 4 6 3
(1)
Station “D” is not used
Shims For The Pressure Control Valve Pressure Change Per Shim
Station(1) A B C E F G H
Engaged clutch 2 1 7 5 4 6 3
Thickness Pressure Pressure Pressure Pressure Pressure Pressure Pressure
of Shim Change Change Change Change Change Change Change
5J-2721 Shim
0.13 mm 14 kPa 20 kPa 20 kPa 15 kPa 15 kPa 20 kPa 17 kPa
(0.005 inch) (2.0 psi) (2.9 psi) (2.9 psi) (2.2 psi) (2.2 psi) (2.9 psi) (2.5 psi)
6J-3993 Shim
0.25 mm 28 kPa 41 kPa 41 kPa 30 kPa 30 kPa 41 kPa 33 kPa
(0.010 inch) (4.1 psi) (5.9 psi) (5.9 psi) (4.4 psi) (4.4 psi) (5.9 psi) (4.8 psi)
4M-1751 Spacer
0.41 mm 45 kPa 65 kPa 65 kPa 48 kPa 48 kPa 65 kPa 53 kPa
(0.016 inch) (6.5 psi) (9.4 psi) (9.4 psi) (7.0 psi) (7.0 psi) (9.4 psi) (7.7 psi)
5J-1036 Shim
0.80 mm 87 kPa 125 kPa 125 kPa 92 kPa 92 kPa 125 kPa 103 kPa
(0.031 inch) (12.6 psi) (18.2 psi) (18.2 psi) (13.3 psi) (13.3 psi) (18.2 psi) (14.9 psi)
(1)
Station “D” is not used.
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Note: Make sure that the filters and the screens are clean before you test any
pressures. Make sure that the oil is at operating temperature before you
perform this test.
Warning Personal injury or death can result from sudden machine movement.
To help prevent possible injury before testing and adjusting any air
system or hydraulic system, perform the procedure in the Testing and
Adjusting, “General Information” section.
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This procedure will save time when the transmission is tested. Shifts can be
performed on the transmission instead of using the transmission shift lever in the
operator’s station.
GML
2. Disconnect the wiring harness from the upshift solenoid, the downshift
solenoid and the lockup solenoid.
3. Remove the plug for the rotary selector spool from the left side of the
transmission case while the engine is stopped.
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Procedure Note: If a FT1874 Transmission Test Cover is used, a gauge can be installed at
pressure tap (1) in order to check the pilot pressure. If a 6V-6064
Transmission Test Cover is used, be certain that the plug is installed at pressure
tap (1).
Note: This will allow testing the clutch pressures in a direct drive situation
without removing the drive axles from the machine.
2. Remove the solenoid guard and the large cover from the top of the
transmission case. Install the FT1874 Transmission Test Cover in the place
of the large cover. Use four bolts to hold the test cover in position.
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3. Connect 8T-0855 Pressure Gauges (4000 kPa (580 psi)) to the nipples at
pressure taps (A), (B), (C), (E), (F), (G) and (H).
4. Start the engine. Run the engine at the low idle rpm with the transmission in
NEUTRAL.
6. Use a 9S-1721 Extension (1/4 inch square drive) and a 9U-6635 Reversible
Rachet. Move the transmission rotary selector spool to the REVERSE position.
8. Manually shift the transmission into all of the forward speeds. Record the
pressures on the gauges during each shift.
9. Increase the engine rpm to the high idle rpm while the transmission is in the
SEVENTH speed.
11. Decreases the engine rpm to the low idle rpm. Manually shift the
transmission to the SIXTH speed. Increase the engine rpm to the high idle
rpm. Record the pressures on the gauges.
12. Repeat Step 11 in all the speeds including REVERSE and NEUTRAL. Be
certain that the engine rpm is decreased before each downshift is per
formed.
13. Stop the engine with the transmission rotary selector spool in NEUTRAL.
14. Compare the actual clutch pressures that were recorded with the pressures
that are provided in Table 41.
15. After the pressures are recorded, remove the test equipment.
Note: There is no adjustment for these clutch pressures. Refer to Testing and
Adjusting, “Transmission Hydraulic Control Primary Clutch Pressure - Test and
Adjust” for the adjustments for the primary pressure.
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Hoist Hydraulic
System
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The Hydraulic Tank It supplies oil to the Hoist & brake gear pump and to the parking brake release
section of the secondary steering & brake pump. It has screens at the suction
port to the hoist & gear pump and brake cooling oil return port. Oil returns to
tank from Brake cooling system, hoist control valve and towing diverter valve.
It has drain ports for the secondary brake control valve, lip seal case of the
parking brake valve, brake make up tank. It has an air breather and two sight
gauges for checking oil levels during hoist lowered & raised conditions.
Hoist & Brake gear This is a two section pump supplying oil to 1. Hoist control valve 2. Parking
pump brake release, rear brake cooling system & pilot oil to hoist proportioning
solenoids.
The hoist control This is located at the left of the operator seat and has four positions Raise,
Hold, Float and Lower. The machine should normally be operated with the
hoist in float position.
Hoist control position This is a pulse width modulated position sensor and sends duty cycle signals to
sensor the power train ECM. The power train ECM processes and energizes the
proportioning solenoids for moving the hydraulic control valve spool. The signal
for the hoist control position sensor is also used to neutralize the transmission if
the hoist control position is in reverse position.
The body up & down This is located on a bracket on the rear of the frame. The magnet assembly is
connected to the dump body. The switch assembly is used to limit the top gear
while the dump body is up. The signal is also used to control the snub position
while the dump body is lowered. The signal from this is also used to provide
warnings to the operator when the truck is moving with the dump body up.
The hydraulic control This consists of 1. Pilot oil lines from the brake pump section 2. Supply line from the
valve hoist pump section 3. Pilot operated and spring centered direction control spool 4.
Proportioning solenoids to move the actuators 5. High pressure & low pressure
relief valves 6. Three delivery lines leading to hoist rod end, base end & rear brake
cooling system 7. Drain lines from the actuators, cooling relief line, high & low
pressure relief lines 8. Hoist system relief lines having a dump spool & stem assembly.
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The hydraulic control In the hydraulic control valve in the hold condition does not receive current from
valve in hold condition the power train ECM to either of the proportioning solenoids. Hence the pilot
oil is blocked by the actuators and the centering springs hold the control valve
spool in the hold condition. In this condition, the inlet pump oil flows to the rear
brake cooling system through one of its delivery lines. The brake cooling relief
valve relieves excess oil and returns to the hydraulic tank through the return line.
The hydraulic control In the raise condition, the raise proportioning solenoid receives 1.9 Amps
valve in raise condition current. Pilot oil in the actuator is allowed to drain. Pilot oil in the other side
actuator pushes the direction spool to the left which allows the pump oil to flow
through the head end line to the hoist cylinder. Oil in the rod end of the cylinder
is allowed to go the hoist cylinder. Orifices in the cylinder will control the rate of
oil that leaves the rod end of the hoist to control the speed of the raise of the
hoist. This can happen when a load shifts during the dump. Some of the oil is
also sent as signal oil to the stem. This shifts the stem so that a low pressure
relief valve is blocked and the pump oil flowing through the dump spool to flow
to the high pressure relief valve. If the pressure opens the valve, the dump spool
will shift upward and the pump oil is sent to the tank.
The hydraulic control In the lower condition of the hoist control the proportioning solenoid for the
valve in lower condition lower position receives a current of 1.9 Amps and pulls the actuator so that the
pilot oil is drained. The spool moves to the right by the other side pilot oil. In
this condition pump oil flows to the rod end line to the hoist cylinders. Base end
oil of the hoist is sent to the tank through the control valve, in this condition no
signal pressure is sent to the stem and hence pump oil can flow to the low
pressure relief valve. If the low pressure relief valve opens the spool will shift
upward and the pump is sent to the hydraulic tank.
The hydraulic control In the float condition, the respective solenoid receives 1.69 Amps of current
valve in float condition from the power train ECM. Pilot oil in that side of that actuator is given the
passage to drain. The pilot oil in the other side of the spool pushes the direction
spool to the right. As only small amount of pilot oil is drained the control valve
spool does not move all the way to the lower position. The pump oil flow
divides in both the hoist rod end line and brake oil cooling line.
In Snub condition In this snub position, the proportioning solenoid receives only 0.810Amps
current. The pilot oil that is draining is restricted and hence the direction spool
will move to the left. This restricts the oil flow from the head end of the cylinder
and lowers the speed of the dump body. The pump oil flows to the rod end and
to the rear brake cooling system. Oil in the head end of the hoist is drained to
the tank through the control valve.
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The hoist cylinders The hoist cylinders raise the dump body in two stages. The pump oil flows
through a tube in the rod assembly to the head end of the hoist cylinders. The
pressure of the pump oil moves the outer cylinder and the body connected to it.
While the cylinder is moving up, the oil in the chamber between the inner and
the outer cylinder flows into the outer cylinder chamber through the grooves in
the inner tube. When the cylinder end cap portion moves all along the inner
cylinder tube is also pushed up by the oil pressure in the head end of the outer
cylinder. While the inner cylinder is moved up the oil in the chamber between
the inner cylinder and the rod assembly flows through the orifices into the tube
of the rod assembly and from there to the control valve. The inner cylinder is
pushed up until the tube end cap contacts the piston which is bolted to the top
of the rod assembly. The orifices control the travel speed of the actuator at the
end of the second stage.
When the hoist are lowered on the truck frame by keeping the lever in the lower
or float positions the pump oil flows through the openings in the rod assembly
through the orifices into the chamber between the rod and the inner cylinder
tube. The oil pushes the cylinder tube downwards as the chamber is filled with
oil until the inner tube is fully retracted. Further lowering occurs due to the
weight of the dump body. When the body gets to the specified position the flow
that is leaving the cylinder is restricted due the snub position and the dump body
moves at a very reduced speed, the body sits on the frame.
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Cylinder Drift
Note: Perform this test with an empty dump body and hydraulic oil above 38°C
(100°F).
2. When the first stage of the hoist cylinders is extended by 305 mm (12 inch),
move the hoist control to the HOLD position.
3. The dump body wiil push the cylinder head of the first stage by 6.35 mm
(0.250 inch) onto the second stage of the hoist cylinders. Use a stopwatch
and record the required time.
The acceptable time for cylinder drift is relative to the temperature of the
hydraulic oil in the hoist cylinders. See Table for the acceptable time.
l Leaks in the lines between the hydraulic oil tank and the hoist cylinders.
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Steering System
Hydraulic Schematic
Steering hydraulic The steering hydraulic system consists 1. Steering hydraulic tank 2. Flow &
system pressure compensated axial piston pump 3. Steering check & relief valve 4.
Steering metering pump 5. Steering cylinder check & relief valves 6. Secondary
steering & brake release electric drive pump 7. Secondary steering solenoid
valve 8. Load sensing line connecting steering metering pump, piston pump and
the secondary steering solenoid valve 9. Pressure reducing valve 10. Steering
pump oil pressure switch 11. Steering cylinders.
Pump The pump is a pressure compensated variable displacement axial piston pump.
When the steering wheel is turned and the cylinders need oil the steering pump
sends pressurized oil through load sensing line to pressure and flow
compensatory valve. Due to this, the oil in the actuator piston is drained and the
pump is at the maximum stroke. If the pressure of the steering system reaches
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the pressure setting of the high pressure cut off valve, the pressurized oil flows
to the actuator piston and acts against the bias piston spring force. This creates
a minimum, swash plate angle to destroke the pump to low pressure stand by
condition. Now the pump output is equal to the pressure setting of the high
pressure cut off valve.
No steer position In the no steer position, the load sensing line from the steering pump is at low
pressure. Due to the low signal pressure to the flow and pressure compensatory
valve, the pump oil flows to the actuator piston and creates a minimum swash
plate angle to destroke the pump to a low pressure standby condition. This
output needs the requirements of lubrication and normal leakages in the piston
pump. The leakage oil flows to the steering hydraulic tank through a screen
assembly.
Steering check & The steering check & pressure valve acts as a manifold for the steering system.
pressure valve Pressurized oil from the primary and the secondary steering systems has check
valves before both the above pump deliveries enter this valve. It has backup
relief valves for both primary and secondary steering systems separately. These
relief valves protect both the primary and secondary steering systems if the high
pressure cut off valve in the primary system or secondary system mail relief
valve fails. The pressurized oil from the piston pump also flows to the pressure
reducing valve in this check & relief valve. The pump oil flows from this valve to
the steering metering pump. Also, the return oil from the steering metering pump
flow to the steering hydraulic tank. The pressure reducing valve protects the
steering pressure switch from damages during high pressures.
Steering metering The steering metering pump has a metering section and a control section. Oil
pump from the pump goes into the control section when the steering wheel is turned
control section sends oil to the metering section. Metered oil again flows into
the control section and from there either through left or right end ports the oil
goes to the steering cylinders. The return oil from tne steering cylinders flows to
the steering check & relief valve for returning to the tank.
In the no steer condition there is no alignment between the holes and the sleeve
and the slots in the spool. The small amount of flow (Thermal Bleed) in the
centered position which is normal keeps the metering pump full of oil. This will
give a quick response time to the steering demands. This also helps the oil in the
metering pump warmed up during cold weather operations. As the steering
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wheel is turned faster there is an increase in the flow the metered oil causing the
steering cylinder piston rods move with increased speed. When the steering
wheel is not turned, centering springs brings the spool and the sleeve to the
neutral condition.
The steering metering pump has a load sensing port. The load sensing port is
connected to the inlet of the metering pump through an orifice. Oil pressure in
the inlet is felt in the load sensing line. This signal pressure is communicated
through the flow & pressure compensatory valve and to the secondary steering
solenoid valve.
Steering cylinder Steering cylinder check & relief valves located in the steering metering pump
check & relief valves prevents the damage from high pressure oil in the steering circuit when the
steering wheel is stationary and the outside force an a wheel moves the steering
cylinder rod into or out of the cylinder by allowing the oil flow to the low
pressure side of the cylinders.
Pressure switch Pressure switch monitors the output of the piston pump. The alarm will sound
and the action light and the secondary steering alert indicator will flash until the
steering pressure reaches the deactuation pressure. If the system pressure drops
to the actuation pressure the alarm should sound and the action light should
flash. If the system pressure is below the deactuation pressure the power train
ECM will energize the secondary steering relay behind the cab and then
energize a second larger relay located on the frame near the suspension
cylinder. This relay will activate the secondary steering and brake release
electric drive pump. If the alarm sounds and the alert indicator is flashing this is
an indication of primary steering oil flow.
Note: A warning light is displayed only if the ground speed is above 8 Km/hr.
Secondary steering Secondary steering parking brake release pump when activated the power train
parking brake release ECM will de-energize the secondary steering solenoid valve. Load sensing
pump signal pressure oil from the steering metering pump will flow through the
solenoid valve to the load sensing valve and the load sensing valve spool is
moved. The load sensing valve controls the flow of oil from the secondary
steering and brake release electric drive pump to steering check & relief valve.
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The steering system is a closed centre system. Oil from the piston pump flows
through the primary steering check valve to the steering metering pump. When
the steering wheel is turned the metering pump sends fixed amount of oil to the
steering cylinders. The speed of the turn is decided by the rate of steering wheel
rotation. The steering linkage is designed in order to use the head end of each
cylinder as a mechanical stop. Return oil from the steering boosters flows
through the steering metering pump, steering check & relief valve to the tank
through the filter.
Oil from the secondary steering pump flows through the secondary steering
check valve and flows to the primary steering check valve. But the oil flow
behind the check valve (This pressurized oil does not open the primary steering
check valve). The secondary steering main relief valve is located in the load
sensing valve of the secondary steering and brake release electric drive pump
behind the plug. This controls the maximum pressure in the steering system. Oil
flow after the oil passes through the primary steering check valve is similar to
the primary steering operation.
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(1) Air tank check valve (16) Front brake air control valve
(2) Air relief valve for primary air tanks (17) Front brake air ratio valve
(3) Primary air tanks (18) Air system pressure protection valve
(4) Drain valve (19) Service brake air control valve
(5) Front brake inverter valve (20) Air suspension seat
(6) Brake air relay valve for the front brakes (21) Remove these lines when the Automatic Retarder
(7) Brake air relay valve for the rear brakes Control (ARC) is installed. Also remove this pressure
(8) Brake air system pressure protection valve switch.
(9) Brake air relay valve for the Automatic (22) Air horn solenoid
Retarder Control (ARC) (23) Retarder air control valve
(10) Air compressor with an air compressor governor (24) Secondary brake air control valve
(11) Air dryers with air relief valves (25) Parking brake air control valve
(12) Parking and secondary brake valve (26) Secondary brake inverter valve
(13) Brake master cylinder (front) (27) Automatic Retarder Control (ARC) valve (attachment)
(14) Brake master cylinder (rear) (28) Secondary air tank
(15) Air horn (29) Cab wall
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(A) This is the brake cylinder overstroke limit switch (overstroke switch). The overstroke switch is normally closed. The
overstroke switch opens when the pistons in the master cylinder travel too far. A brake overstroke condition can result
from low brake fluid level, air in the brake hydraulic circuit, leakage in the brake hydraulic lines, and master cylinder piston
seal leaks. An indicator will come on in the cab and the alarm will sound. Do not operate the machine until the cause for
the overstroke has been corrected.
(B) This is the secondary brake and parking brake pressure switch. This pressure switch is normally open. The pressure
switch is closed by air pressure when the parking brakes or secondary brakes are released. When this pressure switch is
open, this pressure switch signals the Power Train Electronic Control Module (Power Train ECM) to allow rapid shifts.
(C) This is the brake air pressure sensor. The brake air pressure sensor monitors brake air pressure. The operator will be
alerted to a condition of low air pressure.
(D) This is the manual retarder pressure switch. This pressure switch is normally open. This pressure switch is closed when
the retarder air control valve is applied. This switch operates the indicator in the cab.
(E) This is the service brake and retarder pressure switch. This pressure switch is normally closed. This pressure switch is
opened by air pressure when the service brakes, the retarder, or the Automatic Retarder Control (ARC) are applied. When
this pressure switch is open, the pressure switch signals the Power Train ECM in order to allow the transmission to
perform rapid shifts. The Power Train ECM also indicates that higher engine rpm is needed for upshifts or for downshifts
of the transmission when this pressure switch is open.
(F) This is the stop lights pressure switch. This pressure switch is normally open. This pressure switch is closed by air
pressure when the service brakes, the retarder, or the Automatic Retarder Control (ARC) are applied. When this pressure
switch is closed, this pressure switch activates the stop lights.
(G) This is the Automatic Retarder Control pressure switch. This pressure switch is normally closed. This pressure switch is
opened by air pressure in order to indicate that the Automatic Retarder Control (ARC) is operating. The pressure switch
verifies that air pressure is being provided through the Automatic Retarder Control valve.
(I) Air lines for the Automatic Retarder Control (ARC) valve (27) (attachment)
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The brake system can be divided into 2 major groups. Brake air system and
brake hydraulic system. The components of the air system are
1. Air Compressor 2. Compressor Governor 3. Air Drier 4. Primary Air Tanks
5. Secondary Air Tanks 6. Air System Pressure Protection Valve 7. Brake Air
System Pressure Protection Valve 8. Service Brake Air Control Valve
9. Secondary Brake Control Valve 10. Secondary Brake Inverter Valve
11. Front Brake Inverter Valve 12. Front Brake Ratio Valve 13. Brake Air
Relay Valve 14. Air /Hydraulic Cylinder (Master Cylinder) 15. Front Brake
On/Off Valve 16. Parking Brake Valve 17. Retarder Control Valve 18. Double
Check Valves
Air compressor The air compressor driven by the engine power draws air from the air inlet
manifold and supplies to the air reservoirs through the air drier.
Compressor governor The (compressor) governor operates with compressor unloader pistons to
control the air pressure in the system. The cut out pressure setting is
120 6 5 psi and the min cut in pressure is 95 psi.
Air drier The air drier removes the moisture from the air system and also protects the air
system from damages. The air drier relief valve which is set to 175 psi cannot
be adjusted.
Primary air tanks The primary air tanks whose relief pressure is set permanently to 150 psi
supplies air to service brakes, automatic lubrication system, air horn and the
retarder.
Secondary air tank The secondary air tank located in the compartment behind the cab supplies air
to the secondary brake circuit.
Check valves Two check valves, one for primary reservoir and one for secondary reservoir to
prevent the reverse flow of air from the tanks.
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Pressure protection The two pressure protection valves one of air system located in the
valves compartment behind the cab and the other for brake air system located above
the primary tank prevents complete loss of air pressure in the event of failure of
either secondary air system or any accessories device and in the event of failure
of the relay valve for ARC respectively. Pressure protection valves allow flow
of air through them only when the supply pressure reaches the value of the
preset spring pressure and closes when the air pressure reaches the value of
closing pressure.
Foot operated service The foot operated service brake air control valve when pushed down closes the
brake air control valve exhaust port and modulates the air pressure. Then this air is sent for the primary
tank to the brake air reiay valve. When the pedal is released the delivered air is
discharged through its exhaust port.
Secondary brake The secondary brake control valve is red in color and is foot operated. When
control valve pushed down its exhaust port is closed and sends the modulated air from the
secondary brake tank to the secondary brake invertor valve. When the pedal is
released the delivered air is discharged through its exhaust port.
Secondary brake The secondary brake invertor valve is located in the compartment behind the
invertor valve cab. When the secondary brake applied restricts, modulates the air pressure
which is sent to the parking and secondary brake valve and front brake invertor
valve to control the braking force. When released, air pressure flowing to signal
port is blocked by the secondary brake valve and to front brake invertor valve
and all the four brakes are released.
Front brake invertor The front brake invertor valve located above the primary tanks, when the
valve secondary brake control is applied this valve modulates front brake invertor
valve air to flow to front brake master cylinder. When released full air pressure
flows to signal port. Outlet port is connected to exhaust port to discharge the
delivered air.
Front brake ratio valve Front brake ratio valve located at the rear of the cab behind the cover controls
the air pressure to front brake relay valve. When the service pedal is partially
applied and the supply pressure is below 65 psi this valve allows only 50 % of
the air pressure to flow from the outlet port to the relay valve to apply the front
brakes partially, if the supply pressure at-least 65 psi the full air pressure flows
through the valve. This is for the rear brakes to engage first for the operator to
have maximum control of the machine.
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Brake air relay valve Brake air relay valve when air pressure is available at the signal port the primary
air tank air port of the valve is connected to the delivery line to go to the master
cylinder.
Air / Hydraulic cylinder Air / Hydraulic cylinder (Master cylinder) when air is supplied to the air
chamber of the cylinder the pressurized air pushes the piston and rod down
compressing the spring to close the supply oil passage this moves the power
(oil) piston down top send the oil to slack adjustor. In the front the oil pressure
is approximately 23 times of the air pressure due to the difference in the areas
of oil and air pistons. In the rear the oil pressure is 6.6 times of the air pressure
due to the oil and air piston sizes.
Note: In the rear master cylinder over stroke indicator switch is provided which
actuates when the piston moves beyond 75% of the full travel contacting the
over stroke pin for warning purposes through CEMS.
Air control valves Air control valves for parking and front brake are similar in construction and
operation. If the lever is in the on condition the air flows from the inlet to outlet
and if the lever is in off condition the inlet (supply) is blocked and the delivered
air is exhausted through the exhaust passage of these valves.
Slack adjuster Slack adjuster ensures constant timing between pushing the service brake pedal
and stopping of the machine with new or worn out brakes. Slack adjuster is in
the oil system for the rear brakes and is full of oil. A low pressure oil is always
available at the outlets of the slack adjuster to the brake group due to the small
spring between the small piston and the plate closing the above outlet passage.
Brake group Rear wheel assembly is splined into the hub assembly in the brake group.
Friction discs which have inner teeth are engaged with the teeth of the hub and
reaction plates which have external teeth kept adjacent to friction discs are
engaged with the fixed ring gear of the anchor group. Service piston and the
emergency piston over the service piston are kept under the spring tension. In
this condition wheel is in the braked condition pressurized oil in the parking and
secondary brake valve when supplied on the parking piston chambers acts
against the springs and keeps the brakes in the released condition. The brake
group has inlet and outlet lines for the cooling oil circulation. It has oil line for
service brake application which acts on the service piston, further it has two
sets of ducone seals, one for preventing the leakage of cooling oil externally and
the other for preventing of mixing of cooling oil with planetary oil.
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Towing diverter valve Towing diverter valve located on the side of the hydraulic tank allows oil from
the electrically driven pump to parking and secondary brake valve when the
spool of the valve is moved to the left. When moved to the right the passage to
the above valve is blocked and opens another passage to the hoist hydraulic
tank.
Brake oil cooler Brake oil cooler, the bottom most in the cooler group is located on the right side
of the engine. Oil comes to the cooler from the hoist control valve and from the
parking and secondary brake valve. Cooled oil from the cooler goes to make
up tank for supplying the necessary oil for the brake master cylinders. The
excess oil from the make up tank returns to the hoist hydraulic tank. The oil
from the cooler also goes to both rear brake groups and after cooling the same
returns to the hoist hydraulic tank through a strainer.
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When the engine is started air from the compressor flows to the air drier and
from there through one way check valve enters the primary tank. When the air
pressure in the tanks builds up above the cutting pressure of the pressure
protection valve the valve opens and air flows to the front brake inverter valve,
service brake air control valve, air horn solenoid, (optional air suspension seat)
and to the secondary brake tank. When the air pressure reaches the cut out
pressure of the compressor governor air flow to the system is stopped by the
governor arrangement. When the air pressure drops below 60 psi the action
alarm in the cab will sound. Air pressure flows from the secondary brake tank
to the secondary break inverter valve. With secondary brake inverter valve in
off position air pressure from secondary tank flows through secondary brake
inverter valve to parking brake air control valve. If the parking braking valve is
in on position the flow of air to the parking and secondary brake control valve is
stopped and due to this the flow of oil is blocked. If the parking brake control
valve is in off position the opposite will happen and the spring applied brakes in
the brake group are released by the oil pressure.
Service brake When the service brake pedal is pushed down air pressure from the primary air
application tank flows through service brake air control valve to the rear brake air control
valve which connects primary tank air line to the rear brake master cylinder.
Also this air pressure closes the passage to ARC due to the double check valve
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over the master cylinder. The air pressure also flows to the front brake air
control valve and if it is in ON position (air line is blocked there only if the front
brake air control valve is in OFF condition) and from there it flows through
front brake ratio valve to the front brake relay valve which connects the primary
tank line to the front brake master cylinder.
When the pedal is released the flow of air through the service brake control
valve is blocked and the delivered air to the relay valves is exhausted through
the exhaust port of the service brake air control valve and the delivered air to
the master cylinders is exhausted through the respective brake air relay valves.
Note: If the retarder air control valve is applied the primary tank air which is
supplied through the service brake air control flows through double check valve
to the rear brake air relay valve. The double check valve over the master
cylinder closes the passage to the ARC relay valve and allows the air flow to
act on the rear brake master cylinder air piston to apply only the rear brakes.
The engine must be kept between 1500 to 1900 rpm to keep the sufficient flow
of oil through the brake groups. The braking force is controlled by the position
of the retarder brake lever. When the reatrder lever is moved to the released
position the flow through this valve is blocked and the delivered air is exhausted
through this retarder valve. Do not increase the speed while the retarder is on.
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Emergency brake Air pressure from secondary air tank flows to the secondary brake air control
application valve and secondary brake inverter valve. When the pedal for secondary brake
air control valve is partially depressed to the ON position, a portion of the full
supply pressure is sent to the control passage of secondary brake inverter valve.
The secondary brake inverter valve will block some of the air pressure that is
flowing to parking and secondary brake valve and to the signal passage of front
brake inverter valve. The result is modulated secondary braking action.
When the pedal on secondary brake air control valve is held in the full ON
position, air pressure from secondary air tank flows through the secondary
brake air control valve to the control passage of secondary brake inverter valve.
The secondary brake inverter valve blocks all of the air pressure that was
flowing to the parking and secondary brake valve as a result the oil pressure to
the brake housing will also be blocked and the springs will apply the parking
brake.
When the pedal on the secondary brake air control valve is held in the full ON
position, the secondary brake inverter valve also block all of the air pressure
that was flowing signal passage of front brake inverter valve. When the air flow
to the signal passage is blocked, full air flow is allowed to flow through the front
brake inverter valve. The air flow then passes through a double check valve at
the front brake master cylinder. The pressurized oil flows to the caliper brake
assembly to apply the front brakes.
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When you release the pedal for the secondary brake air control valve, the pedal
is returned by a spring to the OFF position and the air is not sent to the control
passage of the secondary brake inverter valve. Due to this air pressure from the
secondary air tank flows to parking and secondary brake valve and to front
brake inverter valve. This air flow will cause parking and secondary brake
valve to send oil to the brake housing. The oil pressure will release parking
brakes for the rear wheels. The air flow to front brake inverter valve blocks the
air that is flowing to the master cylinder for hydraulic caliper service brakes for
the front wheels. As a result the hydraulic caliper for the front wheels will be
released.
Front wheel brakes The front wheel brakes of are of caliper disc type. A plate assembly fastened to
the axle is used the support the caliper assembly. Front wheel supported on the
axle by two taper roller bearings is bolted with a disc. Brake carrier linings of
the caliper assembly on each side of the disc are used for braking the front
wheels. The hydraulic oil from the front brake master cylinder flows into the
passage of the caliper which connects all the piston bores. Pressurized oil forces
the pistons against brake caliper linings causing friction to slow the rotation of
the disc and the front wheels. Continued application of the brakes stops the
rotation of the wheel.
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Service Brake When the service or retarder brake is applied oil pressure from the master
Application cylinder is sent through slack adjuster to the service & retarder brake oil
chamber of the brake group. As the oil pressure increases, the service &
retarder piston pushes the friction discs and steel plates together and the friction
between them causes the rotation of the wheel to slow down. A continued
application of the above brakes stops the rotation of the wheel assembly. When
the above brakes are released, the return springs will push back the
service & retarder piston and in turn the piston pushes the oil back into the
slack adjuster. The cooling oil which flows through the brake group cools the
discs & plates and returns the hydraulic tank.
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Parking brake In the normal condition when parking brakes are not applied i.e., the parking &
application secondary brake valve is not supplied with air pressure, the parking &
secondary brake springs push on the parking & secondary brake piston against
the service & retarder brake piston. As a result the friction discs and the steel
reaction plates are held together and hence the connected hub and the rear
wheel which is splined to the hub are stopped from rotation. When the parking
& secondary brake valve is supplied with air pressure, pressurized oil from
the brake section of the hoist & brake pump section is sent to the Parking &
secondary brake release oil chamber of the brake group through the Parking &
secondary brake valve. The oil pressure pushes the Parking & secondary brake
piston and spring & guide along with service & retarder piston away from the
friction discs & steel plates separating them from contacting each other and
there by releasing the spring applied brakes.
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Warning Operation
WARNING OPERATION
Warning Indications 1
Alert Action Action
Warning Indicator Lamp
Category Flashes 3 Flashes 4 Sounds 4 Required Operator Action Possible Result 2
1
The warning indications which are active, are marked with an X.
The Caterpillar Monitoring System notifies the operator of an immediate or impending problem with a machine
system. Warning operation begins when the main display module receives a problem signal that reflects an
abnormal machine condition or the main display module detects a control system problem. Switches, sensors
and other electronic control modules on the machine provide signals to the main display module.
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Approved Lubricants
HINDUSTAN 773D-I & 773D-II SERIES DUMPERS
Trarsmission / Torque 53
converter
1000 C4 SAE 30
Hoist and Brake Tank 133
Steering Tank 34
1000 SAE 10 W
Ride cylinders - Front
& Rear 50
Grease points
Rod brgs.*
Rear suspension cyl. brgs.* *50
Body pivot brgs.*
Front suspension cyl. brgs.*
Fan drive brg and belt tightener.° °250 As NLGI NO.2 OR
Steering cyl. brgs.° Required MPGM
Steering tie rod and pin brgs.°
Hoist control bellcrank.°
Driveshaft U.J and spline.°
Hoist cyl. brgs.°
Rear axle housing ‘A’ frame brg.°
The Lubricants must meet the requirements of API CG4 grade at the minimum. The CH4 are the preferred
grade of lubricants
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Sampling the compartments at every 250 hours provides information about the condition of the oil. This
information can be used to determine the performance of a particular oil. Also, data from frequent sampling
enables close monitoring of component wear rates.
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Maintenance Procedure
(1) Spindle
(2) Shims
(3) Retainer Plate
(4) Bolts
View A-A
(3) Retainer Plate
(4) Bolts
Note: Before performing this adjustment, you will need to release the brakes. In
order to release the parking brake, remove the purge valve from opening (A).
This opening is marked with a “P”. Then, connect a manual hydraulic pump or
an electric hydraulic pump to opening (A). Continue to operate the pump until
the brake is fully released. To learn more about releasing the brakes, refer to the
information about towing that is located in the Air System and Brakes Systems
Operation and Testing And Adjusting.
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Adjustment Procedure
1. Thoroughly, clean all of the tapped holes in the end of spindle (1).
2. Install retainer plate (3) with five new bolts (4) to spindle (1). Install bolts
(4) so that each bolt is equally spaced around retainer plate (3).
3. Tighten bolts (4) to a torque of 140 N.m (103 lb ft). Turn the wheel for two
complete revolutions.
4. Tighten bolts (4) to 140 N.m (103 lb ft). Turn the wheel for two complete
revolutions.
5. Loosen bolts (4) by 120 degrees. Turn the wheel for two complete
revolutions.
6. Tighten bolts (4) to a torque of 70 6 5 N.m (52 6 4 lb ft). Turn the wheel
for two complete revolutions.
8. Use a depth micrometer to determine the distance from the outside face of
retainer plate (3) to the end of spindle (1). Measure the depth of the two
holes that are opposite to each other on retainer plate (3). Calculate an
average depth from these two measurements.
10. Find the gap between the end of spindle (1) and the inside face of retainer
plate (3). To find this gap, subtract the dimension that was found in Step 9
from the dimension that was found in Step 8.
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12. Assemble shim pack (2) so that the shim pack thickness is the value that
was found in Step 11. Remove bolts (4) and retainer plate (3).
14. Install retainer plate (3) over shim pack (2). Install ten new bolts (4).
15. Evenly torque opposite bolts (4) to 250 6 15 N.m (185 6 10 lb ft).
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The components that are needed to use CAT ET to determine diagnostic codes
are shown below.
Reference: In order to use ET, order the Special Publication, JERD2124, “ET
Single Use Program License”, Special Publication, JEHP1026, “Information
and Requirements Sheet”, Special Publication, JERD2129, “ET Engine and
Machine Data Subscript”, Special Publication, JEBD3003, “ET Software -
Getting Started Book”, and Special Publication, JERD2142, “Data
Subscription”. The Special Publication, JEHP1026, “Information and
Requirements Sheet” lists the required hardware and the features of ET.
The ET service tool is not necessary to determine the diagnostic codes but the
tool makes the tasks easier and faster. The ET service tool can display
information on the history of the diagnostic codes and the status of other
parameters. These features make the ET service tool useful for troubleshooting.
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Connect the ET to the machine. Turn the key start switch to the RUN position.
Start the ET. The ET will initiate communications with the electronic control
modules on the machine. The ET will list the available electronic control
modules on the machine after communication has been established. Choose the
menu item “Transmission”. Use the ET in order to determine the diagnostic
codes. Follow the troubleshooting procedures that correspond to the diagnostic
codes. See Troubleshooting Procedures.
The Power Train ECM receives current through a fuse on the fuse block. This
current is used to activate the upshift solenoid, the downshift solenoid and the
lockup clutch solenoid. These solenoids control the option of converter drive or
the option of direct drive. These solenoids also control the direction and the
speed. The Power Train ECM also controls the electrical system for the hoist.
The Cat Data Link is used to share information with other systems such as the
Brake Electronic Control Module (Brake ECM), the Engine Electronic Control
Module (Engine ECM), and the Caterpillar Monitoring System. Signals that are
sent to the Engine ECM result in reduced engine speed during upshifts and
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Oil Charge
Warning Read all warning labels on the suspension cylinders before servicing. Do
not check the oil in the suspension cylinder until all the nitrogen pres
sure has been released. Do not, under any condition, remove valves,
cover or plugs from the cylinder unless the rod is fully retracted and all
the nitrogen pressure is released. Do not stand under the truck when
testing or adjusting the suspension cylinders. Sudden movement, up or
down, can cause the clearance above your head to change rapidly.
Before servicing the suspension cylinders, the truck must be empty and on level
ground. Check for and eliminate leakage at all possible locations.
Both suspension cylinders must be charged at the same time. If only one
cylinder needs servicing, perform the servicing procedure on both cylinders.
1. Put the open end of the suspension charging lines into an approved
container. Connect the charging lines to the suspension cylinder charging
valves. Turn the charging chuck T-handle clockwise to open the charging
valves and allow the oil and nitrogen to drain into the container.
2. After the cylinders have bottomed, leave the charging valves open for
approximately five minutes to allow the pressure in the cylinders to equalize.
3. After the pressure has equalized, close the charging valves by turning the
charging chuck T-handle counterclockwise. Disconnect the charging lines
from the cylinders.
Put a line across the tape below the top edge of the tape. (This line will be used
for the oil charge.)
5. Connect the charging lines to the oil charging pump. Put the end of the
suspension charging hoses with the charging chuck into an approved
container. Cycle some oil through the charging lines to fill them with clean
oil.
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Note: Use SAE 10W service classification CC or CD oil for the cylinder oil
charging procedure.
6. Connect the charging lines to the charging valves and turn the charging
chuck T-handle clockwise to open the charging valves. Inject oil into the
cylinders until each cylinder extends to the line made on the masking tape.
Note: If one cylinder reaches the oil charge line on the tape before the other
cylinder, close the gate valve to that cylinder. Continue injecting oil into the other
cylinder until it reaches the oil charge line on the tape.
Nitrogen Charge 1. If the temperature outside is more than 11°C (20°F) different from the shop
temperature, calculate the amount of shims required under the gauge block.
2. Connect the charging lines to a dry nitrogen cylinder. To prevent oil flow
from the suspension cylinders, adjust the nitrogen cylinder regulated
pressure to 4150 kPa (600 psi), and open the gate valves.
3. Turn the charging chuck T-handle clockwise to open the charging valves.
Raise the suspension cylinders with nitrogen until the gauge blocks (and
shims if required) can be installed between the spindle and the cylinder
housing. (See the chart for the correct gauge block dimensions.)
Notice To protect the front cylinder wiper seals from damage when the gauge
blocks are installed, make sure the chamfer on the blocks is positioned
toward the seals.
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4. Drain nitrogen from the suspension cylinders until the cylinder housings rest
on the gauge blocks and the regulated nitrogen pressure is less than 2070
kPa (300 psi).
Initial Pressure Setting For The Nitrogen charging Procedure......4150 kPa (600 psi)
Final Pressure Setting For The Nitrogen charging Procedure......2400 kPa (350 psi)
2300 kPa (330 psi) for the 793B
6. Open the charging valves and let the nitrogen flow into both cylinders.
Leave the valves open for approximately five minutes to allow the pressure
in both front suspension cylinders to equalize.
7. Close the charging valves and the gate valves and shut off the nitrogen
pressure at the nitrogen supply tanks. Remove the Nitrogen Charging
Group. Install the charging valve caps and torque to 3 to 5 N.m (30 to 45
lb. in.).
8. To remove the gauge blocks, raise the truck body and steer the front wheels
from side to side. The suspension cylinders should raise so the blocks can
be removed.
9. After the suspension cylinders are properly charged, operate the truck for
several load cycles. Then, measure and record the exposed chrome length
of both front suspension cylinders and measure and record the amount of
chrome that was wiped clean by the wiper seals. These measured
dimensions should then be used as a reference whenever inspecting the front
suspension cylinder charge condition.
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Nitrogen Charge 1. Connect the charging lines to a dry nitrogen cylinder, To prevent oil flow
from the suspension cylinders, adjust the nitrogen cylinder regulated
pressure to:
Pressure Setting For The Nitrogen Charging Procedure.......2400 kPa (350 psi)
2. Turn the charging chuck T-handle clockwise to open the charging valves.
Raise the suspension cylinders with nitrogen until the top of the suspension
cylinder housing is within the two nitrogen charge lines made in Step 6 of the
oil charge procedure.
3. When both suspension cylinders are within the nitrogen charge lines, shut off
the nitrogen pressure at the supply tanks. Leave the charging valves and the
gate valves open for approximately five minutes to allow the pressure in
both rear suspension cylinders to equalize.
Note: If one cylinder is within the nitrogen charge lines before the other cylinder,
close the gate valve to the cylinder that is within the nitrogen charge lines.
Continue charging nitrogen until the other cylinder reaches the same extension.
4. Close the charging valves and the gate valves. Remove the Nitrogen
Charging Group. Install the charging valve caps and torque to 3 to 5 N.m
(30 to 45 lb. in.).
5. After the suspension is properly charged, operate the truck for several load
cycles. Then, measure and record the dimension between the center line of
the top mounting pin and the top of the cylinder head of both rear
suspension cylinders.
Also, measure and record the amount of chrome that was wiped clean by the
wiper seals.
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View A
(1) Magnet Assembly
(2) Body Down or Up switch electronic control
(3) Bracket
1. Adjust bracket (3) in order to get the correct distance (X) between magnet
assembly (1) and body down or up switch electronic control (2). Distance
(X) should be 4.0 6 1.0 mm (0.16 6 0.04 inch).
2. Raise the dump body 360 mm (14 inch) above the frame.
4. Adjust body down or up switch (2) until the second light on top of the
switch illuminates.
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Proper installation of the body support pads will effectively balance the load
weight. This will reduce the risk of possible damage to the chassis. If the body
support pads indicate uneven wear, readjusting the shims may correct the
problem. Also, if the paint on the frame indicates uneven wear, readjusting the
shims may correct the problem.
Procedure To Install
Pad Assemblies To
The Main Frame
View B
(1) Pad assembly
(2) Shim
Note: The truck should be on a level surface. The pivot pin for the truck body
should be installed. The hoist cylinders should be installed.
1. Mark the location of pad assemblies (1) on the frame rail using the center
mounting block on the dump body as a guide.
2. Raise the dump body and install the proper safety device in order to secure
the dump body in the RAISE position. Stack one pad assembly (1) and one
shim (2) at each location for a pad assembly (1) on the frame rail.
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3. Remove the safety device and lower the dump body. Locate any gaps and
add shims (2) in order to close the gaps.
4. Raise the dump body and install the proper safety device in order to secure
the dump body in the RAISE position. Bolt pad assemblies (1) and the shim
packs to the dump body. Remove the safety device and lower the dump
body.
Procedure To Install
Pad Assemblies To
The Top Of The Main
Crossbeam
View A-A
(1) Pad assembly
(2) Shim
(3) Shoe
Note: The truck should be on a level surface. The pivot pin for the truck body
should be installed. The hoist cylinders should be installed.
1. Place a pad assembly (1) on each shoe (3) at the front of the dump body.
Install as many shims (2) as possible between pad assembly (1) and shoe
(3). Remove pad assembly (1) and the shim pack. Add one shim (2) to
each shim pack.
2. Raise the dump body and install the proper safety device in order to secure
the dump body in the RAISE position. Bolt pad assemblies (1) and the shim
packs to shoes (3). Remove the safety device and lower the dump body.
No gaps should be visible between pad assemblies (1) and the dump body.
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Note: Make sure that the filters and the screens are clean before you test any
pressures. Make sure that the oil is at operating temperature before you per
form this test.
Note: Before you perform any tests, visually inspect the entire hydraulic system
for oil leaks and for damaged components.
3. Start the engine. Operate the dump body repeatedly until the temperature of
the hydraulic oil is above 38°C (100°F).
4. Run the engine at high idle and move the hoist control to the RAISE
position.
5. After the dump body is fully raised, look at the gauge and hold the hoist
control in the RAISE position. The high pressure gauge reading is the relief
valve pressure setting of high pressure relief valve (1). The correct pressure
setting is 17225 to 17745 kPa (2500 to 2575 psi).
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6. Loosen nut (6). Turn retainer (7) in order to adjust the setting of high pres
sure relief valve (1).
7. When high pressure relief valve (1) is correctly set, tighten nut (6).
3. Start the engine. Operate the dump body repeatedly until the temperature of
the hydraulic oil is above 38°C (100°F).
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Note: The body down or up switch must be in the RAISE position before low
pressure relief valve (2) can be measured. If the body down and up switch is in
the LOWER position the Power Train Electronic Control Module will keep the
hoist control valve in the SNUB position. Low pressure relief valve (2) cannot
be measured in this condition.
5. Move a magnet in front of the body down or up switch until the alert
indicator on the dash turns on.
6. Run the engine at high idle and move the hoist control to the LOWER
position.
7. Look at the gauge and hold the hoist control in the LOWER position. The
high pressure gauge reading is the relief valve pressure setting. The correct p
ressure setting is 3450 6 350 kPa (500 6 51 psi).
8. Loosen nut (10). Turn retainer (9) in order to adjust the setting of low
pressure relief valve (2).
9. When low pressure relief valve (2) is correctly set, tighten nut (10).
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Steetring linkage
Procedure to adjust Use the following Procedure to adjust the front wheel alignment:
the front wheel
alignment 1. Raise the axles until the strut rods in the suspension cylinders are fully
extended.
4. Mark location (F) at each tire. Rotate the tires by 180 degrees.
6. Use Table to determine the correct toe-out when the front wheels are off
the ground.
7. If the difference that was found in the previous step is not correct, adjust
each link assembly by the same number of turns.
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Note: After the adjustment has been made, the tie rods must be of equal length.
8. When the Toe-Out measurement is correct, tighten clamps (1) and (2) to
183 N.m (135 lb ft) and lower the front of the truck.
Note: The front wheel toe-in will be correct if the difference between distance
(F) and distance (B) is properly adjusted. Also, the suspension cylinders must
be properly charged and the suspension cylinders must be at the normal
operating range.
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Steering System
Operation Checks The front wheels must be on a dry, smooth hard surface and the hydraulic oil in
the steering system must be warm.
Start the machine. In first gear, slowly drive the machine while you turn the
steering wheel. Drive the machine until the hydraulic oil temperature is
approximately 38°C (100°F).
Test the steering system with the engine at high idle. Rotate the steering wheel.
Measure the time that is required to turn the front wheels from the full right turn
position to the full left turn position and back to the full right turn position. If the
time is more than 6.0 seconds, there could be a problem in the steering
hydraulic system. If the time is less than 5.0 seconds, there could be a problem
in the steering hydraulic system.
Failures in the steering system can be at least one of the following items:
Performance Checks Performance checks of the steering system can be used for the following
purposes:
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Installation Procedure Note: This procedure is only for Duo-Cone conventional seals. This procedure
does not pertain to Duo-Cone floating seals.
(1) Toric ring. (2) Seal ring. (3) Housing retaining lip. (4) Housing ramp.
(5) Seal ring housing.
(6) Seal ring face. (7) Seal ring ramp. (8) Installation tool. (9) Seal ring retaining lip.
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Warning Use caution when you are using isopropyl alcohol. Avoid prolonged skin
contact with isopropyl alcohol.
1. Remove any oily film, dust or other foreign matter from all of the seal
components. Use isopropyl alcohol and a clean cloth that is free of lint or a
paper towel to clean the components
2. Position toric ring (1) on seal ring (2). Make sure that toric ring (1) is at the
bottom of seal ring ramp (7) and against seal ring retaining lip (9).
Note: Make sure that toric ring (1) is straight on seal ring (2). There must not
be a twist in toric ring (1). Handle toric ring (1) carefully. Nicks, cuts and
scratches can cause leaks.
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3. Position installation tool (8) on seal ring (2) with toric ring (1).
4. Lightly dampen the lower half of toric ring (1) with isopropyl alcohol.
Techniques that can be used to dampen toric ring (1) include wiping with a
clean cloth that is free of lint. Toric ring (1) can also be dipped into a
container with towels or with a foam mat that is saturated with isopropyl
alcohol.
Note: Do not use Stanisol or any other liquid that evaporates slowly. Do not
use a liquid that leaves an oily film
5. Make sure that the lower half ot toric nng (1) is still wet. Use Installation
tool (8) to posttion seal ring (2) and toric ring (1) squarely against seal ring
housing (5) and under housing retaining lip (3) of seal ring
housing (5), as shown.
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6. Measure dimension (A) from seal ring face (6) to the top surface of seal ring
housing (5). Check dimension (A) in at least four places (90 degree
intervals). The measurements must not differ by more than 1 mm (0.04
inch).
Note: If small adjustments are necessary, do not push seal ring (2) directly and
do not pull seal ring (2) directly. Use installation tool (8).
7. Toric ring (1) can twist if the toric ring is not completely wet during
installation. Burrs on housing retaining lip (3) or on seal ring housing (5) can
also cause a twist.
Notice Misalignments, twists and bulges of the toric ring will cause Duo-Cone
seal failures. If any of these occur, perform the assembly process over
from the beginning.
8. Toric ring (1) must never slip on housing ramp (4) or seal ring ramp (7). To
prevent slippage, allow adequate time for evaporation to occur before you
proceed with the assembly process Toric ring (1) must roll only on seal ring
ramps (7) and on housing ramps (4).
9. Use a clean cloth that is free of lint or a paper towel to wipe off seal ring
faces (6).
Note: No particles of any kind can be left on the sealing surfaces. A small piece
from a paper towel can cause a leak by keeping the sealing surfaces from
contacting each other.
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10. Apply a thin film of clean oil on seal ring faces (6) of seal ring (2). Use an
appilcator, a disposable tissue or a clean finger to distribute the oil evenly.
Ensure that no oil contacts the toric rings.
Notice Do not slam the seal rings together. High impact can scratch or break
the seal components. When all of the seal components are properly
aligned, secure all parts tightly.
11. Make sure that both seal ring housings (5) are correctly aligned and con
centric. Slowly move the seals toward each other.
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There are purge valves for the hydraulic brakes on each wheel. Before you use
the purge valves to remove air from the oil in the system, the makeup oil tank
for the hydraulic brakes must be full. Also, the air system pressure must be
more than 550 kPa (80 psi).
Warning Personal injury or death can result from air in the oil for the brake
hydraulic system.
Air in the system can prevent complete brake application and it is
possible that the wheels on the machine can not be stopped.
Air must not be in the oil for the brake hydraulic system to function
properly.
Notice Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair of
the machine. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar Tools and Shop
Products Guide”, for tools and supplies suitable to collect and contain
fluids in Caterpillar machines.
Dispose of all fluids according to local regulations and mandates.
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Rear Brakes 1. Use a 6V-4055 Pressure Hose Assembly and two 6V-4143 Coupler
Assemblies to construct a jumper hose.
2. Apply the parking brake. This will release the pressure in the lines.
4. Put the other end of the jumper hose on a pressure tap (2).
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Note: Identification letters are embossed on the purge valves at the top of the
brake housing. The purge valve for the parking brake is labelled with a “P”. The
purge valve for the service brake is labelled with an “S”.
5. Connect a drain hose from the “S” port to the hydraulic tank or to a suitable
container.
6. Run the engine at low idle. Move the parking brake lever to the OFF
position.
8. Open the purge valve “S” on a rear wheel brake housing and purge the
brake system. Leave the purge valve open until there is a constant flow of
oil.
9. Close the purge valve. Repeat Step 8 for the other rear wheel brake.
10. Close the purge valve. Move the retarder control to the OFF position.
Activate the parking brake in order to release the pressure. Remove the jumper
hose.
Note: In order to verify that all of the air was removed from the service brake
lines for the rear brakes, perform the following steps.
Note: In order to make sure that the makeup oil tank is full, operate the engine
at high idle for 20 seconds before each brake application.
11. Move the parking brake lever to the OFF position in order to allow full
travel of the service brake piston.
12. Push down on the brake pedal or pull down the retarder control.
13. Open the purge valve “S” on a rear wheel brake housing and purge the
brake system.
15. Close the purge valve. Release the brake pedal or move the retarder
control to the OFF position.
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Note: After you purge the brakes, you may need to reset the actuating pins for
the overstroke switch. The actuating pins for the overstroke switch are on the
master cylinders. A brake overstroke condition is a Level III warning.
When you need to reset the actuating pin, you will push the actuating pin into the
housing. Push the actuating pin into the housing until the bottom of the pin is
flush with the bottom of the housing.
Front Brakes Note: In order to make sure that the makeup oil tank is full, operate the engine
at high idle for 20 seconds before each brake application.
1. Move the parking brake lever to the OFF position in order to allow full
travel of the service brake piston.
2. Push down on the brake pedal or pull down the retarder control.
3. Open the purge valve (3) on a front wheel brake housing and purge the
brake system.
5. Close the purge valve. Release the brake pedal or move the retarder
control to the OFF position.
Note: After you purge the brakes, you may need to reset the actuating pins for
the overstroke switch. The actuating pins for the overstroke switch are on the
master cylinders. A brake overstroke condition is a Level III warning.
When you need to reset the actuating pin, you will push the actuating pin into the
housing. Push the actuating pin into the housing until the bottom of the pin is
flush with the bottom of the housing.
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Parking Brake Though the parking brake application is mechanic it is very important to remove
the air from the parking brake release system.
1. Connect a drain hose from the “P” port to the hydraulic tank or to a suitable
container.
2. While the engine is operating, move the lever for the parking brake to the
OFF position.
3. Open the purge valve “P” on a rear wheel brake housing. Close the purge
valve when there is a constant flow of oil.
4. Repeat this procedure for the other rear wheel brake housings.
Note: Hand tap or wire brush the threaded holes to remove thread lock
material prior to doing Step 1.
Note: If the wheel assembly has 5P-9118 Self Locking Bolts (5), DO NOT use
them for the bearing preload.
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Use 0S-1625 Bolts to set the bearing preload. Also use the 0S-1625 Bolts for
final assembly.
2. Install retainer (4) with three bolts (5) equally spaced (no shims).
3. Tighten bolts (5) to a torque of 100 N.m (74 lb ft) and rotate the wheel.
4. Tighten bolts (5) again to a torque of 140 N.m (103 lb ft) and rotate the
wheel.
5. Release the torque from bolts (5) and tighten to a torque of 70 N.m
(52 lb ft). Rotate the wheel.
6. Tighten bolts (5) again to a torque of 70 N.m (52 lb ft) and rotate the
wheel.
7. To find distance from end of spindle to cone face, measure the distance
through the two holes with threads in retainer (4). Find the average of the
two measurements.
8. Remove bolts (5) and retainer (4). Measure the thickness of retainer (4)
near the holes with threads. Find the average of these measurements.
10. Install the correct thickness of shims (3), retainer (4) and bolts (5). While
the wheel is turned, tighten bolts (5) to a torque of 250 6 14 N.m
(185 6 10 lb ft).
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Install the thrust pin in the differential housing without the O-ring seal. Put cover
(2) in position on the differential housing, and install the bolts. Tighten the bolts
evenly until the thrust pin is against the bearing cap.
Use a feeler gauge, and measure the gap between the differential housing and
cover (2). Use this measurement minus 0.05 6 0.03 mm (.002 6 .001 in) for
the shim thickness needed.
Remove cover (2) and the thrust pin from the differential housing.
Put the O-ring seal in position on thrust pin (4). Put clean oil on the O-ring seal.
Install thrust pin (4) in the differential housing. Put the correct amount of shims
(3) found in Step 4 in position, and install cover (2) on the differential housing.
Note: The thrust pin will make contact with the bearing cap.
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Prior to installation of any hardware, ensure that components are in near new
condition. Bolts and threads must not be worn or damaged. Threads must not
have burrs or nicks. Hardware must be free of rust and corrosion. Clean the
hardware with a noncorrosive cleaner. Do not lubricate the fastener threads
except for the rust preventive. The rust preventive should be applied by the
supplier of that component for purposes of shipping and storage. Other
applications for lubricating components may also be specified in the Service
Manual.
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Conversion Tables
LINEAR MEASURE
Inches x 2.54 = Centimeters Centimeters x .3937 = inches
Yards x 0.9144 = Meters Metres x 3.2808 = Feet
SQUARE MEASURE
Sq. Inches x 6.452 = Sq. Cent. metrs Cent. mtrs. x 0.155 = Sq. Inches
Sq. Feet x 0.0929 = Sq. Meters Sq. Metres x 10.764 = Sq. Feet
CUBIC MEASURE
Cu. Feet x 28.316 = Litres Cu. Metres x 35.314 = Cu. Feet
Cu. Yards x 0.7646 = Cu Metres Cu. Metres x 1.308 = Cu. Yards
U.S. Pints x 0.473 = Litres Litres x 2.1134 = U.S. Pintss
U.S. Quarts x 0.946 = Litres Litres x 1.0567 = U.S. Quarts
Litres x 0.2642 = Gallons (USA) Gallons x 3.785 = Litres
Litres x 0.2199 = Gallons (UK) Gallons x 4.546 = Litres
WEIGHTS
Pounds x 0.45359 = Kilograms Kilograms x 2.2046 = Pounds
Tonnes x 0.9842 = Tonnes Tonnes x 1.0161 = Tonnes
TEMPERATURE
5 x (F° - 32) 9 x C°
= C° + 32 = F°
9 5
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