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CEBM021300

Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A30003 and UP

®

960E-1 1
CEN00001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
00 Index and foreword
Index
Composition of shop manual ................................................................................................................................ 2
Table of contents................................................................................................................................................... 4
CEN00001-00 00 Index and foreword
2 960E-1
Composition of shop manual
The contents of this shop manual are shown together with Form No. in a list.
Note 1: Always keep the latest version of this manual in accordance with this list and utilize accordingly.
The marks shown to the right of Form No. denote the following:
: New module (to be filed additionally) : Revision (to be replaced for each Form No.)
Note 2: This shop manual can be supplied for each Form No.
Note 3: To file this shop manual in the special binder for management, handle it as follows:
• Place a divider on the top of each section in the file after matching the Tab No. with No. indicated
next to each Section Name shown in the table below:
• File overview and other materials in sections in the order shown below and utilize them accordingly.
Section Title Form Number
Shop Manual, contents binder, binder label and tabs CEBM021300
00 Index and foreword
Index CEN00001-00
Foreword, safety and general information CEN00002-00
Operating instructions CEN00003-00
01 Specification
Specification and technical data CEN01001-00
10 Structure, function and maintenance standard
Steering circuit CEN10001-00
Hoist circuit CEN10002-00
Brake circuits CEN10003-00
Suspensions CEN10004-00
Electrical system, 24 volt CEN10005-00
Interface module (IM) CEN30006-00
Electrical system, AC drive CEN10007-00
Cab air conditioning CEN10008-00
20 Standard value table
Standard service value table CEN20001-00
30 Testing and adjusting
General information CEN30001-00
Steering, brake cooling and hoist hydraulic system CEN30002-00
Brake system CEN30003-00
Accumulators and suspensions CEN30004-00
VHMS and payload meter CEN30005-00
Interface module (IM) CEN30006-00
Cab air conditioning CEN30007-00
00 Index and foreword CEN00001-00
960E-1 3
40 Troubleshooting
Failure code table and fuse locations CEN40001-00
AC drive system fault codes CEN40002-00
Troubleshooting by failure code, Part 1 CEN40003-00
Troubleshooting by failure code, Part 2 CEN40004-00
Troubleshooting by failure code, Part 3 CEN40005-00
Troubleshooting by failure code, Part 4 CEN40006-00
Troubleshooting by failure code, Part 5 CEN40007-00
Cab air conditioning CEN40008-00
50 Disassembly and assembly
General information CEN50001-00
Wheels, spindle and rear axle CEN50002-00
Brake system CEN50003-00
Steering system CEN50004-00
Suspensions CEN50005-00
Hoist circuit CEN50006-00
Operator cab CEN50007-00
Body and structures CEN50008-00
Cab air conditioning CEN50009-00
90 Diagrams and drawings
Hydraulic circuit diagrams CEN90001-00
Electrical circuit diagrams CEN90002-00
CEN00001-00 00 Index and foreword
4 960E-1
Table of contents
00 Index and foreword
Index CEN00001-00
Composition of shop manual ....................................................................................................2
Table of contents .......................................................................................................................4
Foreword, safety and general information CEN00002-00
Foreword...................................................................................................................................4
How to read the shop manual ...................................................................................................5
General safety...........................................................................................................................7
Precautions before operating the truck...................................................................................10
Precautions while operating the truck.....................................................................................12
Working near batteries ............................................................................................................15
Precautions before performing service....................................................................................16
Precautions while performing service......................................................................................17
Tires ........................................................................................................................................19
Precautions for performing repairs..........................................................................................20
Precautions for welding on the truck.......................................................................................21
Handling electrical equipment and hydraulic components ......................................................22
How to read electric wire code................................................................................................30
Standard torque tables ............................................................................................................33
Conversion tables....................................................................................................................38
Operating instructions CEN00003-00
Preparing for operation..............................................................................................................3
Engine start-up..........................................................................................................................6
After engine start-up..................................................................................................................7
Emergency steering system......................................................................................................8
Precautions during truck operation............................................................................................9
Operating on a haul road.........................................................................................................10
Starting on a grade with a loaded truck...................................................................................10
Sudden loss of engine power.................................................................................................. 11
Fuel depletion.......................................................................................................................... 11
Towing.....................................................................................................................................12
Loading the dump body...........................................................................................................12
Dumping a load.......................................................................................................................13
Disabled truck dumping procedure..........................................................................................15
Safe parking procedure...........................................................................................................16
Normal engine shutdown procedure .......................................................................................16
01 Specification
Specification and technical data CEN01001-00
Specification drawing.................................................................................................................3
Specifications ............................................................................................................................4
Weight table ..............................................................................................................................6
Fuel, coolant and lubricants ......................................................................................................7
00 Index and foreword CEN00001-00
960E-1 5
10 Structure, function and maintenance standard
Steering circuit CEN10001-00
Steering circuit operation...........................................................................................................3
Steering circuit components......................................................................................................5
Flow amplifier operation............................................................................................................8
Steering/brake pump operation...............................................................................................17
Steering cylinder wear data.....................................................................................................20
Hoist circuit CEN10002-00
Hoist circuit operation................................................................................................................3
Hoist circuit components...........................................................................................................4
Hoist pilot valve operation.........................................................................................................8
Hoist cylinder wear data..........................................................................................................18
Brake circuits CEN10003-00
General information...................................................................................................................3
Service brake circuit operation..................................................................................................4
Secondary braking and auto apply............................................................................................4
Parking brake circuit operation..................................................................................................6
Wheel brake lock circuit operation............................................................................................7
Brake warning circuit operation.................................................................................................7
Brake assembly wear data........................................................................................................9
Suspensions CEN10004-00
General information...................................................................................................................3
Front suspension wear data......................................................................................................3
Rear suspension wear data ......................................................................................................4
Electrical system, 24V CEN10005-00
Battery supply system...............................................................................................................3
Auxiliary control cabinet components........................................................................................4
Relay boards.............................................................................................................................6
Body-up switch........................................................................................................................10
Hoist limit switch...................................................................................................................... 11
Interface module (IM) CEN10006-00
General information...................................................................................................................3
Sensors.....................................................................................................................................3
Interface module inputs and outputs.........................................................................................4
Electrical system, AC drive CEN10007-00
General system operation.........................................................................................................3
AC drive system components ...................................................................................................5
PSC software functions.............................................................................................................7
Alernator field control ..............................................................................................................12
Event detection and processing..............................................................................................14
Event logging and storage ......................................................................................................15
Serial data communications....................................................................................................17
Abnormal conditions/overriding functions ...............................................................................18
AC drive system component table ..........................................................................................20
Cab air conditioning CEN10008-00
General information...................................................................................................................3
CEN00001-00 00 Index and foreword
6 960E-1
Principles of refrigeration...........................................................................................................4
Air conditioning system components.........................................................................................6
Air conditioning system electrical circuit..................................................................................10
20 Standard value table
Standard value table CEN20001-00
Standard value table for truck....................................................................................................3
30 Testing and adjusting
General information CEN30001-00
Special tools ..............................................................................................................................3
Steering, brake cooling and hoist hydraulic system CEN30002-00
General information on system checkout..................................................................................3
Steering system checkout procedures ......................................................................................3
Steering system checkout data sheet........................................................................................9
Brake cooling and hoist system checkout procedures ............................................................ 11
Brake cooling and hoist system checkout data sheet .............................................................16
Hydraulic system flushing procedure ......................................................................................17
Brake system CEN30003-00
General information on system checkout..................................................................................3
Brake circuit checkout procedure..............................................................................................3
Brake system checkout data sheet .........................................................................................14
Brake piston leakage test........................................................................................................18
Wet disc brake bleeding procedure.........................................................................................18
Parking brake bleeding procedure ..........................................................................................19
Brake valve bench test and adjustment ..................................................................................20
Dual relay valve bench test and adjustment............................................................................23
Accumulators and suspensions CEN30004-00
Accumulator charging and storage............................................................................................3
Accumulator leak testing...........................................................................................................8
Suspension oiling and charging procedures ...........................................................................10
Suspension pressure test........................................................................................................17
VHMS and payload meter CEN30005-00
VHMS and payload meter software...........................................................................................3
VHMS controller initial setting procedure..................................................................................4
VHMS initialization check list................................................................................................... 11
VHMS initialization form..........................................................................................................13
Precautions for replacing VHMS controller .............................................................................14
VHMS controller checkout procedure......................................................................................19
Payload meter initial setting procedure...................................................................................22
Infterface module (IM) CEN30006-00
Interface module software.........................................................................................................3
Interface module checkout procedures .....................................................................................5
Cab air conditioning CEN30007-00
General information...................................................................................................................3
Service tools and equipment.....................................................................................................4
00 Index and foreword CEN00001-00
960E-1 7
Detecting leaks..........................................................................................................................7
System performance test..........................................................................................................8
Checking system oil ..................................................................................................................9
System flushing.......................................................................................................................10
Installing the manifold gauge set............................................................................................. 11
Recovering and recycling refrigerant ......................................................................................12
Evacuating the air conditioning system...................................................................................14
Charging the air conditioning system......................................................................................15
A/C drive belt checkout procedure..........................................................................................16
40 Troubleshooting
Fault code table and fuse locations CEN40001-00
Fault code table.........................................................................................................................3
Fuse and circuit breaker locations ............................................................................................8
AC drive system fault codes CEN40002-00
DID panel fault code tables.......................................................................................................3
Troubleshooting by fault code, Part 1 CEN40003-00
Fault Code A001: Left front suspension pressure sensor signal high.......................................3
Fault Code A002: Left front suspension pressure sensor signal low........................................4
Fault Code A003: Right front suspension pressure sensor signal high....................................5
Fault Code A004: Right front suspension pressure sensor signal low......................................6
Fault Code A005: Left rear suspension pressure sensor signal high........................................7
Fault Code A006: Left rear suspension pressure sensor signal low.........................................8
Fault Code A007: Right rear suspension pressure sensor signal high.....................................9
Fault Code A008: Right rear suspension pressure sensor signal low.....................................10
Fault Code A009: Incline sensor signal high........................................................................... 11
Fault Code A010: Incline sensor signal low............................................................................12
Fault Code A011: Payload meter speed sensor signal has failed...........................................13
Fault Code A013: Body up switch has failed...........................................................................14
Fault Code A014: Payload meter checksum computation has failed......................................15
Fault Code A016: Payload meter write to flash memory has failed........................................16
Fault Code A017: Payload meter flash memory read has failed.............................................17
Fault Code A018: Right rear flat suspension cylinder warning...............................................18
Fault Code A019: Left rear flat suspension cylinder warning..................................................20
Fault Code A022: Carryback load excessive..........................................................................22
Fault Code A100: An open circuit breaker has been detected on a relay board.....................25
Fault Code A101: High pressure detected across an hydraulic pump filter ............................26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level .......28
Fault Code A107: GE has generated a propel system caution...............................................29
Fault Code A108: GE has generated a propel system temperature caution...........................30
Fault Code A109: GE has generated a propel system reduced level signal...........................31
Fault Code A111: Low steering pressure warning...................................................................32
Fault Code A115: Low steering precharge pressure detected................................................34
Fault Code A117: Low brake accumulator pressure warning..................................................36
Fault Code A118: Brake pressure is low while in brake lock...................................................38
Fault Code A123: GE has generated a reduced retarding caution.........................................40
CEN00001-00 00 Index and foreword
8 960E-1
Fault Code A124: GE has generated a no propel / no retard warning....................................41
Fault Code A125: GE has generated a no propel warning......................................................42
Fault Code A126: Oil level in the hydraulic tank is low............................................................43
Fault Code A127: IM-furnished +5 volt output for sensors is low............................................44
Fault Code A128: IM-furnished +5 volt output for sensors is high ..........................................46
Fault Code A139: Low fuel warning........................................................................................48
Troubleshooting by fault code, Part 2 CEN40004-00
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to
advance level 1 for cooling of hydraulic oil................................................................................4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to
advance level 2 for cooling of hydraulic oil................................................................................6
Fault Code A152: Starter failure................................................................................................8
Fault Code A153: Battery voltage is low with the truck in operation.......................................10
Fault Code A154: Battery charging voltage is excessive........................................................12
Fault Code A155: Battery charging voltage is low...................................................................13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low........................................16
Fault Code A167: Right rear hydraulic oil temperature sensor is low.....................................18
Fault Code A168: Left front hydraulic oil temperature sensor is low.......................................20
Fault Code A169: Right front hydraulic oil temperature sensor is low.....................................22
Fault Code A170: Left rear hydraulic oil temperature sensor is high ......................................24
Fault Code A171: Right rear hydraulic oil temperature sensor is high....................................25
Fault Code A172: Left front hydraulic oil temperature sensor is high......................................26
Fault Code A173: Right front hydraulic oil temperature sensor is high...................................27
Fault Code A184: J 1939 data link is not connected................................................................28
Fault Code A190: Auto lube control has detected an incomplete lube cycle ..........................30
Fault Code A194: Left front hydraulic oil temperature is high.................................................32
Fault Code A195: Right front hydraulic oil temperature is high...............................................33
Fault Code A196: Left rear hydraulic oil temperature is high..................................................34
Fault Code A197: Right rear hydraulic oil temperature is high................................................35
Fault Code A198: Hoist pressure 1 sensor is high..................................................................36
Fault Code A199: Hoist pressure 2 sensor is high..................................................................37
Fault Code A200: Steering pressure sensor is high................................................................38
Fault Code A201: Brake pressure sensor is high....................................................................39
Fault Code A202: Hoist pressure 1 sensor is low...................................................................40
Fault Code A203: Hoist pressure 2 sensor is low...................................................................42
Fault Code A204: Steering pressure sensor is low.................................................................44
Fault Code A205: Brake pressure sensor is low.....................................................................46
Fault Code A206: Ambient temperature sensor is high...........................................................48
Fault Code A207: Ambient temperature sensor is low............................................................49
Troubleshooting by fault code, Part 3 CEN40005-00
Fault Code A212: Bad truck speed signal.................................................................................4
Fault Code A213: Parking brake should have applied but is detected as not having applied...6
Fault Code A214: Parking brake should have released but is detected as not having
released...................................................................................................................................10
Fault Code A215: Brake auto apply valve circuit is defective..................................................14
00 Index and foreword CEN00001-00
960E-1 9
Fault Code A216: An open or short to ground has been detected in the parking brake
command valve circuit.............................................................................................................16
Fault Code A223: Excessive engine cranking has occurred or a jump start has been
attempted................................................................................................................................18
Fault Code A230: Parking brake has been requested while truck still moving.......................20
Fault Code A231: The body is up while traveling or with selector in forward or neutral..........22
Fault Code A235: Steering accumulator is in the process of being bled down.......................24
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds...26
Fault Code A237: The CAN/RPC connection to the display is open.......................................28
Fault Code A240: The key switch input to the interface module is open................................29
Fault Code A242: Fuel gauge within the Actia display panel is defective...............................30
Fault Code A243: Engine coolant temperature gauge within the Actia display panel is
defective..................................................................................................................................31
Fault Code A244: Drive system temperature gauge within the Actia display panel is
defective..................................................................................................................................32
Fault Code A245: Hydraulic oil temperature gauge within the Actia display panel is
defective..................................................................................................................................33
Fault Code A246: Payload meter reports truck overload........................................................34
Fault Code A247: Low steering pressure warning..................................................................36
Fault Code A248: Status module within the Actia display panel is defective..........................38
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted.........39
Fault Code A250: Battery voltage is low with the truck parked...............................................40
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted
to ground.................................................................................................................................42
Fault Code A252: Start enable output circuit is either open or shorted to ground...................44
Fault Code A253: Steering bleed circuit is not open while running.........................................46
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open....................48
Fault Code A257: Payload CAN/RPC is not connected..........................................................49
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective................50
Troubleshooting by fault code, Part 4 CEN40006-00
Fault Code A260: Parking brake failure....................................................................................4
Fault Code A261: Low brake accumulator pressure warning...................................................6
Fault Code A262: Steering bleed valve circuit open during shutdown......................................8
Fault Code A263: Steering bleed valve circuit shorted to ground...........................................10
Fault Code A264: Parking brake relay circuit is defective.......................................................12
Fault Code A265: Service brake failure ..................................................................................14
Fault Code A266: Selector lever was not in park while attempting to crank engine ...............16
Fault Code A267: Parking brake was not set while attempting to crank engine.....................17
Fault Code A268: Secondary engine shutdown while cranking..............................................18
Fault Code A270: Brake lock switch power supply is not on when required...........................20
Fault Code A271: Shifter not in gear.......................................................................................24
Fault Code A272: Brake lock switch power supply is not off when required............................26
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure
switch circuit............................................................................................................................29
Fault Code A274: A brake setting fault has been detected.....................................................30
Fault Code A275: A starter has been detected as engaged without a cranking attempt........32
Fault Code A276: The drive system data link is not connected..............................................34
CEN00001-00 00 Index and foreword
10 960E-1
Fault Code A277: Parking brake applied while loading...........................................................36
Fault Code A278: Service brake applied while loading...........................................................38
Fault Code A279: Low steering pressure switch is defective..................................................40
Fault Code A280: Steering accumulator bleed down switch is defective................................41
Fault Code A281: Brake lock degrade switch is defective ......................................................42
Fault Code A282: The number of excessive cranking counts and jump starts without
the engine running has reached 7...........................................................................................44
Fault Code A283: An engine shutdown delay was aborted because the parking brake
was not set..............................................................................................................................46
Fault Code A284: An engine shutdown delay was aborted because the secondary
shutdown switch was operated...............................................................................................48
Fault Code A285: The parking brake was not set when the key switch was turned off...........50
Fault Code A286: A fault was detected in the shutdown delay relay circuit............................52
Fault Code A292: The shutdown delay relay has remained on after the latched key switch
circuit is off ..............................................................................................................................54
Troubleshooting by fault code, Part 5 CEN40007-00
Fault Code A303: Shifter is defective........................................................................................4
Fault Code A304: Auto lube grease level fault..........................................................................6
Fault Code A305: Auto lube circuit is defective.........................................................................8
Fault Code A307: Both GE inverters are disabled..................................................................10
Fault Code A309: No brakes applied when expected.............................................................12
Fault Code A311: Brake lock switch is on when it should not be............................................16
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings............18
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings...........19
Fault Code A314: DCDC converter 12 volt circuit is high........................................................20
Fault Code A315: DCDC converter 12 volt circuit is low.........................................................22
Fault Code A316: Starter engagement has been attempted with engine running...................24
Fault Code A317: Operation of brake auto apply valve without a detected response.............26
Fault Code A318: Unexpected power loss to interface module ..............................................28
Fault Code A328: Drive system not powered up.....................................................................29
Fault Code A350: Overload on output 1B ...............................................................................30
Fault Code A351: Overload on output 1E ...............................................................................32
Fault Code A352: Overload on output 1H...............................................................................34
Fault Code A353: Overload on output 1J ................................................................................35
Fault Code A354: Overload on output 1K ...............................................................................36
Fault Code A355: Overload on output 1L................................................................................38
Fault Code A356: Overload on output 1M...............................................................................39
Fault Code A357: Overload on output 1N...............................................................................40
Fault Code A358: Overload on output 1P ...............................................................................41
Fault Code A359: Overload on output 1R ...............................................................................42
Fault Code A360: Overload on output 1S ...............................................................................43
Fault Code A361: Overload on output 1T................................................................................44
Fault Code A362: Overload on output 1U...............................................................................46
Fault Code A363: Overload on output 1X ...............................................................................48
Fault Code A364: Overload on output 1Y ...............................................................................50
Fault Code A365: Overload on output 1Z................................................................................51
Cab air conditioning CEN40008-00
00 Index and foreword CEN00001-00
960E-1 11
Preliminary checks....................................................................................................................3
Diagnosis of gauge readings and system performance............................................................3
Troubleshooting by manifold gauge set readings......................................................................4
50 Disassembly and assembly
General information CEN50001-00
Special tools..............................................................................................................................3
Wheels, spindles and rear axles CEN50002-00
General information for tires and rims.......................................................................................3
Removal and installation of front wheel ....................................................................................4
Removal and installation of rear wheel .....................................................................................6
Removal and installation of tires ...............................................................................................8
Removal and installation of front wheel hub and spindle........................................................10
Disassembly and assembly of front wheel hub and spindle....................................................14
Removal and installation of rear axle......................................................................................19
Removal and installation of anti-sway bar...............................................................................21
Removal and installation of pivot pin.......................................................................................22
Pivot eye and bearing service.................................................................................................23
Removal and installation of wheel motor ................................................................................25
Brake system CEN50003-00
Removal and installation of brake valve....................................................................................3
Disassembly and assembly of brake valve...............................................................................4
Removal and installation of dual relay valve........................................................................... 11
Disassembly and assembly of dual relay valve.......................................................................13
Removal and installation of brake manifold ............................................................................15
Disassembly and assembly of brake manifold........................................................................16
Removal and installation of brake accumulator ......................................................................17
Disassembly and assembly of brake accumulator..................................................................18
Disassembly and assembly of wheel brake............................................................................21
Removal and installation of parking brake..............................................................................33
Disassembly and assembly of parking brake..........................................................................35
Steering system CEN50004-00
Removal and installation of steering control unit.......................................................................3
Disassembly and assembly of steering control unit..................................................................5
Removal and installation of steering column...........................................................................10
Removal and installation of steering wheel.............................................................................12
Removal and installation of bleed down manifold...................................................................13
Removal and installation of flow amplifier...............................................................................15
Disassembly and assembly of flow amplifier...........................................................................15
Removal and installation of steering cylinders and tie rod......................................................18
Disassembly and assembly of steering cylinders....................................................................20
Removal and installation of steering/brake pump...................................................................21
Disassembly and assembly of steering/brake pump...............................................................24
Removal and installation of steering accumulators.................................................................33
Disassembly and assembly of steering accumulators ............................................................34
Suspensions CEN50005-00
CEN00001-00 00 Index and foreword
12 960E-1
Removal and installation of front suspension............................................................................3
Minor front suspension repairs (lower bearing and seals).......................................................10
Major front suspension rebuild................................................................................................ 11
Removal and installation of rear suspension...........................................................................13
Disassembly and assembly of rear suspension......................................................................16
Hoist circuit CEN50006-00
Removal and installation of hoist pump.....................................................................................3
Disassembly and assembly of hoist pump................................................................................5
Removal and installation of hoist valve...................................................................................13
Disassembly and assembly of hoist valve...............................................................................14
Overcenter valve manifold service..........................................................................................21
Removal and installation of hoist pilot valve............................................................................22
Disassembly and assembly of hoist pilot valve.......................................................................23
Removal and installation of hoist cylinders .............................................................................25
Disassembly and assembly of hoist cylinders.........................................................................27
Operator cab CEN50007-00
Removal and installation of operator cab..................................................................................3
Removal and installation of cab door ........................................................................................6
Disassembly and assembly of cab door....................................................................................6
Adjustment of cab door ...........................................................................................................13
Removal and installation of side window glass .......................................................................15
Removal and installation of windshield and rear window glass...............................................17
Removal and installation of windshield wiper motor................................................................18
Removal and installation of windshield wiper arm...................................................................19
Removal and installation of windshield wiper linkage .............................................................20
Removal and installation of seat .............................................................................................21
Body and structures CEN50008-00
Removal and installation of dump body....................................................................................3
Removal and installation of body pads......................................................................................5
Removal and installation of diagonal ladder/hood and grille assembly.....................................7
Removal and installation of right deck.......................................................................................8
Removal and installation of left deck.......................................................................................10
Removal and installation of fuel tank.......................................................................................12
Removal and installation of fuel gauge sender .......................................................................14
Disassembly and assembly of fuel tank breather....................................................................15
Cab air conditioning CEN50009-00
Replacement of air conditioning system components...............................................................3
Diasassembly and assembly of compressor clutch...................................................................5
90 Digrams and drawings
Hydraulic circuit diagrams CEN90001-00
Steering, hoist and brake cooling hydraulic circuit diagram.......................................... EM7616
Brake hydraulic circuit diagram..................................................................................... EM7623
Electrical circuit diagrams CEN90002-00
Electrical circuit diagram - index & symblos...................................................................XS5701
Electrical circuit diagram - circuit locator sheet..............................................................XS5702
00 Index and foreword CEN00001-00
960E-1 13
Electrical circuit diagram - circuit locator sheet.............................................................. XS5703
Electrical circuit diagram - battery box........................................................................... XS5704
Electrical circuit diagram - 24V power distribution & circuit protection........................... XS5705
Electrical circuit diagram - 24V power distribution & circuit protection........................... XS5706
Electrical circuit diagram - engine control wiring............................................................ XS5707
Electrical circuit diagram - engine control wiring............................................................ XS5708
Electrical circuit diagram - engine control wiring............................................................ XS5709
Electrical circuit diagram - engine control wiring............................................................ XS5710
Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system....... XS5711
Electrical circuit diagram - engine start circuit................................................................ XS5712
Electrical circuit diagram - brake control wiring.............................................................. XS5713
Electrical circuit diagram - brake control wiring.............................................................. XS5714
Electrical circuit diagram - steering & hoist pressure switch wiring................................ XS5715
Electrical circuit diagram - operator drive system controls............................................. XS5716
Electrical circuit diagram - operator drive system controls............................................. XS5717
Electrical circuit diagram - electronic dash panel ........................................................... XS5718
Electrical circuit diagram - operator cab light controls & horn........................................ XS5719
Electrical circuit diagram - operator cab light controls & horn........................................ XS5720
Electrical circuit diagram - operator cab windows & wipers ........................................... XS5721
Electrical circuit diagram - operator cab radio & seat wiring.......................................... XS5722
Electrical circuit diagram - clearance lights, fog lights & headlights............................... XS5723
Electrical circuit diagram - hazard light wiring................................................................ XS5724
Electrical circuit diagram - heater & air conditioning controls......................................... XS5725
Electrical circuit diagram - diagnostic ports - GE ........................................................... XS5726
Electrical circuit diagram - diagnostic ports - VHMS & GE............................................. XS5727
Electrical circuit diagram - modular mining interface...................................................... XS5728
Electrical circuit diagram - interface module inputs & outputs........................................ XS5729
Electrical circuit diagram - interface module inputs & outputs........................................ XS5730
Electrical circuit diagram - interface module inputs & outputs........................................ XS5731
Electrical circuit diagram - interface module inputs & outputs........................................ XS5732
Electrical circuit diagram - payload meter III circuits ...................................................... XS5733
Connectors table and arrangement drawing
14 960E-1
CEN00001-00 00 Index and foreword
960E-1 Dump truck
Form No. CEN00001-00
960E-1 1
CEN00002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
00 Index and foreword
Foreword, safety and general information
Foreword............................................................................................................................................................... 4
How to read the shop manual ............................................................................................................................... 5
General safety....................................................................................................................................................... 7
Precautions before operating the truck............................................................................................................... 10
Precautions while operating the truck................................................................................................................. 12
Working near batteries........................................................................................................................................ 15
Precautions before performing service............................................................................................................... 16
Precautions while performing service................................................................................................................. 17
Tires.................................................................................................................................................................... 19
Precautions for performing repairs...................................................................................................................... 20
Precautions for welding on the truck................................................................................................................... 21
Handling electrical equipment and hydraulic components.................................................................................. 22
How to read electric wire code............................................................................................................................ 30
Standard torque tables........................................................................................................................................ 33
Conversion tables ............................................................................................................................................... 38
CEN00002-00 00 Index and foreword
2 960E-1
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must
read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel
who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in
accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company
reserves the right to make changes or add improvements at any time without incurring any obligation to install such
changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication. Customers
should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California to
cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer and
birth defects or other reproductive harm. Wash hands after handling.
00 Index and foreword CEN00002-00
960E-1 3
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be
designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the
Komatsu product on the supplier and user. Komatsu will not in any case accept
responsibility for the failure or performance of non-OEM parts in its products,
including any damages or personal injury resulting from such use.
CEN00002-00 00 Index and foreword
4 960E-1
Foreword
This manual is written for use by the operator and/or
the service technician. It is designed to help these
persons to become fully knowledgeable of the truck
and all of its systems in order to keep it operating
safely and efficiently. All operators and maintenance
personnel should read and understand the
information in this manual before operating the truck
or performing maintenance and/or operational
checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when
operating the truck or performing repairs on the truck.
The first section covers component descriptions,
truck specifications and safe work practices, as well
as other general information. The major portion of the
manual pertains to disassembly, service and
reassembly. Each major serviceable area is dealt
with individually. For example, the disassembly,
service and reassembly of the radiator group is
discussed as a unit. The same is true of the engine
and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should
be carried only as far as necessary to accomplish
needed repairs.
The illustrations used in this manual are typical of the
component shown and may not be an exact
reproduction of what is found on the truck.
This manual shows dimensioning of U.S. standard
and metric (SI) units throughout. All references to
“right,” “left,” “front,” or “rear” are made with respect to
the operator's normal seated position unless
specifically stated otherwise.
When assembly instructions are provided without
references to specific torque values, standard torque
values should be used. Standard torque values are
shown in torque charts in the General Information
section of this manual. Specific torques, when
provided in the text, are in bold face type, such as
135 Nm (100 ft lb). All torque specifications have
±10% tolerance unless otherwise specified.
A product identification plate is located on the frame
in front of the right side front wheel. It designates the
Truck Model Number, Product Identification Number
(vehicle serial number), and Maximum GVW (Gross
Vehicle Weight) rating.
The KOMATSU truck model designation consists of
three numbers and one letter (i.e. 930E).
The three numbers represent the basic truck
model.
The letter “E” designates an Electrical wheel
motor drive system.
The Product Identification Number (vehicle serial
number) contains information which identifies several
characteristics of this unit. For a more detailed
explanation, see the end of Section A4.
The Gross Vehicle Weight (GVW) is what determines
the load on the drive train, frame, tires, and other
components. The vehicle design and application
guidelines are sensitive to the maximum GVW.
GVW is total weight: empty vehicle weight + fuel &
lubricants + payload.
To determine the allowable payload, fill all lubricants
to the proper level and fill the fuel tank of an empty
truck (which includes all accessories, body liners,
tailgates, etc.), and then weigh the truck. Record this
value and subtract it from the GVW. The result is the
allowable payload.
NOTE: Accumulations of mud, frozen material, etc,
become part of the GVW and reduces the allowable
payload. To maximize payload and to keep from
exceeding the maximum GVW rating, these
accumulations should be removed as often as
practical.
Exceeding the allowable payload will reduce the
expected life of truck components.
00 Index and foreword CEN00002-00
960E-1 5
How to read the shop manual
Composition of shop manual
This shop manual contains the necessary technical information for services performed in a workshop.
For ease of understanding, the manual is divided into the following sections.
00. Index and foreword
This section explains the shop manuals list, table of contents, safety, and basic information.
01. Specification
This section explains the specifications of the machine.
10. Structure, function and maintenance standard
This section explains the structure, function, and maintenance standard values of each component.
The structure and function sub-section explains the structure and function of each component. It serves
not only to give an understanding of the structure, but also serves as reference material for trouble-
shooting. The maintenance standard sub-section explains the criteria and remedies for disassembly
and service.
20. Standard value table
This section explains the standard values for new machine and judgement criteria for testing, adjusting,
and troubleshooting. This standard value table is used to check the standard values in testing and
adjusting and to judge parts in troubleshooting.
30. Testing and adjusting
This section explains measuring instruments and measuring methods for testing and adjusting, and
method of adjusting each part. The standard values and judgement criteria for testing and adjusting are
explained in Testing and adjusting.
40. Troubleshooting
This section explains how to find out failed parts and how to repair them. The troubleshooting is divided
by failure modes.
50. Disassembly and assembly
This section explains the special tools and procedures for removing, installing, disassembling, and
assembling each component, as well as precautions for them. In addition, tightening torque and weight
of components are also explained.
90. Diagrams and drawings
This section gives hydraulic circuit diagrams and electrical circuit diagrams.
Revision and distribution
Any additions, revisions, or other change of notices will be sent to KOMATSU distributors. Get the most up-
to-date information before you start any work.
• Some attachments and optional parts in this shop manual may not be delivered to certain areas. If one
of them is required, consult KOMATSU distributors.
• Materials and specifications are subject to change without notice.
• Shop manuals are divided into the “Chassis volume” and “Engine volume”. For the engine unit, see the
engine volume of the engine model mounted on the machine.
CEN00002-00 00 Index and foreword
6 960E-1
Symbols
This “ ALERT” symbol is used with the signal words,
“ DANGER” , “ WARNING” , and “ CAUTION” in this
manual to alert the reader to hazards arising from
improper operating and maintenance practices.
“ DANGER” identifies a specific potential hazard WHICH WILL
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“ WARNING” identifies a specific potential hazard WHICH MAY
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“ CAUTION” is used for general reminders of proper safety
practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
00 Index and foreword CEN00002-00
960E-1 7
General safety
Safety records from most organizations will show that
the greatest percentage of accidents are caused by
unsafe acts performed by people. The remainder are
caused by unsafe mechanical or physical conditions.
Report all unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and
regulations may add many more to this list.
Read and follow all safety precautions. Failure to
do so may result in serious injury or death.
Safety rules
• Only trained and authorized personnel may
operate and maintain the truck.
• Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the truck.
• When working with another operator or a person
on work site traffic duty, make sure that all
personnel understand all hand signals that are to
be used.
Safety features
• Make sure that all guards and covers are in their
proper position. Have any damaged guards and
covers repaired. (See Operating Instructions -
“Preparing For Operation”.)
• Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. Use
these safety features properly.
• Never remove any safety features. Always keep
them in good operating condition.
• Improper use of safety features could result in
serious bodily injury or death.
Fire extinguisher and first aid kit
• Make sure that fire extinguishers are accessible
and proper usage techniques are known.
• Provide a first aid kit at the storage point.
• Know what to do in the event of a fire.
• Keep the phone numbers of persons you should
contact in case of an emergency on hand.
Clothing and personal items
• Avoid loose clothing, jewelry, and loose long hair.
They can catch on controls or in moving parts and
cause serious injury or death. Also, never wear
oily clothes as they are flammable.
• Wear a hard hat, safety glasses, safety shoes,
mask and gloves when operating or maintaining a
truck. Always wear safety goggles, hard hat and
heavy gloves if your job involves scattering metal
chips or minute materials, particularly when
driving pins with a hammer or when cleaning air
cleaner elements with compressed air. Also,
ensure that the work area is free from other
personnel during such tasks.
CEN00002-00 00 Index and foreword
8 960E-1
Leaving the operator seat
When preparing to leave the operator's seat, do not
touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform
the following:
• Move the directional control lever to PARK. Do
not use the wheel brake lock when the engine
will be turned off.
• Lower the dump body to the frame.
• Stop the engine. When exiting the truck, always
lock compartments and take the keys with you. If
the truck should suddenly move or move in an
unexpected way, this may result in serious bodily
injury or death.
Mounting and dismounting
• Use the handrails and steps when getting on or
off the truck.
• Never jump on or off the truck. Never climb on or
off a truck while it is moving.
• When climbing on or off a truck, face the truck
and use the hand-hold and steps.
• Never hold any control levers when getting on or
off a truck.
• Always maintain three-point contact with the
hand-holds and steps to ensure that you support
yourself.
• When bringing tools into the operator's
compartment, always pass them by hand or pull
them up by rope.
• If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately.
Always keep these components clean. Repair
any damage and tighten any loose bolts.
Fire prevention for fuel and oil
• Fuel, oil, and antifreeze can be ignited by a flame.
Fuel is extremely flammable and can be
hazardous. Keep flames away from flammable
fluids.
• Keep oil and fuel in a designated location and do
not allow unauthorized persons to enter.
• When refueling, stop the engine and do not
smoke.
• Refueling and oiling should be done in well
ventilated areas.
• Tighten all fuel and oil tank caps securely.
00 Index and foreword CEN00002-00
960E-1 9
Precautions with high temperature fluids
Immediately after truck operation, engine coolant,
engine oil, and hydraulic oil are at high temperatures
and are pressurized. If the cap is removed, the fluids
are drained, the filters are replaced, etc., there is
danger of serious burns. Allow heat and pressure to
dissipate before performing such tasks and follow
proper procedures as outlined in the service manual.
To prevent hot coolant from spraying:
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
3. Depress the pressure release button on the cap
to vent cooling system pressure.
4. Turn the radiator cap slowly to release the
pressure before removing.
To prevent hot engine oil spray:
1. Stop the engine.
2. Wait for the oil temperature to cool down.
3. Turn the cap slowly to release the pressure
before removing the cap.
Asbestos dust hazard prevention
Asbestos dust is hazardous to your health when
inhaled. If you handle materials containing asbestos
fibers, follow the guidelines below:
• Never use compressed air for cleaning.
• Use water for cleaning to control dust.
• Operate the truck or perform tasks with the wind
to your back whenever possible.
• Use an approved respirator when necessary.
Prevention of injury by work equipment
Never enter or put your hand, arm or any other part of
your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is
operated, clearances will change and may lead to
serious bodily injury or death.
Unauthorized modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult the
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for any
injury or damage caused by any unauthorized
modification.
Precautions when using ROPS
The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
support the load of the truck, but also to absorb the
energy of the impact.
• The Rollover Protection Structure (ROPS) must
be properly installed before the truck is operated.
• ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If
it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
rolls over, the strength of the structure will be
compromised and will not be able to fulfill its
intended purpose. Optimum strength of the
structure can only be achieved if it is repaired or
modified as specified by Komatsu.
• When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Even with the ROPS installed, the operator must
always use the seat belt when operating the
truck.
CEN00002-00 00 Index and foreword
10 960E-1
Precautions for attachments
• When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
• Do not use attachments that are not authorized
by Komatsu America Corp. or the authorized
regional Komatsu distributor. Use of unauthorized
attachments could create a safety problem and
adversely affect the proper operation and useful
life of the truck.
• Any injuries, accidents, and product failures
resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp. or the authorized
regional Komatsu distributor.
Precautions for starting the truck
Start the engine from the operator seat only. Never
attempt to start the engine by shorting across the
cranking motor terminals. This may cause a fire,
serious injury or death to anyone in truck’s path.
Precautions before operating the truck
Safety is thinking ahead. Prevention is the best safety
program. Prevent a potential accident by knowing the
employer's safety requirements and all necessary job
site regulations. In addition, know the proper use and
care of all the safety equipment on the truck. Only
qualified operators or technicians should attempt to
operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the
equipment.
Safety at the worksite
• When walking to and from a truck, maintain a
safe distance from all machines even when the
operator is visible.
• Before starting the engine, thoroughly check the
area for any unusual conditions that could be
dangerous.
• Examine the road surface at the job site and
determine the best and safest method of
operation.
• Choose an area where the ground is as
horizontal and firm as possible before performing
the operation.
• If you need to operate on or near a public road,
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
• The operator must personally check the work
area, the roads to be used, and the existence of
obstacles before starting operations.
• Always determine the travel roads at the work site
and maintain them so that it is always safe for the
machines to travel.
• If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water that
exceeds the permissible water depth.
00 Index and foreword CEN00002-00
960E-1 11
Fire prevention
• Remove wood chips, leaves, paper, and other
flammable items that have accumulated in the
engine compartment. Failure to do so could result
in a fire.
• Check the fuel, lubrication, and hydraulic systems
for leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of
them properly.
• Make sure that a fire extinguisher is present and
in proper working condition.
• Do not operate the truck near open flames.
Ventilation in enclosed areas
If it is necessary to start the engine within an enclosed
area, provide adequate ventilation. Inhaling exhaust
fumes from the engine can kill.
Preparing for operation
• Always mount and dismount while facing the
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails
and ladders when mounting or dismounting the
truck.
• Check the deck areas for debris, loose hardware
and tools. Check for people and objects that
might be in the area.
• Become familiar with and use all protective
equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
belts, etc.) are securely in place.
Mirrors, windows and lights
• Remove any dirt from the surface of the
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident.
• Adjust the rear view mirror to a position where the
operator can see best from the operator's seat. If
any glass or light is broken, replace it with a new
part.
• Make sure that the headlights, work lights, and
taillights are in proper working order. Make sure
that the truck is equipped with the proper work
lamps that are needed for the operating
conditions.
In operator cab (before starting the engine)
• Do not leave tools or spare parts lying around. Do
not allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
• Keep the cab floor, controls, steps and handrails
free of oil, grease, snow and excess dirt.
• Check the seat belt, buckle and hardware for
damage or wear. Replace any worn or damaged
parts. Always use the seat belts when operating a
truck.
• Read and understand the contents of this
manual. Pay special attention to the safety
information and operating instructions. Become
thoroughly acquainted with all gauges,
instruments and controls before attempting
operation of the truck.
• Read and understand the WARNING and
CAUTION decals in the operator's cab.
• Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
• Check the operation of the windshield wiper,
condition of wiper blades, and the washer fluid
reservoir level.
• Be familiar with all steering and brake system
controls, warning devices, road speeds and
loading capabilities before operating the truck.
CEN00002-00 00 Index and foreword
12 960E-1
Precautions while operating the truck
When starting the engine
• Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
truck’s path.
• Never start the engine if a warning tag has been
attached to the controls.
• When starting the engine, sound the horn as an
alert.
• Start and operate the truck only while seated in
the operator’s seat.
• Do not allow any unauthorized persons in the
operator's compartment or any other place on the
truck.
General truck operation
• Wear the seat belt at all times.
• Only authorized persons are allowed to ride in the
truck. Riders must be in the cab and belted in the
passenger seat.
• Do not allow anyone to ride on the decks or steps
of the truck.
• Do not allow anyone to get on or off the truck
while it is in motion.
• Do not move the truck in or out of a building
without a signal person present.
• Know and obey the hand signal communications
between operator and spotter. When other
machines and personnel are present, the
operator should move in and out of buildings,
loading areas, and through traffic under the
direction of a signal person. Courtesy at all times
is a safety precaution.
• Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an
operating hazard.
• Check for flat tires periodically during a shift. If the
truck has been operating on a “flat”, do not park
the truck inside a building until the tire cools. If the
tire must be changed, do not stand in front of the
rim and locking ring when inflating a tire mounted
on the truck. Observers should not be permitted
in the area and should be kept away from the side
of such tires.
The tire and rim assembly may explode if
subjected to excessive heat. Personnel should
move to a remote or protected location if sensing
excessively hot brakes, smelling burning rubber
or observing evidence of fire near the tire and
wheel area.
If the truck must be approached to exstinguish a
fire, those personnel should do so only while
facing the tread area of the tire (front or back)
unless protected by using large heavy equipment
as a shield. Stay at least 15 m (50 ft) from the
tread of the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
for at least 8 hours or until the tire and wheel are
cool.
• Keep serviceable fire fighting equipment on hand.
Report empty extinguishers for replacement or
refilling.
• Always place the directional control lever in the
PARK when the truck is parked and unattended.
Do not leave the truck unattended while the
engine is running.
• Park the truck a safe distance away from other
vehicles as determined by the supervisor.
• Stay alert at all times! In the event of an
emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.
Ensuring good visibility
• When working in dark places, install work lamps
and head lamps. Set up extra lighting in the work
area if necessary.
• Discontinue operations if visibility is poor, such as
in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed
safely.
00 Index and foreword CEN00002-00
960E-1 13
Traveling
• When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
• Lower the dump body and set the dump lever to
the FLOAT position before traveling.
• If the engine stops while the truck is in motion,
secondary steering and braking enable the truck
to be steered and stopped. A fixed amount of
reserve oil provides temporary steering and
braking to briefly allow the truck to travel to a safe
area. Apply the brakes immediately and stop the
truck as quickly and safely as possible off of the
haul road, if possible.
Traveling in reverse
Before operating the truck:
• Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
• Check for personnel near the truck. Be
particularly careful to check behind the truck.
• When necessary, designate a person to watch
the area near the truck and signal the operator.
This is particularly necessary when traveling in
reverse.
• When operating in areas that may be hazardous
or have poor visibility, designate a person to
direct work site traffic.
• Do not allow any one to enter the line of travel of
the truck. This rule must be strictly observed even
with machines equipped with a back-up horn or
rear view mirror.
Traveling on slopes
• Traveling on slopes could result in the truck
tipping over or slipping.
• Do not change direction on slopes. To ensure
safety, drive to level ground before turning.
• Do not travel up and down on grass, fallen
leaves, or wet steel plates. These materials may
make the truck slip on even the slightest slope.
Avoid traveling sideways, and always keep travel
speed low.
• When traveling downhill, use the retarder to
reduce speed. Do not turn the steering wheel
suddenly. Do not use the foot brake except in an
emergency.
• If the engine should stop on a slope, apply the
service brakes fully and stop the truck. Move the
directional control lever to PARK after the truck
has stopped.
Operating on snow or ice
• When working on snowy or icy roads, there is
danger that the truck may slip to the side on even
the slightest slope. Always travel slowly and
avoid sudden starting, turning, or stopping in
these conditions.
• Be extremely careful when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen. When traveling on
snow-covered roads, always install tire chains.
Avoid damage to dump body
Always be extremely cautious when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the truck.
CEN00002-00 00 Index and foreword
14 960E-1
Driving near high voltage cables
Driving near high voltage cables can cause electric
shock. Always maintain safe distances between the
truck and the high voltage cable as listed below.
The following actions are effective in preventing
accidents while working near high voltages:
• Wear shoes with rubber or leather soles.
• Use a signalman to give warning if the truck
approaches an electric cable.
• If the work equipment touches an electric cable,
the operator should not leave the cab.
• When performing operations near high voltage
cables, do not allow anyone to approach the
truck.
• Check with the electrical maintenance
department about the voltage of the cables before
starting operations.
When dumping
• Before starting the dumping operation, make sure
that there are no persons or objects behind the
truck.
• Stop the truck in the desired location. Check
again for persons or objects behind the truck.
Give the determined signal, then slowly operate
the dump body. If necessary, use blocks for the
wheels or position a flagman.
• When dumping on slopes, truck stability is poor
and there is danger of tipping over. Always use
extreme care when performing such operations.
• Never travel with the dump body raised.
When loading
• Make sure that the surrounding area is safe. Stop
the truck in the correct loading position, then load
the body uniformly.
• Do not leave the operator seat during the loading
operation.
Working on loose ground
• Avoid operating the truck near cliffs, overhangs
and deep ditches. If these areas collapse, the
truck could fall or tip over and result in serious
injury or death. Remember that ground surfaces
in these areas may be weakened after heavy rain
or blasting.
• Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of the
truck. Avoid these areas whenever possible.
Parking the truck
• Choose a flat, level surface to park the truck. If
the truck has to be parked on a slope, put blocks
behind all the wheels to prevent truck movement.
• Do not activate the wheel brake lock when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
• When parking on public roads, provide fences
and signs, such as flags or lights, on the truck to
warn pedestrians and other vehicles. Make sure
that the truck, flags or lights do not obstruct traffic.
• Lower the dump body fully, move the directional
control lever to PARK, stop the engine and lock
everything. Always take the key with you.
Towing
Improper towing methods may lead to serious
personal injury and/or damage. For towing methods,
refer to Index and foreword section Operating
instructions.
• Use a towing device with ample strength for the
weight of this truck.
• Never tow a truck on a slope.
• Inspect towing components, such as tow bars
and couplings, for any signs of damage. Never
use damaged or worn components to tow a
disabled vehicle.
• Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
• When connecting a truck that is to be towed, do
not allow anyone to go between the tow vehicle
and the disabled vehicle.
• Set the coupling of the truck being towed in a
straight line with the towing portion of the tow
truck, and secure it in position.
Voltage Minimum Safety Distance
6.6 kV 3 m 10 ft.
33.0 kV 4 m 14 ft.
66.0 kV 5 m 17 ft.
154.0 kV 8 m 27 ft.
275.0 kV 10 m 33 ft.
00 Index and foreword CEN00002-00
960E-1 15
Working near batteries
Battery hazard prevention
• Battery electrolyte contains sulfuric acid, which
can quickly burn the skin and eat holes in
clothing. If you spill acid on yourself, immediately
flush the area with water.
• Battery acid can cause blindness if splashed into
your eyes. If acid gets into your eyes, flush them
immediately with large quantities of water and
see a doctor at once.
• If you accidentally drink acid, drink a large
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
• Always wear safety glasses or goggles when
working with batteries.
• Batteries generate hydrogen gas. Hydrogen gas
is very explosive and can easily be ignited with a
small spark or flame.
• Before working with batteries, stop the engine
and turn the key switch to the OFF position.
• Avoid short-circuiting the battery terminals
through accidental contact with metallic objects,
such as tools, across the terminals.
• When removing or installing batteries, check
which is the positive (+) terminal and the negative
(-) terminal.
• Tighten battery caps securely.
• Tighten the battery terminals securely. Loose
terminals can generate sparks and lead to an
explosion.
Starting with booster cables
• Always wear safety glasses or goggles when
starting the truck with booster cables.
• When starting from another truck, do not allow
the two trucks to touch.
• Connect the positive (+) cable first when installing
booster cables. Disconnect the ground or
negative (-) cable first during removal.
• If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
Always be cautious when using tools near the
battery.
• Connect the batteries in parallel: positive to
positive and negative to negative.
• When connecting the ground cable to the frame
of the truck to be started, connect it as far as
possible from the battery.
INCORRECT
CEN00002-00 00 Index and foreword
16 960E-1
Precautions before performing service
Warning tag
Starting the engine or operating the controls while
other personnel are performing maintenance on the
truck can lead to serious injurty and/or death. Always
attach the warning tag to the control lever in the
operator cab to alert others that you are working on
the truck. Attach additional warning tags around the
truck as necessary.
These tags are available from your Komatsu
distributor. Warning tag part number: 09963-03000
Stopping the engine
• Before performing inspections or maintenance,
stop the truck on firm flat ground, lower the dump
body, move the directional control lever to PARK,
and stop the engine.
• If the engine must be run during service, such as
when cleaning the radiator, the directional control
lever must be in PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand.
• When servicing the truck, do not to touch any
moving parts. Never wear loose clothing or
jewelry.
• Put wheel blocks under the wheels to prevent
truck movement.
• When performing service with the dump body
raised, place the dump lever in the HOLD position
and apply the lock (if equipped). Install the body-
up safety pins or cable securely.
Proper tools
Only use tools that are suited to the task. Using
damaged, low quality, faulty or makeshift tools could
cause personal injury.
Securing the dump body
To avoid serious personal injury or death, the
body retention sling must be installed whenever
personnel are required to perform maintenance
on the truck while the dump body in the raised
position.
NOTE: This sling is to be used only with a Komatsu
body.
1. Raise the body to its maximum height.
2. Install two shackles and body retention sling (3,
Figure 00-1) between rear body ear (1) and axle
housing ear (2).
3. Secure the shackle pins with cotter pins.
4. After service work is completed, reverse the
installation steps to remove the sling.
FIGURE 00-1. BODY RETENTION SLING
INSTALLATION
1. Rear Body Ear
2. Axle Housing Ear
3. Body Retention Sling
00 Index and foreword CEN00002-00
960E-1 17
Precautions while performing service
NOTE: Only authorized personnel should service and
repair the truck.
Keep the truck clean
• Spilled oil, grease, scattered tools, etc, can cause
you to slip or trip. Always keep your truck clean
and tidy.
• If water gets into the electrical system, there is
danger that the truck may may move
unexpectedly and/or damage to components may
occur. Do not use water or steam to clean any
sensors, connectors or the inside of the
operator's compartment.
• Use extreme care when washing the electrical
control cabinet. Do not allow water to enter the
control cabinet around the doors or vents. Do not
allow any water to enter the cooling air inlet duct
above the electrical control cabinet. If water
enters the control cabinet through any opening or
crevice, major damage to the electrical
components is possible.
• Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
• Do not spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Attachments
Place attachments that have been removed from the
truck in a safe place and manner to prevent them
from falling.
Working under the truck
• Always lower all movable work equipment to the
ground or to their lowest position before
performing service or repairs under the truck.
• Always block the tires of the truck securely.
• Never work under the truck if the truck is poorly
supported.
Rotating fan and belts
Stay away from all rotating parts such as the radiator
fan and fan belts. Serious bodily injury may result
from direct or indirect contact with rotating parts and
flying objects.
Adding fuel or oil
• Spilled fuel and oil may cause slipping. Always
clean up spills immediately.
• Always add fuel and oil in a well-ventilated area.
• When refueling, stop the engine and do not
smoke.
• Tighten the cap of the fuel and oil fillers securely.
• Never use fuel to wash parts.
CEN00002-00 00 Index and foreword
18 960E-1
Radiator coolant level
If it is necessary to add coolant to the radiator, stop
the engine and allow the engine and radiator to cool
down before adding the coolant. Depress the
pressure release button on the cap to vent cooling
system pressure. Slowly loosen the cap to relieve any
remaining pressure.
Use of lighting
When checking fuel, oil, coolant or battery electrolyte,
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger
of an explosion.
Precautions with the battery
When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.
Handling high pressure hoses
• Do not bend high pressure hoses or hit them with
hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during
use.
• Always repair any loose or broken hoses. If fuel
or oil leaks, it may result in a fire.
Precautions when performing maintenance near
high temperature or high pressure
Immediately after stopping operation, engine coolant
and operating oils are at high temperature and under
high pressure. If the cap is removed, the oil or water
is drained, or the filters are replaced under these
conditions, it may result in burns or other injury. Wait
for the temperature to cool and pressure to subside
before performing the inspection and/or maintenance
as outlined in the shop manual.
Precautions with high pressure oil
• Work equipment circuits are always under
pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
releasing the internal pressure.
• Small, high-pressure pin hole leaks are extremely
dangerous. A jet of high-pressure oil can pierce
the skin and eyes. Always wear safety glasses
and thick gloves. Use a piece of cardboard or a
sheet of wood to check for oil leakage.
• If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Waste materials
• Never dump oil into a sewer system, river, etc.
• Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
• Obey appropriate laws and regulations when
disposing of harmful objects such as oil, fuel,
coolant, solvent, filters and batteries.
00 Index and foreword CEN00002-00
960E-1 19
Tires
Handling tires
If tires are not used under the specified conditions,
they may overheat and burst, or be cut and burst by
sharp stones on rough road surfaces. This may lead
to serious injury or damage.
To maintain tire safety, always use the specified tires.
Inflate the tires to the specified pressure. An
abnormal level of heat is generated when the inflation
pressure is too low.
The tire inflation pressure and permissible speeds are
general values. The actual values may differ
depending on the type of tire and the condition under
which they are used. For details, please consult the
tire manufacturer.
When tires become hot, a flammable gas is produced
and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If
the gas generated inside the tire ignites, the internal
pressure will suddenly rise and the tire will explode,
resulting in danger to personnel in the area.
Explosions differ from punctures or tire bursts
because the destructive force is extremely large.
Therefore, the following operations are strictly
prohibited when the tire is pressurized:
• Welding the rim
• Welding near the wheel or tire
• Smoking or creating open flames
If the proper procedure for performing maintenance or
replacement of the wheel or tire is not used, the
wheel or tire may burst and cause serious injury or
damage. When performing such maintenance,
consult your authorized regional Komatsu distributor
or the tire manufacturer.
Storing tires after removal
• As a basic rule, store the tires in a warehouse in
which unauthorized persons cannot enter. If the
tires are stored outside, always erect a fence
around the tires and put up “No Entry” signs and
other warning signs that even young children can
understand.
• Stand the tire on level ground and block it
securely so that it cannot roll or fall over.
• If the tire falls over, flee the area quickly. The tires
for dump trucks are extremely heavy. Never
attempt to hold or support the tire. Attempting to
hold or support a tire may lead to serious injury.
CEN00002-00 00 Index and foreword
20 960E-1
Precautions for performing repairs
NOTE: Only qualified maintenance personnel who
understand the systems being repaired should
attempt repairs. Only a qualified operator should
move the truck under its own power in the repair
facility or during road testing after repairs are
complete.
• Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment
(hoists, slings, chains, and lifting eyes) are of
adequate capacity to handle the load.
• Do not work under a suspended load. Do not
work under a raised body unless body retention
sling, props or pins are in place to hold the body
in the raised position.
• Do not repair the truck while the engine is
running, except when adjustments can only be
made under such conditions. Keep a safe
distance from moving parts.
• When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Follow all
current regulations for handling and recycling
refrigerants. Refer to Testing and adjusting
section Cab air conditioning.
• Follow package directions carefully when using
cleaning solvents.
• If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post of
the disabled truck batteries to the 24V positive (+)
post of the auxiliary assist. Use a second cable to
connect the 24V negative (-) post of the auxiliary
assist battery to a frame ground (-) on the
disabled truck away from the battery.
• If the truck must be towed, use a rigid tow bar.
Check the truck frame for a decal recommending
special towing precautions. Also refer to the
towing instructions in Index and foreword section
Operating instructions.
• Relieve hydraulic pressure before disconnecting
any lines or hoses. Hydraulic oil escaping under
pressure can have sufficient force to enter a
person's body by penetrating the skin, resulting in
serious injury and possibly death.
• After adjustments or repairs, replace all shields,
screens and clamps.
Engine shutdown procedure after AC drive
system failure
If the AC drive system is operating normally when the
engine is shut down, the system should be safe to
service. However, in the event of a drive system
failure, performing the following procedure before any
maintenance activities will ensure that no hazardous
voltages are present in the AC drive system.
1. Before shutting down the engine, verify the
status of all the drive system warning lights on
the overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarding grid cabinet without a trained drive
system technician present, even if the engine is
off. Only qualified personnel, specifically trained
for servicing the AC drive system, should
perform this service.
2. If all red drive system warning lights are off,
follow the normal engine shutdown procedure in
Index and foreword section Operating
instructions.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and the
DID panel on the rear wall of the operator cab.
a. If all lights are off, it is safe to work on the
retarding grids, wheel motors, alternator and
related power cables. Proceed to Step 5.
b. If any red lights continue to be illuminated
after following the above procedure, a fault
has occurred. Leave all cabinet doors in
place. Do not touch the retarding grid ele-
ments. Do not disconnect any power cables
or use them as hand or foot holds. Notify
your Komatsu service representative immedi-
ately.
4. Locate the generator field contactor (GF) switch
in the access panel on the left side of the main
control cabinet. Place the switch in the
CUTOUT position. This will prevent the
alternator from re-energizing and creating
system voltage until the switch is returned to its
former position.
5. Leave the drive system in the rest mode until
the truck is to be moved.
00 Index and foreword CEN00002-00
960E-1 21
Precautions for welding on the truck
NOTE: Before welding or repairing an AC drive truck,
notify a Komatsu service representative. Only
qualified personnel, specifically trained for servicing
the AC drive system, should perform this service.
If it is necessary to perform welding on the truck
without the field engineer present, the following
procedures and precautions must be followed to
ensure that the truck is safe for maintenance
personnel to work on and to reduce the chance for
damage to equipment.
• Before opening any cabinets or touching a
retarding grid element or a power cable, the
engine must be shutdown and any red drive
system warning lights must not be illuminated.
• Always disconnect the positive and negative
battery cables of the truck before doing any
welding on the unit. Failure to do so may
seriously damage the battery and electrical
equipment. Disconnect the battery charging
alternator lead wire and isolate the electronic
control components before making welding
repairs. (It is not necessary to disconnect or
remove any control circuit cards on electric drive
dump trucks or any of the AID circuit control
cards.)
• Always fasten the welding machine ground (-)
lead to the piece being welded. The grounding
clamp must be attached as near as possible to
the weld area. Never allow welding current to
pass through ball bearings, roller bearings,
suspensions or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and possibly
cause damage to components.
• Drain, clean, and ventilate fuel tanks and
hydraulic tanks before making any welding
repairs on the tanks.
• Before welding on the truck, disconnect all
electrical harnesses from the modules and
controllers inside the auxiliary control cabinet
behind the operator cab.
• Do not weld on the rear of the control cabinet!
The metal panels on the back of the cabinet are
part of capacitors and cannot be heated.
• Do not weld on the retarding grid exhaust
louvers! They are made of stainless steel. Some
power cable panels throughout the truck are also
made of aluminum or stainless steel. They must
be repaired with the same material or the power
cables may be damaged.
• Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable cleats
by encircling the power cables with metal clamps
or hardware. Always inspect power cable
insulation before servicing the cables and
returning the truck to service. Discard cables with
broken insulation.
• Power cables and wiring harnesses should be
protected from weld spatter and heat.
• Always fasten the welding machine ground (-)
lead to the piece being welded. The grounding
clamp must be attached as near as possible to
the weld area.
• Always avoid laying welding cables over or near
the vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
cause damage to components.
• Before doing any welding on the truck,
disconnect the battery charging alternator lead
wire and isolate electronic control components.
• Also, always disconnect the negative and positive
battery cables of the vehicle. Failure to do so may
seriously damage the battery and electrical
equipment.
• Never allow welding current to pass through ball
bearings, roller bearings, suspensions or
hydraulic cylinders.
CEN00002-00 00 Index and foreword
22 960E-1
Handling electrical equipment and
hydraulic components
To maintain the performance of the machine over a long period, and to prevent failures or other troubles before
they occur, correct “operation“, “maintenance and inspection“, “troubleshooting“, and “repairs” must be carried
out. This section deals particularly with correct repair procedures for mechatronics and is aimed at improving the
quality of repairs. For this purpose, it provides information on handling electrical equipment and handling hydrau-
lic equipment (particularly gear oil and hydraulic oil).
Points to remember when handling electrical equipment
1. Handling wiring harnesses and connectors
Wiring harnesses consist of wiring connecting
one component to another component, connec-
tors used for connecting and disconnecting one
wire from another wire, and protectors or tubes
used for protecting the wiring.
Compared with other electrical components fit-
ted in boxes or cases, wiring harnesses are
more likely to be affected by the direct effects of
rain, water, heat, or vibration. Furthermore, dur-
ing inspection and repair operations, they are
frequently removed and installed again, so they
are likely to suffer deformation or damage. For
this reason, it is necessary to be extremely
careful when handling wiring harnesses.
2. Main failures occurring in wiring harness
• Defective contact of connectors (defective
contact between male and female)
Problems with defective contact are likely to
occur because the male connector is not prop-
erly inserted into the female connector, or
because one or both of the connectors is
deformed or the position is not correctly aligned,
or because there is corrosion or oxidization of
the contact surfaces. The corroded or oxidized
contact surfaces may become shiny again (and
contact may become normal) by connecting and
disconnecting the connector about 10 times.
• Defective crimping or soldering of connectors
The pins of the male and female connectors are
in contact at the crimped terminal or soldered
portion, but if there is excessive force brought to
bear on the wiring, the plating at the joint will
peel and cause improper connection or break-
age.
00 Index and foreword CEN00002-00
960E-1 23
• Disconnections in wiring
If the wiring is held and the connectors are
pulled apart, or components are lifted with a
crane with the wiring still connected, or a heavy
object hits the wiring, the crimping of the con-
nector may separate, or the soldering may be
damaged, or the wiring may be broken.
• High-pressure water entering connector
The connector is designed to make it difficult for
water to enter (drip-proof structure), but if high-
pressure water is sprayed directly on the con-
nector, water may enter the connector, depend-
ing on the direction of the water jet. Accordingly,
take care not to splash water over the connec-
tor. The connector is designed to prevent water
from entering, but at the same time, if water
does enter, it is difficult for it to be drained.
Therefore, if water should get into the connec-
tor, the pins will be short-circuited by the water,
so if any water gets in, immediately dry the con-
nector or take other appropriate action before
passing electricity through it.
• Oil or dirt stuck to connector
If oil or grease are stuck to the connector and an
oil film is formed on the mating surface between
the male and female pins, the oil will not let the
electricity pass, so there will be defective con-
tact. If there is oil or grease stuck to the connec-
tor, wipe it off with a dry cloth or blow it dry with
compressed air and spray it with a contact
restorer.
• When wiping the mating portion of the
connector, be careful not to use excessive
force or deform the pins.
• If there is oil or water in the compressed
air, the contacts will become even dirtier,
so remove the oil and water from the
compressed air completely before clean-
ing with compressed air.
CEN00002-00 00 Index and foreword
24 960E-1
3. Removing, installing, and drying connectors
and wiring harnesses
• Disconnecting connectors
a. When disconnecting the connectors, hold the
connectors. For connectors held by a screw,
loosen the screw fully, then hold the male
and female connectors in each hand and pull
apart. For connectors which have a lock
stopper, press down the stopper with your
thumb and pull the connectors apart. Never
pull with one hand.
b. Both of the connector and clip have stoppers,
which are engaged with each other when the
connector is installed.
When removing a connector from a clip, pull the
connector in a parallel direction to the clip for
removing stoppers. If the connector is twisted
up and down or to the left or right, the housing
may break.
c. After removing any connector, cover it with a
vinyl bag to prevent any dust, dirt, oil, or
water from getting in the connector portion. If
the machine is left disassembled for a long
time, it is particularly easy for improper con-
tact to occur, so always cover the connector.
00 Index and foreword CEN00002-00
960E-1 25
• Connecting connectors
a. Check that there is no oil, dirt, or water stuck
to the connector pins (mating portion). Check
that there is no deformation, defective con-
tact, corrosion, or damage to the connector
pins. Check that there is no damage or
breakage to the outside of the connector.
• If there is any oil, water, or dirt stuck to the
connector, wipe it off with a dry cloth. If
any water has got inside the connector,
warm the inside of the wiring with a dryer,
but be careful not to make it too hot as
this will cause short circuits.
• If there is any damage or breakage,
replace the connector.
b. Fix the connector securely. Align the position
of the connector correctly, and then insert it
securely. For connectors with the lock stop-
per, push in the connector until the stopper
clicks into position.
• Correct any protrusion of the boot and
any misalignment of the wiring harness.
• For connectors fitted with boots, correct
any protrusion of the boot. In addition, if
the wiring harness is misaligned, or the
clamp is out of position, adjust it to its cor-
rect position.
• If the connector cannot be corrected eas-
ily, remove the clamp and adjust the posi-
tion.
• If the connector clamp has been
removed, be sure to return it to its original
position. Check also that there are no
loose clamps.
CEN00002-00 00 Index and foreword
26 960E-1
• Heavy duty wire connector (DT 8-pole, 12-pole)
a. For disconnection, press both sides of locks
(a) and (b) while pulling out female connector
(2).
b. For connection, push in female connector (2)
horizontally until the lock clicks.
Since locks (a) and (b) may not be set com-
pletely, push in female connector (2) while mov-
ing it up and down until the locks are set
normally.
• Right half of figure: Lock (a) is pulled
down (not set completely) and lock (b) is
set completely.
• Drying wiring harness
If there is any oil or dirt on the wiring harness,
wipe it off with a dry cloth. Avoid washing it in
water or using steam. If the connector must be
washed in water, do not use high pressure
water or steam directly on the wiring harness. If
water gets directly on the connector, perform the
following procedure.
a. Disconnect the connector and wipe off the
water with a dry cloth. If the connector is
blown dry with compressed air, there is the
risk that oil in the air may cause defective
contact, so remove all oil and water from the
compressed air before blowing with air.
b. If water gets inside the connector, use a
dryer to dry the inside of the connector. Hot
air from the dryer can be used, but regulate
the time that the hot air is used in order not to
make the connector or related parts too hot,
as this will cause deformation or damage to
the connector.
c. After drying, leave the wiring harness discon-
nected and carry out a continuity test to
check for any short circuits between pins
caused by water.
d. After completely drying the connector, blow it
with contact restorer and reassemble.
1. Male connector
2. Female connector
a. Lock
b. Lock
00 Index and foreword CEN00002-00
960E-1 27
4. Handling controllers
The controllers contain a microcomputer and
electronic control circuits. These control all of
the electronic circuits on the machine, so be
extremely careful when handling the controllers.
• Do not place objects on top of the controllers.
• Cover the controller connectors with tape or a
vinyl bag. Never touch the connector contacts
with your hand.
• During rainy weather, do not leave a controller
in a place where it is exposed to rain.
• Do not place a controller on oil, water, or soil, or
in any hot place, even for a short time. Place it
on a suitable dry stand.
• When carrying out arc welding on the body,
disconnect all wiring harness connectors that
are connected to the controllers. Fit an arc
welding ground close to the welding point.
5. When troubleshooting electric circuits
1) Always turn the power OFF before discon-
necting or connecting any connectors.
2) Before troubleshooting, ensure that all the
related connectors are properly inserted.
Disconnect and connect the related connec-
tors several times to check.
3) Always connect any disconnected the con-
nectors before proceeding to the next step.
If the power is turned ON while the connec-
tors are still disconnected, unnecessary
fault codes will be generated.
4) When troubleshooting circuits (measuring
the voltage, resistance, continuity, or cur-
rent), move the related wiring and connec-
tors several times and check that there is no
change in the reading of the tester. If there
is any change, there is probably defective
contact in that circuit.
CEN00002-00 00 Index and foreword
28 960E-1
Points to remember when handling hydraulic
equipment
With the increase in pressure and precision of hydraulic equipment, the most common cause of failure is dirt
(foreign material) in the hydraulic circuit. When adding hydraulic oil, or when disassembling or assembling
hydraulic equipment, it is necessary to be particularly careful.
1. Be careful of the operating environment.
Avoid adding hydraulic oil, replacing filters, or
repairing the machine in rain or high winds, or
places where there is a lot of dust.
2. Disassembly and maintenance work in the
field
If disassembly or maintenance work is carried
out on hydraulic equipment in the field, there is
danger of dust entering the equipment. It is also
difficult to check the performance after repairs,
so it is desirable to use unit exchange. Disas-
sembly and maintenance of hydraulic equip-
ment should be carried out in a specially
prepared dustproof workshop, and the perfor-
mance should be checked with special test
equipment.
3. Sealing openings
After any piping or equipment is removed, the
openings should be sealed with caps, tapes, or
vinyl bags to prevent any dirt or dust from enter-
ing. If the opening is left open or is blocked with
a rag, there is danger of dirt entering or of the
surrounding area being made dirty by leaking oil
so never do this. Do not simply drain oil out onto
the ground, but collect it and ask the customer
to dispose of it, or take it back with you for dis-
posal.
4. Do not let any dirt or dust get in during
refilling operations
Be careful not to let any dirt or dust get in when
refilling with hydraulic oil. Always keep the oil
filler and the area around it clean, and also use
clean pumps and oil containers. If an oil clean-
ing device is used, it is possible to filter out the
dirt that has collected during storage, so this is
an even more effective method.
5. Change hydraulic oil when the temperature is high
00 Index and foreword CEN00002-00
960E-1 29
When hydraulic oil or other oil is warm, it flows
easily. In addition, the sludge can also be
drained out easily from the circuit together with
the oil, so it is best to change the oil when it is
still warm. When changing the oil, as much as
possible of the old hydraulic oil must be drained
from the hydraulic tank. If any old oil is left, the
contaminants and sludge in it will mix with the
new oil and will shorten the life of the hydraulic
oil.
6. Flushing operations
After disassemby and assembly, or changing
the oil, use flushing oil to remove the contami-
nants, sludge, and old oil from the hydraulic cir-
cuit. Normally, flushing is carried out twice:
primary flushing is carried out with flushing oil,
and secondary flushing is carried out with the
specified hydraulic oil.
7. Cleaning operations
After repairing the hydraulic equipment (pump,
control valve, etc.) or when running the
machine, carry out oil cleaning to remove the
sludge or contaminants in the hydraulic oil cir-
cuit. The oil cleaning equipment is used to
remove the ultra fine particles (about 3 microns)
that the filter built in the hydraulic equipment
cannot remove, so it is an extremely effective
device.
CEN00002-00 00 Index and foreword
30 960E-1
How to read electric wire code
In the electric circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols.
The electric wire code is helpful in understanding the electric circuit diagram.
AV and AVS are different in only thickness and outside diameter of the cover. AEX is similar to AV in thickness
and outside diameter of AEX and different from AV and AVS in material of the cover.
Example: AEX 0.85 L - - -
Indicates blue, heat-resistant, low-voltage wire for automobile, having
nominal No. of 0.85
Indicates color of wire by color code.
Color codes are shown in Table 3.
Indicates size of wire by nominal No.
Size (Nominal No.) is shown in Table 2.
Indicates type of wire by symbol.
Type, symbol, and material of wire are shown in Table 1.
(Since AV and AVS are classified by size (nominal No.), they are not
indicated.)
Table 3: Type, symbol and material of electric wires
Type
Sym-
bol
Material
Using
temperature
range (°C)
Example of use
Low-voltage
wire for
automobile
AV
Conducto
r
Annealed copper for
electric appliance
–30 to +60
General wiring
(Nominal No. 5 and above)
Insulator Soft polyvinyl chloride
Thin-cover
low-voltage
wire for
automobile
AVS
Conducto
r
Annealed copper for
electric appliance General wiring
(Nominal No. 3 and below)
Insulator Soft polyvinyl chloride
Heat-
resistant
low-voltage
wire for
automobile
AEX
Conducto
r
Annealed copper for
electric appliance
–50 to +110
General wiring in extremely
cold district, wiring at high-
temperature place
Insulator
Heat-resistant crosslinked
polyethylene
00 Index and foreword CEN00002-00
960E-1 31
NOTE: "f" of nominal No. denotes "flexible".
Table 4: Dimensions of electric wires
Nominal No. 0.5f (0.5) 0.75f (0.85) 1.25f (1.25) 2f 2 3f 3 5
Conductor
Number of
strands/
Diameter of
strand
20/0.18 7/0.32 30/0.18 11/0.32 50/0.18 16/0.32 37/0.26 26/0.32 58/0.26 41/0.32 65/0.32
Sectional
area (mm
2
)
0.51 0.56 0.76 0.88 1.27 1.29 1.96 2.09 3.08 3.30 5.23
d (approx.) 1.0 1.2 1.5 1.9 1.9 2.3 2.4 3.0
Cov-
er D
AVS Standard 2.0 2.2 2.5 2.9 2.9 3.5 3.6 –
AV Standard – – – – – – – 4.6
AEX Standard 2.0 2.2 2.7 3.0 3.1 – 3.8 4.6
Nominal No. 8 15 20 30 40 50 60 85 100
Conductor
Number of
strands/
Diameter of
strand
50/0.45 84/0.45 41/0.80 70/0.80 85/0.80 108/0.80 127/0.80 169/0.80 217/0.80
Sectional
area (mm
2
)
7.95 13.36 20.61 35.19 42.73 54.29 63.84 84.96 109.1
d (approx.) 3.7 4.8 6.0 8.0 8.6 9.8 10.4 12.0 13.6
Cov-
er D
AVS Standard – – – – – – – – –
AV Standard 5.5 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
AEX Standard 5.3 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
CEN00002-00 00 Index and foreword
32 960E-1
NOTE: In a color code consisting of two colors, the first color is the color of the background and the second color
is the color of the marking. For example, “GW” means that the background is Green and marking is White.
Table 5: Color codes of electric wires
Color Code Color of wire Color Code Color of wire
B Black LgW Light green & White
Br Brown LgY Light green & Yellow
BrB Brown & Black LR Blue & Red
BrR Brown & Red LW Blue & White
BrW Brown & White LY Blue & Yellow
BrY Brown & Yellow O Orange
Ch Charcoal P Pink
Dg Dark green R Red
G Green RB Red & Black
GB Green & Black RG Red & Green
GL Green & Blue RL Red & Blue
Gr Gray RW Red & White
GR Green & Red RY Red & Yellow
GW Green & White Sb Sky Blue
GY Green & Yellow Y Yellow
L Blue YB Yellow & Black
LB Blue & Black YG Yellow &Green
Lg Light green YL Yellow & Blue
LgB Light green & Black YR Yellow & Red
LgR Light green & Red YW Yellow & White
Table 6: Types of circuits and color codes
Type of wire AVS or AV AEX
Type of
circuit
Charge R WG – – – – R –
Ground B – – – – – B –
Start R – – – – – R –
Light RW RB RY RG RL – D –
Instrument Y YR YB YG YL YW Y Gr
Signal G GW GR GY GB GL G Br
Others
L LW LR LY LB – L –
Br BrW BrR BrY BrB – – –
Lg LgR LgY LgB LgW – – –
O – – – – – – –
Gr – – – – – – –
P – – – – – – –
Sb – – – – – – –
Dg – – – – – – –
Ch – – – – – – –
00 Index and foreword CEN00002-00
960E-1 33
Standard torque tables
This shop manual provides metric (SI) and U.S.
standard units for most specifications. References
throughout the shop manual to standard torques or
other standard values will be to one of the following
tables. For values not shown in these tables,
standard conversion factors for most commonly used
measurements, refer to "Conversion tables".
NOTE: Standard torque values are not to be used
when “turn-of-the-nut” tightening procedures are
recommended.
Effect of special lubricants on fasteners and
standard torque values
Komatsu does not recommend the use of special
friction-reducing lubricants, such as Copper Coat,
Never-Seez
®
, and other similar products, on the
threads of standard fasteners where standard torque
values are applied. The use of special friction-
reducing lubricants will significantly alter the clamping
force during the tightening process. Excessive stress
and possible breakage of the fasteners may result.
When the torque tables specify “lubricated threads”
for the standard torque values listed, these standard
torque values are to be used with simple lithium
based chassis grease (multi-purpose EP NLGI) or a
rust preventive grease (see the list below) on the
threads and seats unless specified otherwise.
Verify the threads and tapped holes are free of burrs
and other imperfections before installing hardware.
Suggested sources for rust preventive grease:
• American Anti-Rust Grease #3-X from Standard
Oil Company (also American Oil Co.)
• Gulf Norust #3 from Gulf Oil Company.
• Mobilarma 355, Product No. 66705 from Mobil Oil
Corporation.
• Rust Ban 326 from Humble Oil Company.
• Rustolene B Grease from Sinclair Oil Co.
• Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
CEN00002-00 00 Index and foreword
34 960E-1
Standard tightening torques for SAE hex head
capscrew and nut assemblies
The following specifications apply to required
tightening torques for all SEA hex head capscrew
and nut assemblies.
• Capscrew threads and seats shall be lubricated
when assembled. Refer to "".
• Torques are calculated to give a clamping force of
approximately 75% of proof load.
• The maximum torque tolerance shall be ±10% of
the torque value shown.
Table 7: Standard tightening torques for
SAE hex head capscrew and nut assembly with lubricated threads
Thread
Size
Torque -
Grade 5
Torque -
Grade 8
Thread
Size
Torque -
Grade 5
Torque -
Grade 8
ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft lb =0.138 kgm =1.356 Nm
00 Index and foreword CEN00002-00
960E-1 35
Standard assembly torques for 12-point, grade 9
capscrews (SAE)
The following specifications apply to required
assembly torques for all 12-point, grade 9 (170,000
psi minimum tensile) capscrews.
• Capscrew threads and seats shall be lubricated
when assembled. Refer to "".
• Torques are calculated to give a clamping force of
approximately 75% of proof load.
• The maximum torque tolerance shall be ±10% of
the torque value shown.
Standard assembly torques for class 10.9
capscrews and class 10 nuts
The following specifications apply to required
assembly torques for all metric class 10.9 finished
hexagon head capscrews and class 10 nuts.
• Capscrew threads and seats shall not be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.
NOTE: If zinc-plated hardware is used, each piece
must be lubricated with simple lithium based chassis
grease (multi-purpose EP NLGI) or a rust preventive
grease to achieve the same clamping forces provided
in the table.
• Torques are calculated to give a clamping force of
approximately 75% of proof load.
• The maximum torque tolerance shall be ±10% of
the torque value shown.
Table 8: Standard assembly torques for
12-point, grade 9 capscrews
Capscrew
size*
Torque
ft lb
Torque
kgm
Torque
Nm
0.250 - 20 12 1.7 16
0.312 - 18 24 3.3 33
0.375 - 16 42 5.8 57
0.438 - 14 70 9.7 95
0.500 - 13 105 14.5 142
0.562 - 12 150 20.7 203
0.625 - 11 205 28.3 278
0.750 - 10 360 49.7 488
0.875 - 9 575 79.4 780
1.000 - 8 860 119 1166
1.000 - 12 915 126 1240
1.125 - 7 1230 170 1670
1.125 - 12 1330 184 1800
1.250 - 7 1715 237 2325
1.250 - 12 1840 254 2495
1.375 - 6 2270 313 3080
1.375 - 12 2475 342 3355
1.500 - 6 2980 411 4040
1.500 - 12 3225 445 4375
* Shank diameter (in.) - Threads per inch
NOTE: This table represents standard values only.
Do not use these values to replace torque values
which are specified in assembly instructions.
Table 9: Standard assembly torques for
metric class 10.9 capscrews and class 10 nuts
Capscrew
size*
Torque
ft lb
Torque
kgm
Torque
Nm
M6 x1 12 9 1.22
M8 x 1.25 30 22 3.06
M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
* Shank diameter (mm) - Threads per millimeter
NOTE: This table represents standard values only.
Do not use these values to replace torque values
which are specified in assembly instructions.
CEN00002-00 00 Index and foreword
36 960E-1
Standard tightening torques for fittings
Table 10: Torques for JIC 37° swivel nuts
(with or without O-ring seals)
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
– 2 0.125 0.312–24 4 ±1 5 ±1
– 3 0.188 0.375–24 8 ±3 11 ±4
– 4 0.250 0.438–20 12 ±3 16 ±4
– 5 0.312 0.500–20 15 ±3 20 ±4
– 6 0.375 0.562–18 18 ±5 24 ±7
– 8 0.500 0.750–16 30 ±5 41 ±7
– 10 0.625 0.875–14 40 ±5 54 ±7
– 12 0.750 1.062–12 55 ±5 74 ±7
– 14 0.875 1.188–12 65 ±5 88 ±7
– 16 1.000 1.312–12 80 ±5 108 ±7
– 20 1.250 1.625–12 100 ±10 136 ±14
– 24 1.500 1.875–12 120 ±10 162 ±14
– 32 2.000 2.500–12 230 ±20 311 ±27
Table 11: Torques for O-ring boss fittings
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
– 2 0.125 0.312–24 4 ±2 6 ±3
– 3 0.188 0.375–24 5 ±2 7 ±3
– 4 0.250 0.438–20 8 ±3 11 ±4
– 5 0.312 0.500–20 10 ±3 13 ±4
– 6 0.375 0.562–18 13 ±3 18 ±4
– 8 0.500 0.750–16 24 ±5 33 ±7
– 10 0.625 0.875–14 32 ±5 43 ±7
– 12 0.750 1.062–12 48 ±5 65 ±7
– 14 0.875 1.188–12 54 ±5 73 ±7
– 16 1.000 1.312–12 72 ±5 98 ±7
– 20 1.250 1.625–12 80 ±5 108 ±7
– 24 1.500 1.875–12 80 ±5 108 ±7
– 32 2.000 2.500–12 96 ±10 130 ±14
00 Index and foreword CEN00002-00
960E-1 37
Table 12: Torques for O-ring face seal fittings
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
– 4 0.250 0.438–20 11 ±1 15 ±1
– 6 0.375 0.562–18 18 ±2 24 ±3
– 8 0.500 0.750–16 35 ±4 47 ±5
– 10 0.625 0.875–14 51 ±5 70 ±8
– 12 0.750 1.062–12 71 ±7 96 ±9
– 16 1.000 1.312–12 98 ±6 133 ±8
– 20 1.250 1.625–12 132 ±7 179 ±9
– 24 1.500 1.875–12 165 ±15 224 ±20
Table 13: Torques for pipe thread fittings
Size
code
Pipe thread
size
Torque with
sealant
ft lb
Torque with
sealant
Nm
Torque without
sealant
ft lbs
Torque without
sealant
Nm
– 2 0.125–27 15 ±3 20 ±4 20 ±5 27 ±7
– 4 0.250–18 20 ±5 27 ±7 25 ±5 34 ±7
– 6 0.375–18 25 ±5 34 ±7 35 ±5 47 ±7
– 8 0.500–14 35 ±5 47 ±7 45 ±5 61 ±7
– 12 0.750–14 45 ±5 61 ±7 55 ±5 74 ±7
– 16 1.000-11.50 55 ±5 74 ±7 65 ±5 88 ±7
– 20 1.250–11.50 70 ±5 95 ±7 80 ±5 108 ±7
– 24 1.500–11.50 80 ±5 108 ±7 95 ±10 129 ±14
– 32 2.000–11.50 95 ±10 129 ±14 120 ±10 162 ±14
CEN00002-00 00 Index and foreword
38 960E-1
Conversion tables
Common conversion multipliers
Table 14: English to metric
From To
Multiply
by
inch (in.) millimeter (mm) 25.40
inch (in.) centimeter (cm) 2.54
foot (ft) meter (m) 0.3048
yard (yd) meter (m) 0.914
mile (mi) kilometer (km) 1.61
square inch (in.
2
)
square centimeter
(cm
2
)
6.45
square foot (ft
2
)
square centimeter
(cm
2
)
929
cubic inch (in.
3
)
cubic centimeter
(cm
3
)
16.39
cubic inch (in.
3
) liter (l) 0.016
cubic foot (ft
3
) cubic meter (m
3
) 0.028
cubic foot (ft
3
) liter (l) 28.317
ounce (oz ) gram (g) 28.350
fluid ounce (fl oz) milliliter (ml) 29.573
pound (lb) - mass kilogram (kg) 0.454
pound (lb) - force Newton (N) 4.448
inch pound (in lb) Newton meter (Nm) 0.113
foot pound (ft lb) Newton meter (Nm) 1.356
foot pound (ft lb) kilogram meter (kgm) 0.138
pounds/square inch
(psi)
kilopascal (kPa) 6.895
pounds/square inch
(psi)
megapascal (MPa) 0.007
pounds/square inch
(psi)
kilograms/square
centimeter (kg/cm
2
)
0.0704
short ton kilogram (kg) 907.2
short ton metric ton 0.0907
quart (qt) liter (l) 0.946
U.S gallon (gal) liter (l) 3.785
horsepower (HP) kilowatt (kw) 0.745
Table 15: Metric to English
From To
Multiply
by
millimeter (mm) inch (in.) 0.0394
centimeter (cm) inch (in.) 0.3937
meter (m) foot (ft) 3.2808
meter (m) yard (yd) 1.0936
kilometer (km) mile (mi) 0.6210
square centimeter
(cm
2
)
square inch (in.
2
) 0.1550
square centimeter
(cm
2
)
square foot (ft
2
) 0.001
cubic centimeter
(cm
3
)
cubic inch (in.
3
) 0.061
liter (l) cubic inch (in.
3
) 61.02
cubic meter (m
3
) cubic foot (ft
3
) 35.314
liter (l) cubic foot (ft
3
) 0.0353
gram (g) ounce (oz ) 0.0353
milliliter (ml) fluid ounce (fl oz) 0.0338
kilogram (kg) pound (lb) - mass 2.2046
Newton (N) pound (lb) - force 0.2248
Newton meter (Nm) inch pound (in lb) 8.85
Newton meter (Nm) foot pound (ft lb) 0.7376
kilogram meter (kgm) foot pound (ft lb) 7.2329
kilopascal (kPa)
pounds/square inch
(psi)
0.1450
megapascal (MPa)
pounds/square inch
(psi)
145.038
kilograms/square
centimeter (kg/cm
2
)
pounds/square inch
(psi)
14.2231
kilogram (kg) short ton 0.0011
metric ton short ton 1.1023
liter (l) quart (qt) 1.0567
liter (l) U.S gallon (gal) 0.2642
kilowatt (kw) horsepower (HP) 1.3410
00 Index and foreword CEN00002-00
960E-1 39
Table 16: Metric to metric
From To
Multiply
by
Newton meter (Nm) kilogram meter (kgm) 0.102
kilogram meter (kgm) Newton meter (Nm) 9.807
kilograms/square
centimeter (kg/cm
2
)
kilopascal (kPa) 98.068
kilopascal (kPa)
kilograms/square
centimeter (kg/cm
2
)
0.01
CEN00002-00 00 Index and foreword
40 960E-1
Temperature conversion table
When converting from Fahrenheit (°F) to Centigrade (°C), consider the center (boldface) column to be a table of
Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left.
When converting from Centigrade (°C) to Fahrenheit (°F), consider the center (boldface) column to be a table of
Centigrade values, and read the corresponding Fahrenheit temperature on the right.
°C °F °C °F °C °F °C °F
–40.4 –40 –40.0 –11.7 11 51.8 7.8 46 114.8 27.2 81 177.8
–37.2 –35 –31.0 –11.1 12 53.6 8.3 47 116.6 27.8 82 179.6
–34.4 –30 –22.0 –10.6 13 55.4 8.9 48 118.4 28.3 83 181.4
–31.7 –25 –13.0 –10.0 14 57.2 9.4 49 120.2 28.9 84 183.2
–28.9 –20 –4.0 –9.4 15 59.0 10.0 50 122.0 29.4 85 185.0
–28.3 –19 –2.2 –8.9 16 60.8 10.6 51 123.8 30.0 86 186.8
–27.8 –18 –0.4 –8.3 17 62.6 11.1 52 125.6 30.6 87 188.6
–27.2 –17 1.4 –7.8 18 64.4 11.7 53 127.4 31.1 88 190.4
–26.7 –16 3.2 –7.2 19 66.2 12.2 54 129.2 31.7 89 192.2
–26.1 –15 5.0 –6.7 20 68.0 12.8 55 131.0 32.2 90 194.0
–25.6 –14 6.8 –6.1 21 69.8 13.3 56 132.8 32.8 91 195.8
–25.0 –13 8.6 –5.6 22 71.6 13.9 57 134.6 33.3 92 197.6
–24.4 –12 10.4 –5.0 23 73.4 14.4 58 136.4 33.9 93 199.4
–23.9 –11 12.2 –4.4 24 75.2 15.0 59 138.2 34.4 94 201.2
–23.3 –10 14.0 –3.9 25 77.0 15.6 60 140.0 35.0 95 203.0
–22.8 –9 15.8 –3.3 26 78.8 16.1 61 141.8 35.6 96 204.8
–22.2 –8 17.6 –2.8 27 80.6 16.7 62 143.6 36.1 97 206.6
–21.7 –7 19.4 –2.2 28 82.4 17.2 63 145.4 36.7 98 208.4
–21.1 –6 21.2 –1.7 29 84.2 17.8 64 147.2 37.2 99 210.2
–20.6 –5 23.0 –1.1 30 86.0 18.3 65 149.0 37.8 100 212.0
–20.0 –4 24.8 –0.6 31 87.8 18.9 66 150.8 40.6 105 221.0
–19.4 –3 26.6 0 32 89.6 19.4 67 152.6 43.3 110 230.0
–18.9 –2 28.4 0.6 33 91.4 20.0 68 154.4 46.1 115 239.0
–18.3 –1 30.2 1.1 34 93.2 20.6 69 156.2 48.9 120 248.0
–17.8 0 32.0 1.7 35 95.0 21.1 70 158.0 51.7 125 257.0
–17.2 1 33.8 2.2 36 96.8 21.7 71 159.8 54.4 130 266.0
–16.7 2 35.6 2.8 37 98.6 22.2 72 161.6 57.2 135 275.0
–16.1 3 37.4 3.3 38 100.4 22.8 73 163.4 60.0 140 284.0
–15.6 4 39.2 3.9 39 102.2 23.3 74 165.2 62.7 145 293.0
–15.0 5 41.0 4.4 40 104.0 23.9 75 167.0 65.6 150 302.0
–14.4 6 42.8 5.0 41 105.8 24.4 76 168.8 68.3 155 311.0
–13.9 7 44.6 5.6 42 107.6 25.0 77 170.6 71.1 160 320.0
–13.3 8 46.4 6.1 43 109.4 25.6 78 172.4 73.9 165 329.0
–12.8 9 48.2 6.7 44 111.2 26.1 79 174.2 76.7 170 338.0
–12.2 10 50.0 7.2 45 113.0 26.7 80 176.0 79.4 175 347.0
00 Index and foreword CEN00002-00
960E-1 41
NOTES
42 960E-1
CEN00002-00 00 Index and foreword
960E-1 Dump truck
Form No. CEN00002-00
960E-1 1
CEN00003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
00 Index and foreword
Operating instructions
Preparing for operation......................................................................................................................................... 3
Engine start-up...................................................................................................................................................... 6
After engine start-up.............................................................................................................................................. 7
Emergency steering system.................................................................................................................................. 8
Precautions during truck operation....................................................................................................................... 9
Operating on a haul road.................................................................................................................................... 10
Starting on a grade with a loaded truck............................................................................................................... 10
Sudden loss of engine power...............................................................................................................................11
Fuel depletion......................................................................................................................................................11
Towing................................................................................................................................................................. 12
Loading the dump body...................................................................................................................................... 12
Dumping a load................................................................................................................................................... 13
Disabled truck dumping procedure..................................................................................................................... 15
Safe parking procedure....................................................................................................................................... 16
Normal engine shutdown procedure................................................................................................................... 16
CEN00003-00 00 Index and foreword
2 960E-1
NOTES
00 Index and foreword CEN00003-00
960E-1 3
Preparing for operation
The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made before
attempting to start the engine.
Safety is thinking ahead. Prevention is the best safety
program. Prevent a potential accident by knowing the
employer's safety requirements, all necessary job site
regulations, and use and care of the safety equipment
on the truck. Only qualified operators or technicians
should attempt to operate or maintain a Komatsu
truck.
Safe practices start before the operator gets to the
equipment.
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
• Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices should also be worn for operator safety.
• When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
Walk-around inspection
At the beginning of each shift, a careful walk-around
inspection should be performed before attempting to
start the engine. A walk-around inspection is a
systematic ground level inspection of the truck and its
components to ensure that the truck is safe to operate
before entering the operator's cab.
Start at the left front corner of the truck (see the
illustration on the next page) and move in a
counterclockwise direction. Move front-to-rear, across
the rear, and continue forward up the opposite side of
the truck to the original starting point.
If these steps are performed in sequence and are
repeated from the same point and in the same
direction before every shift, many potential problems
may be avoided or scheduled for maintenance.
Unscheduled downtime and loss of production can be
reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this routine.
High voltage may be present on this truck! DO
NOT open any electrical cabinet doors on this
truck while the engine is running. Never climb on
any power cables or use power cables for
handholds or footholds unless the engine has
been shut down and the system has been verified
to be at “ rest” .
1. Start at left front of truck. Visually inspect all
lights and safety equipment for damage. Make
sure that the lenses are clean and unbroken.
2. Empty the dust collectors on the left side air
cleaner assemblies. A ladder may be necessary
to reach the air cleaners. Make sure that the
battery box covers are in place and secure.
3. Move in front of the left front tire. Inspect the
hub and brake assemblies for leaks and any
abnormal conditions.
4. Make sure that all suspension mounting
hardware is secure. Inspect the mounting key
area for evidence of wear. Make sure that the
suspension extension (exposed piston rod) is
correct and that there are no leaks.
5. With the engine stopped, check the engine oil
level. Use the service light, if necessary.
6. Inspect the air conditioner belts for correct
tension, obvious wear, and tracking. Make sure
that the fan guard is secure and in good
condition. When leaving this point, turn off the
service light if used.
7. Make sure that the anchor end of the steering
cylinder is secure and properly greased.
8. Move outside of the front wheel. Make sure that
all of the mounting nuts/studs are in place and
tight. Check the tires for cuts, damage, or
bubbles. Check for evidence of incorrect tire
inflation.
9. Move in behind the front wheel. Make sure that
the steering cylinder is properly greased and the
mounting hardware is tight. Check the
suspension mounting hardware and suspension
extension. Make sure that the suspension
protective boot is in good condition. Inspect the
hub and brakes for any unusual conditions.
Check the entire area for leaks.
CEN00003-00 00 Index and foreword
4 960E-1
START HERE
00 Index and foreword CEN00003-00
960E-1 5
10. Inspect the sight glass on the hydraulic tank.
With the engine stopped and the body down,
the hydraulic oil level must be visible in the
center of the upper sight glass.
11. Verify that all hydraulic tank shutoff valves are
locked in their fully open positions. The valve
handle should be inline with the hose.
12. Move around the hydraulic tank and in front of
the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Make sure that both
upper and lower hoist cylinder pins are secure
and properly greased.
13. Look under the lower edge of the chassis to
make sure that the flexible duct that carries the
air from the main blower to the final drive
housing is in good condition. Also, look up at the
main hydraulic pumps to see if there is any
leakage or any other unusual condition with the
pumps or pump drive shafts.
14. Move around the left side dual tires. Make sure
that all wheel nuts/studs are in place and tight.
Inspect the wheel for any oil that would indicate
brake leakage or wheel motor leakage.
15. Check the dual tires for cuts, damage, and
bubbles. Verify that tire inflation is correct. If the
truck has been run on a “flat”, the tire must be
cooled before moving the truck inside. Check for
any rocks that might be lodged between the
dual tires.
16. Inspect the left rear suspension for damage,
correct rod exposure, and leaks. Ensure that the
covers over the chrome piston rod are in good
condition.
17. Open the rear hatch cover. Inspect for leaks
around the parking brakes. Make sure the
cooling air exhaust ductwork is intact and there
are no obstructions.
18. While standing at the rear hatch, look up to
check that the rear lights and back-up horns are
in good condition. Look up at the anti-sway bar
to check that it is properly greased. Also check
both body hinge pins for proper greasing and
any abnormal condition. Check the hoist limit
switch and clear any mud or debris from the
contacts.
Perform the same inspections on the right rear
suspension.
19. Move around the right side dual tires. Inspect
between the tires for rocks. Inspect the tires for
cuts, damage and proper inflation.
20. Make sure that all wheel nuts/studs are in place
and tight. Inspect the wheel for any oil that
would indicate brake leakage or wheel motor
leakage.
21. Move in front of right dual tires. Inspect the hoist
cylinder in the same manner as the left side.
Make sure the body-up limit switch is secure
and in good condition. Remove any mud or dirt
accumulation from the switch.
22. Move around the fuel tank. Make sure that the
fuel gauge agrees with the fuel gauge in the
cab. Inspect the mounting hardware for the fuel
tank at the upper saddles and at the lower back
side of the tank. Check the hoist filters for leaks.
23. Move in behind the right front wheel. Make sure
that the steering cylinder is properly greased
and the mounting hardware is secure. Check
the suspension mounting hardware and
suspension extension. Make sure that the
suspension protective boot is in good condition.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks.
24. Move out and around the right front wheel.
Make sure that all wheel nuts/studs are in place
and tight.
25. Move behind the front of the right front wheel.
Check the hub and brakes for leaks and any
unusual conditions. Make sure that the steering
cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any debris behind the radiator.
26. Move around to the right front of the truck.
Empty the dust collectors on the right side air
cleaner assemblies. A ladder may be necessary
to reach the air cleaners.
27. As you move in front of the radiator, remove any
debris that is stuck in front of the radiator. Check
for any coolant leaks. Inspect the headlights and
fog lights.
28. Inspect the automatic lubrication system tank,
fittings and hoses for leaks.
29. Before climbing the ladder to the decks, make
sure that the ground level engine shutdown
switch is ON. Inspect the fire control actuator.
Make sure that the safety pin and the plastic tie
that prevents accidental actuation are in place
and in good condition. Make sure that the
battery disconnect switches are activated.
CEN00003-00 00 Index and foreword
6 960E-1

Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
the truck is in motion.
30. Always use handrails and ladders when
mounting or dismounting the truck. Clean any
foreign material such as ice, snow, oil or mud
from the ladders and handrails.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
31. Use the coolant level sight gauge to check the
coolant level in the radiator. If it is necessary to
remove the radiator cap, make sure that the
engine is off, then relieve the coolant pressure
by slowly removing the radiator cap.
32. Inspect the retarding grid covers. Make sure that
the latches are in place and secure. Inspect the
main air inlet to ensure that it is clear. Make sure
that all cabinet door latches are secure.
33. Move around to the rear of the cab. Open the
doors of the hydraulic brake cabinet and check
for leaks.
34. Clean the cab windows and mirrors. Clean out
the cab floor, if necessary. Make sure that the
steering wheel, operator controls, and pedals
are free of any grease or mud.
35. Stow any personal gear in the cab so that it
does not interfere with any operation of the
truck. Dirt or trash buildup, specifically in the
operator's cab, should be cleared. Do not carry
tools or supplies in the cab or on the deck.
36. Adjust the operator seat and the steering wheel
for the most comfort during truck operation.
37. Before operating the truck, read the Operation
and Maintenance Manual to understand the
locations and functions of all operator controls.
Engine start-up
Never attempt to start the engine by shorting
across the starter terminals. This may cause fire,
or serious injury or death to anyone in the
machine’s path. Start the engine from the
operator seat only.
If the truck is in an enclosure, make sure that
there is adequate ventilation before start-up.
Exhaust fumes are dangerous!
If the truck is equipped with an auxiliary cold
weather heater system, do not attempt to start the
engine while the heaters are in operation.
Damage to the coolant heaters will result.
1. Make sure that all personnel are clear of the
truck before starting the engine. Always sound
the horn as a warning before moving any
controls.
2. Make sure that the directional control lever is in
PARK before starting.
3. Place the rest switch in the ON position to put
drive system in rest mode. For more
information, refer to the Operation and
Maintenance Manual.
00 Index and foreword CEN00003-00
960E-1 7
Do not crank an electric starter for more than 30
seconds. Allow two minutes for cooling before
attempting to start the engine again. Severe
damage to the starter motors can result from
overheating.
4. The key switch is a three-position switch
(OFF, RUN, START).
a. Turn the key switch one position clockwise to
the RUN position. All electrical circuits except
the start circuit are activated.
b. Turn the key switch fully clockwise to the
START position and hold this position until
the engine starts. The START position is
spring-loaded and will return the switch to the
RUN position when the key is released.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
5. After the engine has started, place the rest
switch in the OFF position to deactivate the rest
mode.
After engine start-up

Do not leave the truck unattended while the
engine is running. Move the directional control
lever to PARK and turn off the engine before
leaving the truck.
Become thoroughly familiar with the steering, braking
and emergency controls.
1. After the engine has been started and the low
pressure warning systems are normal, test the
steering by turning the steering wheel fully to
the left and right.
If the steering system is not operating properly,
turn the engine immediately. Determine the
steering system problem and have it repaired
before resuming operation.
2. Operate each of the truck's brake circuits at
least twice before operating and moving the
truck. These circuits include the service brake,
parking brake, and brake lock. With the engine
running and the hydraulic circuit fully charged,
activate each circuit individually from the
operator's cab.
If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated, turn off the engine and
notify maintenance personnel immediately. Do
not operate the truck until the faulty brake circuit
is fully operational.
3. Check the gauges, warning lights, and
instruments before moving the truck to ensure
proper system operation and proper instrument
functioning. Pay special attention to the braking
and steering hydraulic circuit warning lights. If
warning lights come on, turn off the engine
immediately and determine the cause.
4. Make sure that the headlights, worklights, and
taillights are in proper working order. Check the
operation of windshield wiper. Good visibility
may help prevent an accident.
CEN00003-00 00 Index and foreword
8 960E-1
Emergency steering system
Operation
This truck is equipped with an emergency steering
system. This system is a backup in the event of loss
of oil supply to the main steering system. The
emergency steering system was designed to meet or
exceed SAE J 1511 and ISO 5010 standards.
If the low steering system pressure indicator light and
alarm are activated, a failure in the hydraulic oil
supply to the steering and brake system exists. When
the alarm is activated, typically there is enough
hydraulic pressure stored in the brake and steering
accumulators to allow brief operation of the steering
and brake functions. However, this oil supply is
limited. Therefore, it is important to stop the truck as
quickly and safely as possible after the alarm is first
activated.
If the oil supply pressure drops to a predetermined
level, the low brake pressure warning light will also
illuminate. If the oil pressure continues to decrease,
the brake auto-apply feature will activate the service
brakes to stop the truck.
Pre-operation testing
NOTE: Komatsu recommends that operators perform
this test to verify that the steering accumulator
precharge pressure is adequate at the beginning of
each shift before operating the truck.
1. Park the empty truck on flat, level ground.
Lower the dump body onto the frame and stop
the engine. Make sure that the key switch is in
the OFF position.
2. Wait at least 90 seconds to verify that all
hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel
from stop to stop. If the front wheels do not
move, there is no hydraulic pressure.
3. Check the hydraulic tank oil level. The oil level
must be visible in the center of the upper sight
glass and must not cover the entire upper sight
glass. Add oil if necessary. Do not overfill.
4. Turn the key switch to the ON position, but do
not start the engine.
a. Steering system pressure: Verify that the low
steering pressure warning light is illuminated.
If it is not illuminated, immediately notify
maintenance personnel. Do not operate the
truck until the problem is corrected.
b. Steering accumulator precharge: Verify that
the low accumulator precharge warning light
is not illuminated and the warning buzzer is
not sounding. If the warning light is
illuminated and the buzzer is sounding,
immediately notify maintenance personnel.
Do not operate the truck until the problem is
corrected.
5. Start the engine and allow the steering
accumulators to fully charge. Turn the steering
wheel so that the front wheels are straight.
6. Check the hydraulic tank oil level while the
engine is on.
a. If the oil level is visible in center of the lower
sight glass and does not cover the entire
lower sight glass, the steering accumulators
are adequately charged. Proceed to Step 7.
b. If the oil level is below the lower sight glass,
the steering accumulators are not adequately
charged. Stop the engine and turn the key
switch to the OFF position. Immediately
notify maintenance personnel. Do not
operate the truck until the problem is
corrected.
7. If the steering accumulators are adequately
charged, stop the engine by using the engine
shutdown switch. Leave the key switch in the
ON position. This allows the steering
accumulators to retain their hydraulic charge.
The low steering pressure warning light and the
low accumulator precharge warning light should
not illuminate.
8. Turn the steering wheel from stop to stop. The
front wheels should turn fully to the left and to
the right. Also, the low steering pressure
warning light should illuminate and the warning
buzzer should sound.
If the front wheels cannot be turned fully to the
left and right, or if the warning light and buzzer
do not activate, immediately notify maintenance
personnel. Do not operate the truck until the
problem is corrected.
If the truck passes this test, the emergency steering
system is functioning properly.
00 Index and foreword CEN00003-00
960E-1 9
Precautions during truck operation
After the engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to ensure safe machine operation.
If any of the red warning lights come on or if any
gauge reads in the red area during truck
operation, a malfunction is indicated. Stop the
truck as soon as possible and turn off the engine.
Have the problem corrected before resuming
truck operation.
The truck is equipped with “ slip/slide” control. If
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors
may cause serious damage to the wheel motors.
If the truck does not begin to move within 10
seconds after depressing the throttle pedal with
the directional control lever in a F or R position,
release the throttle pedal and allow the wheels to
regain traction before accelerating again.
• Operate the truck only while properly seated with
seat belt fastened. Keep hands and feet inside
the cab while the truck is in operation.
• Do not allow unauthorized personnel to ride in or
on the truck. Do not allow anyone to ride on the
ladder of the truck.
• Always look to the rear before backing the truck.
Watch for and obey the ground spotter's hand
signals before making any reverse movements.
The spotter should have a clear view of the entire
area at the rear of the truck.
• When backing up the truck, give a back-up signal
of three blasts on the horn. When starting
forward, give two blasts on the horn. These
signals must be given each time the truck is
moved forward or backward.
• Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
• Check the gauges and instruments frequently
during operation for proper readings.
• Observe all regulations pertaining to the job site's
traffic pattern. Be alert to any unusual traffic
pattern. Obey the spotter's signals.
• Match the truck speed to haul road conditions.
Slow down the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
• Do not allow the engine to run at idle for extended
periods of time.
• When the truck body is in the dump position, do
not allow anyone beneath it unless the body-up
retaining pin or cable is in place.
Do not use the brake lock for parking. With the
engine stopped, hydraulic pressure will bleed
down, allowing the brakes to release.
• Check the brake lock performance periodically for
safe loading and dump operation.
• Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges or the edge of a fill area.
• Do not drive over unprotected power cables.
• Check the tires for proper inflation periodically
during your shift. If the truck has been run on a
“flat” or under-inflated tire, it must not be parked
in a building until the tire cools.
CEN00003-00 00 Index and foreword
10 960E-1
Operating on a haul road
• Always stay alert! If you are unfamiliar with the
haul road, drive with extreme caution. The cab
doors should remain closed at all times if the
truck is in motion or unattended.
• Obey all road signs. Keep the truck under control
at all times. Govern the truck speed according to
the road conditions, weather, and visibility. Report
poor haul road conditions immediately. Muddy or
icy roads, pot holes, or other obstructions can
present hazards.
• Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If starting
on a hill or grade cannot be avoided, refer to
"Starting on a grade with a loaded truck".
• Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
• Maintain a safe distance when following another
vehicle. Never follow another vehicle in the same
lane closer than 15 m (50 ft), or 30 m (100 ft) on a
downgrade.
• Do not pass another truck on a hill or blind curve.
Only use areas designated for passing. Before
passing, make sure that the road ahead is clear. If
a disabled truck is blocking your lane, slow down
and pass with extreme caution.
• Do not stop or park on a haul road unless it is
unavoidable. If you must stop, move the truck to a
safe place, move the directional control lever to
PARK and turn off the engine before leaving the
cab. Chock the wheels securely and notify
maintenance personnel for assistance.
• Before driving uphill or downhill, maintain a speed
that will ensure safe driving and provide effective
retarding under all conditions. Refer to the grade/
speed chart in the operator cab to determine the
maximum safe truck speeds for descending
various grades with a loaded truck.
• When operating the truck in darkness, or when
visibility is poor, do not move the truck unless all
headlights, clearance lights, and tail lights are on.
Do not back up the truck if the backup horn or
lights are inoperative. Always dim the headlights
when meeting oncoming vehicles.
• If the emergency steering light and/or low brake
pressure warning light illuminate during
operation, steer the truck immediately to a safe
area away from other traffic, if possible, and stop
the truck.
Starting on a grade with a loaded truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If the truck
must be started on a hill or grade, use the following
procedure:
1. Fully depress the service brake pedal. Do not
use the retarder lever to hold the truck on the
grade. With the service brakes fully applied,
move the directional control lever to a drive
position (FORWARD or REVERSE) and
increase the engine rpm with the throttle pedal.
2. As the engine rpm approaches the maximum,
and the operator senses the propulsion effort
working against the brakes, release the brakes
and let truck movement start. Completely
release the service brake pedal. As the truck
speed increases above 5 - 8 kph (3 - 5 mph),
the propulsion system controller (PSC) will drop
the propulsion if the retarder is still applied.
NOTE: Releasing and re-applying dynamic retarding
during a hill start operation will result in loss of
propulsion.
00 Index and foreword CEN00003-00
960E-1 11
Sudden loss of engine power
If the engine suddenly stops, there is enough
hydraulic pressure stored in the brake accumulators
and steering accumulators to allow the operation of
the steering and brake functions. However, this oil
supply is limited, so it is important to stop the truck as
quickly and safely as possible after the loss of engine
power.
If the brake supply pressure drops to a pre-
determined level, the low brake oil pressure warning
light will illuminate and sonalarm will sound. If the
brake pressure continues to decrease, the auto-apply
feature will activate and the service brakes will apply
automatically to stop the truck.
1. Bring the truck to a safe stop as quickly as
possible by using the foot pedal to apply the
service brakes. If possible, safely steer the truck
to the side of the road while braking.
Dynamic retarding will not be available. Do not
use the service brakes for continuous retarding
purposes.
2. Move the directional control lever to PARK as
soon as the truck has stopped moving.
3. Turn the key switch to the OFF position and
notify maintenance personnel immediately.
4. If traffic is heavy near the disabled machine,
mark the truck with warning flags during daylight
hours or use flares at night. Adhere to local
regulations.
Fuel depletion
The high pressure injection (HPI) fuel system uses
fuel to adjust fuel delivery timing by creating a
hydraulic link between the upper plunger and the tim-
ing plunger. Metered fuel is also used for lubricating
the injector plunger and barrel. The maximum
demand for metered fuel is required during high
speed / low load conditions.
Operating the truck to fuel depletion forces the
injector train into a no-follow condition. No fuel
flow between the plungers may cause damage to
the injectors and the overhead due to adhesive
wear, resulting in costly repairs and unnecessary
downtime.
Allowing the Komatsu truck to operate until fuel
depletion can lead to unsafe operating conditions
possibly resulting in an uncontrollable vehicle
and/or personal injury.
CEN00003-00 00 Index and foreword
12 960E-1
Towing
Before towing a truck, many factors must be
carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures and
preparation for moving heavy equipment are not
observed.
Do not tow the truck faster than 8 kph (5 mph).
NOTE: Information about special towing attachments
is available from your Komatsu service
representative.
A disabled machine may be towed after the following
precautions have been taken.
1. Turn off the engine.
2. If equipped, install hydraulic connections for
steering and dumping between towing and
towed vehicles. Check the towed vehicle
braking system.
3. If the truck is loaded, dump the entire load.
Never pull or tow a loaded truck. Refer to
"Disabled truck dumping procedure".
4. Make sure that the tow bar has adequate
strength (approximately 1.5 times the gross
vehicle weight of truck being towed).
5. Make sure that the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
6. Chock the disabled truck’s wheels to prevent
movement while attaching the tow bar.
7. Release the disabled truck’s brakes and remove
the blocking.
Sudden movement may cause tow bar failure,
resulting in possible uncontrolled truck rolling
and serious personal injury. Smooth, gradual
truck movement will help prevent tow bar failure.
8. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.
Loading the dump body
1. Pull into the loading area with caution. Remain
at a safe distance while the truck ahead is being
loaded.
2. When approaching or leaving a loading area,
watch out for other vehicles and personnel
working in the area.
3. When pulling in under a loader or shovel, follow
the spotter or shovel operator’s signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a
similar pattern.
4. During loading, the operator must stay in the
cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
5. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
00 Index and foreword CEN00003-00
960E-1 13
Dumping a load
Raising the dump body
1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
the edge of the dump area.
To prevent tipping or rolling, position the truck on
a solid, level surface before dumping. As the
body raises, the truck center of gravity will move.
3. Carefully maneuver the truck into the dump
position. When backing the truck into the dump
position, use only the foot-operated brake pedal
to stop and hold the truck. Do not rely on the
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
4. When the truck is stopped and in the dump
position, apply the brake lock and move the
directional control lever to NEUTRAL.
Dumping very large rocks (10% of payload or
greater) or sticky material (loads that do not flow
freely from the body) may allow the material to
move too fast and cause the body to move
rapidly and suddenly. This sudden movement
may jolt the truck violently, possibly causing
injury to the operator and/or damage to the hoist
cylinders, frame, and/or body hinge pins.
5. Pull the lever to the rear to actuate the hoist
circuit. Releasing the lever anywhere during
“hoist up” will hold the body at that position.
6. Raise the engine rpm to accelerate the hoist
speed.
If dumping very large rocks or sticky material,
slowly accelerate the engine to raise the body.
When the material starts to move, release the
hoist lever to the HOLD position. If the material
does not continue moving and clear the body,
repeat this procedure until the material has
cleared the body.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Let the engine
go to low idle as the last stage reaches half-
extension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
9. After the material being dumped clears the
body, lower the body to the frame.
CEN00003-00 00 Index and foreword
14 960E-1
Lowering the dump body (on flat ground)
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Move the directional control lever to
FORWARD, release the brake lock, depress the
override button, and drive just far enough
forward for the body to clear the material.
2. Stop, move the directional control lever to
NEUTRAL, and apply the brake lock.
3. Move the hoist lever forward to the LOWER
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, then per-
form the following steps:
a. Move the hoist lever back to the RAISE posi-
tion to fully raise the dump body. Then
release the hoist lever so it returns to the
HOLD position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
override button, and drive forward to clear
the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock, and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
Do not move the truck with the dump body raised
except in an emergency. Failure to lower body
before moving truck may cause damage to hoist
cylinders, frame and/or body hinge pins.
4. With the body returned to frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
Lowering the dump body (over a berm or into a
crusher)
1. Move the hoist lever forward to the DOWN
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, perform
the following steps:
a. Move hoist lever back to the HOIST position
to fully raise the dump body. Release the
hoist lever so it returns to the HOLD position.
NOTE: Do not drive forward if the tail of body will not
clear the crusher wall in the fully raised position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
Override button, and drive forward to clear
the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
Do not move the truck with the dump body raised
except in an emergency. Failure to lower the body
before moving the truck may cause damage to
the hoist cylinders, frame and/or body hinge pins.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
00 Index and foreword CEN00003-00
960E-1 15
Disabled truck dumping procedure
Sometimes it is necessary to dump a load from the
body of a truck if the hoist system is inoperable. The
following instructions describe the use of a “good”
truck to provide the hydraulic power required to raise
the body of the “disabled” truck to dump the load.
Figure 00-1 illustrates a typical hookup from the good
truck. The disabled truck may be the same truck
model or a different Komatsu truck model.
Hookup
1. Make sure that there is an adequate, clear area
to dump the loaded body. Park the good truck
as close as possible to the disabled truck.
2. Turn off the engine and allow the hydraulic
system to depressurize before connecting the
hoses.
3. Attach a hose from power up quick disconnect
(4, Figure 00-1) to the power down circuit of the
disabled truck.
NOTE: The hose for the power up circuit must be
rated for at least 17 000 kPa (2,500 psi). The power
down circuit will use a smaller diameter hose.
4. Connect another hose from power down quick
disconnect (3) to the power up circuit of the
disabled truck.
NOTE: If both trucks are the same model, the hoses
will be installed at the quick disconnects shown in
Figure 00-1 and will be crossed when connected.
Raising the body
1. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
2. On the good truck, start the engine, place the
hoist control in the LOWER position and
increase the engine rpm to high idle to dump the
disabled truck.
3. If the body of the disabled truck fails to raise,
increase the power down relief pressure of the
good truck as follows and repeat Step 2:
a. Turn off engine and allow the hydraulic
system to depressurize.
b. Remove the cap from the hoist pilot valve
relief valve located in the hydraulic brake
cabinet. While counting the number of turns,
slowly turn the relief valve adjustment screw
clockwise until it bottoms.
Lowering the body
1. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in RAISE until the body is
able to descend in FLOAT. Do not accelerate
the engine.
2. After the body is lowered, turn off the engine,
allow the hydraulic system to depressurize, and
disconnect the hoses.
3. If necessary, reduce the power down relief valve
pressure of the good truck to normal by turning
the adjustment counterclockwise the same
number of turns as required in Step 2 of
"Raising the body".
4. Check the power down relief pressure of the
good truck. Refer to Testing and adjusting
section Steering, brake cooling and hoist
hydraulic system.
5. Check the hydraulic tank oil level. Add oil, if
necessary.
FIGURE 00-1. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect
4. Power Up Quick Disconnect
5. Overcenter Manifold
CEN00003-00 00 Index and foreword
16 960E-1
Safe parking procedure
Continue to use safety precautions when preparing
for parking and engine shutdown.
If the truck is being used in consecutive shifts, any
questionable truck performance the operator may
have noticed must be checked by maintenance
personnel before the truck is released to another
operator.
1. Park the truck on level ground, if possible. If the
truck must be parked on a grade, position the
truck at a right angle to the grade.
2. The directional control lever must be in PARK
and chocks must be placed in front of and
behind the wheels so the truck cannot roll. Each
truck should be parked at a reasonable distance
from one another.
Do not activate the wheel lock feature when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot that is most
visible to other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
at night.
Normal engine shutdown procedure
1. Stop the truck out of the way of other traffic on a
level surface. Make sure that there are no
overhead power lines or other obstructions in
case the dump body must be raised.
2. Reduce the engine speed to idle.
3. Place the directional control lever in PARK.
Make sure that the parking brake applied
indicator light is illuminated.
4. Place the rest switch in the ON position to put
the AC drive system in the rest mode. Make
sure that the rest mode indicator light is
illuminated.
5. Turn the key switch to the OFF position. A
shutdown timing sequence will be activated
automatically to allow the engine to cool down
before it is turned off. The timing sequence may
last up to three minutes.
If the engine does not shut down after the timing
sequence is done, use the engine shutdown
switch on the operator cab center console. Pull
this switch up until the engine stops.
6. With the key switch OFF and engine stopped,
wait at least 90 seconds for the steering
accumulators to depressurize completely. Make
sure that the steering circuit is completely
depressurized by turning the steering wheel
back and forth several times. The front wheels
should not turn when the hydraulic pressure is
relieved. If the front wheels can still be turned,
notify maintenance personnel.
7. Make sure that the link voltage light in the
control cabinet is off. Notify maintenance
personnel if the light remains illuminated for
longer than five minutes after the engine is shut
down.
8. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
unauthorized truck operation. Dismount the
truck properly. Put wheel chocks in place behind
and in front of each tire.
00 Index and foreword CEN00003-00
960E-1 17
NOTES
18 960E-1
CEN00003-00 00 Index and foreword
960E-1 Dump truck
Form No. CEN00003-00
960E-1 1
CEN01001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
01 Specification
Specification and technical data
Specification drawing............................................................................................................................................ 3
Specifications........................................................................................................................................................ 4
Weight table.......................................................................................................................................................... 6
Fuel, coolant and lubricants.................................................................................................................................. 7
CEN01001-00 01 Specification
2 960E-1
NOTES
01 Specification CEN01001-00
960E-1 3
Specification drawing
CEN01001-00 01 Specification
4 960E-1
Specifications
Specification Value
W
e
i
g
h
t
Empty 248 730 kg (548,357 lbs)
Max. load 327 332 kg (721,643 lbs)
Gross 576 062 kg (1,270,000 lbs)
W
e
i
g
h
t
d
i
s
t
r
i
b
u
t
i
o
n
Empty
front 117 845 kg (259,804 lbs)
rear 130 885 kg (288,553 lbs)
Gross
front 199 580 kg (440,000 lbs)
rear 376 482 kg (830,000 lbs)
P
e
r
f
o
r
m
a
n
c
e
Dump body capacity
Struck 191 m
3
(250 yd
3
)
Heaped (2:1) 239 m
3
(313 yd
3
)
Max. travel speed 64.5 kph (40 mph)
Gradeability 22.3% @ stall
Min. turning radius 31.9 m (104 ft 8 in)
Dumping angle 45°
D
i
m
e
n
s
i
o
n
s
Overall length 15.60 m (51 ft 2 in)
Overall width 9.60 m (31 ft 6 in)
Overall height 7.37 m (24 ft 2 in)
Wheel base 6.65 m (21 ft 10 in)
Ground clearance (empty) 1.02 m (3 ft 4 in)
E
n
g
i
n
e
Model KOMATSU SSDA18V170
Type
4-cycle, water-cooled, direct injection,
with turbocharger, aftercooler and intercooler
No. of cylinders - Bore x stroke 18 - 170 mm x 190 mm (6.7 in. x 7.5 in.)
Piston displacement 78 L (20.6 gal)
Rated output 2 611 kW (3,500 hp) @ 1,900 rpm
Max. torque 13 771 Nm (10,157 ft lb)
Min. fuel consumption 0.323 lb/hp-hr
Cranking motor 24V, 7.5 kW X 2 units
Battery charging alternator 24V, 240A
Batteries 12V, 1450 CCA, 8D type X 4 units
A
C

D
r
i
v
e

S
y
s
t
e
m
Motorized wheels AC induction traction motors
Standard gear ratio 32.62:1
Continuous dynamic retarding 4476 kW (6000 hp)
01 Specification CEN01001-00
960E-1 5
Specification Value
S
t
e
e
r
i
n
g
S
y
s
t
e
m
Type Fully hydraulic
S
u
s
p
e
n
s
i
o
n
Suspension method
Front axle Sliding pillar
Rear axle Hydro-pneumatic
T
i
r
e
s
Size 56/80 R63
Min. tire pressure 600 kPa (87 psi)
Tread (standard tire)
Front wheel 105 mm (4.1 in.)
Rear wheel 105 mm (4.1 in.)
B
r
a
k
e
S
y
s
t
e
m
Service brakes (front and rear) Multiple wet disc
Parking brake Multiple dry disc
H
y
d
r
a
u
l
i
c

s
y
s
t
e
m
s
H
y
d
r
a
u
l
i
c
p
u
m
p
s
Steering/brake pump
Type Pressure compensated piston type
Delivery
@ 1900 rpm
246 liters/min (65 gpm)
Hoist/brake cooling
pump
Type Tandem gear type
Delivery
@ 1900 rpm
931 liters/min (246 gpm)
C
y
l
i
n
d
e
r
s
Hoist cylinder
Type 3-stage, piston type
Bore x stroke
1st stage - 355.6 mm x 929.9 mm
(14.00 in x 36.61 in)
2nd stage - 298.5 mm x 945.9 mm
(11.75 in x 27.24 in)
3rd stage - 241.3 mm x 945.9 mm
(9.50 in x 27.24 in)
Steering cylinder
Type
Piston type, double acting
with accumulator assist
Bore x stroke
180 mm x 642.1 mm
(7.09 in x 25.28 in)
CEN01001-00 01 Specification
6 960E-1
Weight table
NOTE: This weight table is a guide for use when transporting or handling a component.
Component Weight
Power module 13 355 kg (29,443 lbs)
Engine assembly 10 300 kg (22,701 lbs)
Radiator and shroud assembly 2 100 kg (4,630 lbs)
Main traction alternator 4 710 kg (10,384 lbs)
Fuel tank assembly 2 056 kg (4,533 lbs)
Hydraulic tank assembly 590 kg (1,300 lbs)
Front suspension cylinder assembly 3 255 kg (7,176 lbs)
Rear suspension cylinder assembly 913 kg (2,013 lbs)
Hoist cylinder and bushing assembly 998 kg (2,200 lbs)
Steering cylinder assembly 193 kg (426 lbs)
Tie rod 365 kg (805 lbs)
Bleed down manifold 170 kg (375 lbs)
Pump/hoist valve module 750 kg (1,653 lbs)
Hoist pump 136 kg (300 lbs)
Steering/brake pump 90 kg (198 lbs)
Hoist valve 189 kg (417 lbs)
Overcenter valve manifold 114 kg (250 lbs)
Mounting structure 140 kg (309 lbs)
Spindle, hub and brake assembly 5 180 kg (11,420 lbs)
Front spindle and hub 3 370 kg (7,430 lbs)
Steering arm 346 kg (763 lbs)
Front brake assembly 1 460 kg (3,219 lbs)
Rear axle 27 457 kg (60,532 lbs)
Axle housing 7 312 kg (16,120 lbs)
Electric wheel motor 5 440 kg (11,993 lbs)
Electric wheel transmission 12 885 (28,407lbs)
Rear brake assembly 1 820 kg (4,012 lbs)
Parking brake 159 kg (350 lbs)
Final frame structure 29 177 kg (64,324 lbs)
Dump body 42 851 kg (94,470 lbs)
Cab assembly 2 268 kg (5,000 lbs)
Hydraulic brake cabinet 215 kg (475 lbs)
Main electrical control cabinet 3 176 kg (7,000 lbs)
Auxiliary control cabinet 306 kg (675 lbs)
Retarding grid 2 494 kg (5,500 lbs)
Right deck 1 024 kg (2,258 lbs)
Left deck 707 kg (1,559 lbs)
Center deck 286 kg (631 lbs)
01 Specification CEN01001-00
960E-1 7
Fuel, coolant and lubricants
Mixing rate of water and anti-freeze
Reservoir Fluid type Recommended fluids
Engine oil pan
Engine oil reserve tank
Engine oil
See engine manufacturer’s
service manual.
Hydraulic tank Hydraulic oil C-4 type (SAE 10W)
Suspension cylinders
Suspension oil with friction
modifier
See "Suspension cylinder oil and
nitrogen specifications".
Grease fitting
Auto lube tank
Multi-purpose extreme pressure
grease
NLGI No. 2
Wheel motor Heavy duty synthetic gear oil
See drive system manufacturer’s
service manual.
Cooling system Coolant
See engine manufacturer’s
service manual.
Fuel tank Diesel fuel
See engine manufacturer’s
service manual.
Percentage of anti-freeze Protection To:
10% -5 °C (23 °F)
20% -9 °C (16 °F)
25% -11 °C (11 °F)
30% -16 °C (4 °F)
35% -19 °C (-3 °F)
40% -24 °C (-12 °F)
45% -30 °C (-23 °F)
50% -36 °C (-34 °F)
55% -44 °C (-48 °F)
60% -52 °C (-62 °F)
CEN01001-00 01 Specification
8 960E-1
Suspension cylinder oil and nitrogen specifications
HYDRAIR
®
II oil specifications
Ambient Temperature
Range
Part No. Approved Sources
-34.5°C & above
(-30°F & above)
VJ 3911
(need to add
6% of
AK3761)
Mobil 424
Mobil D.T.E. 15
Texaco TDH Oil
AMOCO ULTIMATE Motor Oil
5W-30
Sunfleet TH Universal Tractor Fluid
Chevron Tractor Hydraulic Fluid
Conoco Power Tran III Fluid Petro
Canada Duratran Fluid
Shell Canada Donax TDL
AK4063
Suspension Oil (premixed with
6% Friction Modifier)
5 Gallon container
AK4064 55 Gallon container
-48.5°C & above
(-55°F & above)
VJ 5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,
5W-30
Mobil Delvac I, 5W-30
Petro Canada Super Arctic Motor
Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
AK4065
Suspension Oil (premixed with
6% Friction Modifier)
5 Gallon container
AK4066 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.
VJ3911 and VJ5925 oils are supplied in 19 L (5 gal) cans.
Friction modifier
Friction modifier mixing instructions
(94% suspension oil, 6% friction modifier)
Part number Amount of suspension oil Amount of friction modifier to add
AK3761
(5 Gallon container of
100% Friction Modifier)
1 gallon of suspension oil add 7.7 oz.
5 gallons of suspension oil add 38.4 oz.
55 gallons of suspension oil add 3.3 gal.
Nitrogen gas (N
2
) specifications
Nitrogen gas used in HYDRAIR
®
II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Property Value
Nitrogen 99.9% Minimum
Water 32 PPM Maximum
Dew Point -55°C (-68°F) Maximum
Oxygen 0.1% Maximum
01 Specification CEN01001-00
960E-1 9
NOTES
10 960E-1
CEN01001-00 01 Specification
960E-1 Dump truck
Form No. CEN01001-00
960E-1 1
CEN10001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Steering circuit
Steering circuit operation...................................................................................................................................... 3
Steering circuit components.................................................................................................................................. 5
Flow amplifier operation........................................................................................................................................ 8
Steering/brake pump operation........................................................................................................................... 17
Steering cylinder wear data................................................................................................................................. 20
CEN10001-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10001-00
960E-1 3
Steering circuit operation
Steering/brake pump (8, Figure 10-1) supplies oil to
bleed down manifold (5) after passing through high
pressure filter (9). This oil supply is then distributed to
the various circuits.
The bleed down manifold performs many functions,
including distribution of the steering circuit oil supply
to steering accumulators (3) and flow amplifier (4). Oil
is also provided to the brake circuit, the hoist circuit,
the automatic lubrication system pump, and the
optional radiator shutters, if installed.
1. Steering Cylinders
2. Manifold
3. Steering Accumulators
4. Flow Amplifier
5. Bleed Down Manifold
6. Hydraulic Tank
7. Shutoff Valve
8. Steering/Brake Pump
9. High Pressure Filter
10. Hoist Pump
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View)
CEN10001-00 10 Structure, functions and maintenance standard
4 960E-1
Oil pressure from the bleed down manifold is routed
back to the steering/brake pump and sensed by the
“ACC” port on the unloader valve located on the bot-
tom of the steering/brake pump case. The unloader
valve regulates the system pressure between 22 060
kPa (3,200 psi) and 34 130 kPa (3,500 psi). Steering
pressure switch (7, Figure 10-2) on the bleed down
manifold activates a warning on the instrument panel
if steering system pressure drops below 15 900 kPa
(2,300 psi).
Two nitrogen precharged steering accumulators (3,
Figure 10-1) are mounted on the left frame rail behind
the front tire. They provide an oil supply that is suffi-
cient to allow the operator to steer the truck off the
haul road and park in a safe area if a loss of steering
circuit oil occurs. Steering accumulator bleed down
solenoid (6, Figure 10-2) on the bleed down manifold
is electrically activated to bleed the pressurized
hydraulic oil from inside the accumulators back to the
hydraulic tank whenever the key switch it turned to
the OFF position.
The bleed down manifold and steering accumulators
supply oil to flow amplifier (4, Figure 10-1). The flow
amplifier directs oil flow to the appropriate ports on
the steering cylinders as determined by inputs from
steering control unit (1, Figure 10-3) as the operator
steers the truck.
Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction.
The steering control unit then directs oil to the flow
amplifier, which in turn provides a high volume of oil
to steering cylinders (1, Figure 10-1). Hydraulic oil at
the opposite ends of the steering cylinders flows back
through the flow amplifier and bleed down manifold to
hydraulic tank (6).
Oil flow to the brake apply circuit flows through a
check valve, preventing loss of oil in the brake circuit
if a loss of oil occurs in the steering circuit. Refer to
Structure, functions and maintenance standard sec-
tion Brake circuit for more information.
FIGURE 10-2. BLEED DOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. VHMS Pressure Sensor (Port TP2)
5. To Brake System
6. Steering Accumulator Bleed down Solenoid
7. Steering Pressure Switch
8. Supply To Flow Amplifier
9. Return From Flow Amplifier
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Pilot Operated Check Valve
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port
10 Structure, functions and maintenance standard CEN10001-00
960E-1 5
Steering circuit components
Steering control unit
Steering control unit (1, Figure 10-2) is mounted
inside the cab and is directly coupled to the lower end
of the steering column.
Operation of the steering control unit is both manual
and hydraulic in effect. This component incorporates
a hydraulic control valve. Steering effort applied to
the steering wheel by the operator actuates the valve,
which in turn directs hydraulic oil through the flow
amplifier valve to the steering cylinders to provide the
operator with power steering.
High pressure filter
High pressure filter (9, Figure 10-1) filters oil for the
steering and brake circuits.
If the filter element becomes restricted, a warning on
the instrument panel is activated at 241 kPa (35 psi)
differential. Oil will start to bypass the element when
the pressure differential exceeds 345 kPa (50 psi).
Steering accumulators
Two bladder type steering accumulators (3, Figure
10-1) are mounted on the left side of the truck. Each
accumulator has a capacity of 62 liters (16.5 gallons),
and each is precharged to 9 650 kPa (1,400 psi) with
pure dry nitrogen.
Oil entering the accumulators compresses the nitro-
gen in the bladder. The nitrogen pressure increases
directly with steering circuit pressure. When steering
circuit pressure reaches 34 130 kPa (3,500 psi), the
unloader valve will unload the pump. The accumula-
tors will contain a quantity of oil, under pressure and
held by check valves in the bleed down manifold, that
will be available for steering the truck. When system
pressure drops to 22 060 kPa (3,200 psi), the pump
output will again increase to refill the accumulators
and increase the steering system pressure. The
accumulators also provide oil for a limited period of
time to be used in case the steering/brake pump
becomes inoperative.
A pressure switch located in the top of each accumu-
lator monitors the precharge pressure when the key
switch is turned ON before the engine is started. If
the nitrogen pressure drops below 7 600 kPa (1,100
psi), a warning on the instrument panel is activated. A
latching circuit prevents the warning from turning off
when the engine is started and steering system pres-
sure compresses the remaining nitrogen in the accu-
mulator.
Do not operate the truck with a precharge
pressure of less than 7600 kPa (1100 psi) in the
accumulator. Low nitrogen pressure may not
provide an adequate supply of steering system
oil in some emergency conditions.
If the low precharge warning remains active, wait
approximately three minutes after the steering
accumulators are completely depressurized to
check the accumulator precharge pressure and
recharge the accumulator, if necessary.
1. Steering Control Unit “T”: Tank Port
“L”: Left Steer Port
“P”: Pressure Supply Port
“R”: Right Steer Port
“LS”: Load Sense Port
FIGURE 10-3. STEERING CONTROL UNIT
CEN10001-00 10 Structure, functions and maintenance standard
6 960E-1
Bleed down manifold
Bleed down manifold (5, Figure 10-1) is located on
the outside of the left frame rail just behind the accu-
mulators.
The bleed down manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the steering accumulators, flow ampli-
fier, brake circuit, and the automatic lubrication sys-
tem pump. The manifold also provides hoist circuit
control when the body is raised.
Relief valve (13, Figure 10-2) limits the hydraulic sup-
ply pressure to the steering and brake circuits to 27
500 kPa (4,000 psi). Relief valve (12) provides maxi-
mum pressure protection of 4 100 kPa (600 psi) for
the oil returning to the hydraulic tank.
NOTE: The relief valves, steering accumulator bleed
down solenoid, and hoist up limit solenoid are factory
preset and cannot be individually rebuilt.
Steering accumulator bleed down solenoid
Each time the key switch is turned OFF with the truck
stopped, steering accumulator bleed down solenoid
(6) is energized. When the solenoid is energized, all
hydraulic steering pressure (including the accumula-
tors) is bled back to the hydraulic tank. Brake pres-
sure, however, will not bleed down due to internal
check valves in the brake manifold and bleed down
manifold.
After approximately 90 seconds, the solenoid will de-
energize to close the return port to the hydraulic tank.
By this time, all the oil in the accumulators should be
returned to the hydraulic tank. At startup, the steering
circuit and brake circuit will be charged. Steering
pressure switch (7, Figure 10-2) will activate a low
steering pressure warning until steering pressure
reaches 15 900 kPa (2,300 psi).
If steering pressure falls below 15 900 kPa (2,300
psi) during operation, the low steering pressure warn-
ing light will illuminate until pressure returns to nor-
mal.
Hoist up limit solenoid
Hoist up limit solenoid (24, Figure 10-4) is a 3-way
valve that is activated by the hoist limit switch when
the hoist cylinders approach the maximum extension
limit. When activated, the solenoid will close the
power up pilot line to the hoist valve from the hoist
pilot valve mounted in the hydraulic cabinet.
Pilot operated check valve (30) is opened by power
down pilot pressure line (19) to allow oil in the raise
port to bypass hoist up limit solenoid (24) for the ini-
tial power down operation while the solenoid is acti-
vated by the hoist limit switch.
Refer to Structure, functions and maintenance stan-
dard section Hoist circuit for more information.
Quick disconnect ports
Two quick disconnect ports on the bleed down mani-
fold allow service personnel to connect an external
hydraulic supply to allow operation of the truck steer-
ing and service brakes if the steering/brake pump or
engine is not operational.
The external supply is connected to port (24, Figure
10-2) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
Flow amplifier
Flow amplifier (4, Figure 10-1), located on the left
frame rail in front of the accumulators, provides the
steering circuit with the high volume of oil required for
the steering cylinders.
The flow amplifier uses the amount of flow from the
steering control unit to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
10 Structure, functions and maintenance standard CEN10001-00
960E-1 7
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet
2. VHMS Steering Pressure Test Port (TP2)
3. Steering Accumulator
4. APU Port
5. Pressure Feedback (to Steering Pump)
6. Steering Pressure Switch
7. (Not used)
8. Radiator Shutters (If installed)
9. Spare Pressure Port
10. Brake Circuit Supply
11. Steering Accumulator
12. Steering Circuit Supply to Flow Amplifier
13. Quick Disconnect, Supply Port
14. Steering Circuit Return From Flow Amplifier
15. Quick Disconnect, Return Port
16. Spare Return Port
17. Auto Lube Pump Supply
18. Hoist Pilot Return
19. Hoist Pilot Power Down
20. Hoist Pilot Power Up
21. Tank Return Port
22. Hoist Power Up
23. Hoist Power Down
24. Hoist Up Limit Solenoid
25. Relief Valve - 27 500 kPa (4,000 psi)
26. Cavity Plug
27. Steering Accumulator Bleed down Solenoid
28. Relief Valve - 4 100 kPa (600 psi)
29. Pilot Operated Check Valve
30. Pilot Operated Check Valve
31. Test Port (TP3)
CEN10001-00 10 Structure, functions and maintenance standard
8 960E-1
Flow amplifier operation
Refer to Figure 10-5 through Figure 10-8 for oil flow
paths during the following conditions:
• No steer
• Steering left
• Steering right
• No steer, external shock load
No steer
Refer to Figure 10-5.
High pressure oil from the steering pump and steer-
ing accumulators is available through the bleed down
manifold to the “HP” port on the flow amplifier.
Upon entering the priority valve, the oil goes past the
spool to the closed amplifier valve and also out port
“P” through a hose to port “P” on the steering control
unit. In the steering control unit, the oil goes to a
closed area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3 500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area “A”, resulting
in high pressure at “PP” but only 3 500 kPa (500 psi)
at the amplifier spool and steering control unit.
10 Structure, functions and maintenance standard CEN10001-00
960E-1 9
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
CEN10001-00 10 Structure, functions and maintenance standard
10 960E-1
Steering left
Refer to Figure 10-6.
When the operator turns the steering wheel to the
left, the steering control unit is opened to allow oil
coming in port “P” to pass to the gerotor section of
the control unit to turn the rotor. Oil in the other side
of the gerotor flows through other passages in the
control unit valve and out steering control unit port
“L”. This oil enters port “L” of the flow amplifier and
goes to a closed area “B” in the directional valve.
As pressure in area “B” builds, it also passes into the
spool through orifice “C” to the spring area on the end
of the directional valve. The pressure then moves the
spool compressing the springs on the opposite end.
This movement allows the oil entering area “B” to
pass through the directional valve to area “D” of the
amplifier valve, through holes in sleeve “E” to a pas-
sage between sleeve “E” and valve “F”, and through
hole “G” in sleeve “E”, where it initially is blocked by
the valve body.
As pressure builds up in this area, oil also flows from
area “D”, around the outside of sleeve “E”, around pin
“H”, through orifice “J ” to build pressure on the end of
the amplifier valve, and opens hole “G” just enough to
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional
valve.
At the same time, the movement of sleeve “E”
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
“E”.
This oil now inside sleeve “E” pushes valve “F”
against its spring to give the oil access to a series of
holes “K” that are in the same plane as hole “G”. The
passage of oil through holes “K” past the valve body
is metered by holes “K” being opened the same pro-
portion as hole “G”. The number of holes “K” (7) in
sleeve “E” determine the amount of additional oil that
is added to the steering control unit oil passing
through hole “G”.
This combined oil going to the center area “Q” of the
directional valve passes out port “CL” of the flow
amplifier and travels to the steering cylinders to steer
the front wheels to the left. As the cylinders move, oil
is forced to return out the opposite ends, enter port
“CR” of the flow amplifier, pass through the direc-
tional valve to area “M”, pass through return check
valve “N”, and exit port “HT” to the hydraulic reser-
voir.
At the steering control unit, when the operator turned
the steering wheel, supply oil from port “P” was also
delivered through the control unit valve to port “LS”.
This oil enters the flow amplifier through its “LS” port
and builds pressure in the spring area of the priority
valve. This additional force on the spring end of the
priority valve causes area “A” to open and allow the
necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier valve includes a relief valve in the
priority valve spring area that is used to control maxi-
mum steering working pressure to 21 000 kPa (3,045
psi), even though supply pressure coming in to port
“HP” is higher. When 21 000 kPa (3,045 psi) is
obtained, the relief valve prevents the “LS” pressure
from increasing, thereby allowing the priority valve to
compress the spring enough to close off area “A”
when 21 000 kPa (3,045 psi) is present.
10 Structure, functions and maintenance standard CEN10001-00
960E-1 11
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
CEN10001-00 10 Structure, functions and maintenance standard
12 960E-1
Steering right
Refer to Figure 10-7.
There are only a few differences between steering
left and steering right. When the operator turns the
steering wheel right, oil is supplied out ports “R” and
“LS” of the steering control unit.
The oil enters the flow amplifier assembly at port “R”
and shifts the directional valve the opposite direction.
The oil flows through the amplifier valve in exactly the
same way. The combined oil from the amplifier valve
passes through the center area “Q” of the directional
valve to port “CR”, where it goes to the opposite ends
of the steering cylinders to turn the wheels to the
right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steering left.
10 Structure, functions and maintenance standard CEN10001-00
960E-1 13
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
CEN10001-00 10 Structure, functions and maintenance standard
14 960E-1
No steer, external shock load
Refer to Figure 10-8.
When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs,
thus closing the passages to ports “CL” and “CR”.
This creates a hydraulic lock on the steering cylinders
to prevent their movement.
If the tires hit an obstruction that causes a large
shock load, forcing the wheels to the left, increased
pressure will occur in the ends of the cylinders con-
nected to port “CR”. The shock and suction relief
valve inside the flow amplifier at port “CR” will open at
its adjusted setting of 24 000 kPa (3,480 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
As the cylinders are allowed to move, the other ends
will have less than atmospheric pressure on port
“CL”. This low pressure permits oil that is escaping
through the “CR” port relief valve to flow through the
check valve portion of the shock and suction relief
valve connected to port “CL”. The oil then flows to the
low pressure ends of the cylinders to keep the cylin-
ders full of oil and prevent cavitation. A shock load in
the opposite direction merely reverses the above pro-
cedure.
10 Structure, functions and maintenance standard CEN10001-00
960E-1 15
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
CEN10001-00 10 Structure, functions and maintenance standard
16 960E-1
FIGURE 10-9. STEERING PUMP COMPONENTS
1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Control Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Ball Bearing
34. Shaft Retainer Ring
35. Driveshaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53. Cap
10 Structure, functions and maintenance standard CEN10001-00
960E-1 17
Steering/brake pump operation
The steering/brake pump is mounted on the rear of
the hoist pump. The driveshaft mates with an inter-
nally splined coupling inside the hoist pump when the
pump is bolted in place.
The steering/brake pump is a pressure compensated
piston-type pump with an unloader valve. The pres-
sure compensator is adjusted to 26 200 kPa (3,800
psi). The pump-mounted unloader valve maintains
system pressure between 12 060 kPa (3,200 psi) and
24 130 kPa (3,500 psi).
Oil flow from the pump is routed through a high pres-
sure filter, then to the bleed down manifold, where
the flow is directed to the steering circuit and to the
brake apply circuit components located in the hydrau-
lic brake cabinet.
Normal operation
Driveshaft (35, Figure 10-9) runs through the center-
line of pump housing (37) and valve plate (48). Cylin-
der barrel (45) is splined to the drive shaft.
Ball bearing (33) supports the outboard end of the
driveshaft, and bushing-type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Piston/shoe assemblies (44) in the cylin-
der barrel are held against swashblock (28) by shoe
retainer (17). The shoe retainer is held in position by
fulcrum ball (40), which is forced outward by retainer
springs (13). The springs act against cylinder barrel
(45), forcing it against the valve plate while also forc-
ing the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped sad-
dle bearings (21). The cradle is swiveled by control
piston (14).
High altitude operation
Stroke adjuster (3, Figure 10-10) is set at the factory
to provide maximum pump flow so adjustment is not
normally required. If the truck is operated at high alti-
tude locations of 3 050 meters (10,000 feet) or more
above sea level, it may be necessary to readjust the
stroke control to reduce pump flow to prevent pump
cavitation under certain conditions. If the truck is
operating at high altitude and problems occur, con-
sult your Komatsu service representative for adjust-
ment procedures.
Figure 10-10 shows the steering/brake pump and the
location of the pressure control adjustments and
stroke (flow) adjuster. Refer to Figure 10-11 for the
pump pressure control schematic.
1. Outlet Port
2. Case Drain
3. Stroke Adjuster
4. Unloader Valve
Pressure Adjust
5. Compensator
Pressure Adjust
6. 4-Way Valve
7. GPA Test Port
8. GP2 Test Port
9. “ACC” Port
FIGURE 10-10. PUMP ASSEMBLY
CEN10001-00 10 Structure, functions and maintenance standard
18 960E-1
Neutral position
Neutral position (Figure 10-12) results when control
piston (1) centers swashblock (4). The swashblock
angle is zero and the swashblock face is parallel to
cylinder face. Therefore, no inward or outward motion
of pistons (3) exists as the piston shoes rotate around
the swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores to the crescents in the valve plate and,
subsequently, no delivery from pump ports.
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC
1. 4-Way Valve
2. Unloader Control Block
3. “ACC” Port
4. Pressure Compensator
Control Block
5. Case Drain
6. GP2 Port
7. GP4 Port
8. GPA Test Port
FIGURE 10-12. PUMP IN NEUTRAL POSITION
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
10 Structure, functions and maintenance standard CEN10001-00
960E-1 19
Full pump volume
Control piston (1, Figure 10-13) controls the angle of
swashblock (4). When the control piston moves to the
full right position, the pump is at maximum pumping
capacity.
The driveshaft turns splined housing (2), which con-
tains pistons (3). When the housing is rotated, the
pistons move in and out of their bores and the piston
shoes “ride” against the angled swashblock.
As the cylinder rotates, the individual piston bores are
connected alternately to the left (port “A”) and right
(port “B”) crescent shaped ports in the valve plate.
While connected to left side (suction) port “A”, each
piston moves outward, drawing oil from port “A” into
the piston bore until its outermost stoke is reached.
At that point, the piston bore passes from the left
crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
“B” until its innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half pump volume
The position of control piston (1, Figure 10-14) is
near the center of its travel. Swashblock (4) is not
angled as steeply as before. Therefore, the pistons
have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.
FIGURE 10-13. FULL PUMP VOLUME
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
FIGURE 10-14. HALF PUMP VOLUME
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
CEN10001-00 10 Structure, functions and maintenance standard
20 960E-1
Steering cylinder wear data
No. Check item
Criteria
Remedy
Standard
size
Tolerance
Standard
clearance
Clearance
limit
Shaft Holes
1
Clearance between
piston rod and
bushing
90
-0.036
-0.090
+0.048
+0.257
0.084 - 0.347 mm 0.647 mm Replace bushing
No. Check item
Criteria
Remedy
New bearing diameter Maximum wear - 1%
2
Spherical bearing
wear
128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
10 Structure, functions and maintenance standard CEN10001-00
960E-1 21
NOTES
22 960E-1
CEN10001-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10001-00
960E-1 1
CEN10002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Hoist circuit
Hoist circuit operation........................................................................................................................................... 3
Hoist circuit components....................................................................................................................................... 4
Hoist pilot valve operation..................................................................................................................................... 8
Hoist cylinder wear data...................................................................................................................................... 18
CEN10002-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10002-00
960E-1 3
Hoist circuit operation
Hydraulic fluid is supplied by a tank (1, Figure 10-1)
located on the left frame rail. Hydraulic oil is routed to
hoist pump (2). A second pump, coupled to the rear
of the hoist pump, supplies oil for the steering and
brake systems. The pumps are driven by an
accessory drive at the end of the traction alternator.
Hoist pump output is directed to a pair of high
pressure filters (3) mounted to the inboard side of the
fuel tank. Hydraulic oil from the hoist filters is directed
to hoist valve (7), which is mounted above the
pumps.
The hoist valve directs oil to hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
hoist control lever that is connected to hoist pilot
valve (4) located in the hydraulic brake cabinet.Hoist
limit solenoid (5), located in the bleed down manifold,
shifts the hoist valve out of POWER UP before the
hoist cylinders extend to their maximum physical
limit.
When the hoist valve is in the HOLD or FLOAT
position, hoist circuit oil flows to the front and rear
service brakes, cooling the wet disc brakes during
truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC
1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
4. Hoist Pilot Valve
5. Hoist Limit Solenoid
6. Pilot Operated Check Valve
7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
11. Quick Disconnect
12. Overcenter Manifold
13. Check Valve
14. Counterbalance Valve
15. Bleed Down Manifold
CEN10002-00 10 Structure, functions and maintenance standard
4 960E-1
Hoist circuit components
Hydraulic tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The hydraulic tank is
located on the left frame rail in front of the rear
wheels. Type C-4 hydraulic oil is recommended for
use in the hydraulic system. Oil used in the hoist
circuit flows through 100 mesh wire suction strainers
to the inlet hoses of the pump. Air drawn into the tank
during operation is filtered by air filters located on the
top of the hydraulic tank. The oil level can be checked
visually at sight glasses located on the face of the
hydraulic tank.
Hoist pump
The hoist pump is a tandem, gear type pump driven
by a driveshaft on the end of the traction alternator.
The pump has a total output of 931 L/m (246 gpm) at
1,900 rpm and 18 960 kPa (2,750 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 18 960 kPa (2,750 psi) by
internal relief valves located in the hoist control valve
inlet sections.
High pressure filters
Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted. Flow restriction
through the filter element is sensed by an indicator
switch which will activate a warning in the cab to
indicate that filter service is required when the
restriction reaches approximately 241 kPa (35 psi).
Actual filter bypass will start to occur when the filter
element restriction reaches approximately 345 kPa
(50 psi).
Hoist valve
The hoist valve (Figure 10-2) is mounted on a
modular assembly containing the hoist valve,
overcenter manifold, and both hydraulic pumps. This
assembly is bolted to brackets attached to the frame
rails behind the main alternator. The hoist valve is a
split spool design. The term “split spool” describes
the spool section of the valve.
The hoist valve precisely follows the differential
pressure input signals generated by the hoist pilot
valve when the operator moves the hoist control lever
while raising and lowering the dump body.
FIGURE 10-2. HOIST VALVE
1. Inlet Section
2. Work Ports Spool
Section
3. Tank Ports Spool
Section
4. Inlet Section
5. Inlet Port
6. Outlet Port
7. Spool Section Cover
8. Separator Plate
10 Structure, functions and maintenance standard CEN10002-00
960E-1 5
Inlet sections
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
• Flow control valve and main relief valve
• Secondary low pressure relief valve
• Anti-void check valve
• Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to be diverted to the
service brake cooling circuit unless the body is being
raised or lowered. The relief portion of this valve is
direct-acting and has the capacity to limit the
maximum working pressure at full pump flow.
The secondary low pressure relief valve is located
between the low pressure core and the outlet to the
brake cooling circuit. It provides pressure relief if
pressure spikes occur in the low pressure passage
area.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and
prevents flow from the high pressure core to the low
pressure core.
Tank ports (front) spool section
The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
Work ports (rear) spool section
The rear spool section of the hoist valve consists of
the following components:
• Pilot ports
• Main spools
• Work ports
• Check poppets
The pilot ports are located in the spool section cover.
These ports provide connections for a pilot line to the
hoist pilot valve. Each work port has a corresponding
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased on both
ends. This blocks the work port from the high and low
pressure cores when there is no flow through the
spool cross-holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure occurs at the
top of the spool, overcomes the bottom spring bias
and causes the spool to shift, connecting the work
port to the high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive
differential pressure at the bottom of the spool
occurs, overcoming the top spring bias and the spool
will shift to connect the work port to the low pressure
core.
The check poppets located in the spool section
permit free flow from the work port to the pilot port
and restrict flow from the pilot port to the work port.
These check poppets control spool response and
spool movements during void conditions.
CEN10002-00 10 Structure, functions and maintenance standard
6 960E-1
Hoist pilot valve
Hoist pilot valve (1, Figure 10-3) is mounted in the
hydraulic components cabinet behind the operator’s
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
valve in the hydraulic components cabinet.
When the operator moves the hoist control lever, the
pilot valve spool moves and directs pilot flow to the
appropriate pilot port on the hoist valve. The pilot flow
causes the main spool to direct oil flow to the hoist
cylinders.
The hoist pilot valve is equipped with a one-way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The valve also contains power down relief valve (2),
which is used to limit the power down pressure to
10 400 kPa (1,500 psi).
Bleed down manifold
The pilot valve/hoist valve hydraulic circuit is routed
through the bleed down manifold located on the left
frame rail. The hoist limit solenoid and pilot operated
check valve described below are contained in the
manifold. Refer to Structure, functions and
maintenace standard section Steering circuit for
more information about the bleed down manifold.
Hoist limit solenoid
Hoist limit solenoid (5, Figure 10-1), located on the
bottom of the bleed down manifold, is used in the
hydraulic circuit to prevent maximum hoist cylinder
extension.
The 3-way valve solenoid valve is controlled by a
proximity switch (hoist limit switch) located near the
body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body
activates the magnetic proximity switch, signalling the
solenoid to open the “raise” pilot line to the tank, and
close the “raise” pilot line to the hoist valve, thus
stopping further oil flow to the hoist cylinders.
Pilot operated check valve
Pilot operated check valve (6, Figure 10-1), located in
the bleed down manifold, is opened by power down
pilot pressure to allow oil in the raise port to bypass
the hoist limit solenoid for initial power down
operation while the solenoid is activated by the hoist
limit switch.
FIGURE 10-3. HOIST PILOT VALVE
1. Hoist Pilot Valve
2. Power Down Relief
Valve
3. Supply Port
4. To Hoist Valve
(Rod End)
5. To Hoist Valve
(Base End)
6. Return to Tank
10 Structure, functions and maintenance standard CEN10002-00
960E-1 7
Overcenter manifold
Overcenter manifold (4, Figure 10-4) contains
counterbalance valve (2), which controls the pressure
of the cushion of oil in the annulus area of the hoist
cylinder when the body approaches the maximum
dump angle. The counterbalance valve limits the
maximum pressure buildup by relieving pressure in
excess of 20 400 kPa (3,000 psi), preventing possible
seal damage.
Quick disconnect fittings (5) allow dumping of the
load in a disabled truck by connecting jumper hoses
to the hydraulic system of an operational truck.
FIGURE 10-4. PUMP MODULE
1. Hoist Valve
2. Counterbalance
Valve
3. Needle Valve
4. Overcenter Valve
5. Quick Disconnects
6. Steering/Brake Pump
7. Hoist Pump
CEN10002-00 10 Structure, functions and maintenance standard
8 960E-1
Hoist pilot valve operation
Refer to Figure 10-5 through Figure 10-9 for oil flow
paths during the following hoist circuit conditions:
• Float (with body down)
• Power up
• Hold
• Power down
• Float
Float position with body down
Refer to Figure 10-5.
Figure 10-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame.
However, the hoist valve internal valves and spools
will be in the position shown in Figure 10-7.
Oil from the hoist pump enters the inlet sections of
the hoist valve in supply port (11), passes through
load check valve (18), and stops at closed high
pressure passage (19) at rod end spool (7) and head
end spool (8).
Pressure builds to approximately 414 kPa (60 psi) on
the pilot of flow control valve (2), causing the valve to
compress the spring and open, which allows the oil to
flow the through brake cooling circuit port (23) to the
service brakes for brake disc cooling and eventually
back to the tank. Between brake cooling circuit port
(23) and the brakes or heat exchanger, the cooling
supply tee’s to orificed regulator valves. If supply
pressure attempts to increase above 240 kPa (35
psi), the regulator valve opens and dumps to the
hydraulic tank.
Oil also flows out of pilot supply port (12) of the hoist
valve to pilot supply port port (12) of the hoist pilot
valve, through the hoist pilot valve spool, and out
through tank return port (10) to the hydraulic tank.
This oil flow is limited by orifices in the inlet sections
of the hoist valve and, therefore, has no pressure
buildup.
10 Structure, functions and maintenance standard CEN10002-00
960E-1 9
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Tank Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
24. Overcenter Manifold
FIGURE 10-5. FLOAT POSITION (BODY DOWN)
CEN10002-00 10 Structure, functions and maintenance standard
10 960E-1
Power up operation
Figure 10-6.
The hoist pilot valve spool is moved to the power up
position when the operator moves the lever rearward
in the cab. The pilot supply oil coming in pilot supply
port (12) of the hoist pilot valve is prevented from
returning to the hydraulic tank. Instead, the oil is
directed out raise pilot port (14), through hoist limit
solenoid (13) in the bleed down manifold, and into
raise pilot port port (14) of the hoist valve.
From there it goes to the top of head end spool (8)
and builds pressure on the end of the spool, causing
the spool to move down and compress the bottom
spring, thus connecting high pressure passage (19)
to head end work port (9). Working oil flow in the high
pressure passage is now allowed to flow through
head end spool (8) and out head end work port (9) to
extend hoist cylinders (6).
Even though a small amount of oil flows through the
check poppet in the top of head end spool (8),
pressure at raise pilot ports (14) increases to slightly
higher pressure than the required hoist cylinder
pressure. As a result, the pressure in pilot supply
ports (12) also increases, causing back pressure to
occur in the spring area of flow control valve (2). This
overcomes the pilot pressure on the other end of the
flow control valve, causing it to close and direct the
incoming pump oil through head end spool (8) and to
hoist cylinders (6) to extend them. At this time, oil
flow to the brake cooling circuit is stopped.
If, at any time, the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 18 960 kPa (2,750 psi), the pilot
pressure against hoist relief valve (1) causes it to
open and allow oil to flow through brake cooling
circuit port (23) and to return to the hydraulic tank.
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the
cylinders. Initially, rod end spool (7) ports are closed.
As the returning oil entering rod end work port (5)
builds low pressure, it flows through the check-
poppet in the top of the spool, through down pilot
ports (15), through the pilot valve spool, through tank
return port (10) of the pilot valve, to the bleed down
manifold and to the hydraulic tank.
No pressure is present on the top of rod end spool
(7). Cylinder return pressure passes through the
check-poppet in the bottom of rod end spool (7) to
build pressure under the spool, which moves the
spool upward, thus compressing the top spring. This
movement allows the returning cylinder oil to flow into
low pressure passage (20) to primary low pressure
relief valve (22). Approximately 179 kPa (26 psi)
causes this relief valve to open, allowing the oil to
flow through tank return port (10) to the hydraulic
tank.
If the load passing over the tail of the body during
dumping causes the body to raise faster than the oil
is being supplied by the pump, the return oil from the
annulus area of hoist cylinders (6) that is passing
through the counterbalance valve in overcenter
manifold (24) controls how fast the hoist cylinders
can extend due to the external force of the load. The
speed is controlled by counterbalance valve.
During the normal raise process, the raise pilot
pressure supplied to the counterbalance valve will
open the cylinder return ports fully whenever the
raise pressure is above 4 600 kPa (666 psi). As the
load shifts toward the tail of the body, the raise
pressure decreases. As it drops below 4 600 kPa
(666 psi), the counterbalance valve starts restricting
oil flow, causing a back pressure to the annulus area.
If the raise pressure were to drop to 0, return
pressure would increase to 20 400 kPa (3,000 psi)
maximum.
When the operator releases the hoist control lever,
the valves change to the HOLD position. If the body
rises to the position that activates the hoist limit
switch, located above the right rear suspension,
before the operator releases the lever, hoist limit
solenoid (13) is energized. The solenoid valve closes
raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to the
tank, allowing head end spool (8) to center and shut
off the supply of oil to the hoist cylinders. This
prevents maximum extension of the hoist cylinders.
10 Structure, functions and maintenance standard CEN10002-00
960E-1 11
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Tank Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
24. Overcenter Manifold
FIGURE 10-6. POWER UP POSITION
CEN10002-00 10 Structure, functions and maintenance standard
12 960E-1
Hold operation
Refer to Figure 10-7.
The pilot valve spool is positioned to allow the pilot
supply oil entering pilot supply port (12) to return to
the hydraulic tank through head end work port (10).
Pilot supply pressure in pilot supply ports (12) then
decreases to no pressure, allowing flow control valve
(2) to open and route the incoming pump oil through
brake cooling circuit port (23) and back to the
hydraulic tank.
Both raise pilot port (14) and down pilot port (15) in
the pilot valve are closed by the pilot valve spool. In
this condition, pressure is equalized on each end of
each rod end spool (7) and head end spool (8),
allowing the springs to center the spools and close all
ports to trap the oil in hoist cylinders (6) and hold the
body in its current position.
10 Structure, functions and maintenance standard CEN10002-00
960E-1 13
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Tank Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
24. Overcenter Manifold
FIGURE 10-7. HOLD POSITION
CEN10002-00 10 Structure, functions and maintenance standard
14 960E-1
Power down operation
Refer to Figure 10-8.
When the operator moves the hoist control lever to
lower the body, the hoist pilot valve is positioned to
direct the oil in pilot supply ports (12) through down
pilot ports (15) to the top of rod end spool (7).
Pilot pressure increases to move the spool down,
compressing the bottom spring. Movement of the
spool connects high pressure passage (19) to the rod
end (annulus area) of the hoist cylinders. At the same
time, flow control valve (2) is forced to close as pilot
pressure increases, thus directing the incoming pump
oil to the hoist cylinders through rod end spool (7)
and the check valve in the overcenter manifold rather
than back to the hydraulic tank. Oil flow to the brake
cooling circuit ceases when the flow control valve
closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist up limit solenoid activated,
therefore closing raise pilot port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open pilot operated check valve (21), located
in the bleed down manifold, so the pilot pressure in
ports (14) is open to the tank through the pilot valve
spool.
As oil attempts to return from the head end of the
hoist cylinders, it initially encounters closed head end
spool (8). Pressure increases on the bottom end of
the spool, causing it to move upward. This allows the
returning oil to enter low pressure passage (20), build
up 179 kPa (26 psi) to open primary low pressure
relief valve (22) and exit the hoist valve through tank
return port (10) to the hydraulic tank.
As the dump body descends and the hoist limit
solenoid is no longer activated, pilot operated check
valve (21) is no longer necessary.
10 Structure, functions and maintenance standard CEN10002-00
960E-1 15
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Tank Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
24. Overcenter Manifold
FIGURE 10-8. POWER DOWN POSITION
CEN10002-00 10 Structure, functions and maintenance standard
16 960E-1
Float operation
Refer to Figure 10-9.
When the operator releases the hoist control lever as
the body travels down, the hoist pilot valve spool
returns to the FLOAT position. In this position, all
ports (10), (12), (14), and (15) are common with each
other. Therefore, the pilot supply oil is returning to the
hydraulic tank with no pressure buildup, thus allowing
flow control valve (2) to remain open to allow the
pump oil to flow through brake cooling circuit port
(23) and eventually return to the hydraulic tank.
With no blockage of either raise pilot port (14) or
down pilot port (15) in the pilot valve, there is no
pressure on the top of either main spool. The oil
returning from the head end of hoist cylinders (6)
builds pressure on the bottom of head end spool (8)
exactly like in POWER DOWN, allowing the returning
oil to transfer to low pressure passage (20). The back
pressure in the low pressure passage, created by
primary low pressure relief valve (22), causes
pressure under rod end spool (7) and moves the
spool upward. This connects the low pressure
passage to the rod end of the hoist cylinders.
The 179 kPa (26 psi) in low pressure passage (20)
causes oil to flow to the rod end of hoist cylinders (6)
to keep them full of oil as they retract. When the body
reaches the frame and there is no more oil flow from
the cylinders, the main spools center themselves and
close the cylinder ports and the high and low
pressure passages.
10 Structure, functions and maintenance standard CEN10002-00
960E-1 17
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Tank Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
24. Overcenter Manifold
FIGURE 10-9. FLOAT POSITION
CEN10002-00 10 Structure, functions and maintenance standard
18 960E-1
Hoist cylinder wear data
No. Check item
Criteria
Remedy
New Rebuilt
1 Cylinder housing I.D.
355.625 ±0.076 mm
(14.001 ±0.003 in.)
355.879 ±0.330 mm
(14.011 ±0.013 in.)
Rebuild/replace
cylinder
2
1st stage
(13.0 in. rod)
O.D.
330.175 ±0.025 mm
(12.999 ±0.001 in.)
330.175 ±0.025 mm
(12.999 ±0.001 in.)
I.D.
298.475 ±0.076 mm
(11.751 ±0.003 in.)
374.929 ±0.330 mm
(14.761 ±0.013 in.)
3
2nd stage
(10.5 in. rod)
O.D.
269.215 ±0.025 mm
(10.599 ±0.001 in.)
269.215 ±0.025 mm
(10.599 ±0.001 in.)
I.D.
241.325 ±0.076 mm
(9.501 ±0.003 in.)
241.579 ±0.330 mm
(9.511 ±0.013 in.)
4
3rd stage
(7.0 in. rod)
O.D.
177.775 ±0.025 mm
(6.999 ±0.001 in.)
177.775 ±0.025 mm
(6.999 ±0.001 in.)
No. Check item
Criteria
Remedy
New bearing diameter Maximum wear - 1%
5
Spherical bearing
wear
Upper bearing 164.465 mm (6.475 in.) 1.625 mm (0.064 in.)
Replace
bearing
Lower bearing 200 mm (7.874 in.) 2 mm (0.079 in.)
10 Structure, functions and maintenance standard CEN10002-00
960E-1 19
NOTES
20 960E-1
CEN10002-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10002-00
960E-1 1
CEN10003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Brake circuits
General information.............................................................................................................................................. 3
Service brake circuit operation.............................................................................................................................. 4
Secondary braking and auto apply....................................................................................................................... 4
Parking brake circuit operation............................................................................................................................. 6
Wheel brake lock circuit operation........................................................................................................................ 7
Brake warning circuit operation............................................................................................................................. 7
Brake assembly wear data.................................................................................................................................... 9
CEN10003-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10003-00
960E-1 3
General information
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator with the the
necessary control for stopping the truck in either a
slow modulating fashion or in as short a distance as
reasonably possible.
Outlined below are the functions that Komatsu feels
are necessary for safe truck operation:
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so that proper action can be taken to
stop the truck before the secondary system is
exhausted of its power.
• Provide secondary brake circuits so that any
single failure leaves the truck with sufficient
stopping power.
• Automatically apply the service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
• Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or
shovel.
• Provide a spring-applied parking brake for
holding (not stopping) the truck during periods
other than loading or dumping.
• The brake system should be easy to diagnose
and service.
The brake system consists of several major valve
components: the dual circuit brake valve, two
hydraulically-operated dual relay valves, the brake
manifold and two accumulators. The dual circuit
brake valve is the only component located in the
operator's cab. The dual relay valve for the front
brakes, the brake manifold, and the electrical
components are located in the hydraulic brake
cabinet behind the cab (see Figure 10-1). The dual
relay valve for the rear brakes is located in the rear
axle housing. The two accumulators are mounted on
the frame rail behind the right front tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
automatic apply functions. All of these components
are screw-in cartridge type valves.
There are two independent means of brake actuation
provided for the operator: the service brake/retarder
pedal and the wheel brake lock switch. Additionally,
the brakes will apply automatically if the brake
system supply drops below a predetermined
pressure.
NOTE: The following brake circuit descriptions
should be used in conjunction with the hydraulic
brake system schematic located in the Diagrams and
drawings section.
CEN10003-00 10 Structure, functions and maintenance standard
4 960E-1
Service brake circuit operation
This portion of the system provides the operator with
the precise control that is necessary to modulate
(feather) brake pressure to slowly stop the truck or
develop full brake effort to stop as quickly as
possible. The heart of this circuit is the foot-operated,
dual circuit brake valve located in the cab. This valve
enables the operator to control the relatively high
pressure energy within the brake accumulators
directed to the brakes.
There are two valves in the dual circuit brake valve.
One supplies pressure to dual relay valve (1, Figure
10-1) in the hydraulic brake cabinet to provide apply
pressure for the front brakes. The other supplies
pressure to a dual relay valve located in the rear axle
housing to provide apply pressure for the rear brakes.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
hydraulic oil from its respective accumulator to the
dual relay valves, which then deliver hydraulic oil to
the wheel brakes at a pressure that is proportional to
both pedal position and the force being applied to the
pedal. The further the pedal is depressed, the higher
the brake force, which gives the operator a very
positive feel of control.
Brake accumulators have two functions: storing
energy for reserve braking in the event of a failure
and providing rapid oil flow for good brake response.
Depressing the brake pedal also actuates stop light
pressure switch (20), which in turn activates the
brake light on top of the cab, the stop/tail lights on the
rear axle housing and the propulsion interlock.
NOTE: For an internal view of the brake valve, refer
to Figure 10-2.
Secondary braking and auto apply
A fundamental function of the secondary brake
system is to provide reserve braking in the event of
any single failure. For this reason, the system is
divided into multiple circuits, each with its own
isolation check valve, accumulators, and circuit
regulator. The secondary system becomes whatever
circuit(s) is operable after a failure. If the failure is a
jammed treadle valve, then the brake lock becomes
the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
The brake accumulators perform two functions:
provide rapid flow for good response and store
energy for secondary braking. The check valves
ensure that this energy is retained if a failure should
occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
the supply line from the steering/brake pump and the
brake manifold, provides additional protection against
pressure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering, or either
brake accumulator circuit, a low brake pressure
warning light located on the overhead panel in the
cab will illuminate, and an audible alarm will sound,
indicating that the vehicle should be stopped as soon
as practical. When the pressure in one accumulator
circuit is lower than the preset level, all the service
brakes will be automatically applied. Automatic brake
application is accomplished by automatic apply
sequence valve (8, Figure 10-1) located in the brake
manifold. This valve senses the lower brake
accumulator pressure. When the pressure is less
than 11 400 kPa (1,650 psi), the valve shifts,
operating the brake treadle valve hydraulically which,
in turn, applies pressure to the dual relay valves,
applying all the brakes.
Regardless of the nature or location of a failure,
sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake pressure warning light and alarm
activate and before automatic apply activates. This
allows the operator the opportunity to safely stop the
truck after the warning occurs.
10 Structure, functions and maintenance standard CEN10003-00
960E-1 5
1. Dual Relay Valve
2. Hoist Pilot Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Automatic Apply Sequence Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Automatic Brake Apply Solenoid Valve (SV3)
19. J unction Manifold
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
22. Rear Brake Pressure Test Port (BR)
23. Front Brake Pressure Test Port (BF)
FIGURE 10-1. HYDRAULIC BRAKE CABINET
CEN10003-00 10 Structure, functions and maintenance standard
6 960E-1
Parking brake circuit operation
The parking brakes are spring applied and
hydraulically released. Whenever the parking brake
solenoid is de-energized, the spring in the solenoid
valve will shift the spool, diverting oil pressure from
the parking brakes to direct the oil back to the
hydraulic tank.
Normal operation (key switch ON, engine on)
• Directional control lever in PARK
Automatic brake apply solenoid (18, Figure 10-1)
is energized, causing all four service brakes to
apply. After one second, parking brake solenoid
(10) is de-energized. The oil pressure in the
parking brake lines returns to tank and the
springs in the parking brake apply the brake.
Parking brake pressure switch (17) closes,
completing a path to ground and illuminating the
parking brake light on the status indicator dash
panel. After a 1/2 second, the automatic brake
apply solenoid is de-energized, causing the
service brakes to release.
• Directional control lever in F, R, or N
The parking brake solenoid is energized. The oil
flow is routed from parking brake solenoid valve
(10) to the parking brake pistons for release. The
parking brake circuit is protected against
accidental application by monitoring a wheel
motor speed sensor to determine the truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals. If the key switch is turned
OFF, the parking brake will not apply until the
truck speed is less than 0.5 kph (1/3 mph).
If a loss of supply pressure occurs with the directional
control lever in F, R, or N, the parking brake solenoid
will still be energized. The supply circuit that lost
pressure is still open to the parking brake pistons. To
prevent parking brake pressure oil from returning to
the supply circuit, a check valve in the parking brake
circuit traps the oil, holding the parking brake in the
released position.
NOTE: Normal internal leakage in the parking brake
solenoid may allow leakage of the trapped oil to
return to tank and eventually allow parking brake
application.
If 24 volt power to the parking brake solenoid is
interrupted, the parking brake will apply at any truck
speed. The spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the parking
brake line to return to tank, and the springs in the
parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path to
ground and interrupting propulsion.
10 Structure, functions and maintenance standard CEN10003-00
960E-1 7
Wheel brake lock circuit operation
The primary function of the wheel brake lock is to
provide a means for the operator to hold the truck
while at the shovel or dump. The brake lock only
applies the rear service brakes. It may also provide
a secondary means of stopping the truck in the event
of a brake valve malfunction.
During normal operations, the wheel brake lock will
function only when:
• the control power is ON,
• the key switch is ON,
• and the parking brake is not activated (directional
control lever is not in PARK).
If the wheel brake lock is applied while the truck is
moving, the brake lock function will remain applied
after the truck is stopped regardless of the conditions
stated above (except the control power must be ON
for the wheel brake lock to function). The operator
must deactivate the wheel brake lock.
When the wheel brake lock switch on the dash panel
is activated, brake lock solenoid valve (13, Figure 10-
1) and pressure reducing valve (12) will apply
unmodulated pressure oil at 13 800 kPa (2,000 psi)
to fully actuate the rear brakes. Shuttle valve (4) in
the rear brake line provides the independence from
the brake valve for brake application.
Brake warning circuit operation
The brake warning circuit is equipped with a low
brake pressure warning light on the overhead panel
and an audible alarm in the cab to alert the operator
to low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake
system problems.
• Brake Warning Relay
When the wheel brake lock switch is ON, the
brake warning relay is energized and switches
the electrical connection from the terminal to
brake lock degradation switch (21, Figure 10-1).
When the wheel brake lock switch is OFF, the
relay is de-energized and switches the
connection from the brake lock degradation
switch to the terminal.
• System Supply Pressure Switch
The system supply pressure switch is located on
the pump pressure sensing manifold. When
system supply pressure drops below 15 800 kPa
(2,300 psi), the low brake pressure warning and
buzzer will activate.
• Low Brake Pressure Switch
Low brake pressure switch (16) is located on
brake manifold (5) in te hydraulic brake cabinet.
When the brake accumulator with the lower
pressure falls below 12 700 kPa (1,850 psi), the
low brake pressure warning and buzzer will
activate.
• Brake Lock Degradation Switch
Brake lock denegration switch (21) is located on
junction manifold (19) in the hydraulic brake
cabinet. When the wheel brake lock switch is ON,
brake lock solenoid (13) and the brake warning
relay are energized. The brake warning relay
switches the electrical connection from the
terminal to the brake lock degradation switch. If
the brake lock apply pressure is less than 6 900
kPa (1,000 psi), a path to ground will be
completed and the low brake pressure warning
and buzzer will activate.
CEN10003-00 10 Structure, functions and maintenance standard
8 960E-1
FIGURE 10-2. BRAKE VALVE
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum
Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
Note:
B1 - Rear Brakes
B2 - Front Brakes
10 Structure, functions and maintenance standard CEN10003-00
960E-1 9
Brake assembly wear data
No. Check item
Criteria
Remedy
New
Maximum
wear
1 Check separator plates
Overall thickness
3.70 mm
(0.15 in.)
3.40 mm
(0.13 in.)
Replace separator
plate
Flatness
0.50 mm
(0.020 in.)
0.70 mm
(0.027 in.)
Scoring -
>10% of
surface area
2 Check friction discs
Overall thickness
7.70 mm
(0.30 in.)
6.88 mm
(0.27 in.)
Replace friction disc
Flatness
0.45 mm
(0.018 in.)
0.70 mm
(0.03 in.)
Disc to disc wear
variation
-
<0.164 mm
(0.0065 in.)
Friction material
depth (each side)
1.10 mm
(0.043 in.)
0.69 mm
(0.027 in.)
Friction material
loss
-
>10% of
surface area
Friction material
flakes off easily
- -
3 Check damper Overall thickness
8.20 mm
(0.32 in.)
6.60 mm
(0.26 in.)
Replace damper
4
Check assembled thickness
• 10 separator plates
• 11 friction discs
• 2 dampers
Overall thickness
138.10 mm
(5.437 in.)
129.08 mm
(5.082 in.)
Replace brake
assembly
CEN10003-00 10 Structure, functions and maintenance standard
10 960E-1
960E-1 Dump truck
Form No. CEN10003-00
960E-1 1
CEN10004-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Suspensions
General information.............................................................................................................................................. 3
Front suspension wear data.................................................................................................................................. 3
Rear suspension wear data.................................................................................................................................. 4
CEN10004-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10004-00
960E-1 3
General information
The suspension system supports the weight of the
truck and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the
operator. Also, the suspension system maintains the
stability of the truck by ensuring that all of the wheels
are always in contact with the ground. This allows the
truck to demonstrate its full performance in
acceleration, braking, and turning, even when
traveling at high speeds.
The suspension system uses hydro-pneumatic
suspension cylinders, which are charged with oil and
nitrogen gas. The cylinder acts as a shock absorber
by contracting and expanding the nitrogen gas and oil
to absorb the load from the road surface.
Front suspension wear data
FIGURE 10-1. FRONT SUSPENSION CYLINDER
No. Check item
Criteria
Remedy
New Maximum wear
1 Check bore diameter
457.20 -0/+0.05 mm
(18.000 -0/+0.002 in.)
457.50 mm (18.012 in.)
Replace cylinder
housing
2 Check rod diameter
422.20 +0/-0.05 mm
(16.622 +0/-0.002 in.)
422.00 mm (16.614 in.) Replace rod
CEN10004-00 10 Structure, functions and maintenance standard
4 960E-1
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
No. Check item
Criteria
Remedy
New Maximum wear
1 Check bore diameter
393.70 -0/+0.05 mm
(15.500 -0/+0.002 in.)
394.00 mm (15.512 in.)
Replace cylinder
housing
2 Check rod diameter
355.52 +0/-0.05 mm
(13.997 +0/-0.002 in.)
355.32 mm (13.989 in.) Replace rod
3
Spherical bearing
wear
128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
10 Structure, functions and maintenance standard CEN10004-00
960E-1 5
NOTES
6 960E-1
CEN10004-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10004-00
960E-1 1
CEN10005-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Electrical system, 24 volt
Battery supply system........................................................................................................................................... 3
Auxiliary control cabinet components ................................................................................................................... 4
Relay boards......................................................................................................................................................... 6
Body-up switch.................................................................................................................................................... 10
Hoist limit switch..................................................................................................................................................11
CEN10005-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10005-00
960E-1 3
Battery supply system
The truck uses a 24VDC electrical system to supply
power for the engine starting circuits and most non-
propulsion related electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
type 8D, 12-volt storage batteries (3, Figure 10-1).
The batteries are of the lead-acid type, each
containing six 2-volt cells.
While the engine is off, power is supplied by the
batteries. During engine cranking, power is supplied
by the batteries. When the engine is running,
however, power is supplied by a high capacity
alternator that is driven by the engine.
During operation, the batteries function as an
electrochemical device that converts chemical energy
into the electrical energy that is required for operating
the accessories when the engine is off.
1. Battery Box Cover Latch
2. Auxiliary Battery Receptacles
3. Batteries
4. Battery Control Box
5. Circuit Breaker (50 amp)
6. Engine Start Relay
7. Battery Disconnect Switch
(Starter)
8. Battery Disconnect Switch
(System)
9. Isolation Diode
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX
CEN10005-00 10 Structure, functions and maintenance standard
4 960E-1
Battery disconnect switches provide a convenient
method of disconnecting the batteries from the truck’s
electrical circuits without having to remove any
battery cables. Rearward disconnect switch (7)
opens the starter battery circuit only, preventing
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward
disconnect switch (8) disconnects the 24VDC system
batteries.
Two pairs of receptacles (2), located near the battery
disconnect switches, are provided to attach battery
charger leads for charging the batteries. These
receptacles can also be used for connecting external
batteries to aid engine starting during cold weather.
When external batteries are used, they should be of
the same type (8D) as the batteries installed on the
truck. Two pairs of batteries should be used. Each
pair should be connected in series to provide 24VDC,
with one pair connected to the front receptacle and
the other pair connected to the rear receptacle on the
truck.
Schottky type isolation diode (9) is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications. The isolation diode
allows current from the battery charging alternator to
charge the batteries, but prevents current flow from
the batteries to the starter motors when the engine is
started.
Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6 in the auxiliary control cabinet. When the engine
start relay is activated, it provides current to the
starter motors to engage the drives and begin
cranking the engine, eliminating the need for
magnetic switches.
Auxiliary control cabinet components
The auxiliary control cabinet houses various
components for the 24VDC circuits, engine related
devices, and terminal strips that connect truck wiring
harnesses with the main control cabinet and cab.
The following information describes the components
in the auxiliary control cabinet and their operation.
Additional detailed information for operation and
troubleshooting can be found in the engine
manufacturer's service publications and the
appropriate GE publications. Also refer to the
electrical schematics in the Drawings and diagrams
section.
24VDC to 12VDC converter
24VDC to 12VDC converter (7, Figure 10-2) is used
to convert the 24 volt battery system voltage to 12
volts for various truck components such as the radio/
CD player, cab power windows, and the auxiliary
power receptacles in the cab. The converter output
circuits are protected by 50 amp circuit breaker (5,
Figure 10-1) located inside the battery control box.
Diode board - DB1
Diode board (16) contains 24 replaceable diodes that
are mounted on a plug-in connector for easy
replacement. Some of the diodes are used in the coil
circuit of various relays to suppress the resultant coil
voltage spike when power is removed from the
circuit, preventing damage to other circuit
components (lamp filaments, etc.). Other diodes are
used to control the flow of current in a circuit as
required. Resistors or diodes may also be installed in
sockets P7 through P12.
Power distribution terminals
24VDC terminal (1) and 12VDC terminal (2) are
mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC
terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
10 Structure, functions and maintenance standard CEN10005-00
960E-1 5
Pulse voltage modulator (PMV)
The Pulse Voltage Modulator (4) receives a load
curve signal from the engine controls and converts it
to a 0 to 10 volt signal for use by a PSC card in the
Integrated Control Panel (ICP).
Control power relay
Control power relay (6) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to non-
propulsion system 24VDC components.
1. 24VDC Terminal
2. 12VDC Terminal
3. Key Switch Power Relay
4. Pulse Voltage Modulator (PVM)
5. 12V Power Relay
6. Control Power Relay
7. 24VDC to 12VDC Converter
8. Relay Board - RB1
9. Relay Board - RB3
10. Relay Board - RB4
11. Relay Board - RB5
12. Relay Board - RB6
13. Relay Board - RB7
14. Relay Board - RB8
15. Relay Board - RB9
16. Diode Board - DB1
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL
CEN10005-00 10 Structure, functions and maintenance standard
6 960E-1
Fuse blocks
Four fuse blocks (1, Figure 10-3) and four fuse
holders (2) contain fuses that protect various circuits
on the truck. Always replace a blown fuse with a new
one of the same rating. For a listing of fuse sizes and
circuits, refer to Troubleshooting section Fault code
table and fuse locations.
Relay boards
The auxiliary control cabinet contains eight relay
boards to provide control for many of the 24VDC
circuits. Two types of boards are used. One type of
board contains circuit breakers in addition to 24VDC
relays and a PC board for special functions. The
second type of board contains relays only.
All relays are interchangeable. The circuit breakers
are also interchangeable as long as the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker
with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
Refer to Figure 10-2 for the location of each relay
board.
Relay boards RB1, RB3, RB4, RB5
Each relay board of this type is equipped with four
green lights (9, Figure 10-4) and one red “breaker
open” light (7). Each relay board has fifth green light
(8) that has a different function on each board.
Four green lights are labeled K1, K2, K3, or K4.
These lights will be on only when that particular
control circuit has been switched ON and the relay
coil is being energized. The light will not turn on if the
relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, the red “breaker open” light indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red “breaker
open” light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
1. Fuse Blocks 2. Fuse Holders
FIGURE 10-3. AUXILIARY CONTROL CABINET -
FRONT VIEW
10 Structure, functions and maintenance standard CEN10005-00
960E-1 7
If a control switch has been turned ON and a green
(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
all on. There is no visual indication as to
which circuit breaker has been tripped.
Check the operation of the component. If it
trips again, check the wiring or component
for the cause of the overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
The component may be defective. Replace
the component.
There is a poor ground at the component.
Repair the ground connection.
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(RB4 only)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
FIGURE 10-4. TYPICAL RELAY BOARDS
- RB1, RB3, RB4, RB5
CEN10005-00 10 Structure, functions and maintenance standard
8 960E-1
Relay boards RB6, RB7, RB8, RB9
Auxiliary relay boards do not contain circuit breakers
or modular cards. Additional circuits may be added
by utilizing a spare relay socket. See Figure 10-5.
The control circuit for the relays are the “+” and “-”
terminals:
•“+” terminal is for positive voltage.
•“-” terminal is for grounding of the control circuit.
•Either circuit can be switched “open” or “closed” to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
•NC - Normally Closed
•COM - Common
•NO - Normally Open
COM terminal is for the voltage source
(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
NC terminal is connected (through the
relay) to the “COM” terminal when the relay
is not energized (when the control circuit
terminals “+” & “-” are not activated).
NO terminal is connected (through the
relay) to the “COM” terminal when the relay
is energized (by the control circuits “+” & “-”
being energized).
Relay functions
The functions of each relay are described below.
Relay board 1 (RB1)
1 - Flasher Power Light (green): This light will be
illuminated when the turn signals or hazard
lights are activated.
1 light will be illuminated during right turn
signal operation
2 light will be illuminated during left turn
signal operation
3 light will be illuminated when clearance
lights are activated.
4 light will be flashing when the turn signals
or hazard lights are in operation.
NOTE: If circuit breakers CB13 and CB15 are in the
OFF position, no warning will be noticed until the
clearance light switch is turned ON.
1 - Flasher Module card
2 - 12.5 amp circuit breakers (CB13, CB15)
4 - Relays
Left Turn Light Relay (K1)
Right Turn Light Relay (K2)
Clearance Lights Relay (K3)
Flasher Relay (K4)
Relay board 3 (RB3)
1 - Light Module Display card
1 - Rev Light (green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3) 1. Circuit Board
2. Mounting Rail
3. Screw
4. Nut
5. Mounting Plate
6. Foam Block
7. Relay
FIGURE 10-5. AUXILIARY RELAY BOARD -
RB6, RB7, RB8, RB9
10 Structure, functions and maintenance standard CEN10005-00
960E-1 9
Relay board 4 (RB4)
1 - Steering Pressure Bleeddown Timer Module
card
1 - Bleed Down Light (green): This light is
illuminated when the bleed down solenoid is
being energized. The bleed down timer will
energize the solenoid for 90 seconds after the
key switch is turned OFF.
3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
4 - Relays
Parking Brake Failure Relay (K1)
Engine Cranking Oil Pressure Interlock
Relay (K2)
Horn Relay (K3)
Body-Up Relay (K4)
Relay board 5 (RB5)
1 - Light Display Module card
1 - Lights Control Light (green): This light is
illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay (K1)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
Relay board 6 (RB6)
Backup Horn Relay (K1)
Engine Run/Ignition Relay (K2)
Auto Lube Solenoid Relay (K3)
Bleed Down Power Supply Relay (K4)
Ether Start Relay (K5)
Spare Relay (K6)
HID Headlights Relay (K7)
Spare Relay (K8)
Relay board 7 (RB7)
Brake Lock Limitation Relay (K1)
Brake Lock Limitation Relay (K2)
Brake Lock Limitation Relay (K3)
Brake Lock Limitation Relay (K4)
IM Warning Relay (K5)
Timed Engine Shutdown Light Relay (K6)
Brake Lock Limitation Relay (K7)
Timed Engine Shutdown Relay (K8)
Relay board 8 (RB8)
70% Load Signal to PSC Relay (K1)
Full Load Signal to PSC Relay (K2)
A/C Shutter Control Relay (K3)
PLMIII Lights Relay (K4)
Shutter Control Relay (K5)
PLMIII Red Lights Relay (K6)
PLMIII Amber Lights Relay (K7)
PLMIII Green Lights Relay (K8)
Relay board 9 (RB9)
Start Circuit Relay (K1)
Brake Auto Apply Power Relay (K2)
Low Steering Pressure Power Relay (K3)
Parking Brake OFF Relay (K4)
Key Switch Start Activation Relay (K5)
Low Steering Pressure Ground Relay (K6)
Spare Relay (K7)
Spare Relay (K8)
CEN10005-00 10 Structure, functions and maintenance standard
10 960E-1
Body-up switch
Body-up switch (3, Figure 10-6) is located inside the
right frame rail near the front of the body. It must be
adjusted to specifications to ensure that the proper
electrical signal is obtained when the body is raised
or lowered. The body-up switch is designed to
prevent propulsion in REVERSE when the dump
body is not resting on the frame rails. The switch also
prevents forward propulsion with the body up unless
the override button is depressed and held.
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
FIGURE 10-6. BODY-UP SWITCH
1. Switch Mounting
Bracket
2. Adjustment
Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment
Capscrews
10 Structure, functions and maintenance standard CEN10005-00
960E-1 11
Hoist limit switch
Hoist limit switch (5, Figure 10-7) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full
extension, preventing possible damage to the dump
body or hoist cylinders.
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the hoist-
up limit solenoid valve, located in the hydraulic brake
cabinet, to prevent further oil flow to the hoist
cylinders.
1. Body
2. Frame
3. Actuator Arm
4. Switch Mounting
Plate
5. Hoist Limit Switch
FIGURE 10-7. HOIST LIMIT SWITCH
12 960E-1
CEN10005-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10005-00
960E-1 1
CEN10006-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Interface module (IM)
General information.............................................................................................................................................. 3
Sensors................................................................................................................................................................. 3
Interface module inputs and outputs..................................................................................................................... 4
CEN10006-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10006-00
960E-1 3
General information
Interface module (1, Figure 10-1) collects data from
various sensors and sends this information to the
VHMS controller through the main wiring harness.
The interface module (IM) is located in the auxiliary
control cabinet.
New IM controllers come unprogrammed and must
have the correct software installed in order to
function. Refer to Testing and adjusting section
Interface module (IM) for the correct software
installation procedures.
Sensors
Temperature sensors
Temperature sensors (Figure 10-2) monitor the
ambient air temperature and the hydraulic oil
temperature. An ambient air temperature sensor is
located on the left side of the air blower inlet duct for
the traction alternator. The hydraulic oil temperature
sensors are located at each wheel to measure the oil
temperature as it leaves each brake assembly.
Pressure sensors
Four pressure sensors (Figure 10-3) have been
added to the truck to monitor various hydraulic
circuits. The four circuits are:
• both inlets to the hoist valve
• steering supply circuit
• front brake apply circuit
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit
junction block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the
bleeddown manifold in the port labeled “TP2”.
FIGURE 10-1. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
FIGURE 10-2. TEMPERATURE SENSOR
FIGURE 10-3. PRESSURE SENSOR
1. Pin 1, Input (Brown)
2. Pin 2, Signal (Red)
3. Sensor
CEN10006-00 10 Structure, functions and maintenance standard
4 960E-1
Interface module inputs and outputs
Table 2: Pulse, PWM and analog inputs
Input
Display
type
Source
Signal
type
Input signal Configure
Connector
- Pin
Checkout
type
Parm full
scale
Truck speed 2
Digital
readout
GE Pulse
Truck speed
input +
TPU8
(1)
IM1-e
0 to 2083
Hz
0 to 2500
rpm
Truck speed
input -
IM1-f
Truck speed 1
Digital
readout
GE Pulse
Truck speed
input +
TPU5
(1)
IM1-g
0 to 4772
Hz
0 to 60
mph
Truck speed
input -
IM1-h
Radiator fan
clutch voltage
None Truck PMW
Radiator fan
clutch voltage
TPU6 and
TPU7
(2)
IM1-t 0 to 28 0 to 28V
Hydraulic oil
temp - left rear
Analog
gauge
Truck Analog
Left rear brake
oil temp
AN54 IM3-i 0 to 5.375
-57 to
150 °C
Hydraulic oil
temp - right rear
Analog
gauge
Truck Analog
Right rear brake
oil temp
AN53 IM3-m 0 to 5.375
-57 to
150 °C
Hydraulic oil
temp - left front
Analog
gauge
Truck Analog
Left front brake
oil temp
AN51 IM3-t 0 to 5.375
-57 to
150 °C
Hydraulic oil
temp - right front
Analog
gauge
Truck Analog
Right front
brake oil temp
AN52 IM3-r 0 to 5.375
-57 to
150 °C
+5V sensor
monitor
None Truck Analog
+5 volts for
sensors
AN58
(3)
IM3-j 0 to 30 0 to 30V
Battery voltage
(24V)
Analog
gauge
Truck Analog
Battery voltage,
24V
AN0
(4)
internal 0 to 40 0 to 40V
Ambient
temperature
None Truck Analog
Ambient
temperature
AN55 IM3-e 0 to 5.375
-50 to
160 °C
DC converter
voltage (12V)
None Truck Analog
DC converter
voltage (12V)
AN2
(5)
IM3-h 0 to 20 0 to 20V
Battery voltage
B (12V)
None Truck Analog
Battery voltage
B (12V)
AN3
(5)
IM3-k 0 to 20 0 to 20V
Battery voltage
C (12V)
None Truck Analog
Battery voltage
C (12V)
AN48
(5)
IM3-n 0 to 20 0 to 20V
Hoist pressure 2 None Truck Analog Hoist pressure 2 AN49
(6)
IM3-q 0 to 25 ma -
Hoist pressure 1 None Truck Analog Hoist pressure 1 AN50
(6)
IM3-s 0 to 25 ma -
Steering
pressure
None Truck Analog
Steering
pressure
AN56
(6)
IM3-d 0 to 25 ma -
Brake pressure None Truck Analog Brake Pressure AN57
(6)
IM3-p 0 to 25 ma -
Fuel level
Analog
gauge
Truck Analog Fuel level AN1
(7)
IM3-g 0 to 15 -
(1)
Configure TPU for frequency input.
(2)
Configure TPU for PWM input.
(3)
Scale factor is 0.1883 V/V.
(4)
Scale factor is 0.125 V/V.
(5)
Scale factor is 0.249 V/V.
(6)
Scale factor is 200 mV/ma.
(7)
Scale factor is 0.333 V/V.
10 Structure, functions and maintenance standard CEN10006-00
960E-1 5
Table 3: Digital inputs
Input
Display
type
Source
Signal
type
Input signal Configure
Connector
- Pin
Force to On
Circuit breaker
tripped
Amber
caution
Truck Digital
Circuit breaker
tripped
CS4, D13 IM2-g Ground 0
Hydraulic oil
filter
Amber
caution
Truck Digital Pump filter switches CS4, D5 IM2-Y Ground 1
Propulsion
system warning
Amber
caution
GE Digital
Propel system
caution switch
CS8, D15 IM2-t Ground 0
Propulsion
system temp
Amber
caution
GE Digital
Propel system temp
caution switch
CS7, D8 IM3-A Ground 0
Retard at
continuous level
Amber
caution
GE Digital
Reduced retard
level switch
CS8, D13 IM2-r Ground 0
Reduce
propulsion
Amber
caution
GE Digital
Propel system
reduced level switch
CS7, D9 IM3-B Ground 0
Low steering
pressure alert
Red light Truck Digital
Low steering
pressure switch 1
CS3, D0 IM2-S Ground 1
Low steering
precharge alert
Red light Truck Digital
Low steering
precharge switch 1
CS4, D3 IM2-W Ground 1
Steering accum
pressure
Amber
status
Truck Digital
Steering accum
pressure switch
CS4, D6 IM2-Z Ground 0
Composite
brake alert
Red light Truck Digital
Brake lock CS8, D0 IM2-i 24VDC 1
Brake accum
pressure switch
CS4, D1 IM2-U Ground 1
Brake lock degrade CS4, D2 IM2-V Ground 1
DC link voltage None GE Digital DC link voltage CS4, D8 IM2-b Ground 0
Propel system
at rest/not ready
None GE Digital
Propel system at
rest/not ready
CS4, D9 IM2-c Ground 0
Propel alert Red light Truck
Digital
No propel/retard
switch
CS8, D10 IM2-n Ground 0
Digital
No propel switch/
diode fault
CS8, D11 IM2-p Ground 0
Hydraulic tank
oil level alert
Red light Truck Digital
Hydraulic tank oil
level
CS8, D8 IM2-k Ground 1
Parking brake
released
Amber
status
Truck Digital
Parking brake
pressure switch
CS3, D2 IM2-M Ground 0
Selector switch
(FNR)
Amber
status
Truck Digital
Selector switch
(FNR)
CS3, D4 IM2-N 24VDC 1
Crank request None Truck Digital Crank request CS8, D1 IM2-j 24VDC 1
Key switch,
direct
Amber
status
Truck Digital Key switch CS3, D5 IM2-P 24VDC 1
Crank inhibit/
timed engine
shutdown
None Engine Digital
Crank inhibit/
timed engine
shutdown
CS7,D13 IM3-F 24VDC 1
CEN10006-00 10 Structure, functions and maintenance standard
6 960E-1
GE batt+ None GE Digital GE batt+ CS8, D12 IM3-M 24VDC 1
Snapshot in
progress
None VHMS Digital
Snapshot in
progress
CS3, D1 IM2-L Ground 0
Mode switch 1 -
left arrow
None Truck Digital - CS3, D15 IM3-H Ground 0
Mode switch 2 -
OK
None Truck Digital - CS8, D2 IM3-J Ground 0
Mode switch 3 -
down arrow
None Truck Digital - CS8, D3 IM3-K Ground 0
Mode switch 4 -
up arrow
None Truck Digital - CS4, D15 IM2-q Ground 0
Keyswitch,
override
None Truck Digital
Keyswitch
overridden by GE
CS7, D14 IM3-G 24VDC 1
Brake lock
switch power
supply
None Truck Digital
Brake lock
switch power
supply
CS7, D15 IM3-L 24VDC 1
Service brake
set
None Truck Digital
Service brake set
switch
CS7, D10 IM3-C 24VDC 1
Secondary
engine
shutdown
None Truck Digital
Secondary engine
shutdown switch
CS7, D12 IM3-E 24VDC 0
Cranking motor
1 energized
None Truck Digital
Cranking motor 1
energized
CS8, D6 IM3-R 24VDC 1
Cranking motor
2 energized
None Truck Digital
Cranking motor 2
energized
CS8, D7 IM3-S 24VDC 1
Parking brake
release request
None Truck Digital
Parking brake
release request
CS3,D12 IM3-V 24VDC 1
Crank sense None Truck Digital Crank sense CS3,D13 IM3-U 24VDC 1
Selector switch
(PARK)
Amber
status
Truck Digital
Selector switch
(PARK)
CS3,D14 IM3-T 24VDC 1
Table 3: Digital inputs
Input
Display
type
Source
Signal
type
Input signal Configure
Connector
- Pin
Force to On
10 Structure, functions and maintenance standard CEN10006-00
960E-1 7
Table 4: Pulse outputs
Output
Display
type
Source
Signal
type
Input signal
Connector
- Pin
Checkout
type
Parm full
scale
Engine speed
Digital
readout
GE Pulse
Engine speed input + IM1-a
0 to 2083
Hz
0 to 2500
rpm
Engine speed input - IM1-b
Truck speed
Digital
readout
GE Pulse
Truck speed input + IM1-c
0 to 4772
Hz
0 to 60
mph
Truck speed input - IM1-d
Table 5: Digital outputs
Output
Function
type
Location
Signal
type
Configure
Connector
- Pin
Checkout type
Brake auto apply Control -
PWM/
digital
PCS2, CPWM4
and SPI, OUT3
IM1-R Low side switch
Auto lube solenoid Display Display
PWM/
digital
PCS2, CPWM5
and SPI, OUT4
IM1-T Low side switch
Brake cooling RPM
advance 1
Control -
PWM/
digital
PCS1, TPU11
and SPI, OUT3
IM1-L Low side switch
IM On signal Display Display
PWM/
digital
PCS1, TPU9
and SPI,OUT1
IM1-K Low side switch
Red warning lamp Display Display
PWM/
digital
TPU4 IM1-G Low side switch
Steering bleeddown
valve
Display/
control
Display
PWM/
digital
PCS2, CPWM2
and SPI, OUT1
IM1-P Low side switch
Sonalert Display Display
PWM/
digital
PCS1, TPU10
and SPI, OUT2
IM1-M Low side switch
Timed engine
shutdown relay
- - Digital
PCS1, SPI,
OUT8
IM1-H Low side switch
Start enable Control - Digital
PCS1, SPI,
OUT7
IM1-B Low side switch
Parking brake
solenoid
Control -
PWM/
digital
PCS1, TPU13
and SPI, OUT9
IM1-E Low side switch
Brake cooling RPM
advance 2
Control -
PWM/
digital
PCS1, TPU14
and SPI, OUT10
IM1-X Low side switch
CEN10006-00 10 Structure, functions and maintenance standard
8 960E-1
Table 6: Serial inputs and outputs
Input/output Type Circuit Configure
Connector
- Pin
Laptop computer (programming) RS232
IM transmit MC68376 TXD IM2-A
IM receive MC68376 RXD IM2-B
Ground - IM2-C
Monitoring bus
(PLMIII, Modular Mining Hub,
VHMS, Komatsu Display)
CAN / RPC
CAN-H MC68376 TOUCAN IM1-j
CAN-L - IM1-k
CAN-SHLD - IM1-i
Spare CAN bus CAN / RPC
CAN-H CS9, IRQ3, 82527 IM1-n
CAN-L - IM1-p
CAN-SHLD - IM1-m
J 1939 engine monitor CAN / J 1939
CAN-H CS10, IRQ4, 82527 IM1-r
CAN-L - IM1-s
CAN-SHLD - IM1-q
Text display RS422
IM T+ TPU1,TXD, UART IM2-J
IM T- - IM2-K
IM R+ TPU1,TXD, UART IM2-G
IM R- - IM2-H
K-Brick RS232
IM transmit
TPU3 (configure as
UART TXD)
IM2-D
IM receive
TPU2 (configure as
UART TXD)
IM2-E
Ground - IM2-F
Table 7: Power supplies
Power supply Type Note
Connector
- Pin
V batt 24V battery Main 24V supply IM1-A
V batt 2 24V battery Key switch 24V supply IM1-F
Ground - IM main ground IM1-C
+5 amber 5V supply 2, 3 amber indicators supply IM1-D
+5 red 5V supply 2, 3 red warning supply IM1-V
+24V out 24V supply 24V protected power supply IM1-W
+5V sensor 5V supply Precision analog supply IM3-c
+18V sensor 18V supply Precision analog supply IM3-b
AGND - Analog sensor ground IM3-a
10 Structure, functions and maintenance standard CEN10006-00
960E-1 9
NOTES
10 960E-1
CEN10006-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10006-00
960E-1 1
CEN10007-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Electrical system, AC drive
General system operation..................................................................................................................................... 3
AC drive system components ............................................................................................................................... 5
PSC software functions......................................................................................................................................... 7
Alernator field control .......................................................................................................................................... 12
Event detection and processing.......................................................................................................................... 14
Event logging and storage.................................................................................................................................. 15
Serial data communications................................................................................................................................ 17
Abnormal conditions/overriding functions ........................................................................................................... 18
AC drive system component table...................................................................................................................... 20
CEN10007-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10007-00
960E-1 3
General system operation
NOTE: The following information provides a brief
description of system operation and major
components of the AC drive system. Refer to the
appropriate GE publication for detailed information
and theory of operation.
The AC drive system consists of the following major
components:
• Alternator (coupled to a diesel engine)
• In-line cooling blower
• Gate drive power converters
• Rectifier diode modules
• AC power inverters
• AC induction traction motors
NOTE: Refer to Figure 10-1 for the following
description.
The alternator supplies three phase AC power for the
gate driver power converters and rectifier diode
modules. The rectifier diode modules convert the AC
power to DC power, then supply that DC power to two
AC power inverters via the DC link. Each AC power
inverter inverts the rectified DC voltage, delivering
variable voltage, variable frequency power to each of
the AC induction traction motors.
The two AC induction traction motors, each with its
own inverter, are connected in parallel across the
rectified output of the alternator. The inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the propulsion system controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon
controlled rectifier (SCR) bridge. A starting boost
circuit initially energizes the alternator from the truck
batteries until the flux builds up enough to sustain
excitation.
Cooling air for the alternator, control cabinet and
traction motors is supplied by a dual in-line fan
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
propulsion inverters, dynamic retarding choppers,
and control system.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor inverters. The amount of retard
power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
contactors.
The PSC, which is mounted in the main control
cabinet, determines the optimum engine operating
speeds based on what the operator requests,
propulsion system requirements, and efficient fuel
usage. Interfaces between the PSC and the truck
brake system allow the PSC to provide proper
retarding, braking and wheel slide control.
The PSC interfaces with the truck control interface
(TCI), which is mounted in the same card rack as the
PSC. System status and control signals are
transmitted and received between these two
components to access real time data and event
information that is stored in the PSC. This data is
displayed on the diagnostic information display (DID)
panel located in the cab behind the operator seat.
CEN10007-00 10 Structure, functions and maintenance standard
4 960E-1
FIGURE 10-1. PROPULSION SYSTEM DIAGRAM
10 Structure, functions and maintenance standard CEN10007-00
960E-1 5
AC drive system components
The integrated control panel (ICP) consists of three
major components: the propulsion system controller
(PSC), the truck control interface (TCI), and the
traction motor controller (TMC).
Propulsion system controller (PSC)
The PSC is the main controller for the AC drive
system. The ICP panel receives input signals from
speed sensors mounted on the alternator and
traction motors, voltage and current feedback signals
from various control devices, and status/command
inputs from the TCI. Using these inputs, the PSC
controls the two inverters, retarding circuits, relays,
contactors, and other external devices to provide the
following functions:
• Propulsion and wheel slip control
• Retarding and wheel slide control
• Engine speed control
• Event detection
• Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by maintenance
personnel.
• Log event data
• Store statistical data of the history of various
component and system function operations.
• Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
• Communicate with the TCI to exchange
propulsion portable test unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code).
• Drive the operator cab status and warning lamps.
The PSC contains the following internal, removable
printed circuit boards and two fiber optic boards:
System CPU Card: Provides serial
communications and control functions, RS232
communications to PTU, and microprocessor
controls for internal panel circuits.
Digital I/O Card: Receives digital inputs and
feedback information from various propulsion and
control system components. Digital outputs drive
propulsion system contactors, relays and provide
equipment enable commands.
System Analog I/O Card: Receives engine,
voltage and current signals for the main
alternator, link voltage and current, retard pedal
input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
pulses.
Inverter 1 and 2 CPU and I/O Cards (2 each):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for
microprocessor control for inverters 1 and 2.
Controls IGBT phase modules through the fiber
optic assembly. Phase module status is returned
via a separate fiber optic assembly.
Fiber Optic Assembly: Provides electrical
isolation for control and feedback signals for
phase modules and chopper modules.
CEN10007-00 10 Structure, functions and maintenance standard
6 960E-1
Truck control interface (TCI)
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is
used in conjunction with the DID panel.
The TCI panel provides the following functions:
• Communicates with the PSC to exchange
propulsion control system status and control data
and to provide the PSC with truck systems status
data.
• Communicates with the DID panel to exchange
PSC and/or TCI diagnostic and parameter data.
• Communicates with a PTU to exchange TCI data.
• Communicates with a Modular Mining Dispatch
System to exchange truck status data.
• Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs, etc.
• Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
• Processes the front wheel speed signals for the
PSC and speedometer.
The TCI contains the following internal, removable
printed circuit boards:
CPU Card: Provides high speed communications
to PSC and RS232 serial communication with the
PTU.
Analog I/O Card: Provides RS232 serial
communications with the DID and an optional
Modular Mining Dispatch System. Receives
signals for front wheel speed, motor cooling and
barometric air pressures, accelerator, retard
speed setting, payload, ambient and hydraulic oil
temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
gauges.
Digital I/O Card: Receives operator control,
engine and body-up signals. Provides engine
start controls and drives the cab mounted
indicator/warning lamps.
Diagnostic information display (DID) panel
The DID panel is located in the cab behind the
operator seat. The display provides service
personnel with a means of communicating with the
TCI. See Figure 10-2.
The panel has two display lines. Each line is 40
characters long. The top line is the “message” line
and is used by the TCI to inform service personnel of
the truck systems and components status.
The bottom display line provides information in
addition to the top line or relates to the keypad,
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion
system by displaying system status information or
fault codes, as well as a description of the system
status or a problem on the top display line.
Information on the second display line may change to
indicate which functions are available by pressing
keys [F1] through [F5].
The DID panel can also be used to perform the self-
load test.
Refer to Troubleshooting section AC drive system
fault codes for a list of fault codes that may de
displayed on the DID panel.
FIGURE 10-2. DIAGNOSTIC INFORMATION
DISPLAY
10 Structure, functions and maintenance standard CEN10007-00
960E-1 7
PSC software functions
The operation of the AC drive system is regulated by
a software program which resides in the propulsion
system control panel's memory. The software
program also contains instructions to test and fault
isolate the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input processing
This function reads in all external inputs for use by
the PSC. The input processing function performs any
signal conditioning that is required and computes the
required derived inputs.
State machine
As part of the total software package, a particular
group of regulatory software commands is included
called a “state machine”. The state machine controls
the various functions of truck operation.
The software implements the state machine by
keeping track of which state the truck is in and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows:
Startup/Shutdown state: The purpose of this state
is to ensure the system is in a desired known state
upon startup or shutdown. This is an unpowered
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”,
50 volts or less equals “unpowered”.
Test state: The purpose of this state is to provide an
environment for the verification of system
functionality. The test state will support a variety of
activities, including:
• Waiting for the engine to start (if needed).
• Automatic testing on initial system startup or
following rest state.
• Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
purposes.
NOTE: The test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready state: This is the default powered state. The
system will be in this state whenever the engine and
control system are ready to provide power, but none
is requested.
Ready state is also the state where the DC link is
discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
ready state should not be considered strictly a
powered state (as are propel and retard).
Rest state: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
The rest state is an unpowered state.
Propel state: The purpose of this state is to provide
the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard state: This state provides the power system
configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.
CEN10007-00 10 Structure, functions and maintenance standard
8 960E-1
Transitions between states under normal operational
conditions (no failures) are described as follows:
Transition to Startup/Shutdown state
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup”
whenever execution control is initially transferred to
the application program (after application of power,
system reset, etc).
Transition to Startup/Shutdown state
(for shutdown): The system will transition to the
Startup/Shutdown state for the purpose of “shutdown”
from the Test, Rest, Ready, or Startup/Shutdown (if
previously entered for the purpose of startup) state if
all of the following conditions are true:
• System power is removed, or the control power
switch or key switch is turned off.
• The truck is not moving.
• There is essentially no voltage on the DC link.
• Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown state to Test
state: This transition will occur automatically once
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
Transition from Test state to Ready state: This
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.
Transition to Rest state: This transition will occur
automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
• Any testing in progress is complete.
• The system temperatures are cool enough to
allow the Rest state (function of IGBT phase
module, chopper module, and motor
temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
• The truck is not moving.
Transition from Ready state to Test state: This
transition will occur if the truck is not moving and a
request for testing is received.
Transition from Ready state to Propel state: This
transition will occur if all of the following conditions
are true:
• The accel pedal is pressed.
• A direction has been chosen (the truck is either in
FORWARD or REVERSE).
• There is sufficient voltage on the DC link.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
c. Truck speed is less than the motor
overspeed limit.
d. The TCI accel inhibit is not active.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 9
Transition from Ready state to Retard state: This
transition will occur if truck speed is such that retard
is allowed and at least one of the following conditions
exists:
• Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
• The retard pedal or lever is pressed such that a
significant amount of retarding effort is requested.
• All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed
if no action is taken.
c. The accel pedal is not pressed and/or the
truck is configured such that accelerator
pedal signal does not override retard speed
control.
Transition from Rest state to Test state: This
transition will occur upon release of the TCI rest
request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel state to Ready state: This
transition will occur if all of the following conditions
exist:
• The accelerator pedal is not pressed.
• The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
• Truck speed is less than the motor overspeed
limit.
• At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this
condition.
Transition from Propel state to Retard state: This
transition will occur if at least one of the following
conditions exists:
• Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is requested.
• Truck speed exceeds the motor speed limit.
Overspeed will not be engaged such that it
prevents the truck from propelling at 40 mph (64
kph).
• All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed
if no action is taken.
c. The truck is configured such that accelerator
pedal signal does not override the retard
speed control.
Transition from Retard state to Ready state: This
transition will occur if all of the following conditions
exist:
• Overspeed is not active.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
allowed.
• At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
pedal overrides the retard speed control.
This allows the configuration constant to
determine if pressing on the accelerator
pedal kicks the truck out of retard, even if the
retard speed control is still active.
• The retard torque control logic exit sequence is
complete.
CEN10007-00 10 Structure, functions and maintenance standard
10 960E-1
DC link state
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states:
powered and unpowered. The following defines the
conditions necessary to establish each state, as well
as the transitional conditions between the two states:
Powering the DC link: The PSC software will
attempt to power the DC link (command the system
configuration defined below) if all of the following
conditions are true:
• Event restrictions do not prohibit power on the DC
link.
• The system is in Test state and any initiated
testing is complete.
• The engine is running.
• The gate drive power converters have been
enabled.
• Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.
De-powering the DC link: The PSC software will
attempt to de-power the DC link (command the
system configuration defined below) if the system is
in Test or Ready state and any of the following
conditions are true:
• Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
the non-link-related conditions for Startup/
Shutdown state have been satisfied).
• The system is preparing to transition to Rest state
(all the non-link-related conditions for Rest state
have been satisfied).
• The engine is being shut down.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
1. Alternator field reference isset to zero.
2. AFSE is disabled.
3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 11
Engine control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel state: The engine speed is commanded such
that the engine supplies only as much horsepower as
is required to achieve the desired torque.
All other states: The engine speed is a direct
function of the accelerator pedal. Additional
constraints on the engine speed command are as
follows:
• If the truck is in NEUTRAL, the commanded
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine
speed will be the engine's rated horsepower rpm.
This allows faster hoisting of the truck bed, if
desired.
• During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The following constraints are applied to generating
the engine speed command during all operating
states:
• The engine speed command will always be
greater or equal to the minimum idle signal. The
TCI can request that the engine speed command
be increased by setting minimum idle.
• The engine speed command will be increased if
more alternator cooling is needed.
12 960E-1
CEN10007-00 10 Structure, functions and maintenance standard
Alernator field control
The alternator is controlled by controlling the
alternator field reference sent to the AFSE panel.
The desired alternator output voltage is dependent on
the system state. The PSC will command an
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Desired three-phase voltage
During all powered states, the three-phase line-to-line
voltage will not be allowed to drop below 444 volts.
This is the minimum voltage needed to supply the
gate drive power converters.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be
adequate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC link voltage
The desired link voltage is controlled by the alternator
during all powered states except retard. The desired
voltage is based on:
1. During propel, the desired DC link voltage will be
adjusted based on motor speed and horsepower
commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor
command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels necessary
to support the inverter self-tests.
Self-load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based on
the following:
• The DC link voltage will not be allowed to drop
below 600 volts.
• One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
• Another mode of self-load will require the
alternator output to be controlled to maintain a set
desired link voltage between 600 and 1500 volts.
Propel torque control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical
constraints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to account
for the following constraints:
• Speed override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. The torque command will be modulated
as the truck speed approaches the motor
overspeed limit so that this limit is not exceeded
if possible. Note, however, that steady state
operation is kept as close to the overspeed limit
as possible without exceeding it.
• Motor torque limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can
be commanded is dependent on motor speed
and DC link voltage.
• Gear stress
The torque commanded will not exceed that
which will produce excess gear stress.
• Horsepower available
The horsepower available will be estimated from
the engine speed. Parasitic loads are taken into
account. The torque will be limited so that the
engine does not overload.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 13
• Jerk limit
The torque command will be slew-rate limited to
prevent jerking motion.
• Wheel spin
In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard torque control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor grid.
The requested retard torque is based on the following
three sources:
• Retard foot pedal or lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
call.
• Overspeed
While overspeed is active, the full available
retard torque will be requested.
• Retard speed control (RSC)
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the
RSC set point. Retard speed control will not
request any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard torque limits are as follows:
• The retard torque call will be limited to the
maximum torque level based on speed.
• The retard torque call will be limited to the
maximum torque level available within the
thermal constraints of the motors.
• The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
• While in retard, the minimum retard torque call
will provide enough power to support at least one
grid with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
• At low speed, the available retard torque will be
ramped to zero.
Wheel slide control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Resistor grid control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors are
wired across it.
The second fixed resistor grids (controlled by RP2)
will be engaged as needed to dissipate the energy
produced in retard state.
Chopper voltage control
Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e., keep
the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
the maximum link voltage value.
CEN10007-00 10 Structure, functions and maintenance standard
14 960E-1
Event detection and processing
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive system for any abnormal conditions
(events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
• The PSC for detection, event logging, data
storage and fault light indications.
• The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status,
troubleshooting, etc.
The event detection function of the software is
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC
interfaces by detecting an event. The events fall into
three detection categories.
Power-on tests
The first three power-on tests are executed once
every time power is applied to the PSC. The fourth
power-on test is executed once every 24 hours.
• CPU card checks - Upon power-up, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the
application program residing in its flash memory.
• Battery-backed RAM (BBRAM) test/adjustable
parameter initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
• Inverter powerup tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
of the following conditions are true:
a. The system is in Test state for the purpose of
power-up.
b. The associated gate drive power converter
has been enabled.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
performed.
f. The inverter has not been physically cut out
of the system.
g. Active event restrictions do not preclude
powering the DC link or running the inverter.
2. Low Voltage Test - A given inverter will
automatically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The PSC
will declare the test failed and log an event if the
test does not successfully complete within an
expected time period.
3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
the inverter will automatically perform its high
voltage test if needed once there is sufficient
power on the DC link. The PSC will declare the
test failed and log an event if the test does not
successfully complete within an expected time
after the DC link is sufficiently powered.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 15
• DC link capacitance test - This test will run once
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up
sequence. This test can also be run from the DID
panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the DC link is charged to 120 VDC. The engine is
then returned to idle while the DC link is allowed
to discharge to 100 VDC. Total link capacitance is
then calculated using the time it took to
discharge.
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the minimum
allowable level, event 71 is logged and the truck
is restricted to 10 MPH. If the test is not able to be
completed after numerous attempts, event 72 is
logged, indicating a problem in the truck's ground
detection circuit, and truck speed is limited to 10
mph.
Initiated tests
These tests are performed when requested by
maintenance personnel. The truck must be in the
Test state for these tests to run.
• Maintenance Tests - The purpose of these tests is
to facilitate verification of system installation and
wiring, particularly the “digital” interfaces (relays,
contactors, etc).
• Self-Load Test - Self-load testing is a means by
which the truck’s diesel engine can be checked
for rated horsepower output.
Periodic tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
Event restrictions
The PSC software will not override an event
restriction as long as the “limp home” mode is not
active. Transitions to restricted states will not be
allowed. If the system is in a state which becomes
restricted, it will transition down to the highest
unrestricted state. The order of the states, from
lowest to highest, is Startup/Shutdown, Rest, Test,
Ready, Retard, Propel.
Transitions to the Test state or lower states in
reaction to event restrictions will not be allowed until
the truck is not moving. The “limp home” mode is a
state which is entered when the truck has suffered a
failure and is not able to continue normal operation,
but is still capable of getting back to the maintenance
area, or at least out of the way of other trucks.
Event logging and storage
This software function is responsible for the recording
of event information. There are two basic levels of
event storage: event history buffer and data packs.
The event history buffer provides a minimum set of
information for a large number of events, while data
packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten; it
is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
Event history buffer
Event history buffer is defined as a collection of event
history records. A buffer contains 300 entries filled
with event numbers occurring in chronological order.
Also included in this buffer will be all the input and
output values, time the event occurred, reset time,
state information, etc, for each event. This buffer is
filled continuously and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
prevents a frequently occurring event from using the
memory space at the expense of a less frequent
event. This data may be cleared (after downloading
for troubleshooting) at each maintenance interval.
CEN10007-00 10 Structure, functions and maintenance standard
16 960E-1
Data packs
A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each containing
100 frames of real time snapshot data. Snapshot data
is defined as a collection of key data parameter
values for a single point in time). The purpose of each
data pack is to show a little “movie” of what happened
before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The “TIME 0:00 frame #” at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2
seconds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as for
control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then
continues to fill the data pack). Maintenance
personnel, by way of the DID (or PTU), can assign
the data pack to hold only certain event numbers (for
the case where it is desired to collect data on a
particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either
automatically or by the DID/PTU), if any, will be
unfrozen and will start storing new data in case a new
fault occurs.
To record and save a data pack to a disk:
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select “PTU TCI and PSC” and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}.
7. Cursor to “View Data Packs” and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to “Record Screen” and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS “C:>”
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
15. Press {enter}to copy the file to the disk.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 17
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select “PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}.
7. Cursor to “View Data Packs” and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to “Record Screen” and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS “C:>”
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
15. Press {enter}to copy the file to the disk.
Event reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
Events will be reset:
• On power-up - A soft reset will be issued against
all events at power-up.
• By DID commands - The TCI can issue both hard
and soft resets.
• By PTU commands - The PTU can issue both
hard and soft resets.
Serial data communications
The CPU card for the PSC uses serial data busses to
communicate with the TCI, the PTU, and the two
inverter CPU cards.
PSC to TCI communications processing
This software function performs the processing
necessary for the PSC to communicate with the TCI.
The communication is comprised of periodic data and
non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
commands, remote monitor data, and download
code.
Packets containing periodic data will be
asynchronously (not initiated) transmitted from the
PSC to the TCI and from the TCI to the PSC every
200 ms. The TCI initiates the transfer of non-periodic
data.
The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
background data. The unacknowledged messages
are used to transmit the periodic data.
PSC to PTU communications processing
This software function performs the processing
necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
CEN10007-00 10 Structure, functions and maintenance standard
18 960E-1
Inverter communications processing
This software function performs the processing
necessary for the PSC system CPU card to
communicate with both inverter CPU cards. The
communication is through a high-speed serial link
that is operated in a polled fashion with the system
CPU card initiating communications to an inverter
CPU card.
Every message transmitted across the serial link may
contain two separate sections of information: periodic
data and acknowledged data. The periodic data
format is fixed and is used for transferring control
information from the system CPU card to the inverter
CPU card and vise versa. The acknowledged data
format is used to transfer all background data. When
large amounts of background data are to be
transferred via the acknowledged data format, the
originating CPU card will break the data down into
smaller pieces and transmit each piece individually.
All acknowledged data flows are initiated from the
system CPU card with the inverter CPU card
providing a response.
The system CPU card has one high-speed channel
available for communications to the inverter CPU
cards. This channel transfers periodic data across the
serial link every 5 ms. This means that the periodic
data to each inverter CPU card is updated every 10
ms. Each inverter responds to the data when the ID
code in the periodic data matches the ID code of the
specific inverter CPU card. The ID code is hard-wired
in the card's backplane wiring.
Output processing
This software function processes all external outputs
from the PSC. Refer to the G.E. publication System
Description for a listing of the PSC outputs.
Abnormal conditions/overriding functions
The software functions discussed up to this point
have assumed that the truck is operating under
typical circumstances. The following information
defines system operation under abnormal or
exceptional circumstances. In the event of conflict
between these functions and those given for normal
operation, the following functions will take
precedence.
Fast start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, for example) while the system is
running. Its purpose will be to regain control of the
truck as quickly as possible.
Engine shutdown/Engine not running
The engine must be running to enable the gate drives
and to maintain power on the DC link. Typically, the
PSC will be given advanced warning that the engine
is about to be shut off. However, if the engine stalls or
stops because of a mechanical malfunction, the
system will most likely have no advance warning.
The system reaction to an engine not running
condition will be the same as an event carrying a “no
power” restriction except that no event will be
recorded and no external reset to clear the condition
will be required. The “no power” restriction will be
automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a “long” ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be
command to zero over a “short” ramp time (0.1 to 0.5
second).
10 Structure, functions and maintenance standard CEN10007-00
960E-1 19
Limp home mode
The purpose of limp home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of “limping” (getting back to the maintenance
area or at least out of the way of other trucks). The
intent is that the limp home mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the
following conditions are true:
• The truck is not moving.
• The TCI is requesting limp home mode.
• The PSC is in Ready or Test state and there is no
initiated testing in progress.
• At least one inverter is functional.
• There are no events active for which limp home
mode is not possible.
• If there are any events active for which an inverter
must be turned off or cut out before limp home
mode is allowed, those actions have been taken
(inverter is turned off or cut out as required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
The PSC will exit limp home mode if either of the
following conditions occur:
• The TCI stops requesting limp home mode.
• An event occurs for which limp home mode is not
possible.
CEN10007-00 10 Structure, functions and maintenance standard
20 960E-1
AC drive system component table
Table 1 lists component abbreviations that are used in schematics and system function information. Refer to
Figure 10-3 through Figure 10-6 for the location of the components.
Table 1: AC drive system component descriptions
Abbreviation
Fig.
No.
Component Function
AFSE 2-4 Alternator Field Static Exciter Panel
Regulates current in the alternator field based on
firing pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor
Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card
Provides signal conditioning for analog signals to
and from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch
Connects and disconnects the 24 VDC truck
batteries.
BDI 2-4 Battery Blocking Diode
Works in conjunction with BFC and BLFP to
maintain battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance
CPU resets.
BFCR 2-4 Battery Filter Resistor
Added to replace Battery line filter that was
removed.
BM1, 2 Grid Blower Motors 1 and 2
DC motors driving blowers to provide cooling air for
the retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules
Monitors current flowing through grid blower motors
#1 and #2.
CCF1, 2 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the
grid resistors when a current spike occurs.
CCLR1, 2 2-3
Capacitor Charge Resistor Panels
1 and 2
Connected across the DC link to provide a voltage
attenuated sample of the DC link voltage to the
Capacitor Charge Indicating lights.
CCL1, 2 2-4
Capacitor Charge Indicating Lights
1 and 2
Illuminated when 50 volts or more is present on the
DC link (the DC bus connecting the Alternator
output, Chopper Module/Resistor Grid circuits and
traction Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2
Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors
Limit the rate of current increase when starting to
optimize motor commutation.
CMAF 2-4
Alternator Field Current Sensing
Module
Detects amount of current flowing through the
Alternator field winding.
CMT 2-4
Alternator Tertiary Current Sensing
Module
Detects amount of current flowing through the
Alternator tertiary winding.
CM1, 2 2-3
Chopper IGBT Phase Module 1
and 2
Controls the DC voltage applied to the grids during
retarding.
10 Structure, functions and maintenance standard CEN10007-00
960E-1 21
CM11A - 12C
Current Sensing Modules, Phase
1A, 1B and 1C
Detects amount of current flow through the A, B and
C phases of Traction Motor 1.
CM21A - 22C
Current Sensing Modules, Phase
2A, 2B and 2C
Detects amount of current flow through the A, B and
C phases of Traction Motor 2.
CPR 2-4 Control Power Relay
Picks up when the Key Switch and Control Power
Switch are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4
Control Power Relay Suppression
Module
Suppresses voltage spike when CPR coil is de-
energized.
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display
Provides maintenance personnel with the ability to
monitor the operational status of certain truck
systems and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card
Receives contactor, relay and switch feedback
signals and provides drive signals to relays,
contactors, indicator lamps, etc. Located in PSC and
TCI.
FDR 2-6 Filter Discharge Resistor
Resistor divider network connected across the DC
link, provides secondary discharge link for the DC
link. Normal discharge is through RP1.
FIBER OPTIC
ASSEMBLY
Fiber Optic Assembly
Provides voltage and electrical noise isolation for
control and feedback signals between the PSC and
Phase/Chopper Modules.
FP 2-6 Filter Panel
Filters electrical noise on 3 phases of Alternator
output.
GDPC1 2-4 Gate Driver Power Converter 1
Converts 19 to 95 VDC from the Gate Drive Power
Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2
Converts 19 to 95 VDC from the Gate Drive Power
Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor
Provides a small load across the contactor
feedbacks to help keep the contactors clean.
GFCO 2-4
Generator Field Contactor Cutout
Switch
Disables Alternator output.
GFM1, 2 Gate Firing Module
Receives pulses from the Analog I/O card in the
PSC, amplifies the pulses, and then splits the pulses
to drive two SCR circuits in the AFSE. Located on
AFSE panel.
GFR 2-5 Alternator Field Relay
Picks up with GF contactor and applies B+to the
AFSE (battery boost) during initial acceleration
phase.
GFRS 2-5
Alternator Field Relay Coil
Suppression Module
Suppresses voltage spikes when GF coil is de-
energized.
GFS 2-5 Suppression Module
Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
Table 1: AC drive system component descriptions
Abbreviation
Fig.
No.
Component Function
CEN10007-00 10 Structure, functions and maintenance standard
22 960E-1
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.
ICP 2-4 Integrated Control Panel
The ICP is the main controller for the AC drive
system. The ICP is composed of the PSC, TCI and
inverter cards.
INV1 TMC CARD
Inverter 1 Central Processing Unit
Card and Input/Output Card
Generates Phase Module turn-on/turn-off
commands for the Inverter 1.
Monitors voltages and currents from various areas
for Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing Unit
Card and Input/Output Card
Generates Phase Module turn-on/turn-off
commands for the Inverter 2.
Monitors voltages and currents from various areas
for Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch
Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights Provide interior cabinet illumination.
M1, 2 Motorized Wheels
Each Motorized Wheel consists of a Traction Motor
and a Transmission Assembly. The 3-phase
asynchronous Traction Motors convert electrical
energy into mechanical energy. This mechanical
energy is transmitted to the wheel hub through a
double reduction gear train (Transmission).
P11A+, 11B+, 11C+
P12A+, 12B+, 12C+
2-3 IGBT Phase Modules
Provide positive driving voltages (PWM or square
wave, depending on truck speed) for each of the
three windings of Traction Motor 1.
P11A-, 11B-, 11C-
P12A-, 12B-, 12C-
2-3 IGBT Phase Modules
Provide negative driving voltages (PWM or square
wave, depending on truck speed) for each of the
three windings of Traction Motor 1.
P21A+, 21B+, 21C+
P22A+, 22B+, 22C+
2-3 IGBT Phase Modules
Provide positive driving voltages (PWM or square
wave, depending on truck speed) for each of the
three windings of Traction Motor 2.
P21A-, 21B-, 21C-
P22A-, 22B-, 22C-
2-3 IGBT Phase Modules
Provide negative driving voltages (PWM or square
wave, depending on truck speed) for each of the
three windings of Traction Motor 2.
PS 2-4 Power Supply
A DC to DC converter which provides regulated ±24
VDC outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller
The PSC is a part of the ICP, and is the main
controller for the AC drive system. All propulsion and
retarding functions are controlled by the PSC based
on internally stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel
Converts Alternator 3-phase, AC voltage to DC
voltage to power the two Inverters.
RG1A - 5C Retard Grid Resistors
Dissipate power from the DC link during retarding,
load box testing, and Inverter Filter Capacitor
discharge operations.
RP1, 2 2-5 Retard Contactors 1and 2
When closed, connects Grid Resistors to the DC link
during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
Table 1: AC drive system component descriptions
Abbreviation
Fig.
No.
Component Function
10 Structure, functions and maintenance standard CEN10007-00
960E-1 23
RP1S, RP2S 2-5 Suppression Modules
Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor
Provides a small load across the contactor
feedbacks to help keep the contactors clean.
R1 2-5 Battery Boost Resistor
Limits surge current in the Alternator field circuit
when GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors
Each speed sensor provides two output speed
signals, proportional to the Traction Motor's rotor
shaft speed.
SYS CPU Card
System Central Processing Unit
Card
Provides control of propulsion and dynamic retarding
functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial
link.
TCI Truck Control Interface
Is a part of the ICP Panel. Provides the main
interface between the various truck systems,
controls, and equipment and is used in conjunction
with the DID by maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor)
Discharges the Alternator field when the AFSE is
first turned off.
VAM1 2-3 Voltage Attenuation Module
Attenuates the three high voltage outputs applied to
each phase winding of Traction Motor 1 to a level
acceptable for use by the Analog I/O card in the ICP.
VAM2 2-3 Voltage Attenuation Module
Attenuates the three high voltage outputs applied to
each phase winding of Traction Motor 2 to a level
acceptable for use by the Analog I/O card in the ICP.
VAM3 2-6 Voltage Attenuation Module
Attenuates the high voltage outputs between the
main alternator and the rectifier panel, and between
the rectifier panel and the inverters to a level
acceptable for use by the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module
Attenuates the high voltage outputs between the
AFSE and the main alternator to a level acceptable
for use by the Analog I/O card in the ICP.
Table 1: AC drive system component descriptions
Abbreviation
Fig.
No.
Component Function
CEN10007-00 10 Structure, functions and maintenance standard
24 960E-1
FIGURE 10-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
10 Structure, functions and maintenance standard CEN10007-00
960E-1 25
FIGURE 10-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
CEN10007-00 10 Structure, functions and maintenance standard
26 960E-1
FIGURE 10-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
10 Structure, functions and maintenance standard CEN10007-00
960E-1 27
FIGURE 10-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
28 960E-1
CEN10007-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10007-00
960E-1 1
CEN10008-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Cab air conditioning
General information.............................................................................................................................................. 3
Principles of refrigeration...................................................................................................................................... 4
Air conditioning system components .................................................................................................................... 6
Air conditioning system electrical circuit ............................................................................................................. 10
CEN10008-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10008-00
960E-1 3
General information
Environmental impact of air conditioning
Environmental studies have indicated a weakening of
the earth’s protective Ozone (O
3
) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFC’s), such as R-12 refrigerant (Freon), commonly
used in mobile equipment air conditioning systems,
have been identified as a possible contributing factor
of the Ozone depletion.
Consequently, legislative bodies in more than 130
countries have mandated that the production and
distribution of R-12 refrigerant be discontinued after
1995. Therefore, a more “environmentally-friendly”
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of
releasing either refrigerant to the atmosphere during
the charging/recharging procedure is prohibited.
These restrictions require the use of equipment and
procedures which are significantly different from
those traditionally used in air conditioning service
techniques. The use of new equipment and
techniques allows for complete recovery of
refrigerants, which will not only help to protect the
environment, but through the “recycling” of the
refrigerant will preserve the physical supply, and help
to reduce the cost of the refrigerant.
Air conditioning for off-highway vehicles
Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator
changes, and climate conditions that present different
design and installation challenges for air conditioning
systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the
reliability to endure the various work cycles
encountered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the
system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and
components is important. Dust and dirt collected in
the condenser, evaporator, and air filters decreases
the system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they are
subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventive
maintenance at regular intervals on vehicle air
conditioning systems (cleaning, checking belt
tightness, and checking operation of electrical
components).
CEN10008-00 10 Structure, functions and maintenance standard
4 960E-1
Principles of refrigeration
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting, and the corrective
action necessary to put the air conditioning unit into
top operating efficiency.
Too frequently, the operator and the service
technician overlook the primary fact that no air
conditioning system will function properly unless it is
operated within a completely controlled cab
environment. The circulation of air must be a directed
flow. The cab must be sealed against seepage of
ambient air. The cab interior must be kept free of dust
and dirt which, if picked up in the air system, will clog
the intake side of the evaporator coil.
Air conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of
temperature, humidity, cleanliness, and circulation of
air. In the broad sense, a heating unit is as much an
air conditioner as is a cooling unit. The term “air
conditioner” is commonly used to identify an air
cooling unit. To be consistent with common usage,
the term “air conditioner” will refer to the cooling unit
utilizing the principles of refrigeration, sometimes
referred to as the evaporator unit.
Refrigeration - the act of cooling
• There is no process for producing cold; there is
only heat removal.
• Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat transfer
will occur.
• Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
• All liquids have a point at which they will turn to
vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
• Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
• Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
The refrigeration cycle
In an air conditioning system, the refrigerant is
circulated under pressure through the five major
components in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low
pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
pressurizes the heat laden refrigerant and forces it
through the discharge valve (high side) on to the
condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the
temporary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the
evaporator and drops into the drain pan from which it
drains out of the cab.
Refrigerant leaving the evaporator enters the
accumulator. The accumulator functions as a sump
for liquid refrigerant in the system. Because of its
design, the accumulator only allows vaporized
refrigerant to return to the compressor, preventing
compressor slugging from occurring. Desiccant is
10 Structure, functions and maintenance standard CEN10008-00
960E-1 5
located at the bottom of the accumulators to remove
moisture that is trapped in the system.
The cycle is completed when the heated low
pressure gas is again drawn into the compressor
through the suction side.
This simplified explanation of the principles of
refrigeration does not call attention to the fine points
of refrigeration technology. Some of these will be
covered in the following discussions of the
components, controls, and techniques involved in
preparing the unit for efficient operation.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
18. Accumulator
CEN10008-00 10 Structure, functions and maintenance standard
6 960E-1
Air conditioning system components
NOTE: Figure 10-3 illustrates both the heater system
and air conditioning system parts contained in the
cab mounted enclosure.
Relays
Three relays (9, Figure 10-3) control the damper
doors, A/C compressor clutch, temperature control
switch, water (heater) valve and the actuator motors.
Fan motor and speed control
Fan speed is controlled by the position of the fan
speed control knob on control panel (40, Figure 10-
3).
If blower assembly (3) does not operate at any of the
speed selections, verify that battery voltage is
available at the switches and relay. Refer to the
electrical schematic. If voltage is present, the blower
assembly is probably defective and should be
removed and replaced.
Cab air filter
Recirculation air filter (5, Figure 10-3) and the cab air
filter behind access panel (2, Figure 10-2) at the front
of the cab need periodic cleaning to prevent
restrictions in air circulation. Restricted filters will
decrease the performance of the heater and air
conditioner. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions the filters may need daily service and
inspection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with
water and dried in a dust free environment before
reinstallation. Replace the filter element every 2,000
hours, or sooner if inspection indicates a clogged or
damaged filter.
Heater core
Heater core (2, Figure 10-3) receives engine coolant
through water valve (33) when heat is selected. If the
temperature control knob on control panel (40) is
placed in between the red and blue area, or turned
counterclockwise to the blue area, coolant flow
should be blocked.
If the temperature control knob and water valve (33)
appear to be working properly, yet no heat is
apparent in the heater core, the core may be
restricted. Remove and clean or replace the core.
Actuators
Two rotary actuators (9, Figure 10-3) are installed
inside the heater housing and are used to actuate the
damper doors for the following:
• Defroster outlet
• Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect damper doors (35) and (36) and the
linkage for the function being diagnosed. Ensure that
the damper door is not binding or obstructed,
preventing movement from one mode to the other.
Verify that 24 VDC is present at the actuator when air
flow directional knob on control panel (40, Figure 10-
3) is moved through its various positions of operation.
If the correct voltages are present during operation of
the air flow knob, disconnect the actuator from the
damper door and verify that actuator force is
comparable to a known (new) actuator. If it is not,
install a new actuator.
FIGURE 10-2. CAB FILTER LOCATION
1. Access Cover 2. Cab Filter
10 Structure, functions and maintenance standard CEN10008-00
960E-1 7
FIGURE 10-3. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core
2. Heater Core
3. Blower Assembly
4. Outer Recirculation
Grille
5. Recirculation Filter
6. Inner Recirculation
Grille
7. Expansion Valve
8. Relay
9. Actuator
10. Louver
11. Thermostat
12. LH Seal
13. Front Seal
14. Top Seal
15. Screw
16. Screw
17. Cover
18. Knob
19. Seal
20. Foam
21. Foam
22. Bracket
23. Case
24. Bracket
25. Control Panel Harness
26. Main Unit Harness
27. Seal
28. Screw
29. Screw
30. Bulb
31. Pivot Bushing
32. Punched Setup
33. Water Valve
34. Drive Adapter
35. Damper Door (Up)
36. Damper Door (Side)
37. Punched Strip
38. Punched Strip
39. Blower Retainer
40. Control Panel
41. Grommet
42. Duct Adapter
CEN10008-00 10 Structure, functions and maintenance standard
8 960E-1
Compressor (refrigerant pump)
Compressor (11, Figure 10-1) is where the low
pressure side of the system changes to high
pressure. It concentrates the refrigerant returning
from the evaporator (low side), creating high
pressure and a temperature much higher than the
outside air temperature. The high temperature
differential between the refrigerant and the outside air
is necessary to aid rapid heat flow in the condenser
from the hot refrigerant gas to much cooler outside
air.
To create high pressure concentration, the
compressor draws in refrigerant from the evaporator
through the suction valve and, during compression
strokes, forces it out through the discharge valve to
the condenser. The pressure from the compressor
action moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a V-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing the
unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
Condenser (17, Figure 10-1) receives the high
pressure, high-temperature refrigerant vapor from the
compressor and condenses it to high pressure, hot
liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The
radiator fan moves more than 50% of condenser air
flow unless travel speed is at least 40 kph (25 mph).
Ram air condensers depend upon the vehicle
movement to force a large volume of air past the fins
and tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an air conditioning system is the
controlled pressure of the refrigerant which affects
the temperature at which it condenses to liquid,
giving off large quantities of heat in the process. The
condensing point is sufficiently high to create a wide
temperature differential between the hot refrigerant
vapor and the air passing over the condenser fins
and tubes. This difference permits rapid heat transfer
from the refrigerant to ambient air.
Receiver-drier
Receiver-drier (15, Figure 10-1) is an important part
of the air conditioning system. The drier receives the
liquid refrigerant from the condenser and removes
any moisture and foreign matter present which may
have entered the system. The receiver section of the
tank is designed to store extra refrigerant until it is
needed by the evaporator. The storage of this
refrigerant is temporary and is dependent on the
demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on
refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the
component is free from moisture. When the indicator
turns beige or tan, the drier must be replaced.
10 Structure, functions and maintenance standard CEN10008-00
960E-1 9
Expansion valve
Expansion valve (8, Figure 10-1) controls the amount
of refrigerant entering the evaporator core. Both
internally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low
pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the
evaporator. This produces the desired cooling effect.
The amount of refrigerant metered into the
evaporator varies with different heat loads. The valve
modulates from wide open to the nearly closed
position, seeking a point between for proper metering
of the refrigerant.
As the load increases, the valve responds by opening
wider to allow more refrigerant to pass into the
evaporator. As the load decreases, the valve reacts
and allows less refrigerant into the evaporator. It is
this controlling action that provides the proper
pressure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the
refrigerant is monitored internally rather than by a
remote sensing bulb. The expansion valve is
controlled by both the temperature of the power
element bulb and the pressure of the liquid in the
evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Accumulator
Accumulator (18, Figure 10-1) receives vaporized
refrigerant from the evaporator, moisture and/or any
residual liquid refrigerant is collected at the bottom of
the component. The moisture is absorbed by the
desiccant where it is safely isolated from the rest of
the system.
The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
from the bottom of the accumulator into the
compressor. This process not only allows the
accumulator to act as a storage device, but also
protects the compressor from liquid slugging.
The low side service port is also located on the
accumulator.
Evaporator core
Evaporator core (9, Figure 10-3) cools and
dehumidifies the air before it enters the cab. Cooling
a large area requires that large volumes of air be
passed through the evaporator coil for heat
exchange. Therefore, a blower becomes a vital part
of the evaporator assembly. It not only draws heat
laden air into the evaporator, but also forces this air
over the evaporator fins and coils where the heat is
surrendered to the refrigerant. The blower forces the
cooled air out of the evaporator into the cab.
Heat exchange, as explained under condenser
operation, depends upon a temperature differential of
the air and the refrigerant. The greater the
temperature differential, the greater will be the
amount of heat exchanged between the air and the
refrigerant. A high heat load condition, as is generally
encountered when the air conditioning system is
turned on, will allow rapid heat transfer between the
air and the cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor in
the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the
evaporator, becoming very cold. As the process of
heat loss from the air to the evaporator coil surface is
taking place, any moisture (humidity) in the air
condenses on the cool outside surface of the
evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the
outlet of the evaporator.
CEN10008-00 10 Structure, functions and maintenance standard
10 960E-1
Air conditioning system electrical circuit
The air conditioner's electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere
circuit breaker.
The blower control is a switch which provides a range
of blower speeds from fast to slow. When the blower
switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the
thermostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains at
the set speed. After the evaporator temperature rises
about twelve degrees above the cutout point, the
contacts in the thermostat close and the refrigeration
cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control of
the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which
controls an electrical switch. When warm, the switch
is closed; when cold, it is open. Most thermostats
have a positive OFF position as a means to turn the
clutch off regardless of temperature.
The bellows type thermostat has a capillary tube
connected to it which is filled with refrigerant. The
capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the
capillary tube exerts pressure on the bellows, which
in turn closes the contacts at a predetermined
temperature.
Compressor clutch
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is
indicated in the evaporator, or when the system or
blower is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
armature is mounted on the compressor body.
When no current is fed to the field, there is no
magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
stationary on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field remains
stationary. This causes the compressor crankshaft to
turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the
compressor clutch electrical circuit control clutch
operation, disengaging the clutch if system pressures
are abnormal.
10 Structure, functions and maintenance standard CEN10008-00
960E-1 11
Trinary™ switch
This switch is mounted on the receiver-drier and has
three functions (as implied by the name):
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system
pressure.
The Trinary™ switch performs three distinct functions
to monitor and control refrigerant pressure in the
system. This switch is installed on the receiver-drier.
The switch functions are:
Terminals 1 and 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
Terminals 3 and 4 are connected internally through a
normally open switch that is used to control the clutch
that drives the radiator fan. This switch closes and
causes the cooling fan clutch to engage when system
pressure rises to 1 379 - 1 586 kPa (200 - 230 psi).
When pressure falls to 965 - 1 344 kPa (140 - 195
psi), the switch contacts open, and the cooling fan
clutch disengages.
• Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 103 - 207 kPa (15 - 30
psi) range. When pressure rises above 276 kPa
(40 psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will drop
below the low range, and the pressure switch will
disengage the clutch.
• Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
• High Pressure - This switch opens and
disengages the compressor clutch if system
pressure rises above the 2068 - 2 413 kPa (300 -
350 psi) range. After system pressure drops to
1 448 - 1 724 kPa (210 - 250 psi), the switch
contacts will close and the clutch will engage.
The switch functions will automatically reset when
system pressure returns to normal.
The pressures listed above are typical of
pressures at the receiver-drier. Due to normal
system flow losses and the distance between the
service port and the receiver-drier, it is expected
that actual system pressure displayed on the
gauge will normally be approximately 138 kPa (20
psi) higher. This factor should be observed when
checking for proper operation of the switch.
NOTE: One other pressure controlling device is
installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 3 447 - 3 792 kPa (500 - 550
psi). The purpose of this valve is to protect the
compressor in the event that pressure should be
allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
OPENS CLOSES
Low
Pressure
103 - 207 kPa
(15 - 30 psi)
descending
pressure
276 kPa
(40 psi)
rising pressure
High
Pressure
2 068 - 2 413 kPa
(300 - 350 psi)
1448 - 1724 kPa
(210 - 250 psi)
Fan
Clutch
241 - 414 kPa
(35 - 60 psi)
below closing
pressure
1 379 - 1 586 kPa
(200 - 230 psi)
rising pressure
12 960E-1
CEN10008-00 10 Structure, functions and maintenance standard
960E-1 Dump truck
Form No. CEN10008-00
960E-1 1
CEN20001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
20 Standard value table
Standard value table
Standard value table for truck............................................................................................................................... 3
CEN20001-00 20 Standard value table
2 960E-1
NOTES
20 Standard value table CEN20001-00
960E-1 3
Standard value table for truck
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
T
r
a
v
e
l

s
p
e
e
d
Maximum speed in
forward gear
0% grade
• Dry road surface
• Engine coolant
temperature within
operating range
• Body unloaded
• Travel resistance: 2.0%
• Standard tires
kph
(mph)
64
(40)
64
(40)
12% grade
11.7
(7.3)
11.7
(7.3)
E
n
g
i
n
e

s
p
e
e
d
Rated
• Engine coolant
temperature within
operating range
rpm
1,900 1,900
Idle 750 750
Max. overspeed 2,030 2,030
O
p
e
r
a
t
i
n
g

f
o
r
c
e
S
t
e
e
r
i
n
g

w
h
e
e
l
Stationary steering
effort
(If stationary steering is
impossible, measure
steering effort at low
speed).
• On flat dry load surface
• Steering wheel speed:
30 rpm
• Engine low idle
N
(lb)
21.6 ±2.0
(4.85 ±0.45)
Max. 115
(Max. 25.8)
D
i
m
e
n
s
i
o
n
Play
• Engine stopped
• Dimension on periphery
of grip
• Until front wheel starts
moving
Deg 5 5
N
u
m
b
e
r

o
f

r
o
t
a
t
i
o
n
s
Rotation range
• Lock to Lock
Number
of rota-
tions
4.2 4.2 ±0.5
CEN20001-00 20 Standard value table
4 960E-1
O
p
e
r
a
t
i
n
g

f
o
r
c
e

a
n
d

s
t
r
o
k
e
Accelerator pedal
Operating
force
• Point at
150 mm
(6 in.) from
fulcrum of
pedal
• Starting
to
depress
N
(lb)
29.3 +13.0/-0
(6.6 +2.9/-0)
29.3 +13.0/-0
(6.6 +2.9/-0)
• Full 58.7 +0/-13.3
(13.2 +0/-3.0)
58.7 +0/-13.3
(13.2 +0/-3.0)
Stroke
• Starting
to
depress
to Full
mm
(in.)
45 ±5
(1.8 ±0.2)
45 ±5
(1.8 ±0.2)
Brake pedal
Operating
force
• Retarding
N
(lb)
44.5 ±4.0
(10.0 ±0.9)
44.5 ±4.0
(10.0 ±0.9)
• Braking 300.5 ±189.5
(67.55 ±42.6)
300.5 ±189.5
(67.55 ±42.6)
Stroke
• Retarding
Deg
17.5 ±1.0 17.5 ±1.0
• Braking 17.5 ±1.0 17.5 ±1.0
Directional control
lever
Operating
force
• Measuring point:
Center of grip
N
(lb)
Max. 29.4
(Max. 6.61)
Max. 29.4
(Max. 6.61)
Stroke
mm
(in.)
24.5 ±1
(0.96 ±0.04)
24.5 ±2
(0.96 ±0.08)
H
o
i
s
t

l
e
v
e
r
Operating
force
Float to
Raise
• Measuring
point:
Center of
grip
• Initial
N
(lb)
Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
• Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Raise to
Hold
Must return smoothly when
engine speed is at high idle.
Hold to
Raise
• Initial Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
• Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Hold to
Lower
• Initial Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
• Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Lower to
Float
Must return smoothly when
engine speed is at high idle.
Stroke
Raise to
Hold
• Measuring point:
Center of grip
mm
(in.)
44.8 ±1.9
(1.76 ±0.08
44.8 ±1.9
(1.76 ±0.08
Hold to
Lower
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
20 Standard value table CEN20001-00
960E-1 5
D
i
m
e
n
s
i
o
n
S
u
s
p
e
n
s
i
o
n

c
y
l
i
n
d
e
r
Installed
length
(exposed
rod)
Front
• Flat dry road surface
• Body unloaded
mm
(in.)
247 ±10
(9.3 ±0.4)
247 ±20
(9.3 ±0.8)
Rear
199 ±10
(7.8 ±0.4)
199 ±20
(7.8 ±0.8)
P
r
e
s
s
u
r
e
Nitrogen
gas
pressure
Front
kPa
(psi)
2 930
(425)
2 930
(425)
Rear
1 296
(188)
1 296
(188)
P
r
e
s
s
u
r
e
A
c
c
u
m
u
l
a
t
o
r
Nitrogen
gas
pressure
Front and
rear service
brakes
• Atmospheric
temperature): 21 °C (70
°F)
kPa
(psi)
9 653 ±70
{1,400 ±10}
9 653 ±70
{1,400 ±10}
Steering

S
t
o
p

s
l
o
p
e

a
n
g
l
e

P
a
r
k
i
n
g

b
r
a
k
e
Braking capacity
• With maximum allowed
payload
• Machine can hold on
specified grade
% Min. 20 Min. 20

O
i
l

p
r
e
s
s
u
r
e

Release pressure
• Engine running
kPa
(psi)
22 753 ±1 378
(3,300 ±200)
22 753 ±1 378
(3,300 ±200)
O
i
l

p
r
e
s
s
u
r
e

S
e
r
v
i
c
e

b
r
a
k
e
s

Operating
pressure
Front and
rear service
brakes
• At full stroke
kPa
(psi)
16 545 ±517
(2,400 ±75)
16 545 ±517
(2,400 ±75)
Brake oil
pressure
• Charge accumulator
and operate brake first
time
• At full stroke
A
i
r

p
r
e
s
s
u
r
e
T
i
r
e
Standard
tire
56/80-R63
• Machine unloaded
kPa
(psi)
600 +100/-0
(87 +14/-0)
600 +100/-0
(87 +14/-0)
Optional
tire
59/80-R63
(Bridge-
stone only)
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
CEN20001-00 20 Standard value table
6 960E-1
O
i
l

p
r
e
s
s
u
r
e
S
t
e
e
r
i
n
g

v
a
l
v
e
Relief oil
pressure
At rated
speed
(1,900 rpm)
• Oil temperature:
50 – 80 °C
(122 – 176 °F)
MPa
(psi)
20.6 ±0.5
(2,987 ±72)
20.6 ±0.5
(2,987 ±72)
At low idle
(750 rpm)
[Reference
value]
18.6 ±0.5
(2,697 ±72)
18.6 ±0.5
(2,697 ±72)
S
t
e
e
r
i
n
g

p
u
m
p

u
n
l
o
a
d
e
r
Cut-in pressure
• Oil temperature:
45 – 55 °C
(113 – 131 °F)
• High idle
21.7 ±0.7
(3,147 ±100)
21.7 ±0.7
(3,147 ±100)
Cut-out pressure
24.1 ±0.7
(3,495 ±100)
24.1 ±0.7
(3,495 ±100)
C
o
u
n
t
e
r
b
a
l
a
n
c
e

v
a
l
v
e
Relief pressure
• Oil temperature:
50 – 80 °C
(122 – 176 °F)
• Engine speed:
1,900 rpm (rated speed)
20.6 ±0.7
(2,988 ±100)
20.6 ±0.7
(2,988 ±100)

H
o
i
s
t

v
a
l
v
e

20.0 ±0.7
(2,900 ±100)
20.0 ±0.7
(2,900 ±100)
T
i
m
e
B
o
d
y
Lifting speed
• Oil temperature:
50 – 80 °C
(122 – 176 °F)
• Engine speed:
1,900 rpm (rated speed)
sec.
24 ±2 24 ±2
Lowering
speed
Power down • Oil temperature:
50 – 80 °C
(122 – 176 °F)
• Engine speed: 650 rpm
14 ±1 14 ±1
Float 24 ±2 24 ±2
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
20 Standard value table CEN20001-00
960E-1 7
NOTES
8 960E-1
CEN20001-00 20 Standard value table
960E-1 Dump truck
Form No. CEN20001-00
960E-1 1
CEN30001-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
General information
Special tool list...................................................................................................................................................... 3
CEN30001-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30001-00
960E-1 3
Special tool list
Part number Description Qty. Use
EB1759 Nitrogen charging kit 1
Suspension and accumulator
charging
EC6027 Hydrair charging kit 1
EM3708 Rear brake wear indicator 1
Brake wear measurement
EM1275 Front brake wear indicator 1
PB6039 Female quick disconnect 4 Brake system checkout
EL8868 Belt alignment tool 1
Air conditioner drive belt inspection
XA3379 Belt tension tool 1
PB9067 Bulkhead connector 1 Auxiliary battery power source
PC2525 Harness 1 Payload meter data downloading
4 960E-1
CEN30001-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30001-00
960E-1 1
CEN30002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
Steering, brake cooling and hoist
hydraulic system
General information on system checkout.............................................................................................................. 3
Steering system checkout procedures.................................................................................................................. 3
Steering system checkout data sheet................................................................................................................... 9
Brake cooling and hoist system checkout procedures.........................................................................................11
Brake cooling and hoist system checkout data sheet......................................................................................... 16
Hydraulic system flushing procedure.................................................................................................................. 17
CEN30002-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30002-00
960E-1 3
General information on system checkout
The hydraulic system checkout procedures are
intended to help the technician diagnose problems in
the steering and hoist circuits. The technician should
read the entire checkout procedure to become
familiar with the procedures and all the warnings and
cautions before performing any steps. The checkout
procedure begins by checking the basic system
before checking individual components.
A data sheet is included in this section to record the
test information obtained during the hydraulic system
checkout procedure. The data sheet is designed to
be removed, copied, and used during the checkout
procedure.
Hydraulic oil escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
Before performing any testing and adjusting
procedures:
• The truck must be shut down properly for service.
Refer to Index and foreword section Operating
instructions for the shutdown procedure.
• The steering accumulators and the brake
accumulators must have the correct precharge
and must be at normal operating temperature.
Refer to Testing and adjusting section
Accumulators and suspensions for the
accumulator charging procedure.
Steering system checkout procedures
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Ensure that brake circuit leakage is not
excessive before troubleshooting the steering circuit.
The steering circuit hydraulic pressure is supplied
from the piston pump and steering accumulators.
Some steering system problems, such as spongy or
slow steering or abnormal operation of the low
steering pressure warning, can sometimes be traced
to internal leakage of steering components. If internal
leakage is suspected, perform the steering
component leakage tests outlined in this section.
The steering circuit can be isolated from the brake
circuit by first releasing all steering system pressure,
then releasing all pressure from the brake
accumulators and removing brake system supply line
(4, Figure 30-2) from the bleed down manifold. Plug
the brake supply line and cap the fitting at the bleed
down manifold to prevent high pressure leakage.
If the steering pump has just been installed, it is
essential that the pump case is full of oil before
starting the engine.
The following equipment will be necessary to
properly checkout the steering hydraulic circuit:
• Hydraulic schematic
• Three 35 000 kPa (5,000 psi) calibrated pressure
gauges and hoses
• A graduated container marked to measure liquid
volume in cubic inches or milliliters
CEN30002-00 30 Testing and adjusting
4 960E-1
Steering pump pressure control adjustments
1. Check the hydraulic oil level in the tank and add
oil if required.
2. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port “GPA” (4,
Figure 30-1) located on the suction side of the
steering pump. Install a second 35 000 kPa
(5,000 psi) gauge in pressure test port “TP2” (3,
Figure 30-2) in the bleed down manifold.
3. Turn unloader valve adjustment screw (2,
Figure 30-1) clockwise until it bottoms out.
4. Back out compensator adjustment screw (3) by
turning it counterclockwise.
NOTE: If equipped, ensure that the suction line
shutoff valves at the hydraulic tank are open before
starting the engine.
5. Start the engine and operate at low idle.
6. Turn the compensator adjustment screw (3)
clockwise to obtain 26 200 kPa (3,800 psi) on
the pressure gauge at the “GPA” pump port. Do
not exceed this pressure at any time. Tighten
the compensator jam nut.
7. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
8. Back out unloader valve adjustment screw (2)
completely.
9. Start the engine and allow the pump pressure to
build until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the “GPA” pressure test port will
drop to approximately 1 380 - 2 760 kPa (200 - 400
psi).
10. Turn the steering wheel to cause the
accumulator pressure to drop until the pump
loads.
FIGURE 30-1. STEERING PUMP ADJ USTMENTS
1. Stroke Control Adjustment Screw
2. Unloader Valve Adjustment Screw
3. Compensator Adjustment Screw
4. Pressure Test Port "GPA"
FIGURE 30-2. BLEED DOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Pressure Test Port "TP2"
4. Brake System Supply Line
5. Steering System Pressure Switch
6. Steering Accumulator Bleed Down Solenoid
7. Pressure Test Port "TP3"
8. Flow Amplifier Supply Line
9. Flow Amplifier Return Line
10. Front Steering Accumulator Supply Line
11. Rear Steering Accumulator Supply Line
12. Relief Valve, 4.1 MPa (600 psi)
13. Relief Valve, 28.0 MPa (4000 psi)
14. Hoist Pilot Valve Return Line
15. Tank Return Line
16. Feedback Pressure to Unloader valve
17. Supply from Pump
30 Testing and adjusting CEN30002-00
960E-1 5
11. Adjust the unloader valve to reload the
accumulators when pressure falls to 22 062 -
22 408 kPa (3,200 - 3,250 psi). Unload pressure
will be 23 959 - 24 649 kPa (3,475 - 3,575 psi).
When the unload pressure increases to
23 959 - 24 649 kPa (3,475 - 3,575 psi), the
adjustment has been successfully
completed.
* Record on Data Sheet
12. Steer the truck slowly again while observing the
“TP2” steering pressure gauge.
The pump must reload when pressure
drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
* Record on Data Sheet
13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 22 062 -
22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading
pressure adjustment and should occur at
approximately 23 959 - 24 649 kPa (3,475 - 3,575
psi).
14. Tighten the jam nut to lock the adjustment.
15. Steer the truck several times to verify that
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
16. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely. Turn
the steering wheel to verify that no pressure
remains.
17. Remove the gauges and cap the test ports.
NOTE: Stroke control adjustment screw (1, Figure
30-1) controls the volume of oil that is produced by
the steering/brake pump. Use of this feature is
required only if the truck is operated at high altitude
locations of 3 050 meters (10,000 feet) above sea
level or greater. If the truck is operating at high
altitudes, contact the Komatsu area service
representative for instructions regarding stroke
control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
Steering control valve and flow amplifier
leakage test
1. Disconnect flow amplifier return line (9, Figure
30-2) at the bleed down manifold. Plug the port
on the bleed down manifold.
2. Disconnect the steering control unit return line
at the flow amplifier. Install a plug in the open
flow amplifier port. Do not turn the steering
wheel while the hoses are disconnected!
3. Start engine and allow the steering system to
reach normal operating pressure.
4. Measure leakage from the flow amplifier return
line removed in Step 1:
Maximum permissible leakage is 820 ml/
min. (50 in
3
/min.).
If leakage is excessive, the flow amplifier should
be repaired or replaced.
* Record on Data Sheet
5. Measure leakage from steering control unit
return hose removed in Step 2:
Maximum permissible leakage is 164 ml/
min. (10 in
3
/min.).
If leakage is excessive, the steering control
valve should be repaired or replaced.
* Record on Data Sheet
6. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely. If all
steering system hoses are connected, turn the
steering wheel to verify that no pressure
remains.
CEN30002-00 30 Testing and adjusting
6 960E-1
Bleed down manifold leakage test
1. With hydraulic lines still disconnected from the
"Steering control valve and flow amplifier
leakage test", disconnect hoist pilot valve return
line (14, Figure 30-2) located on the side of the
bleed down manifold. Plug the open port on the
bleed down manifold.
The hydraulic tank oil level is above the level of
the tank return line. It is necessary to draw a
vacuum on the hydraulic tank to prevent a large
amount of oil from draining from the tank with the
return line disconnected from the bleed down
manifold.
2. Disconnect tank return line (15) from the bleed
down manifold. Connect hoist pilot valve return
line (14) to the tank return port, or connect it to
the hydraulic tank fill port. Do not plug the hoist
pilot valve return line.
3. Remove the vacuum on the hydraulic tank.
4. Start the engine and allow the system pressure
to build until the unloader valve unloads the
pump. Measure the leakage at the open tank
return port on the bleed down manifold.
Maximum permissible leakage is 541 ml/
min. (33 in
3
/min.).
If leakage is excessive, bleed down solenoid (6,
Figure 30-2), steering system relief valve (13),
or the piloted check valve located on top of
bleed down manifold is defective and must be
replaced.
* Record on Data Sheet
In the next step, DO NOT use the key switch to
shut off the engine. If the key switch is turned
OFF, all accumulator oil will be discharged
through the open port on the bleed down
manifold.
A suggested method to provide steering
accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
assembly between bleed down manifold port TP3
and the hydraulic tank filler tube. This hose/valve
assembly cannot be connected or disconnected
if the accumulators are pressurized. The opposite
end of the hose can be connected to a fitting
which screws into the hydraulic tank filler tube in
place of the filler cap. Both accumulators will be
bled down when port TP3 is opened to tank,
reducing the possibility of either accumulator
being accidentally left pressurized. The hose can
be 1/4” SAE 100R2, rated for 5000 psi, or 3/8” SAE
100R2, rated for 4000 psi. Needle valves are
suggested to allow simple opening/closing, but
must be rated for 4000 psi or above.
5. After test is complete, shut off the engine by
using the engine shutdown switch on the center
console.
6. Reattach the vacuum source to the hydraulic
tank and draw a vacuum before disconnecting
the tank return hose from the hoist pilot valve
return hose. Attach the tank return hose to the
bleed down manifold, then attach the hoist pilot
valve return hose to the bleed down manifold.
7. Remove the vacuum on the hydraulic tank.
Remove all test equipment and attach all
remaining hoses to their proper locations.
8. Turn the key switch OFF to allow the steering
accumulators to depressurize.
30 Testing and adjusting CEN30002-00
960E-1 7
Shock and suction valve pressure tests
Before the shock and suction valves in the steering
circuit can be tested, the steering system pressure
must be increased to obtain sufficient pressure for
testing. Also, the steering relief valve pressure must
be raised above the pressure that is required to
actuate the shock and suction valves.
1. Install a 35 000 kPa (5,000 psi) pressure gauge
at pressure test port “TP2” (3, Figure 30-2) in
the bleed down manifold.
2. Install a 35 000 kPa (5,000 psi) pressure gauge
in each steering cylinder manifold test port
(located on the frame cross member under the
engine).
3. Turn unloader valve adjustment screw (2,
Figure 30-1) clockwise until it bottoms out.
4. Back out compensator adjustment screw (3) by
turning it counterclockwise.
5. Start the engine and operate at low idle.
6. Adjust compensator adjustment screw (3) to
obtain 25 510 kPa (3,700 psi) on the pressure
gauge at the “GPA” pump port. Do not exceed
this pressure at any time. Tighten the
compensator jam nut.
NOTE: The steering pump will not unload at this time.
It will maintain at 25 510 kPa (3,700 psi).
7. Raise the steering relief valve pressure as
follows:
a. Use an 8 mm allen wrench to remove plug
(2, Figure 30-3) on the flow amplifier valve.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out relief valve adjustment
screw (4) by turning it clockwise.
8. While observing the two gauges installed on the
steering cylinder manifold, turn the steering
wheel against the left stop.
One of the pressure gauges should read
24 000 ±1 000 kPa (3,480 ±145 psi).
* Record on Data Sheet
10. Turn the steering wheel against the opposite
stop.
The other pressure gauge should read
24 000 ±1 000 kPa (3,480 ±145 psi).
* Record on Data Sheet
11. If the pressure is incorrect during Step 9 or 10,
the shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
12. After the test is complete, lower the steering
relief pressure to 20 690 ±345 kPa (3,000 ±50
psi) as follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Use the 5 mm allen wrench to adjust the
steering relief valve until 20 690 ±345 kPa
(3,000 ±50 psi) is shown on the gauge.
* Record on Data Sheet
FIGURE 30-3. STEERING RELIEF VALVE
ADJ USTMENT
1. Flow Amplifier Valve
2. Plug
3. O-ring
4. Relief Valve Adjustment Screw
CEN30002-00 30 Testing and adjusting
8 960E-1
13. After the adjustment is complete, install plug (2)
with O-ring (3) on the valve body.
14. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
15. Turn unloader valve adjustment screw (2, Figure
30-1) clockwise until it bottoms out.
16. Back out compensator adjustment screw (3) by
turning it counterclockwise.
NOTE: If equipped, ensure that the shutoff valves are
open before starting the engine.
17. Start the engine and operate it at low idle.
18. Adjust compensator adjustment screw (3) to
obtain 26 200 kPa (3,800 psi) on the pressure
gauge at the “GPA” pump port. Do not exceed
this pressure at any time. Tighten the
compensator jam nut.
19. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
20. Back out unloader valve adjustment screw (2)
completely.
21. Start the engine and allow the pump pressure to
build until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the “GPA” pressure test port will
drop to approximately 1 380 to 2 760 kPa (200 to 400
psi).
22. Steer the truck to cause the accumulator
pressure to drop until the pump loads.
23. Adjust the unloader valve to reload the
accumulators when pressure falls to 22 062 -
22 408 kPa (3,200 - 3,250 psi). Unload pressure
will be 23 959 - 24 649 kPa (3,475 - 3,575 psi).
When the unload pressure increases to
23 959 - 24 649 kPa (3,475 - 3,575 psi), the
adjustment has been successfully
completed.
* Record on Data Sheet
24. Steer the truck slowly again while observing the
“TP2” steering pressure gauge.
The pump must reload when pressure
drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
* Record on Data Sheet
25. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 22 062 -
22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading pressure
adjustment and should occur at approximately
23 959 - 24 649 kPa (3,475 - 3,575 psi).
26. Tighten the jam nut to lock the adjustment.
27. Steer the truck several times to verify that
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
28. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely. Turn
the steering wheel to verify that no pressure
remains.
29. Remove the gauges and cap the test ports.
30 Testing and adjusting CEN30002-00
960E-1 9
Steering system checkout data sheet
MACHINE MODEL _______ UNIT NUMBER _________ SERIAL NUMBER___________
__________Steering Accumulators charged to 9650 kPa (1400 psi).
Operate steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
STEERING PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 11__________Steering pump unload pressure
STEP 12__________Steering pump reload pressure
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________Flow amplifier return hose leakage
STEP 5___________Steering control unit return hose leakage
BLEED DOWN MANIFOLD LEAKAGE TEST
STEP 4___________Tank return hose leakage
SHOCK AND SUCTION VALVES TEST
STEP 8___________Shock and suction valve pressure, left steer
STEP 10__________Shock and suction valve pressure, right steer
STEP 12__________Steering relief valve pressure setting
STEP 23__________Steering pump unload pressure
STEP 24__________Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out __________________________
Date__________________________
CEN30002-00 30 Testing and adjusting
10 960E-1
Toe-in adjustment
NOTE: Before returning the truck to operation, the
steering system must first be centered in the straight
ahead position.
1. Check the toe-in by measuring the distance
between the centers of the front tires. Measure
on the horizontal centerline at the front and rear
of the tires. Refer to Figure 30-4.
Radial tires should have equal measurements
(zero toe-in).
2. Loosen the clamp locknuts on the tie rod.
Rotate the tie rod as necessary to obtain the
correct toe-in setting. The nominal tie rod length
when installed is 3 696 mm (145.5 in.).
3. When the adjustment is complete, tighten the
clamp locknuts on the tie rod to 420 ± 42 Nm
(310 ± 31 ft lb).
4. Remove the blocks from the rear wheels.
FIGURE 30-4. MEASURING TOE-IN
30 Testing and adjusting CEN30002-00
960E-1 11
Brake cooling and hoist system checkout
procedures
NOTE: If the relief valve or hoist valve assembly has
been replaced or rebuilt, hoist valve power up
pressure should be checked. Also, check the brake
cooling circuit for correct pressures. Check hoist
system power down relief pressure if the hoist pilot
valve has been replaced or rebuilt.
Hydraulic oil escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
The following equipment will be necessary to
properly check-out the hoist relief and brake cooling
circuit pressures:
• Hydraulic schematic
• Three 35 000 kPa (,5000 psi) calibrated pressure
gauges and hoses
• Two 1 000 kPa (100 psi) low pressure gauges
and hoses
Pressure gauge locations
1. Install a 1 000 kPa (100 psi) low pressure gauge
at front brake cooling circuit test port (1, Figure
30-5) at the front of the hoist valve to monitor
the front brake cooling oil pressure.
2. Install a 35 000 kPa (5,000 psi) gauge in
overcenter manifold power down test port “TPD”
(3, Figure 30-9) located on the front face of the
manifold.
3. Install a 35 000 kPa (5,000 psi) gauge in both
hoist pump filter pressure test ports (2, Figure
30-5).
4. Install a 1 000 kPa (100 psi) low pressure gauge
at rear brake supply pressure test port (3,
Figure 30-8) in the brake/hoist return manifold to
monitor rear brake cooling supply pressure.
FIGURE 30-5. TEST PORTS
1. Front Brake Cooling Circuit Test Port
2. Hoist Pump Filter Pressure Test Port
CEN30002-00 30 Testing and adjusting
12 960E-1
Brake cooling circuit test
NOTE: Hydraulic oil temperature should be
approximately 21 °C (70 °F) during this test. Do not
turn the steering wheel or apply the brakes. Do not
operate the engine at low idle for more than 30
seconds.
1. Start the engine and operate at low idle. Place
the hoist control lever in the FLOAT position.
Hoist pump outlet pressures at the filters
should be approximately 550 kPa (80 psi).
* Record on Data Sheet
Pressure at front brake cooling circuit test
port (1, Figure 30-5) and rear brake supply
pressure test port (3, Figure 30-8) should
be approximately 172 kPa (25 psi) or less.
* Record on Data Sheet
2. With the engine at low idle, move the hoist
control lever to the RAISE position.
Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body rises.
If the pressure is not correct, the hoist control
valve may be plumbed incorrectly or defective.
* Record on Data Sheet
3. Increase engine speed to 1,500 rpm. Place the
hoist control lever in HOLD or FLOAT.
Pressure at the front and rear brake cooling
circuits should be approximately 345 kPa
(50 psi) or less.
* Record on Data Sheet
4. With engine at 1,500 rpm, move the hoist
control lever to the LOWER position.
Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body lowers.
* Record on Data Sheet
Power up relief pressure test
The hoist control valve contains two relief valves. The
rear inlet section contains the relief valve for the rear
section of the hoist pump. The front inlet section
contains the relief valve for the front section of the
hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid (located
on the top of the bleed down manifold) from the
wiring harness.
Ensure that there is adequate overhead clearance
before raising the body.
NOTE: Ensure that the gauges are properly identified
(front or rear section of the pump) when the
pressures are read.
2. Start the engine and operate at low idle. Move
the hoist control lever to the RAISE position until
the body is fully raised.
Pressure at both hoist pump filter test ports
should be 18 960 ±690 kPa (2,750 ±100
psi).
* Record on Data Sheet
3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
should be replaced.
a. Lower the body until it is resting on the frame
rails. Shut off the engine and wait at least 90
seconds for the accumulators to
depressurize. Turn the steering wheel to
ensure that system pressure has been
relieved.
b. Relieve all hydraulic pressure from the hoist
system.
c. Disconnect the tube from inlet cover (2,
Figure 30-6). Disconnect the hose(s) at the
top port.
d. Remove capscrews (1) and cover (2).
Remove spring (3) and relief valve (4).
e. Install new relief valve (4), spring (3), cover
(2), and new O-rings (8). Install and tighten
capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
port.
30 Testing and adjusting CEN30002-00
960E-1 13
4. Check the pressure again by repeating Step 2. If
necessary, repeat the adjustment procedure
until the correct pressure is obtained.
Power down relief pressure test
NOTE: The hoist system power down relief valve is
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab.
1. Start the engine and operate at low idle. Allow
the accumulators to fill and the steering/brake
pump to unload.
2. With the body resting on the frame, move the
hoist control lever to the LOWER position.
Pressure at the overcenter manifold test
port “TPD” should be 10 340 ±517 kPa
(1,500 ±75 psi).
* Record on Data Sheet
3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
a. Remove the cap from power down relief
valve (2, Figure 30-7).
b. To increase the power down relief pressure,
turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
(counterclockwise).
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-rings
9. Inlet Valve Body
FIGURE 30-6. INLET SECTION
NOTE: Front and rear inlet sections are identical.
FIGURE 30-7. HOIST PILOT VALVE
1. Spool Housing
2. Power Down Relief Valve
CEN30002-00 30 Testing and adjusting
14 960E-1
4. Recheck the power down relief pressure by
repeating Step 2 after adjusting the relief valve.
Install the cap on the power down relief valve.
5. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
Remove the gauges.
Counterbalance valve pressure check
1. Ensure that the engine is off, the body is resting
on the frame or properly secured in the raised
position, the hoist valve is in the FLOAT
position, and the hydraulic system is
depressurized.
2. Loosen the locknut on needle valve adjustment
stem (9, Figure 30-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply
Pressure
4. Front Brake Supply
Pressure
5. Rear Brake Cooling
Oil (From Hoist Valve)
6. Return From Hoist
Valve
7. Return From Hoist
Valve
8. Brake/Hoist Return Oil
Manifold
9. Front Brake Bypass
10. Rear Brake Return
Pressure
11. Hoist Return Pressure
12. Front Brake
Return Pressure
13. Rear Brake Return
14. Rear Brake Return
to Tank
15. Hoist Return to Tank
16. Front Brake Return
to Tank
17. Front Brake Return
18. Front Brake Return
FIGURE 30-8. BRAKE/HOIST RETURN OIL
MANIFOLD
FIGURE 30-9. OVERCENTER MANIFOLD
1. Check Valves
2. Overcenter Valve Manifold
3. Power Down Test Port (TPD)
4. Counterbalance Valve Adjustment Stem
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
9. Needle Valve Adjustment Stem
10. Counterbalance Valve Port (TCBV)
30 Testing and adjusting CEN30002-00
960E-1 15
3. Remove the plug from “PILOT VENT” port (8)
on the overcenter manifold. This port will remain
open to the atmosphere during the adjustment.
Do not allow dirt to enter the open port.
NOTE: It is suggested that a clean SAE #4 (1/4”)
hydraulic hose be installed in the open pilot vent port
and pointed downward.
4. Install a 35 000 kPa (5,000 psi) gauge at test
port “TR” (7) on the overcenter manifold. Use a
hose that is long enough for the technician to
read the pressure gauge while in the cab of the
truck. Do not read the gauge near the
overcenter manifold or make adjustments while
the engine is running. The gauge will measure
the rod end pressure (the pressure controlled by
the counterbalance valve).
5. Start the engine and operate at low idle. If the
body is in the raised position, lower the body to
the frame.
6. Raise the body and, as it extends to the third
stage, read the pressure on the gauge
connected to the “TR” port. All counterbalance
valve pressures are read and adjusted while the
hoist cylinders are in the third stage.
a. If pressure is 20 700 kPa (3,000 psi) or
above, stop raising the body immediately.
The pressure is adjusted too high and must
be lowered. Refer to "Counterbalance valve
adjustment".
b. If pressure is below 20 700 kPa (3,000 psi),
lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
until the engine is at high idle or 20 700 kPa
(3,000 psi) is obtained.
c. If the gauge indicates 20 700 kPa (3,000 psi)
with the engine at high idle, the hoist control
lever in the RAISE position and the hoist
cylinders in the third stage, the
counterbalance valve adjustment is correct.
* Record on Data Sheet
d. If the gauge still does not indicate 20 700
kPa (3,000 psi) with the engine at high idle,
the hoist control lever in the RAISE position
and the hoist cylinders in the third stage, or if
20 700 kPa (3,000 psi) was obtained before
the engine reached high idle, adjust the
counterbalance valve.
Counterbalance valve adjustment
1. With the hoist control lever in the FLOAT
position and the body resting on the frame,
loosen the locknut on counterbalance valve
adjustment stem (4, Figure 30-9). Turn the
adjustment stem fully inward (clockwise) so the
counterbalance valve pressure is as low as
possible.
2. Start the engine and operate at high idle.
Observe the pressure gauge while raising the
body.
3. Carefully turn the adjustment stem outward
(counterclockwise) to obtain 20 700 kPa (3,000
psi) with the engine at high idle, the hoist control
lever in the RAISE position and the hoist
cylinders in the third stage.
NOTE: Complete valve adjustment range is three full
turns.
4. Lower the body to the frame and operate the
engine at low idle. Repeat Step 6 of the
"Counterbalance valve pressure check"
procedure to verify proper adjustment.
5. With the body resting on the frame, install the
plug in “PILOT VENT” port (8). Remove the
pressure gauge.
6. Turn needle valve adjustment stem (9) fully
outward and tighten the locknut securely. The
needle valve must be fully open for normal
operation.
CEN30002-00 30 Testing and adjusting
16 960E-1
Brake cooling and hoist system checkout data sheet
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out
Procedures.
BRAKE COOLING CIRCUIT TEST
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position
_________ Brake cooling circuit pressure, low idle, FLOAT position
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section
________ Hoist relief pressure, rear pump section
POWER DOWN RELIEF PRESSURE TEST
STEP 2 _________ Power down relief pressure
COUNTERBALANCE VALVE PRESSURE CHECK
STEP 6c _________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________
DATE _________________________
30 Testing and adjusting CEN30002-00
960E-1 17
Hydraulic system flushing procedure
Preparation
1. Properly shut down the truck for service. Refer
to Index and foreword section Operating
instructions for the shutdown procedure.
2. Open accumulator bleed down valves (1, Figure
30-10) and (3) on the brake manifold. This will
return contaminants in the brake accumulators
to the hydraulic tank.
3. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank, remove the
strainers and diffusers, and clean the inside of
the tank. Flush the interior of the hydraulic tank
with a cleaning solvent.
4. Inspect all hydraulic hoses for deterioration or
damage.
NOTE: If a system component fails, all hoses and
tubing should be removed and back flushed with a
cleaning solvent. Inspect for small particles which
may be trapped inside.
5. Inspect the hydraulic tank strainers and
diffusers. If damaged, install new components.
6. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port “GPA” (4,
Figure 30-1) located on the suction side of the
steering pump. Install a second 35 000 kPa
(5,000 psi) gauge in pressure test port “TP3” (7,
Figure 30-2) in the bleed down manifold.
Flushing procedure
Ensure that there is adequate overhead clearance
before raising the body.
1. Connect the following ports with jumper hoses:
• “QD SUPPLY” and “QD RETURN” ports on
the bleed down manifold
• “disabled truck” quick connect fittings on the
overcenter manifold
The jumper hoses must be made of 1 inch diam-
eter SAE 100R12 material rated at 27 600 kPa
(4,000 psi).
An optional hose/needle valve assembly for manually
depressurizing the steering accumulators may be
used. This hose/needle valve assembly is only for
convenience and is not required. It provides a
method for manually depressurizing both steering
accumulators at any time. The jumper hoses installed
in Step 1 are still needed.
Required materials
• Needle valve rated at 27 600 kPa (4,000 psi)
• Two hoses made from 1/4 inch diameter SAE
100R2 material rated at 35 000 kPa (5,000 psi)
(The length of the hoses is not critical but should
provide the best accessibility to the needle valve.)
• Fittings (WB0585), (WB0692) and (WB0576)
Installation
a. Make sure that both steering accumulators
and both brake accumulators are depressur-
ized.
b. Remove the plug directly above pressure test
port "TP3" (7, Figure 30-2) on the bleed
down manifold. Install fittings (WB0585) and
(WB0692) in the unplugged port.
FIGURE 30-10. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)
CEN30002-00 30 Testing and adjusting
18 960E-1
c. Remove the plug from the port marked "T3"
on the right side of the brake manifold. Install
fitting (WB0576) in the unplugged port.
d. Assemble both hoses to the needle valve.
Connect one hose to the fitting installed in
the port above the "TP3" port. Connect the
other hose to the fitting installed in the "T3"
port.
NOTE: Retain the plugs that were removed
from the manifolds so they can be installed after
the hose/needle valve assembly is removed.
Once installed, the hose/needle valve assembly can
be used to depressurize both steering accumulators.
Do not disconnect the hose/needle valve
assembly while the steering accumulators are
pressurized.
Hydraulic oil escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
2. If the brakes are not installed, connect the brake
cooling supply hoses to the brake cooling return
hoses. The service brake hoses and parking
brake hoses must be capped or connected to
brake simulators.
3. Fill the steering pump case with clean hydraulic
oil through the case drain port.
An alternate method is to leave the case drain
hose connected, then remove the plug from the
port marked "PRG" on top of the steering pump.
This will vent air from the pump case when the
hydraulic tank is filled with oil. Install the plug
when oil appears at the port opening.
NOTE: Filling the steering case pump does not
eliminate the need to bleed air from the pump suction
line.
4. If equipped, fully open all shutoff valves in the
pump suction lines. The valves are fully open
when the valve handle is in line with the hose.
Serious pump damage will occur if any shutoff
valve is not fully open when the engine is started.
5. Fill the hydraulic tank with clean type C-4
hydraulic oil. Make sure that the oil level is
visible in center of the upper sight gauge.
6. Loosen each pump suction hose at the pump
inlet to bleed any trapped air. Make sure that the
O-ring does not fall out of the groove. Retighten
the capscrews to the standard torque when oil
appears.
7. Check the hydraulic oil level. Add oil, if
necessary.
Do not apply the brakes or turn the steering
wheel at any time during this procedure.
8. Move the hoist control lever to the FLOAT
position.
10. Turn the key switch ON but do not start the
engine. Verify that the low steering accumulator
precharge warning is not displayed.
If the warning is displayed, correct the problem
before proceeding.
NOTE: The brake accumulators do not have
pressure switches to warn of low precharge pressure.
Make sure that both brake accumulators and both
steering accumulators are properly precharged to
9 650 kPa (1,400 psi). Refer to Testing and adjusting
section Accumulators and suspensions for the
accumulator charging procedure.
30 Testing and adjusting CEN30002-00
960E-1 19
If, at any time, the warning indicator or buzzer is
activated, do not loosen or remove any hydraulic
hose or component. Hydraulic oil pressure may
be trapped in the system. Relieve pressure before
disconnecting any hydraulic lines. Tighten all
connections securely before applying pressure.
If fault code A236 is active, do not loosen or
remove any hydraulic hose or component. The
steering accumulators have not been properly
depressurized. Locate and correct the steering
accumulator problem. The pressure gauge
installed in bleed down manifold test port " TP3"
will show 103 kPa (15 psi) or less if the steering
accumulators are successfully depressurized.
11. Start the engine and operate at low idle for no
more than 30 seconds.
• Pressure at the hoist filters should be
approximately 550 kPa (80 psi).
• Pressure at steering pump test port "GPA"
should be approximately 690 kPa (100 psi).
• Pressure at the front and rear brake cooling
test ports should be 172 kPa (25 psi) or less.
Do not operate the truck at low idle for more than
30 seconds. The steering pump pressure at test
port " GPA" must be at or above 1 725 kPa (250
psi) during the the flushing process to provide
adequate pump internal lubrication. Steering
pump damage will result if the pressure is below
1 725 kPa (250 psi) for more than 30 seconds.
12. Increase the engine speed as required to
increase pressure at steering pump test port
"GPA" to at least 1 725 kPa (250 psi).
13. Move the hoist control lever to the RAISE or
LOWER position. The pressure readings at the
front and rear brake cooling test ports should be
0 kPa (0 psi).
If the pressure readings do not drop to 0 kPa (0
psi), the hoist valve may be plumbed incorrectly
or the hoist valve may be defective. Correct the
plumbing error or replace the hoist valve, as
needed, then repeat this step.
14. If the pressure readings are correct, increase
the engine speed to 1,500 rpm for 20 minutes to
flush the system. Move the hoist control lever to
the RAISE position for 30 seconds, and then
move it to the LOWER position for 30 seconds.
Repeat this cycle five times. This process will
carry any system contaminants to the hydraulic
tank.
Monitor the pressure gauges at the front and
rear brake cooling test ports during this step.
The pressure readings should be 0 kPa (0 psi)
when the hoist control lever is in the RAISE and
LOWER positions and approximately 345 kPa
(50 psi) in the HOLD and FLOAT positions.
15. When the flushing process is complete, shut off
the engine and allow at least 90 seconds for the
accumulators to depressurize completely.
16. Remove the jumper hoses from the overcenter
manifold and the bleed down manifold.
If the optional hose/needle valve assembly is
installed, leave it installed. If the brakes are still
not installed, leave the brake cooling supply
hoses and return hoses connected together.
17. Check the hydraulic oil level. Add oil, if
necessary.
18. Close the brake accumulator bleed down valves
on the brake manifold.
CEN30002-00 30 Testing and adjusting
20 960E-1
19. To flush the accumulators, start the engine and
operate the engine until the accumulator
pressure is approximately 23 960 kPa (3,475
psi). This is the pressure at which the unloader
valve shifts to unload the steering pump.
If the accumulator pressure does not reach
23 960 kPa (3,475 psi):
• Check for any bleed down related fault codes.
Correct any problems and repeat Step 19.
• If there are no such fault codes, refer to
"Steering pump pressure control
adjustments", then repeat Step 19.
20. Shut off the engine and allow at least 90
seconds for the steering accumulators to
depressurize completely. The steering pressure
reading at bleed down manifold pressure test
port "TP3" should be 103 kPa (15 psi) or less.
21. Open the brake accumulator bleed down valves
on the brake manifold to depressurize the brake
accumulators. Close the brake accumulator
bleed down valves
NOTE: Perform Steps 19 through 21 five times.
22. To flush the steering system, start engine. Allow
the accumulators to fully charge and the
steering pump to unload.
23. Turn the steering wheel full left then full right ten
times.
24. Shut off the engine and allow at least 90
seconds for the steering accumulators to
depressurize completely.
25. Check the hydraulic oil level. Add oil, if
necessary.
26. After the hydraulic system flushing procedure
has been completed, all system high pressure
filter elements must be replaced.
a. Close both hoist pump suction line shutoff
valves. Close the steering pump suction line
shutoff valve.
b. Remove the hoist and steering hydraulic fil-
ters. Clean the housings and install new filter
elements.
c. Check the hydraulic oil level. Add oil, if nec-
essary.
d. Open the suction line shutoff valves.
30 Testing and adjusting CEN30002-00
960E-1 21
NOTES
22 960E-1
CEN30002-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30002-00
960E-1 1
CEN30003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
Brake system
General information on system checkout.............................................................................................................. 3
Brake circuit checkout procedure.......................................................................................................................... 3
Brake system checkout data sheet..................................................................................................................... 14
Brake piston leakage test.................................................................................................................................... 18
Wet disc brake bleeding procedure .................................................................................................................... 18
Parking brake bleeding procedure...................................................................................................................... 19
Brake valve bench test and adjustment.............................................................................................................. 20
Dual relay valve bench test and adjustment....................................................................................................... 23
CEN30003-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30003-00
960E-1 3
General information on system checkout
The brake system checkout procedures are intended
to help the technician diagnose problems in the brake
circuits. The technician should read the entire
checkout procedure to become familiar with the
procedures and all the warnings and cautions before
performing any steps. The checkout procedures
begin by checking the basic system before checking
individual components.
Data sheets are included in this section to record the
test information obtained during the brake system
checkout procedures. The data sheets are designed
to be copied and used during the checkout
procedure.
Hydraulic oil escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
Before performing any testing and adjusting
procedures:
• The truck must be shut down properly for service.
Refer to Index and foreword section Operating
instructions for the shutdown procedure.
• The steering accumulators and the brake
accumulators must have the correct precharge
and must be at normal operating temperature.
Refer to Testing and adjusting section
Accumulators and suspensions for the
accumulator charging procedure.
Brake circuit checkout procedure
NOTE: The steering system supplies the brake
system with operating pressure. It is important that
the steering system be checked for proper operation
before checking the braking system. Refer to Testing
and adjusting section Hydraulic system for the
steering system checkout procedure.
This section outlines a procedure to test the
functionality of the entire brake system. Pressure
specifications and other criteria that must be
duplicated for the braking system to be considered
ready for daily operations are provided.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleed down manifold. Plug the brake supply line and
cap the port in the bleed down manifold.
The following equipment will be necessary to
properly checkout the brake hydraulic circuit:
• Brake hydraulic schematic (See Section 90)
• Clear plastic hose and bucket for brake bleeding
• Three 24 100 kPa (3,500 psi) pressure gauges
• One 34 475 kPa (5,000 psi) pressure gauge
• One female quick disconnect (PB6039) and hose
long enough to reach from brake cabinet to the
inside of the operator's cab for each gauge
• Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen
CEN30003-00 30 Testing and adjusting
4 960E-1
1. Dual Relay Valve
2. Hoist Pilot Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Auto Apply Sequence Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK3)
15. Low Accumulator Pressure Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Auto Apply Solenoid Valve (SV3)
19. J unction Manifold
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
22. Rear Brake Pressure Test Port (BR)
23. Front Brake Pressure Test Port (BF)
FIGURE 30-1. HYDRAULIC BRAKE CABINET
30 Testing and adjusting CEN30003-00
960E-1 5
Initial system setup
Ensure that the brakes have been properly bled to
remove any trapped air. Refer to "Wet disc brake
bleeding procedure". Also, before checking the brake
system, make sure that the parking brake is
functioning properly. Refer to "Parking brake bleeding
procedure".
1. Securely block the wheels to prevent the truck
from rolling away.
2. Move the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut off the engine and allow 90
seconds for the steering system accumulators
to depressurize.
NOTE: Leave rest switch in the ON position and the
GF cutout switch in the CUTOUT position throughout
brake tests.
3. Install wo 24 100 kPa (3,500 psi) pressure
gauges at front brake (BF) pressure test port
(23, Figure 30-2) and rear brake (BR) pressure
test port (22).
Install the 34 475 kPa (5,000 psi) pressure
gauge at low accumulator pressure test port
“LAP1” (15).
4. Open bleed down valves (7) and (9, Figure 30-
1) on the brake manifold to depressurize the
brake accumulators.
5. Precharge both brake accumulators. Refer to
Testing and adjusting section Accumulators
and suspensions for the accumulator charging
procedure.
NOTE: For best performance, charge the
accumulators in the ambient conditions in which the
machine will be operating.
6. Close both brake accumulator bleed down
valves.
7. Release the brake lock.
8. Start the engine. Observe the rising brake
pressures as the system charges. The brake
pressures should begin to fall when the auto
apply valve releases. The auto apply valves
should release the front and rear brakes at
11 375 ±1 380 kPa (1,650 ±200 psi).
* Record on data sheet.
9. Partially depress the brake pedal to bleed air
from each brake. Move the directional control
lever to NEUTRAL to bleed air from the parking
brake. Then move the directional control lever to
PARK.
10. Slowly depress the brake pedal. The rear brake
pressure should begin to rise before the front
brake pressure.
Verify that the rear brake pressure is 310 -
1415 kpa (45 - 205 psi) when the front
brake pressure begins to rise.
* Record on data sheet.
11. Slowly depress the brake pedal. Force feedback
of the pedal on your foot should be smooth with
no abnormal noise or mechanical roughness.
Verify that the stop lights illuminate at 517 ±
34 kPa (75 ±5 psi) rear brake pressure.
* Record on data sheet.
12. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Rear brake (BR) pressure reads 17 235 ±
517 kPa (2,500 ±75 psi).
Front brake (FR) pressure reads 17 235 ±
517 kPa (2,500 ±75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
Brake lock / secondary braking checkout
13. Disconnect the lead wire from brake lock
solenoid valve (13, Figure 30-1) located on the
brake manifold in the hydraulic brake cabinet.
14. Move the directional control lever to NEUTRAL.
Press the brake lock switch. The brake lock will
not apply if the engine is not operating. Fault
code A118 will become active.
15. Depress the brake pedal until fault code A118 is
cleared, then very slowly release the pedal until
fault code A118 is active again.
Verify that the rear brake (BR) pressure
drops to 6 895 ±172 kPa (1,000 ±25 psi)
when the fault reoccurs.
* Record on data sheet.
NOTE: There is a three second delay between the
time that the brake lock degradation switch senses
the pressure and fault code A118 occurs. Fault code
A265 will also become active during this step.
CEN30003-00 30 Testing and adjusting
6 960E-1
16. Connect the lead wire to brake lock solenoid
valve (13).
17. Cycle the brake lock switch several times to
ensure crisp application and release of oil
pressure and proper function of the status light.
NOTE: Check the pressure readings at pressure test
ports (BR) and (PP3). They should be identical.
Verify that the rear brake (BR) pressure is
13 790 ±690 kPa (2,000 ±100 psi) when
the brake lock is applied. Fault code A118
should also not be displayed.
* Record on data sheet.
18. If the brake lock does not function correctly,
make sure that all brake lock circuit plumbing is
correct.
If the plumbing is correct, disconnect wire 52B
to the brake lock solenoid at TB26-G. Apply 24V
to the disconnected wire 52B. Verify that the
pressure reading at pressure test port (PP3) is
13 790 ±690 kPa (2,000 ±100 psi). Ignore any
resulting brake lock faults.
a. If the pressure is out of range, adjust
pressure reducing valve (12, Figure 30-1) as
required.
b. If the pressure reducing valve cannot be
adjusted to achieve the correct pressure,
replace the pressure reducing valve.
c. If the brake lock solenoid cannot be
energized, verify that the wiring to the
solenoid is correct. If it is correct, then
replace the solenoid.
d. If the brake lock valve will not operate,
replace the valve.
e. Connect wire 52B to TB26-G and repeat
Step 17.
Parking brake checkout
19. Move one of the pressure gauges (BR or BF) to
parking brake release (PK3) pressure port (14,
Figure 30-1).
20. Start the engine. Move the directional control
lever to PARK, then back to NEUTRAL. The
parking brake status light should illuminate, then
go out.
Verify that the parking brake release (PK3)
pressure is 22 753 ±1378 kPa (3,300 ±200
psi).
* Record on data sheet.
21. Move the directional control lever to PARK.
Verify that the parking brake apply (PK3)
pressure is 0 kPa (0 psi).
* Record on data sheet.
22. If the parking brake does not function correctly,
make sure that all parking brake circuit
plumbing is correct.
If the plumbing is correct, disconnect wire 52CS
to the parking brake solenoid at TB26-M.
Ground the disconnected wire 52CS. Verify that
the pressure reading at pressure test port (PK3)
is 22 753 ±1 378 kPa (3,300 ±200 psi). Ignore
any resulting parking brake faults.
a. If the pressure is out of range, verify that the
steering pump pressure compensator
adjustment screw is properly adjusted.
b. If the parking brake solenoid cannot be
energized, verify that the wiring to the
solenoid is correct. If it is correct, then
replace the solenoid.
c. If the parking brake valve will not operate,
replace the valve.
d. Connect wire 52CS to TB26-M and repeat
Steps 21 and 22.
23. Cycle the parking brake several times (move the
directional control lever between NEUTRAL and
PARK) to ensure crisp application and release
of oil pressure and proper function of the status
light.
30 Testing and adjusting CEN30003-00
960E-1 7
Service brake checkout
24. Move the directional control lever to PARK and
release the brake lock.
25. Move both front brake pressure gauges to left
rear brake (LBP) pressure test port (2, Figure
30-2) and right rear brake (RBP) pressure test
port (1) on the manifold on the left side of the
rear axle housing.
26. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Left rear brake pressure reads 16 545 ±517
kPa (2,400 ±75 psi).
Right rear brake pressure reads 16 545 ±
517 kPa (2,400 ±75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
27. Release the brake pedal.
Verify that both rear brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
the brakes.
* Record on data sheet.
28. Move both both rear brake pressure gauges to
to pressure test ports (LFBP) and (RFBP) on the
front brake backplates.
NOTE: These test ports are not stamped on the
spindle.
29. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Left front brake pressure reads 16 545 ±
517 kPa (2,400 ±75 psi).
Right front brake pressure reads 16 545 ±
517 kPa (2,400 ±75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
30. Release the brake pedal.
Verify that both front brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
the brakes.
* Record on data sheet.
Low brake accumulator pressure and auto apply
checkout
31. Move both front brake pressure gauges back to
pressure test ports (BF) and (BR) in the
hydraulic brake cabinet.
32. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase to
21 718 ±344 kPa (3,150 ±50 psi).
33. Move the directional control lever to NEUTRAL.
Turn the key switch OFF and allow 90 seconds
for the steering accumulators to depressurize
completely.
34. Turn the key switch ON, but do not start the
engine. Wait for two minutes, then check the low
accumulator pressure reading at low
accumulator pressure (LAP1) test port (15,
Figure 30-1).
If the pressure is below 14 480 kPa (2,100
psi), there is excessive leakage in the
system. The source of the leakage must be
identified and repaired.
* Record on data sheet.
35. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase above
18 960 kPa (2,750 psi).
FIGURE 30-2. REAR BRAKE PRESSURE
TEST PORTS
1. Right Rear Brake Pressure (RBP) Test Port
2. Left Rear Brake Pressure (LBP) Test Port
CEN30003-00 30 Testing and adjusting
8 960E-1
36. Turn the key switch OFF and allow 90 seconds
for the steering accumulators to depressurize
completely.
37. Turn the key switch ON, but do not start the
engine. Move the directional control lever to
NEUTRAL.
38. Provide a speed signal of 2.5 kph (1.5 mph)
from the DID panel on the rear wall of the
operator cab. Fault code A260 will occur 1.5
seconds later.
39. Very slowly open front brake accumulator bleed
valve (9) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure fault code A261
must occur when the pressure drops to
12 755 ±517 kPa (1,850 ±75 psi).
* Record on data sheet.
When the low accumulator pressure
reaches 11 375 ±517 kPa (1,650 ±75 psi),
front brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
* Record on data sheet.
If necessary, adjust auto apply sequence valve
(8) to obtain an auto apply pressure of 11 375 ±
517 kPa (1,650 ±75 psi).
40. Close front brake accumulator bleed valve (9).
Record the front and rear brake apply pressures
after auto apply has occurred.
Front brake (BF) pressure reads 9 825 kPa
(1,425 psi) or higher.
Rear brake (BR) pressure reads 16 545 ±
517 kPa (2,400 ±75 psi) or higher.
Low brake accumulator pressure (LAP1)
reads 11 375 ±517 kPa (1,650 ±75 psi).
* Record on data sheet.
41. Provide a speed signal of 0 kph (0 mph) from
the DID panel on the rear wall of the operator
cab.
42. Move the directional control lever to PARK. Start
the engine and allow the low brake accumulator
pressure (LAP1) to increase to 19 305 ±344
kPa (2,800 ±50 psi).
43. Move the directional control lever to NEUTRAL.
Turn the key switch OFF and allow 90 seconds
for the steering accumulators to depressurize
completely.
44. Turn the key switch ON, but do not start the
engine.
45. Provide a speed signal of 2.5 kph (1.5 mph)
from the DID panel on the rear wall of the
operator cab. Fault code A260 will occur 1.5
seconds later.
46. Very slowly open rear brake accumulator bleed
valve (7) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure fault code A261
must occur when the pressure drops to
within 690 kPa (100 psi) of the pressure that
was recorded in Step 39.
* Record on data sheet.
When the low accumulator pressure
reaches within 690 kPa (100 psi) of the
pressure that was recorded in Step 39, front
brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
* Record on data sheet.
47. Close rear brake accumulator bleed valve (7).
Record the front and rear brake apply pressures
after auto apply has occurred.
Front brake (BF) pressure reads 16 545 ±
517 kPa (2,400 ±75 psi) or higher.
Rear brake (BR) pressure reads 9 825 kPa
(1,425 psi) or higher.
Low brake accumulator pressure (LAP1)
reads 11 375 ±517 kPa (1,650 ±75 psi).
* Record on data sheet.
48. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
30 Testing and adjusting CEN30003-00
960E-1 9
Reapplication
49. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase to
21 718 ±344 kPa (3,150 ±50 psi).
50. Pull up on the engine shutdown switch on the
center console to shut off the engine. Do not
turn the key switch OFF. The steering
accumulators must not be allowed to
depressurize.
51. Move the directional control lever to NEUTRAL.
Provide a speed signal of 1.0 kph (0.6 mph)
from the DID panel on the rear wall of the
operator cab.
52. While observing the pressure gauges, make
repeated, slow brake applications until fault
code A261 occurs.
Fault code A261 must not occur before the
sixth pedal application.
* Record on data sheet.
Auto apply must not occur until after fault
code A261 occurs.
53. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
Parking brake control logic checkout
NOTE: The parking brake will not apply if the truck
speed is above 0.8 kph (0.5 mph). If the parking
brake is selected and the truck speed is less than 0.8
kph (0.5 mph), the following sequence will occur:
• From 0 - 1 second, auto apply is applied, parking
brake is released.
• From 1 - 1.5 seconds, auto apply is applied,
parking brake is applied.
• After 1.5 seconds, auto apply is released, parking
brake is applied.
This sequence uses the service brakes to completely
stop the truck before allowing the parking brake to
apply.
54. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL.
55. Move the directional control lever to PARK.
Verify proper operation of the parking brake and
status light. No faults should be generated.
Record the highest pressure observed at ports
(PK3), (PP3), (BF) and (BR) during the 1.5
seconds of the parking brake application
sequence.
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 0 kPa (0 psi).
Front brake (BF) pressure reads 17 237 ±
517 kPa (2,500 ±75 psi), then fall to 0 kPa
(0 psi).
Rear brake (BR) pressure reads 17 237 ±
517 kPa (2,500 ±75 psi), then fall to 0 kPa
(0 psi).
* Record on data sheet.
CEN30003-00 30 Testing and adjusting
10 960E-1
56. If the parking brake does not function correctly,
make sure that all auto apply circuit plumbing
and plumbing from the brake valve to the front
and rear brake relay valves is correct.
If the plumbing is correct but the auto apply
solenoid valve is not energizing, start the engine
and allow the steeering accumulators to fully
charge. Disconnect wire 52ABA at TB42-L.
Ground the disconnected wire 52ABA. Discon-
nect wire 71ABA at TB32-N. Apply 24V to the
disconnected wire 71ABA. Verify that the pres-
sure readings at pressure test ports (BF) and
(BR) are at 17 237 ±517 kPa (2,500 ±75 psi).
Ignore any resulting auto apply faults.
a. If the auto apply solenoid cannot be
energized, verify that the wiring to the
solenoid is correct. If it is correct, then
replace the solenoid.
b. If the auto apply solenoid valve will not
operate, replace the valve.
c. If the auto apply solenoid valve operates but
the readings at pressure test ports (BF) and
(BR) do not change, try to adjust auto apply
sequence valve (8, Figure 30-1) to 11 375 ±
517 kPa (1,650 ±75 psi).
d. If the auto apply sequence valve cannot be
adjusted, replace the valve and verify the
pressure adjustment according to Steps 35
through 39.
e. If the auto apply solenoid energizes and the
auto apply sequence valve is operating
properly, but the pressure readings at
pressure test ports (BF) and (BR) are not at
17 237 ±517 kPa (2,500 ±75 psi), make
sure that the correct brake valve is installed
and plumbed correctly. If the correct valve is
installed and the plumbing is correct, replace
the brake valve.
f. Connect wire 52ABA at TB42-L. Connect
wire 71ABA at TB32-N. Repeat Steps 54
through 56.
57. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL.
58. Pull up on the engine shutdown switch on the
center console to shut off the engine. Do not
turn the key switch OFF. Verify proper operation
of the parking brake and status light. No faults
should be generated. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR) during the 1.5 seconds of the parking
brake application sequence.
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 0 kPa (0 psi).
Front brake (BF) pressure should read
17 237 ±517 kPa (2,500 ±75 psi), then fall
to 0 kPa (0 psi).
Rear brake (BR) pressure should read
17 237 ±517 kPa (2,500 ±75 psi), then fall
to 0 kPa (0 psi).
* Record on data sheet.
NOTE: The parking brake should apply using the
auto apply sequence when the engine is shutdown
while the directional control lever is in the NEUTRAL
position.
59. Start the engine. Move the directional control
lever to PARK. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then turn the key switch to
OFF. Verify that the parking brake remains
applied. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR) when the
key switch is turned to OFF.
All the pressure readings should be 0 kPa
(0 psi).
* Record on data sheet.
NOTE: The parking brake should remain applied
when the directional control lever is in the PARK
position and the key switch is turned OFF.
30 Testing and adjusting CEN30003-00
960E-1 11
NOTE: Since the key switch is OFF, auto apply
sequencing with the parking brake will not occur in
the following step. The parking brake should apply
without the auto apply sequence when the directional
control lever is in the NEUTRAL position, the key
switch is ON and truck speed is 0 kph (0mph).
60. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL and turn the key
switch to OFF. Verify that the parking brake
applies. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR) during the
1.5 seconds of the parking brake application
sequence.
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
* Record on data sheet.
NOTE: The parking brake should apply using the
auto apply sequence when the directional control
lever is in the NEUTRAL position, the key switch is
OFF and the truck is moving.
61. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL. Provide a speed
signal of 1.0 kph (0.6 mph) from the DID panel
on the rear wall of the operator cab.
62. Try to move the directional control lever to
PARK. Verify that the parking brake does not
apply and fault code A230 is activated. Record
the highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi).
The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
* Record on data sheet.
63. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
Brake lock control logic checkout
64. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional
control lever to NEUTRAL.
65. Turn the brake lock switch ON and OFF. Verify
proper operation of the brake lock and status
light. No faults should be generated. Record the
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR) when the brake lock is
ON.
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi).
The pressure reading at pressure test port
(PP3) should read 13 790 ±690 kPa (2,000
±100 psi), then fall to 0 kPa (0 psi).
Front brake (BF) pressure should read
0 kPa (0 psi).
Rear brake (BR) pressure should read
13 790 ±690 kPa (2,000 ±100 psi), then
fall to 0 kPa (0 psi).
* Record on data sheet.
66. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional
control lever to PARK.
67. Try to turn the brake lock switch ON. Verify that
the brake lock does not apply, the status light
does not illuminate, and fault codes A272 and
A274 are not activated. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR).
All the pressure readings should be 0 kPa
(0 psi).
* Record on data sheet.
CEN30003-00 30 Testing and adjusting
12 960E-1
NOTE: The parking brake will not be allowed to apply
when the parking brake is applied.
68. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional
control lever to NEUTRAL and turn the brake
lock switch ON.
69. Move the directional control lever to PARK.
Verify that the parking brake applies, the brake
lock releases and the status lights operate
properly. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR).
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 13 790 ±690 kPa (2,000
±100 psi), then fall to 0 kPa (0 psi).
Front brake (BF) pressure should read
17 237 ±517 kPa (2,500 ±75 psi), then fall
to 0 kPa (0 psi).
Rear brake (BR) pressure should read
17 237 ±517 kPa (2,500 ±75 psi), then fall
to 0 kPa (0 psi).
* Record on data sheet.
NOTE: The brake lock will release and the parking
brake will apply when the key switch is turned OFF.
70. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional
control lever to NEUTRAL and turn the brake
lock switch ON.
71. Pull up on the engine shutdown switch on the
center console to shut off the engine. Do not
turn the key switch OFF. Verify that the parking
brake applies, the brake lock releases and the
status lights operate properly. Record the
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
The pressure reading at pressure test port
(PK3) should read 22 753 ±1 378 kPa
(3,300 ±200 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 13 790 ±690 kPa (2,000
±100 psi), then fall to 0 kPa (0 psi).
Front brake (BF) pressure should read
0 kPa (0 psi).
Rear brake (BR) pressure should read
13 790 ±690 kPa (2,000 ±100 psi), then
fall to 0 kPa (0 psi).
* Record on data sheet.
NOTE: The brake lock should not be applied during a
timed engine shutdown.
72. Move the directional control lever to PARK and
start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then turn the key switch to
OFF.
73. During the timed engine shutdown sequence, try
to turn the brake lock switch ON. Verify that the
brake lock does not apply and the status light
does not illuminate. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR).
All the pressure readings should be 0 kPa
(0 psi).
* Record on data sheet.
30 Testing and adjusting CEN30003-00
960E-1 13
NOTE: The brake lock will remain applied if the brake
lock switch is turned ON when a truck speed above
0.8 kph (0.5 mph) is detected. The switch must be
turned OFF to release the brake lock.
74. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher and the directional control
lever is in PARK. Provide a speed signal of 1.0
kph (0.6 mph) from the DID panel on the rear
wall of the operator cab.
75. Turn the brake lock switch ON. Verify proper
operation of the brake lock and status light. No
faults should be generated. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR).
The pressure reading at pressure test port
(PK3) should read 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 13 790 ±690 kPa (2,000
±100 psi).
Front brake (BF) pressure should read
0 kPa (0 psi).
Rear brake (BR) pressure should read
13 790 ±690 kPa (2,000 ±100 psi).
* Record on data sheet.
76. With the engine on, the low brake accumulator
pressure (LAP1) is 21 718 kPa (3,100 psi) or
higher, the directional control lever in PARK and
the brake lock switch ON, set the speed signal
on the DID panel to 0 kph (0 mph).
77. Verify that the brake lock remains applied. Fault
code A272 should be activated when the speed
signal is removed. Record the highest pressure
observed at ports (PK3), (PP3), (BF) and (BR).
The pressure reading at pressure test port
(PK3) should read 0 kPa (0 psi).
The pressure reading at pressure test port
(PP3) should read 13 790 ±690 kPa (2,000
±100 psi).
Front brake (BF) pressure should read
0 kPa (0 psi).
Rear brake (BR) pressure should read
13 790 ±690 kPa (2,000 ±100 psi).
* Record on data sheet.
78. Turn off the engine. Remove all test equipment
from the truck.
CEN30003-00 30 Testing and adjusting
14 960E-1
Brake system checkout data sheet
MACHINE MODEL ________ UNIT NUMBER _________ SERIAL NUMBER___________
INITIAL SYSTEM SETUP
STEP 8 __________Rear brake (BR) pressure when auto apply releases
_________ Front brake (BF) pressure when auto apply releases
STEP 10__________Rear brake (BR) pressure when front brake (BF) begins to rise
STEP 11__________Rear brake (BR) pressure when stop lights come on
STEP 12__________Rear brake (BR) pressure within one second
_________Front brake (BF) pressure within one second
BRAKE LOCK / SECONDARY BRAKE CHECKOUT
STEP 15 _________Rear brake (BR) pressure at brake lock degradation warning
STEP 17__________Rear brake (BR) pressure when brake lock is applied
PARKING BRAKE CHECKOUT
STEP 20__________Parking brake release (PK3) pressure
STEP 21__________Parking brake apply (PK3) pressure
SERVICE BRAKE CHECKOUT
STEP 26__________ Left rear brake (LBP) pressure when pedal is applied
_________ Right rear brake (RBP) pressure when pedal is applied
STEP 27__________ Left rear brake (LBP) pressure when pedal is released
_________ Right rear brake (RBP) pressure when pedal is released
STEP 29__________ Left front brake (LFBP) pressure when pedal is applied
_________ Right front brake (RFBP) pressure when pedal is applied
STEP 30__________ Left front brake (LFBP) pressure when pedal is released
_________ Right front brake (RFBP) pressure when pedal is released
30 Testing and adjusting CEN30003-00
960E-1 15
Brake system checkout data sheet (cont.)
LOW BRAKE ACCUMULATOR PRESSURE AND AUTO APPLY CHECKOUT
STEP 34 _________ Low brake accumulator pressure (LAP1) after 2 minutes
STEP 39 _________ Pressure when low brake accumulator pressure fault occurs
________ Pressure when low brake accumulator pressure fault occurs
STEP 40 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 46 _________ Low brake accumulator pressure (LAP1) when fault occurs
________ Low brake accumulator pressure (LAP1) when auto apply occurs
STEP 47 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 52 _________ Number of brake applications before low accumulator pressure
warning occurs
PARKING BRAKE CONTROL LOGIC CHECKOUT
STEP 55 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 58 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
CEN30003-00 30 Testing and adjusting
16 960E-1
Brake system checkout data sheet (cont.)
STEP 59 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 60 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 62 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
BRAKE LOCK CONTROL LOGIC CHECKOUT
STEP 65 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 67 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
30 Testing and adjusting CEN30003-00
960E-1 17
Brake system checkout data sheet (cont.)
STEP 69 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 71 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 73 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 75 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
STEP 77 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
Name of Technician or Inspector Performing Check-Out _________________________
DATE _________________________
CEN30003-00 30 Testing and adjusting
18 960E-1
Brake piston leakage test
1. Remove the dust cap on diagnostic coupler (1,
Figure 30-3) on the brake backplate.
2. Remove the capnut on pressure port (2). Attach
a hydraulic pressure test device to the fitting.
3. Slowly apply pressure to bleed air from the
piston cavity.
4. Cycle the piston to full stroke ten times by
applying 2 070 kPa (300 psi) of hydraulic
pressure at bleed port (2). Observe the piston
for leakage.
5. Minor oil seepage (non-measurable) is
permissible. If the leakage is greater,
disassemble the piston assembly and determine
the cause.
Wet disc brake bleeding procedure
NOTE: Rear wheel brakes must be bled before rear
tire installation.
1. Make sure that the hydraulic brake supply
(steering circuit) is operating properly.
2. If necessary, charge the brake accumulators.
Refer to Refer to Testing and adjusting section
Accumulators and suspensions for the
accumulator charging procedure.
3. Make sure that the bleed down valves on brake
manifold are closed.
4. Check the hydraulic tank oil level and fill if
necessary.
5. With the wheels securely blocked, start the
engine and allow the accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
Rear wheel brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake backplate. Close the plug after the oil runs
clear and free of bubbles. Repeat for the other
rear wheel brake.
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for bleeding
brake.
Front wheel brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached to direct the oil
into a container during the bleeding process.
8. Attach a hose to diagnostic coupler (1, Figure
30-3) on the brake backplate (brake apply
pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After the oil stream is clear of air, remove the
hose from the coupler. Release the brake pedal.
11. Repeat Steps 8 - 10 for the other front wheel
brake.
12. Shut off the engine and allow 90 seconds for the
steering accumulators to depressurize
completely. Check the hydraulic tank oil level.
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS
1. Diagnostic Coupler
2. Brake Apply Pressure Port
30 Testing and adjusting CEN30003-00
960E-1 19
Parking brake bleeding procedure
1. Securely block the wheels to prevent the truck
from rolling away.
2. Open bleed down valves (1, Figure 30-4) and
(2) to depressurize the brake accumulators.
3. To verify that the brake accumulators are
depressurized, turn the key switch ON, but do
not start the engine. Ppress the brake lock
switch and apply the service brake pedal. The
service brake light should not come on.
4. Close the accumulator bleed down valves.
5. Open the rear axle housing hatch.
6. Start the engine and allow the steering system
to fully charge (pump unloads). Then move the
directional control lever to NEUTRAL to
disengage the parking brake.
7. Connect a clear plastic hose to the bleeder
valve at the top of the parking brake. Place the
other end of hose into a container.
8. Slowly open the bleeder valve and allow
hydraulic oil to run until it is clear and free of
bubbles. Close the bleeder valve securely.
9. Repeat Steps 5 and 6 for the other parking
brake.
10. Shut off the engine. Remove the bleed
equipment and close the rear axle housing
hatch.
FIGURE 30-4. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)
CEN30003-00 30 Testing and adjusting
20 960E-1
Brake valve bench test and adjustment
The following parts and test equipment will be
required to completely bench test and adjust the
brake valve.
• Three 20 680 kPa (3,000 psi) pressure gauges
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
• Hydraulic test stand
• Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., #4 SAE
Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE
Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 30-5. TEST BENCH SETUP
1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shutoff Valves
9. Simulated Brake Volume
10. Rear Brake Pressure Gauge
11. Relief Valve
30 Testing and adjusting CEN30003-00
960E-1 21
Test setup procedure
1. Position the valve in the fixture to allow plungers
to be activated by hand using a lever. Refer to
Figure 30-5.
2. Attach the pilot input supply pressure to the pilot
port labeled “PX” on the rear of the valve.
3. Attach the main supply input pressure to the O-
ring ports on the rear of the valve labeled “P1”
and “P2”.
4. Attach the tank return line to the O-ring port
labeled “T” on the rear of the valve.
5. Attach the regulated output ports “B1” and “B2”
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20 680 kPa
(3,000 psi). Connect all ports according to the
diagram shown in Figure 30-5. All ports must be
used and connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
• Start the hydraulic pump and regulate output
pressure to 18 960 kPa (2,750 psi) at pressure
gauge (3). Pressure gauges (7) and (10) should
read zero.
• Pilot supply circuit pressure must also be 18 960
kPa (2,750 psi).
• Return line pressure during this test is not to
exceed 34 kPa (5 psi).
• Test the valve with ISO 32 grade hydraulic oil at
49 ±3 °C (120 ±10 °F).
Brake valve output pressure adjustment
1. Install the pedal pivot shaft in the actuator base
by itself without installing the pedal assembly.
2. By placing a screwdriver or pry bar under the
pivot pin and on top of the threaded plunger
assembly, each circuit can be actuated
individually. Refer to Figure 30-5.
3. Gradually apply pressure on each circuit one at
a time to check for leaks around the plunger.
Make sure that the adjustment collar is screwed
all the way down on the threads.
4. “ B1” Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port “B1”
is 17 235 ±517 kPa (2,500 ±75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. “ B2” Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port “B2”
is 17 235 ±517 kPa (2,500 ±75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the set screws in the adjustment collars
to 3 - 4 Nm (25 - 30 in lb). The entire plunger
may have to be rotated to get to the set screws.
7. Check the pressures again after tightening the
set screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5, Figure
30-5) and opening needle valve (4). Read the
pressure on gauges (7) and (10). Close valve
(4) and open valve (5). The pressure gauges
should read zero.
9. Recheck the pressures after cycling. If they
have changed, re-adjust the pressures.
CEN30003-00 30 Testing and adjusting
22 960E-1
Final test and adjustment
1. The brake pedal actuator must be installed on
the brake valve body before the final test and
adjustment. Refer to "Disassembly and
assembly of brake valve" in Disassembly and
assembly section Brake system.
NOTE: The final test and adjustment procedure can
also be performed with the brake valve installed in
the truck. Install the gauges at the “B1” and “B2”
diagnostic test connectors in the brake cabinet.
2. Reinstall the brake valve with the actuator pedal
attached on the test stand.
3. With the test stand pump adjusted for 18 960
kPa (2,750 psi) or with the engine running and
the brake system supply pressure at or above
18 960 kPa (2,750 psi), depress the pedal as
quickly as possible. The pressure on the output
circuits must reach at least 17 235 ±517 kPa
(2,500 ±75 psi) at port “B1” and port “B2” within
one second. Measurement of time begins the
moment force is applied to move the pedal.
4. With “B1” and “B2” plugged into a strip chart
recorder (if available), check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure that the
pressure increase is smooth and no sticking of
the spools is observed. Fully depress the pedal.
The pressures must remain within specification
at “B1” and “B2” for 20 seconds.
5. Adjust the set screw until it is not touching the
actuator cap. Apply Loctite
®
242 to the
adjustment screw before setting the deadband.
6. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location (9) between the pedal
structure and the return stop boss on the pivot
structure.
7. Adjust the set screw until it is just touching the
cap.
8. Continue turning the set screw until the
pressure begins to rise on one of the brake
apply pressure gauges.
9. Back off the set screw by 1/8 turn.
10. Tighten the jam nut and remove the shim that
was inserted previously.
11. Fully stroke the brake pedal actuator to verify
that the output pressures at port “B1” and “B2”
are within specifications.
NOTE: If the pedal is adjusted properly, the spring
and spring pivots will not interfere with pedal travel.
12. If the pressures are not within specifications, re-
adjust the set screw. If the pressure is within
specifications, apply a few drops of Loctite to
the jam nut.
13. Check for internal leakage at port “T”. Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the “P1” and “P2” inlet ports.
14. “T” port leakage must be less than 250 cc/
minute with valve pilot pressure or manually
applied.
30 Testing and adjusting CEN30003-00
960E-1 23
Dual relay valve bench test and adjustment
The following parts and test equipment will be
required to completely bench test the dual relay
valve.
• Four 20 680 kPa (3,000 psi) pressure gauges
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
• Hydraulic test stand
• Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., #4 SAE
Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 30-6. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor
2. Pump
3. Main Pressure Gauge
4. Pressure Regulator
(Pilot Pressure)
5. Needle Valve
(Pilot Pressure Release)
6. Needle Valve
(Pressure Bleed to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. LH Brake Apply Pressure
Gauge
10. RH Brake Apply Pressure
Gauge
11. Needle Valve
12. Needle Valve
13. Shutoff Valves
14. Simulated Brake Volume
15. Relief Valve
CEN30003-00 30 Testing and adjusting
24 960E-1
Test setup procedure
1. Position the valve on the test stand as shown in
Figure 30-6.
2. Attach the pilot input supply line to the port
labeled “PX” on the side of the valve.
3. Attach the main supply input pressure line to the
port on the front of the valve labeled “P”.
4. Attach the tank return line to the port labeled
“T”.
5. Attach the regulated output ports “B1” and “B2”
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20 680 kPa
(3,000 psi). Connect all ports according to the
diagram shown in Figure 30-6. All ports must be
used and connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Start the hydraulic pump and regulate output
pressure at 18 960 kPa (2,750 psi) at pressure
gauge (3). Pressure gauges (9) and (10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 17 235 kPa (2,500 psi) on gauge
(7).
8. Return line pressure during this test is not to
exceed zero.
9. Test the valve with ISO 32 grade hydraulic oil at
49 ±3 °C (120 ±10 °F).
Relay valve output pressure adjustment
1. With the pump operating and supply pressure
and pilot pressure adjusted as described earlier
inspect the valve for leakage.
2. With 17 235 kPa (2,500 psi) of pilot pressure
applied, verify that pressure gauges (9) and (10)
read 17 235 ±517 kPa (2,500 ±75 psi).
3. Close pilot supply needle valve (5) and open
pilot pressure release needle valve (6) to bleed
pressure back to the reservoir. Pilot pressure
gauge (7) and regulated output pressure
gauges (9) and (10) should drop to zero.
4. Repeat Steps 2 and 3 approximately 50 times
to cycle the valve from minimum to maximum
apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9) and (10),
apply pilot pressure slowly and steadily until
17 235 kPa (2,500 psi) maximum pilot pressure
is obtained.
Pilot pressure and regulated output pressure
must track within 345 kPa (50 psi) after the pilot
pressure reaches 690 kPa (100 psi).
7. Reduce pilot pressure to zero. Apply 17 235
kPa (2,500 psi) of pilot pressure as quickly as
possible. Regulated output pressure must
increase to 17 235 ±517 kPa (2,500 ±75 psi)
within one second after pressure is applied to
the pilot line.
8. Check for internal valve leakage from port “T”
with full supply pressure (port “P”) applied.
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 17 235 kPa (2,500 psi) of pilot
pressure applied, leakage must not exceed
150 cc/minute.
30 Testing and adjusting CEN30003-00
960E-1 25
NOTES
26 960E-1
CEN30003-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30003-00
960E-1 1
CEN30004-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
Accumulators and suspensions
Accumulator charging and storage....................................................................................................................... 3
Accumulator leak testing....................................................................................................................................... 8
Suspension oiling and charging procedures....................................................................................................... 10
Suspension pressure test ................................................................................................................................... 17
CEN30004-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30004-00
960E-1 3
Accumulator charging and storage
Accumulator charging procedures

Do not loosen or disconnect any hydraulic line or
component until the engine is stopped and the
key switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the brake accumulator. The accidental
charging of oxygen or any other gas in this
compartment may cause an explosion. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in
the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
Ensure that the nitrogen supply is shut off before
attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1
for type 1, grade F. The nitrogen should be 99.9%
pure. Use only nitrogen cylinders with standard CGA
number 580 connections with the appropriate high
pressure regulator.
1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to
depressurize completely.
2. Open bleed down valves (1, Figure 30-1) and
(2) to depressurize the brake accumulators.
3. To verify that the brake accumulators are
depressurized, press the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves.
5. Ensure that all hydraulic pressure has been
relieved from the hydraulic system. Remove the
bleeder plugs in the port valves of the steering
accumulators and brake accumulators to vent
any residual pressure.
NOTE: If a new or rebuilt accumulator (or any bladder
accumulator with all nitrogen discharged) is being
precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure to be obtained for safe operation.
FIGURE 30-1. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)
CEN30004-00 30 Testing and adjusting
4 960E-1
6. Brake accumulator: Remove protective cap (1,
Figure 30-2) from the gas valve.
Steering accumulator: Remove valve guard (5,
Figure 30-3) from gas valve manifold (1).Remove the
valve cap from charging valve (6).
7. Close shutoff valves (3, Figure 30-4) on control
manifold (5).
8. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
9. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
10. Close the bleed valve at the bottom of the
accumulator.
11. Attach the charging valve adapter to the
charging valve on the accumulator. Make sure
that the hose does not loop or twist. Tighten the
swivel nut on the charging valve adapter finger-
tight.
12. Brake accumulator: Turn the “T” handle on
charging valve adapter (6) clockwise to open
the accumulator gas valve. Do not turn the “T”
handle all the way down as it will damage the
valve core.
Steering accumulator: Hold charging valve
body (6, Figure 30-5) with a wrench while
unscrewing swivel nut (4) three complete turns
with another wrench. This will open the poppet
inside the accumulator gas valve.
1. Protective Cap 2. Charging Valve
FIGURE 30-2. GAS VALVE COMPONENTS -
BRAKE ACCUMULATOR
1. Gas Valve Maniflod
2. O-ring
3. Capscrew
4. Lockwasher
5. Valve Guard
6. Charging Valve
7. Flat Gasket
8. Gas Valve
9. Pressure Switch
FIGURE 30-3. GAS VALVE COMPONENTS -
STEERING ACCUMULATOR
FIGURE 30-4. NITROGEN CHARGING KIT
1. Nitrogen Container
2. Regulator
3. Shutoff Valve
4. Pressure Gauge
5. Control Manifold
6. Charging Valve
Adapter
30 Testing and adjusting CEN30004-00
960E-1 5
13. Set the regulator for 172 kPa (25 psi), then
slightly open the valve on the nitrogen container
to slowly fill the accumulator.
• The proper fill time for the brake accumulator is
approximately three minutes.
• The proper fill time for the steering accumulator is
approximately four minutes.
If the precharge is not added slowly, the bladder
may suffer permanent damage. A “ starburst”
rupture in the lower end of the bladder is a
characteristic failure caused by charging too
quickly.
14. When 172 kPa (25 psi) of precharge pressure is
obtained, close the nitrogen container valve. Set
the regulator for the precharge pressure based
on the current ambient temperature. Refer to
Table 1. Then, open the nitrogen container
valve again and fill the accumulator.
15. After the accumulator is charged to the desired
pressure, wait 15 minutes to allow the gas
temperature to stabilize. If the desired
precharge pressure is exceeded, close the
nitrogen container valve and slowly open the
bleed valve at the bottom of the accumulator
until the correct precharge pressure is obtained.
Refer to Table 1.
Do not reduce the precharge pressure by
depressing the valve core with a foreign object.
High pressure may rupture the rubber valve seat.
16. Brake accumulator: Turn the “T” handle on
charging valve adapter (6) all the way out
(counterclockwise) to close the accumulator gas
valve.
Steering accumulator: Hold charging valve
body (6, Figure 30-5) with a wrench while
tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb)
with another wrench. This will close the poppet
inside the accumulator gas valve.
17. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
charging kit.
18. Use a common leak reactant to check for
nitrogen leaks.
19. Brake accumulator: Install protective cap (1,
Figure 30-2) on the gas valve.
Steering accumulator: Install the valve cap on
charging valve (6, Figure 30-3) finger-tight.
Install valve guard (5) on gas valve manifold (1).
FIGURE 30-5. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
CEN30004-00 30 Testing and adjusting
6 960E-1
Temperature variation can affect the precharge
pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for precharge pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10 °C (50 °F), charge the accumulator to 9 294 kPa
(1,348 psi).
NOTE: A precharge pressure below 8 232 kPa (1,194
psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7 584 ± 310 kPa (1,100 ±
45 psi).
Precharge maintenance
If the low accumulator precharge warning is
active when the key switch is turned ON, do not
attempt to start the engine. Permanent bladder
damage may result. Check the steering
accumulator precharge pressure and adjust it if
necessary.
1. When starting the truck, turn the key switch to
the ON position and wait to confirm that the low
accumulator precharge warning does not stay
active after the system check is complete. If the
warning stays active, do not operate the truck.
Notify maintenance personnel.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick out".
One such cycle is sufficient to destroy a bladder.
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
seals may result in a failed accumulator bladder
or low performance from the accumulator.
NOTE: If the precharge pressure continues to decline
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks, then
the accumulator bladder most likely has a small hole
in it and must be replaced.
4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
interval to ensure that they are in place and
good condition.
NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
rate than the standard bladder material.
Table 1: Relationship Between Precharge
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
± 70 kPa (10 psi)
-23°C (-10°F) and below 8 232 kPa (1,194 psi)
-17°C (0°F) 8 412 kPa (1,220 psi)
-12°C (10°F) 8 584 kPa (1,245 psi)
-7°C (20°F) 8 763 kPa (1,271 psi)
-1°C (30°F) 8 943 kPa (1,297 psi)
4°C (40°F) 9 122 kPa (1,323 psi)
10°C (50°F) 9 294 kPa (1,348 psi)
16°C (60°F) 9 473 kPa (1,374 psi)
21°C (70°F) 9 653 kPa (1,400 psi)
27°C (80°F) 9 832 kPa (1,426 psi)
32°C (90°F) 10 011 kPa (1,452 psi)
38°C (100°F) 10 184 kPa (1,477 psi)
43°C (110°F) 10 363 kPa (1,503 psi)
49°C (120°F) 10 542 kPa (1,529 psi)
30 Testing and adjusting CEN30004-00
960E-1 7
Accumulator storage procedure
Always store bladder accumulators with 690 - 827
kPa (100 - 120 psi) nitrogen precharge pressure.
This amount of pressure fully expands the
bladder and holds oil against the inner walls for
lubrication and rust prevention. Do not exceed
827 kPa (120 psi). Storing accumulators with too
much pressure is not safe due to possible
leakage.
Only precharge accumulators to 9 653 kPa (1,400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 2 liters (64 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding a precharge pressure of 690 kPa (100
psi).
2. Store bladder accumulators with a precharge
pressure of 690 - 827 kPa (100 - 120 psi). This
pressure fully expands the bladder and holds a
film of oil against the inner walls for lubrication
and rust prevention.
3. Cover the hydraulic port with a plastic plug to
prevent contamination. Do not use a screw-in
type plug.
4. Store the accumulator in an upright position.
Bladder storage
The shelf life of bladders under normal storage
conditions is one year. Normal storage conditions
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
Installing a bladder accumulator from storage
Refer to "Accumulator charging procedures" to install
the nitrogen charging kit on the accumulator and to
check the precharge pressure.
• If the precharge pressure is between 172 kPa (25
psi) and 690 kPa (100 psi), set the regulator to
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Disconnect the
nitrogen charging kit from the accumulator and
install the accumulator on the truck. Charge the
accumulator to the correct operating precharge
pressure.
• If the precharge pressure is less than 172 kPa
(25 psi), slowly drain off all of the precharge
pressure and use the following procedure:
1. Remove the nitrogen charging kit from the
accumulator.
2. Lay the accumulator on a suitable work bench
so that the valve port at the bottom of the
accumulator is higher than the top end of the
accumulator. Remove the protective cap from
the valve port.
3. Pour approximately 2 liters (64 oz.) of clean C-4
hydraulic oil into the accumulator through the
valve port. Allow time for the oil to run down the
inside of the accumulator to reach the other
end.
4. Lay the accumulator flat on the work bench (or
floor) and slowly roll the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil that is
necessary for bladder lubrication during the
charging procedure.
5. Stand the accumulator upright. Charge the
accumulator to 690 kPa (100 psi). Refer to
"Accumulator charging procedures" for the
proper charging procedure.
6. Remove the nitrogen charging kit. Install the
protective cap on the valve port.
7. Install the accumulator on the truck.
8. Charge the accumulator to the correct operating
precharge pressure. Again, refer to
"Accumulator charging procedures" for the
proper charging procedure.
CEN30004-00 30 Testing and adjusting
8 960E-1
Accumulator leak testing
Leak testing entails checking for internal and external
leaks at high pressure. A source of 24 130 kPa
(3,500 psi) hydraulic pressure and nitrogen
precharge pressure of 9 653 kPa (1,400 psi) will be
required. A small water tank will be necessary for a
portion of the test.
1. Brake accumulator: Remove protective cap (1,
Figure 30-7) from the gas valve.
2. Steering accumulator: Remove valve guard
(5, Figure 30-8) from gas valve manifold
(1).Remove the valve cap from charging valve
(6).
3. Close shutoff valves (3, Figure 30-6) on control
manifold (5).
4. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
5. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
6. Close the bleed valve at the bottom of the
accumulator.
FIGURE 30-6. NITROGEN CHARGING KIT
1. Nitrogen Container
2. Regulator
3. Shutoff Valve
4. Pressure Gauge
5. Control Manifold
6. Charging Valve
Adapter
1. Protective Cap 2. Charging Valve
FIGURE 30-7. GAS VALVE COMPONENTS -
BRAKE ACCUMULATOR
1. Gas Valve Maniflod
2. O-ring
3. Capscrew
4. Lockwasher
5. Valve Guard
6. Charging Valve
7. Flat Gasket
8. Gas Valve Assembly
9. Pressure Switch
FIGURE 30-8. GAS VALVE COMPONENTS -
STEERING ACCUMULATOR
30 Testing and adjusting CEN30004-00
960E-1 9
7. Attach the charging valve adapter to the
charging valve on the accumulator. Make sure
that the hose does not loop or twist. Tighten the
swivel nut on the charging valve adapter finger-
tight.
8. Brake accumulator: Turn the “T” handle on
charging valve adapter (6) clockwise to open
the accumulator gas valve. Do not turn the “T”
handle all the way down as it will damage the
valve core.
Steering accumulator: Hold charging valve
body (6, Figure 30-9) with a wrench while
unscrewing swivel nut (4) three complete turns
with another wrench. This will open the poppet
inside the accumulator gas valve.
9. Slowly charge the accumulator to 690 kPa (100
psi). After 690 kPa (100 psi) is obtained, the
charging rate can be increased until the
accumulator is fully charged to 9 653 kPa (1,400
psi).
10. Brake accumulator: Turn the “T” handle on
charging valve adapter (6, Figure 30-6) all the
way out (counterclockwise) to close the
accumulator gas valve.
Steering accumulator: Hold charging valve
body (6, Figure 30-9) with a wrench while tight-
ening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with
another wrench. This will close the poppet
inside the accumulator gas valve.
11. Submerge the accumulator assembly under
water and observe it for 20 minutes. No leakage
(bubbles) is permitted from the gas valve at the
top or the valve port at the bottom. If leakage is
present, proceed to Step 16.
12. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
charging kit.
13. Brake accumulator: Install protective cap (1,
Figure 30-7) on the gas valve.
Steering accumulator: Install the valve cap on
charging valve (6, Figure 30-8) finger-tight.
Install valve guard (5) on gas valve manifold (1).
14. Ensure that the bleed valve at the bottom of the
accumulator is closed. Connect a hydraulic
power supply to the valve port at the bottom of
the accumulator.
15. Pressurize the accumulator with oil to 24 130
kPa (3,500 psi). This may take 6 to 8 gallons of
oil. No external oil leakage is permitted.
16. Slowly relieve oil pressure and remove the
hydraulic power supply. Install the protective
cap on the valve port to prevent contamination.
17. Install the nitrogen charging kit.
• If any gas or oil leakage was present, discharge
all nitrogen gas from the accumulator. Repair the
accumulator as necessary.
• If there were no leaks, adjust the precharge
pressure to 690 - 827 kPa (100 - 120 psi).
18. Verify that all warning and caution labels are
attached and legible. Install new labels as
required.
FIGURE 30-9. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
CEN30004-00 30 Testing and adjusting
10 960E-1
Suspension oiling and charging
procedures
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc, should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
suspensions to produce a comfortable ride.
All Hydrair

II suspensions are charged with
compressed nitrogen gas with sufficient pressure
to cause injury and/or damage if improperly
handled. Follow all safety instructions, cautions,
and warnings provided in the following
procedures to prevent any accidents during
oiling and charging.
Proper charging of Hydrair

II suspensions requires
that three basic conditions be established in the
following order:
1. The oil level must be correct.
2. The suspension piston rod extension for
nitrogen charging must be correct.
3. The nitrogen charge pressure must be correct.
For best results, Hydrair II suspensions should be
charged in pairs (fronts together and rears together).
If rear suspensions are to be charged, the front
suspensions should be charged first.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the oil and nitrogen specification charts in the
Specifications section.
NOTE: Setup dimensions must be maintained during
oiling and charging procedures. However, after the
truck has been operated, these dimensions may vary.
Equipment list
• Hydrair charging kit
• J acks and/or overhead crane
• Support blocks for:
Oiling height dimensions (front and rear)
Charging height dimensions (front only)
• Hydrair II oil
• Friction modifier
• Dry nitrogen
Installing the charging kit
1. Assemble the charging kit as shown in Figure
30-10, and attach it to a container of pure dry
nitrogen (8).
2. Remove the protective covers and charging
valve caps from the suspensions.
3. Turn "T" handle valves (1) of charging valve
adapters (2) completely counterclockwise.
FIGURE 30-10. HYDRAIR

CHARGING KIT
NOTE: The arrangement of parts may vary from
the illustration depending on the kit part number.
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas Container
30 Testing and adjusting CEN30004-00
960E-1 11
4. Make sure that outlet valves (3) and inlet valve
(4) are closed (turned completely clockwise).
5. Turn the swivel nut (small hex) on the charging
valve three full turns counterclockwise to unseat
the valve.
6. Attach charging valve adapters (2) to each
suspension charging valve stem.
7. Turn "T" handle valves (1) clockwise. This will
depress the core of the charging valve and open
the gas chamber of the suspension.
8. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removing the charging kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release the charging valve cores.
3. Remove charging valve adapters (2) from the
charging valves.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 Nm (11 ft lb),
then loosen and retighten the swivel nut to 15
Nm (11 ft lb). Loosen the swivel nut again and
retighten to 6 Nm (50 in lb). Install the valve cap
finger-tight.
5. Install the charging valve caps and protective
covers on both suspensions.
Support blocks for oiling and charging
dimensions
Before starting the oiling and charging procedures,
supports should be fabricated to maintain the correct
exposed piston rod extensions.
Nitrogen charging support blocks for the rear
suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
oiling height.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
suspensions. These dimensions are listed in the
tables below. Measure the dimensions from the face
of the cylinder gland to the machined surface on the
spindle at the front suspension. At the rear
suspension, measure from the face of the cylinder
gland to the piston flange.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments at least 25 mm (1 in.) may be used.
The blocks must be capable of supporting the weight
of the truck during oiling and charging procedures
while avoiding contact with plated surfaces and seals
on the suspension. Refer to Figure 30-10 for front
suspension support block placement and Figure 30-
12 for rear support block placement.
Table 2: FRONT SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
25.4 mm
(1.0 in.)
219 mm
(8.62 in.)
*3 282 kPa
(476 psi)
* Charging pressures are for reference only and may vary depending
on body weights.
Table 3: REAR SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
53.0 mm
(2.1 in.)
218 mm
(8.60 in.)
*1 351 kPa
(196 psi)
* Charging pressures are for reference only and may vary depending on
body weights.
CEN30004-00 30 Testing and adjusting
12 960E-1
Front suspension oiling
All Hydrair

II suspensions are charged with
compressed nitrogen gas with sufficient pressure
to cause injury and/or damage if improperly
handled. Follow all the safety notes, cautions and
warnings in these procedures to help prevent
accidents during servicing and charging.
Wear a face mask or goggles while relieving
nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, causing serious injury to nearby
personnel and/or damage to the equipment.
Overhead clearance may be reduced rapidly and
suddenly when nitrogen pressure is released.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the oil and nitrogen specification charts in the
Specifications section.
1. Park the unloaded truck on a hard, level surface
and chock the wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
3. Position and secure oiling height dimension
blocks 180° apart to provide stability (See
Figure 30-10). When nitrogen pressure is
released, the suspensions will lower and rest on
the blocks.
Ensure that the blocks do not mar or scratch the
plated surfaces of the pistons or damage wiper
seals in the lower bearing retainer. Support
blocks must seat on the spindle and the cylinder
housing.
4. Remove the charging valve cap. Turn the swivel
nut (small hex) counterclockwise three full turns
to unseat the valve seal. Do not turn the large
hex. The charging valve body has a bleeder
groove in its mounting threads, but for safety of
all personnel, the valve body must not be
loosened until all nitrogen pressure has been
released from the suspension.
5. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, the
suspension should have collapsed slowly and
be seated solidly on the support blocks.
Remove the top fill plug next to the charging
valve (See Figure 30-10).
6. Fill the suspension with clean Hydrair II oil (with
6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Use drip pans and
clean all spillage from the outside of the
suspension. Allow the suspension to settle for at
least 15 minutes to clear any trapped nitrogen
and bubbles from the oil. Add more suspension
oil if necessary. Install a new O-ring on the fill
plug and install the plug.
FIGURE 30-11. FRONT SUSPENSION
30 Testing and adjusting CEN30004-00
960E-1 13
Front suspension nitrogen charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Make sure that all personnel are clear of the lift
area before the lift is started. Clearances under
the truck may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 30-11). Lubricate the O-ring
with clean Hydrair oil.
2. Tighten valve body (large hex) (6) to 23 Nm (17
ft lb). Swivel nut (small hex) (4) must be
unseated by turning it counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in
Hydrair II suspensions. Charging of these
components with oxygen or other gases may
result in an explosion which could cause
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the
specifications shown in the oil and nitrogen
specification charts in the Specifications section.
3. Install the Hydrair charging kit and a bottle of
pure dry nitrogen. Refer to "Installing the
charging kit".
4. Charge the suspensions with nitrogen gas to
50.8 mm (2 in.) greater than the charging height
listed in Table 2. Close inlet valve (4, Figure 30-
7).
NOTE: If the truck starts to lift off the blocks before
charging pressure is attained, stop charging.
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated
cylinder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure drops
below the pressure listed in Table 2, then close
the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Table 2. Do not use an overcharge of nitrogen
to lift the suspensions off the charging blocks.
10. Close inlet valve (4). Leave outlet valves (3)
open for five minutes to allow the pressures in
the suspensions to equalize.
11. Close outlet valves (3). Remove the charging kit
components. Refer to "Removing the charging
kit".
12. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
FIGURE 30-12. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
CEN30004-00 30 Testing and adjusting
14 960E-1
13. If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft lb), then loosen
and retighten the swivel nut to 15 Nm (11 ft lb).
Loosen the swivel nut again and retighten to 6
Nm (50 in lb). Install the valve cap finger-tight.
14. Install the protective guard over the charging
valve.
Ensure that there is adequate overhead clearance
before raising the body.
15. Raise the truck body in order to extend the front
suspensions, allowing for removal of the
nitrogen charging blocks. If the suspensions do
not extend after raising the body, turn the
steering wheel from stop to stop several times.
If the suspensions still do not extend enough to
allow for removal of the blocks, use a crane or
floor jacks to raise the truck and remove the
blocks.
The front suspensions are now ready for operation.
Visually check piston extension with the truck both
empty and loaded. Record the extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering response and suspension rebound should
also be noted.
Rear suspension oiling
All Hydrair

II suspensions are charged with
compressed nitrogen gas with sufficient pressure
to cause injury and/or damage if improperly
handled. Follow all the safety notes, cautions and
warnings in these procedures to help prevent
accidents during servicing and charging.
Wear a face mask or goggles while relieving
nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, causing serious injury to nearby
personnel and/or damage to the equipment.
Overhead clearance may be reduced rapidly and
suddenly when nitrogen pressure is released.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the oil and nitrogen specification charts in the
Specifications section.
1. Park the unloaded truck on a hard, level surface
and chock the wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
3. Position and secure oiling support blocks (2,
Figure 30-12) in place so the blocks are seated
between main frame (1) and rear axle housing
(3). A block should be used on both the left and
right sides of the truck.
4. Remove charging valve cap (1, Figure 30-11).
Turn swivel nut (small hex) (4) counterclockwise
three full turns to unseat the valve seal. Do not
turn valve body (large hex) (6). The charging
valve body has a bleeder groove in its mounting
threads, but for safety of all personnel, the valve
body must not be loosened until all nitrogen
pressure has been released from the
suspension.
30 Testing and adjusting CEN30004-00
960E-1 15
5. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, loosen
and remove the fill plug. The suspension should
have collapsed slowly as gas pressure was
released. The weight of the truck is now
supported by the support blocks.
NOTE: A plastic tube can be used to help bleed off
trapped air inside the piston.
6. Remove the vent plug, pressure sensor, and
charging valve (See Figure 30-13). Use one of
the open ports to fill the suspension with clean
Hydrair oil (with 6% friction modifier). Fill until
clean oil seaps from the open ports. Use drip
pans and clean all spillage from the outside of
the suspension. Allow the suspension to settle
for at least 15 minutes to clear any trapped
nitrogen and bubbles from the oil. Add more
suspension oil if necessary.
7. Install the vent plug and pressure sensor onto
the suspension.
8. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair II oil.
9. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 30-11) to 23 Nm
(17 ft lb).
FIGURE 30-13. OILING BLOCK INSTALLATION
1. Main Frame
2. Oiling Support Block
3. Rear Axle Housing
FIGURE 30-14. REAR SUSPENSION
1. Main Frame
2. Charging Valve
3. Rear Axle Housing
CEN30004-00 30 Testing and adjusting
16 960E-1
Rear suspension nitrogen charging
Lifting equipment must be of sufficient capacity
to lift the truck weight. Make sure that all
personnel are clear of lift area before lifting is
started. Clearances under the truck may be
suddenly reduced.
Make sure that the automatic apply circuit has
not applied the service brakes during truck
maintenance. If the front brakes are applied
during rear suspension charging, the axle cannot
pivot for frame raising/lowering, and the rear
suspension may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 30-11). Lubricate the O-ring with
clean Hydrair oil.
2. Tighten valve body (large hex) (6) to 23 Nm (17
ft lb). Swivel nut (small hex) (4) must be
unseated by turning it counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in
Hydrair II suspensions. Charging of these
components with oxygen or other gases may
result in an explosion which could cause
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the
specifications shown in the Specifications Chart
at the end of this section.
3. Install the Hydrair charging kit and a bottle of
pure dry nitrogen. Refer to "Installing the
charging kit".
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Table 3.
5. Slowly release gas until the suspensions match
the charging height listed in Table 3.
6. Close inlet valve (4, Figure 30-9). Leave outlet
valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
7. Make sure that both of the suspension cylinders
are extended the same distance ±10 mm (0.39
in.). If the difference in the extension from side
to side exceeds this amount, check the front
suspensions for equal extension. Adjust the
front suspensions as necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
8. Close outlet valves (3). Remove the charging kit
components. Refer to "Removing the charging
kit".
9. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
10. If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft lb), then loosen
and retighten the swivel nut to 15 Nm (11 ft lb).
Loosen the swivel nut again and retighten to 6
Nm (50 in lb). Install the valve cap finger-tight.
11. Install the protective guards over the charging
valves. Install the rubber covers over the piston
rods.
The rear suspensions are now ready for operation.
Visually check piston extension with the truck both
empty and loaded. Record the extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering response and suspension rebound should
also be noted.
30 Testing and adjusting CEN30004-00
960E-1 17
Suspension pressure test
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If
leakage occurs, the cause of the leakage must be
identified, and repaired before the suspension is
installed on the truck.
The entire suspension assembly must be placed
in a containment device that will keep the
suspension piston in the retracted position and
prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Make sure that the charging valve and all plugs
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.
4. Pressurize the suspension with air or nitrogen to
7 585 ±1 380 kPa (1,100 ±200 psi).
5. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
•Housing bearing/housing joint
•Piston/piston seal area
•Charging valve and plugs
6. After the test is complete, remove the assembly
from the water tank and release the air or
nitrogen pressure. Do not remove the charging
valve from the suspension.
7. Remove the suspension from the containment
device.
8. Coat any exposed, unpainted areas with rust
preventive grease.
9. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
18 960E-1
CEN30004-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30004-00
960E-1 1
CEN30005-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
VHMS and payload meter
VHMS and payload meter software...................................................................................................................... 3
VHMS controller initial setting procedure.............................................................................................................. 4
VHMS initialization check list...............................................................................................................................11
VHMS initialization form...................................................................................................................................... 13
Precautions for replacing VHMS controller......................................................................................................... 14
VHMS controller checkout procedure................................................................................................................. 19
Payload meter initial setting procedure............................................................................................................... 22
CEN30005-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30005-00
960E-1 3
VHMS and payload meter software
To work with the Vehicle Health Monitoring System
(VHMS), several special tools and software programs
are required. Refer to Tables 1 and 2 for detailed
information on VHMS software and tools.
NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
distributor for the latest software versions.
VHMS Tool Box Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing
automatically.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.
VHMS Setting Tool Installation
1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing
automatically, select the [Cancel] button to stop
the installation process.
2. Open My Computer.
3. Right-click on the CD drive and select Open.
4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
installing VHMS Setting Tool.
Installing the PDM software
Insert the CD. The Payload Data Manager (PDM)
software will begin installing automatically.
If this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
Table 1: VHMS Software
Part Number Name Description Source
Version 3.04.03.01
VHMS Technical
Analysis Tool Box
To maintain VHMS system Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool To initialize VHMS system Komatsu Distributor
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ 0575-5 PLM III PLM III Controller Software to work with VHMS Komatsu Distributor
Table 2: VHMS Tools
Name Description Source
Laptop PC
200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy disk drive
Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end
Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port
(If the laptop PC does not have an RS232 port,
this adaptor is required.)
Purchase Locally
CEN30005-00 30 Testing and adjusting
4 960E-1
VHMS controller initial setting procedure
When a new VHMS-equipped truck is being
assembled, there are several procedures to perform
in order to initialize the system. Following the
procedures will ensure a smooth initialization process
which should not take longer than an hour to
complete. To ensure the initialization process has
been completed properly, check off each item on the
list below as it is done. It is important to complete the
entire procedure at one time. Submitting a data
download with a date and SMR that does not match
the VHMS initialization form will not allow the system
to be initialized.
NOTE: The interface module must be fully
operational before initializing the VHMS controller.
The initialization procedure consists of the following:
VHMS controller setup procedure
VHMS snapshot procedure
VHMS download procedure
VHMS FTP upload procedure
VHMS initialization forms
VHMS controller setup procedure
VHMS Setting Tool software program
1. Start the VHMS Setting Tool software program.
There will be three choices to choose from.
• Use the [VHMS Setting] function to initialize a
truck or change a truck's settings.
• Use the [When VHMS needs to be replaced]
function when replacing a truck's VHMS
controller.
• Use the [Review setting information] function
when only needing to view a truck's settings.
Select operation
2. Select VHMS Setting, then click [Next].
30 Testing and adjusting CEN30005-00
960E-1 5
VHMS setting function
3. Select Set up & All clear if initializing a truck,
then click [Next].

Machine information setting(1)
4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Machine information setting(2)
5. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Date and time setting
6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the truck's
location uses Daylight Savings Time. Then click
[Next].
CEN30005-00 30 Testing and adjusting
6 960E-1
GCC setting
7. Choose the correct GCC code. The GCC code
tells trucks that are equipped with Orbcomm
which satellite ground station to use. Then click
[Next].
Setting summary
8. Verify that all the setting information is correct
and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will
close.
30 Testing and adjusting CEN30005-00
960E-1 7
VHMS snapshot procedure
A snapshot through VHMS records important data
about different systems on the truck. Take snapshots
on a periodic schedule and store them as part of the
truck history. These snapshots can then be compared
and trends can be analyzed to predict future repairs.
A single snapshot records truck data for 7.5 minutes.
NOTE: On AC drive trucks, a laptop PC should also
be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
1. Allow the truck to run until it is at normal
operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release it. The white data
store in progress LED should illuminate.
3. While the manual snapshot is being taken,
operate the truck.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump
position.
c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
d. Turn the steering wheel to full left, then full
right against the stops momentarily.
e. Travel forward to maximum speed and apply
the brakes hard.
f. Travel in reverse.
g. Perform a horsepower check using a laptop
PC connected to the GE drive system.
4. The white LED will begin flashing slowly after
five minutes has elapsed, then flash rapidly
during the last 30 seconds.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify that the VHMS controller
red LED display is off.
6. Use VHMS Technical Analysis Tool Box
program to download the snapshot data into a
laptop PC. Use the FTP feature to send the
download data to WebCARE.
CEN30005-00 30 Testing and adjusting
8 960E-1
VHMS download procedure
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the truck.
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red
LED display starts counting up.
4. Attach the VHMS serial cable to the truck's
VHMS port and the other end to the laptop PC’s
serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Password
and click the [OK] button.
7. Double-click on the [Download] icon.
8. Select the COM port in the Port No. drop-down
box and click the [Connection] button.
9. Verify that the date and time is correct for
current local date and time. Also verify that the
displayed service meter hours are equal to the
value entered previously.
10. If this is the first time this laptop PC has been
connected to the truck, you will need to
download its definition file by clicking the [OK]
button.
11. Verify that a manual snapshot (MFAO) has been
recorded. The display should show an item
named “Snapshot” with the code MFAO and text
“Manual Trigger”.
12. On the Download screen, click the [Select All]
button. All items will become checked.
13. Click the [Download] button. The download may
take one to ten minutes. Generally, if there are
several snapshots in the download items, the
download will take longer.
14. Click the [OK] button to complete the download.
15. Verify that the “Download Completed” message
is displayed. Click on [Exit].
16. Select the [Machine History] option from the list
on the left side of the screen.
17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
18. Exit any open windows on the laptop PC.
19. Verify that a full download has been taken. Refer
to Location of Downloaded Files on Computer
for more detailed instructions.
20. Disconnect the VHMS cable from the laptop PC
and from the truck.
21. Turn the key switch to OFF.
Location of downloaded files
When a download using VHMS Technical Analysis
Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
way so that they can be used by VHMS Technical
Analysis Tool Box at a later time. This structure is
created automatically when the computer is used to
perform the download from the VHMS controller. The
situation may arise where the files need to be sent to
someone, or someone gives these files to you.
1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
2. In the left frame, the computer's file structure will
be displayed. The right frame will show the
details for the folder that is highlighted in the left
frame.
3. In the left frame, navigate to the download files.
The basic path is as follows:
- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.
30 Testing and adjusting CEN30005-00
960E-1 9
The screenshot shows the location the VHMS
download files on a computer. The Check Number
folder is named in the format CHK000#. Each time a
download is taken, it is placed in one of these folders.
The first download will be in the CHK0001 folder. If a
second download is taken on the same day, will be in
the CHK0002 folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides VHMS download files through e-
mail or on a disk, the same folder organization must
be created in order to view them in VHMS Technical
Analysis Tool Box.
VHMS FTP upload procedure
After downloading, the VHMS data resides on the
laptop PC that performed the download. At this point,
it can be reviewed and analyzed using VHMS
Technical Analysis Tool Box on this laptop PC only. In
order to make this data available to others, it must be
sent to an online database named WebCARE. Once
the data has been uploaded via FTP to WebCARE, it
is accessible to anyone with an internet connection
and an ID and password.
VHMS Technical Analysis Tool Box is used to
perform the FTP upload. Perform an FTP upload as
soon as the person who performed the download can
obtain an internet connection. All downloads should
be uploaded to WebCARE.
1. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
2. Enter the appropriate user name and password
and click the [OK] button.
3. Double-click the [FTP] icon.
4. At the FTP Client Login window, enter the FTP
User ID and Password.
User ID =komatsu
Password =vhms
CEN30005-00 30 Testing and adjusting
10 960E-1
5. The target directory should be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.
d. Double-click the appropriate date folder to
drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files
window.
6. Some models will automatically create a
sending file during the download process.
Others need to have the sending file created at
this time. A sending file is just a compressed
version of all the other downloaded files. If there
is already a sending file in the Send File
window, you do not need to perform this step. If
there is not a sending file in the Send File
window, click the [Make Sending File] button.
NOTE: The compressed sending file will look similar
to this file name, and will always end with a “.K”.
P_930E_-_A30462_1105208857.K
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.
9. If the sending file was uploaded successfully,
the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Make sure that the laptop PC has an internet
connection.
10. Click the [OK] button, then the [Exit] button.
Close all other open windows.
VHMS initialization forms
Complete the initialization check list and initialization
forms found later in this section. Send the
initialization form to Komatsu.
Initialization is now complete.
30 Testing and adjusting CEN30005-00
960E-1 11
VHMS initialization check list
(Page 1 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Date of set-up (MM/DD/YY) / /
Distributor and
Branch
Person performing
initialization
Item
No.
To be checked when Check Item Results
Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
VHMS Serial Number
OrbComm Serial Number
2. Connect PC to VHMS controller Are they properly connected?
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“.
5. Initial setup of VHMS controller
Machine Information Setting(1)
Is Product Group correct? (Dump truck)
Is Machine Model correct? (ex. 930E)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time ±2 minutes of VHMS time.
Start Time (set to 0)
Interval (set to 1)
CEN30005-00 30 Testing and adjusting
12 960E-1
VHMS initialization check list (cont.)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item
No. To be checked when Check Item
Result
Yes No
11. With engine running, perform quick
PM with manual snapshot switch.
While recording data, the white LED should be
illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
VHMS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com
30 Testing and adjusting CEN30005-00
960E-1 13
VHMS initialization form
NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and “VHMS Initialization” in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check
List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”.
(Example: Subject: 930E-3SE-A30300-VHMS Initialization)
The completed forms can also be faxed to: (847) 522-8005.
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 +2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
VHMS Controller Part Number
VHMS Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
CEN30005-00 30 Testing and adjusting
14 960E-1
Precautions for replacing VHMS controller
Refer to the VHMS controller removal and installation
instructions to replace a VHMS controller. Follow the
steps below when using the VHMS Setting Tool
software to save the data and settings so they can be
transferred from the old controller to the new
controller.
1. Select the [When VHMS Needs To Be
Replaced] function.
2. Select the [Save current setting before
replacement of VHMS controller] function.
3. Click the [Save] button.
4. Click the [OK] button.
5. Replace the VHMS controller.
30 Testing and adjusting CEN30005-00
960E-1 15
6. Select the [Use previous setting after
replacement of VHMS controller] function.
7. Verify that the data showing is the data to be
loaded and then click the [Next] button.
8. If the correct data is not showing, click the
[Select File] button and choose the correct data.
Then click the [Next] button.
9. Enter the correct Time Zone, Date and Time
information. Check [DST (Summer Time)] if the
truck's location uses Daylight Savings Time.
Click the [Apply] button.
CEN30005-00 30 Testing and adjusting
16 960E-1
10. Click the [OK] button.
11. Click the [OK] button. The Setting Tool Program
will close.
Setting Date & Time, Satellite & Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
2. Select the [Set up only] function, then click the
[Next] button.
30 Testing and adjusting CEN30005-00
960E-1 17
3. After selecting one of the following choices,
click the [Next] button.
• Date & Time
• Satellite
• Payload Meter
a. Date & Time: Should be set to current date
and time. If not correct, set the correct Time
Zone, Date and Time to current time zone,
date and time. Select [DST Summer Time)] if
it applies. Click the [Apply] button.
b. Satellite: Select the correct country location
from the drop-down menu, then click the
[Apply] button to change the setting.
c. Payload Meter: Set Start Time to “0”, and
Interval to 1. Then click the [Apply] button to
save the setting.
CEN30005-00 30 Testing and adjusting
18 960E-1
Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
2. Review the settings for accuracy. If something is
not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.
3. Click the [Yes] button to close the Setting Tool
Program.
30 Testing and adjusting CEN30005-00
960E-1 19
VHMS controller checkout procedure
Necessary equipment
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
NOTE: Before performing this procedure, the
interface module must be fully functional and the
VHMS controller must be initialized and fully
functional.
Preliminary
1. Turn the key switch to the OFF position to stop
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to boot up. Watch the
red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display should start counting
up from 00 - 99 at a rate of ten numbers per
second.
4. Attach the VHMS serial cable to the truck's
VHMS diagnostic port (2, Figure 30-3) and the
other end to the laptop PC’s serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Password
and click the [OK] button.
7. Check for any active fault codes. If any are
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
FIGURE 30-1. VHMS CONTROLLER
1. VHMS Controller
2. LED Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. OrbComm Light
CEN30005-00 30 Testing and adjusting
20 960E-1
8. Start the VHMS Setting Tool program by clicking
on the icon on the laptop PC screen.
9. Select the [Review setting information] function
and then click the [Next] button.
10. Review the settings for accuracy.
• If everything is correct, click the [Exit] button. The
checkout procedure is complete.
• If a setting is not correct, click the [Back] button,
select the appropriate category and reset the
information to the correct settings. Then proceed
to the next step.
11. If any one of the following settings was changed,
a new VHMS initialization form must be filled out
and submitted to Komatsu America Service
Systems Support Team.
•VHMS controller replaced
•Engine or alternator replaced
•Adjusted time or time zone
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
13. E-mail or fax the completed VHMS initialization
form to Komatsu America Service Systems
Support Team.
Checkout procedure
1. Connect the serial cable from the PC to the
serial port of the VHMS controller.
2. Start the serial communications software (Tera
Term).
3. Setup the serial communications software by
selecting the appropriate serial COM port, and
baud rate equal to 19200.
4. After completing the setup, wait for 5 seconds
then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
while typing).
5. After VHMS has been typed, some text followed
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
VHMS has been established.
6. At the prompt, >, type "ver". Something similar
to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
>
30 Testing and adjusting CEN30005-00
960E-1 21
7. At the prompt type "dispvhmsinf". Information
similar to the following will be displayed:
>dispvhmsinf
---- MACHINE INFORMATION --------
PRODUCT GROUP: Dumptruck
MACHINE_MODEL: 930E-
MACHINE_SERIAL:
ENG_MODEL: QSK60
ENG_SERIAL_NO1:
ENG_SERIAL_NO2:
PRG_NO1: 12000100100
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the VHMS
controller.
8. The VHMS controller also has two red LED
lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
• OFF - No communication with the PLM III
controller. Troubleshoot and repair the
connection.
• ON - Communication with the PLM III controller
is good.
Light (11) OrbComm
• OFF - No communication with OrbComm
controller. Troubleshoot and repair the
connection.
• ON - Communication with OrbComm controller
is good.
• FLASHING - Satellite signal is established. This
may take as long as 15 minutes to occur.
CEN30005-00 30 Testing and adjusting
22 960E-1
Payload meter initial setting procedure
The payload meter must be configured for operation
when it is first installed on the truck. This process
requires a laptop computer with PDM software to
make the necessary settings.
Starting communications
1. Before connecting to the payload meter, select
"Change Program Options".
a. Confirm that the program has selected the
correct serial port. Most laptop computers
use Comm 1 for serial communications.
b. The units displayed for reports and graphs by
the PDM software can be set on this form.
Click “Done” to return to the main menu.
2. Connect the laptop computer to the payload
meter by using the communications harness.
The download connector is located on the DID
panel in the cab.
3. From the main menu, click the "Connect to
Payload Meter" button. The laptop computer will
try to connect to the payload meter and request
basic information from the system.
In the event of communications trouble, the lap-
top computer will try three times to connect
before "timing-out". This may take several sec-
onds.
Configure payload meter
The connection menu is displayed after a serial con-
nection has been established and the PDM software
has connected to the payload meter. The connection
screen displays basic system information to the user.
• Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
• Truck Number is an ID number assigned to the
truck by the mine.
• The Payload Meter Date / Time values come from
the payload meter at the moment of connection.
• Number of Haul Cycle Records is the number of
haul cycles records stored in memory and
available for download.
• Number of Active Alarms shows how many
alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
• Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
available for download.
• PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.
30 Testing and adjusting CEN30005-00
960E-1 23
There are also many configuration and download
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
Clicking the "Configure Payload Meter" button will
bring up the Truck Configuration screen and menu.
This screen displays the latest configuration informa-
tion stored on the payload meter.
When changes are made to the configuration, press
the "Save Changes" button to save the changes into
the payload meter. To confirm the changes, exit to the
main menu and re-connect to the payload meter.
Setting date and time
The time shown on the form is the time transmitted
from the payload when the connection was first
established.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
Setting truck type
1. From the Truck Configuration screen, use the
pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
CEN30005-00 30 Testing and adjusting
24 960E-1
Setting gauge units
The payload units shown on the instrument panel dis-
play can be displayed as metric ton, short tons or
long tons by using the Truck Configuration screen.
This selection also switches between metric (kg/cm
2
)
and psi (lbs/in
2
) for the live display of pressure on the
gauge.
Setting frame serial number
The frame serial number is located on the plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
Setting truck number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
ber for each truck using the payload meter system.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
Setting Komatsu distributor
This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the sys-
tem. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
Setting Komatsu customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
30 Testing and adjusting CEN30005-00
960E-1 25
Clean truck tare
The payload meter uses the clean truck tare value to
calculate carry-back load for each haul cycle. The
carry-back stored in the haul cycle record is the new
empty tare minus the clean truck tare.
Perform this procedure after the suspensions are ser-
viced or when significant changes are made to the
sprung weight of the truck. Before performing this
procedure, make sure that the suspensions are prop-
erly filled with oil and charged. It is critical to payload
measurement that the proper oil height and gas pres-
sure be used.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung
weight of the truck. This calculation continues while
the truck drives to the next loading site. Once the pro-
cedure is started, there is no reason to continue to
monitor the process with the laptop computer. The
truck does not need to be moving to start this proce-
dure.
1. Clean the debris from the truck.
2. Check that the suspensions are properly
serviced.
3. Connect the laptop computer to the payload
meter.
4. From the "Truck Configuration" screen, select
"Clean Truck Tare".
5. Follow the instructions on the screen.
Inclinometer calibration
The inclinometer calibration procedure is designed to
compensate for variations in the mounting attitude of
the inclinometer. The inclinometer input is critical to
the payload calculation.
This procedure should be performed on relatively flat
ground. Often the maintenance area is an ideal loca-
tion for this procedure.
1. Clean the debris from the truck.
2. Check that the suspensions are properly
serviced.
3. Connect the laptop computer to the payload
meter.
4. From the "Truck Configuration" screen, select
"Inclinometer".
5. With the truck stopped and the brake lock ON,
press the “Start” button. This instructs the pay-
load meter to sample the inclinometer once.
6. Turn the truck around. Drive the truck around
and park in the exact same spot as before, fac-
ing the other direction.
7. With the truck stopped and the brake lock ON,
press the “Start” button. This instructs the pay-
load meter to sample the inclinometer again.
The payload meter will average the two samples
to determine the average offset.
8. Follow the instructions on the screen.
26 960E-1
CEN30005-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30005-00
960E-1 1
CEN30006-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
Interface module (IM)
Interface module software..................................................................................................................................... 3
Interface module checkout procedures................................................................................................................. 5
CEN30006-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30006-00
960E-1 3
Interface module software
To work with the interface module (IM), several
special tools and software programs are required.
Refer to Table 1 and Table 2 for information on
software and tools.
NOTE: The data files, application code and
Flashburn software are only required if the interface
module is being replaced. Replacement interface
modules from Komatsu do not have any software
installed in them. Be aware that the software and
data files are updated periodically. Check with the
local Komatsu distributor for the latest software
versions.
Flashburn program installation
The Flashburn program is used to install the
application code into the interface module controller.
1. Save the file EJ 3055-2.exe to local drive on a
laptop PC.
2. Double click on the “EJ 3055-2.exe” file to
extract the files to a directory (such as C:\temp).
3. Inside that directory, double click on “Setup.exe”
to install the Flashburn program.
4. Follow the on screen prompts to install the
program.
Table 1: Interface Module Software
Part Number Name Description Source
1.1.0.0 Install.exe
(or higher)
Interface Module
Realtime Data Monitor
Software Version
1.1.0.0 Install.exe
Use to watch inputs and outputs in the
interface module
Komatsu distributor
EJ 3055-2.exe Flashburn program
To install application code in interface
module
Komatsu distributor
EM7282-0.KMS Application code Application code for interface module Komatsu distributor
Table 2: Interface Module Tools
Name Description Source
Laptop computer
200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Purchase locally
Serial cable (RS232 port)
Male DB9 connector at one end
Female DB9 connector at other end
Purchase locally
Adaptor
USB port to RS232 serial port
(If the laptop computer does not have an RS232 port,
this adaptor is required.)
Purchase locally
CEN30006-00 30 Testing and adjusting
4 960E-1
Interface module application code installation
The application code is truck specific software that is
installed into the interface module. Application code
is installed using the Flashburn program.
1. Using a laptop computer, save the application
code files to a folder on a local hard drive (such
as C:\temp).
2. Double-click on the correct application code file
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as
C:\temp).
3. Using a serial cable, connect the laptop PC to
the IM-Diag connector located near the
interface module.
4. Start the Flashburn program.
5. Select [Download Application to Product].
6. Make sure that the power to the interface
module is off. Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the “EM7282-0” file. Then click [Next].
Flashburn will now install the application code into
the interface module.
Interface module realtime data monitor software
installation
The interface module realtime data monitor software
is used to display the data going into and out of the
interface module.
To install:
1. Copy the file onto the hard drive of the laptop
computer.
2. Double-click on the file and follow the screen
prompts to install the software.
To use:
1. Start the Interface Module Realtime Data Moni-
tor program.
2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.
30 Testing and adjusting CEN30006-00
960E-1 5
Interface module checkout procedures
If a new truck with VHMS is being assembled, or a
new VHMS system has just been installed, refer
to Tesing and adjusting section VHMS and
payload meter for instructions regarding the
VHMS Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary equipment
• System schematic
• Laptop PC
• Interface Module Realtime Data Monitor software
• Serial cable (RS232)
• J umper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor
• 3/8 in. nut driver
NOTE: The interface module must already have the
application code installed.
FIGURE 30-1. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
CEN30006-00 30 Testing and adjusting
6 960E-1
Preliminary
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify that the
red LED display starts counting up.
4. Attach the VHMS serial cable to VHMS
diagnostic port (2, Figure 30-2), and the other
end to the serial port on the laptop computer.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the computer's desktop.
6. Enter the appropriate User Name and Password
and click the [OK] button.
7. Check for fault codes associated with the
interface module.
a. Perform a VHMS download with the VHMS
Technical Analysis Toolbox program. Refer to
VHMS Download for detailed instructions on
performing a download.
b. In the download data, view the fault history
and confirm that there are no fault codes
associated with the interface module. If any
are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between the
PLM III controller, engine controller, interface
module, drive system controller or the Orb-
comm controller. If any are found, these cir-
cuits should be analyzed to determine the
cause of the fault and repaired.
8. Attach the VHMS serial cable to the machine's
IM diagnostic port (1, Figure 30-2), and the
other end to the serial port on the laptop
computer.
9. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank
window. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
10. Click on [Select Serial Port] in the menu bar.
Select the correct communication port. It will
usually be Com1.
11. Click on [Start/Stop] in the menu bar and select
Start.
12. The program should display data as shown in
Figure 30-3 and Figure 30-4.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.
FIGURE 30-2. DIAGNOSTIC PORTS
1. IM Diagnostic Port 2. VHMS Diagnostic Port
30 Testing and adjusting CEN30006-00
960E-1 7
Check digital inputs to the interface module
1. Hydraulic Tank Level (IM2-K) - Short wire 34L to
ground at TB43-F momentarily and confirm
state change (one to zero).
2. No Propel / Retard (IM2-n) - Short wire 75-6P to
ground at TB26-C momentarily and confirm
state change (one to zero).
3. Reduced Retard (IM2-r) - Short wire 76LR to
ground at TB28-D momentarily and confirm
state change (one to zero).
4. Propel System Temp Caution (IM3-A) - Short
wire 34TW to ground at TB26-B momentarily
and confirm state change (one to zero).
5. Low Steering Precharge (IM2-W) - Short wire
51A1 to ground at TB28-B momentarily and
confirm state change (one to zero).
6. Pump Filter Switches (IM2-Y) - Short wire 39 to
ground at TB43-C momentarily and confirm
state change (one to zero).
7. No Propel (IM2-p) - Short wire 75NP to ground
at TB25-P momentarily and confirm state
change (one to zero).
8. Propel System Caution (IM2-t) - Short wire 79W
to ground at TB26-D momentarily and confirm
state change (one to zero).
9. Reduced Propel System (IM3-B) - Short wire
72LP to ground at TB25-W momentarily and
confirm state change (one to zero).
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
CEN30006-00 30 Testing and adjusting
8 960E-1
10. Parking Brake Released (IM2-M) - Short wire
73S to ground at TB26-W momentarily and
confirm state change (zero to one).
11. Parking Brake Request (IM3-V) - Short the
engine oil pressure switch wire circuit 36 on
TB26-L to ground. Move shift lever from Neutral
to Park and confirm state change (one to zero).
Remove the ground from TB26-L.
12. GE Batt +(IM3-M) - Confirm that this is a one.
13. Starter Motor 1 Energized (IM3-R) - Disconnect
wire 11SM1 from cranking motor to TB29-K at
TB29-K. Momentarily short TB29-K to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
14. Starter Motor 2 Energized (IM3-S) - Disconnect
wire 11SM2 from cranking motor to TB29-G at
TB29-G. Momentarily short TB29-G to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
15. Crank Sense (IM3-U) - Open the start battery
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32-
M to 24V and confirm state change (zero to
one). After removing 24V short from TB32-M,
close the start battery disconnect switch.
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
30 Testing and adjusting CEN30006-00
960E-1 9
16. Selector Switch (Park) (IM3-T) - Place shifter
into Park position and confirm 1 state, then
shift into Neutral and confirm 0 state. Return
shifter to park position.
17. Selector Switch (FNR) (IM2-N) - Place shifter
into Park position and confirm 0 state, then
shift into Neutral, Forward and Reverse and
confirm 1 state for each position. Return shifter
to Park position.
18. Steering Bleed Down Pressure Switch (IM2-Z) -
Disconnect the steering bleed down pressure
switch (circuit 33J A) and confirm state change
(zero to one). Reconnect the switch.
19. Brake Lock Switch Power Supply (IM3-L) - Use
GE’s wPTU software to turn on FWD True
output signal. Confirm state change (zero to
one). Leave FWD True output signal on until
completion of the next step.
20. Brake Lock (IM2-i) - Actuate brake lock switch
and confirm state change (zero to one). Turn off
FWD True output signal. Confirm input state
remains at one. Turn off brake lock switch.
Confirm input state returns to zero.
21. Service Brake Set Switch (IM3-C) - Short wire
44R at TB26-X to 24V momentarily and confirm
state change (zero to one).
22. Timed Engine Shutdown (IM3-F) - Disconnect
wire 21ISL from the engine ECM at TB36-W
(leave wire 21ISL to IM connected at TB36-W).
Momentarily short TB36-W to 24V and confirm
state change (one to zero). Reconnect
disconnected wire.
23. Secondary Engine Shutdown Switch (IM3-E) -
Actuate the secondary engine shutdown switch
and confirm state change (zero to one).
24. Key Switch (IM3-G) - Confirm state remains
one.
25. Mode Switch 1 (IM3-H) - Actuate "left arrow"
LCD screen navigation switch and confirm state
change (one to zero).
26. Mode Switch 2 (IM3-J ) - Actuate "OK" LCD
screen navigation switch and confirm state
change (one to zero).
27. Mode Switch 3 (IM3-K) - Actuate "down arrow"
LCD screen navigation switch and confirm state
change (one to zero).
28. Mode Switch 4 (IM2-q) - Actuate "up arrow" LCD
screen navigation switch and confirm state
change (one to zero).
29. Crank Request (IM2-j) - Open the starter
disconnect switch so there is no battery voltage
to the cranking motors. Momentarily turn the key
switch to START and confirm state change (zero
to one).
30. Parking Brake Set (IM2-f) - Momentarily
disconnect the parking brake pressure switch
(circuit 33) and confirm state change (zero to
one).
31. Circuit Breaker Tripped (IM2-g) - Short wire
31CB to ground at TB26-T momentarily and
confirm state change (one to zero).
32. Shapshot In Progress (IM2-L) - Actuate the data
store switch and confirm state change (one to
zero).
33. Low Steering Pressure Switch 1 (IM2-S) - Short
wire 33F to ground at TB27-M momentarily and
confirm state change (one to zero).
34. Brake Accumulator Pressure Switch (IM2-U) -
Short wire 33BP to ground at TB30-H
momentarily and confirm state change (one to
zero).
35. Brake Lock Degradation Switch (IM2-V) - Short
wire 33T to ground at TB27-J momentarily and
confirm state change (one to zero).
36. Key Switch, Direct (IM2-P) - Confirm state is
one. Turn the key switch OFF for one second,
then turn it back to ON. Confirm state changes
to zero then back to one.
37. Propel System At Rest/Not Ready (IM2-c) -
Short wire 72NR to ground at TB26-A
momentarily and confirm state change (one to
zero).
38. Link Voltage (IM2-b) - Short wire 75LE to ground
at TB25-X momentarily and confirm state
change (one to zero).
39. Auto Lube Level (IM3-W) - Short wire 68LS to
ground at TB32-X momentarily and confirm
state change (one to zero).
40. Auto Lube Solenoid Sense (IM3-X) - Disconnect
wire 68 to the IM at TB28-K. Momentarily short
the wire to ground and confirm state change
(one to zero). Reconnect disconnected wire.
41. Auto Lube Pressure Switch (IM3-Y) - Short wire
68P to ground at TB38-P momentarily and
confirm state change (one to zero).
CEN30006-00 30 Testing and adjusting
10 960E-1
Check analog inputs to the interface module
NOTE: Instead of using a resister in place of a sensor
for verifying pressure readings, a calibrated pressure
gauge can be installed in the hydraulic circuit to
compare system pressures with the pressures
displayed in the Interface Module Realtime Data
Monitor program.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-g, h) - Use GE DID to
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID
+/- 2 kph.
2. Steering Pressure [kPa] (IM3-d) - Disconnect
steering pressure sensor (circuit 33SP) and
confirm fault A204, Steering Pressure Sensor
Low, is active. Reconnect sensor.
3. Ambient Air Temp [°C] (IM3-e) - Confirm
reported temperature matches ambient
temperature within 3 °C.
4. Fuel Level [%] (IM3-g) - Confirm reported %
level matches actual fuel level in tank +/- 5%.
5. DC Converter [V] (IM3-h) - Confirm reported
voltage is 13.5 +/- 0.5 V. (24V battery voltage
must be greater that 18 volts).
6. Brake Pressure [kPa] (IM3-p) - Disconnect
service brake pressure sensor located in brake
cabinet (circuit 33BPS) and confirm fault A205,
Brake Pressure Sensor Low, is active.
Reconnect sensor.
7. Right Rear Brake Oil Temp [°C] (IM3-m) -
Disconnect right rear brake oil temperature
sensor (circuit 34BT4) and confirm fault A167,
Hydraulic Oil Temp - Right Rear Sensor Low, is
active. Reconnect sensor.
8. Left Rear Brake Oil Temp [°C] (IM3-i) -
Disconnect left rear brake oil temperature
sensor (circuit 34BT3) and confirm fault A166,
Hydraulic Oil Temp - Left Rear Sensor Low, is
active. Reconnect sensor.
9. Right Front Brake Oil Temp [°C] (IM3-r) -
Disconnect right front brake oil temperature
sensor (circuit 34BT2) and confirm fault A169,
Hydraulic Oil Temp - Right Front Sensor Low, is
active. Reconnect sensor.
10. Left Front Brake Oil Temp [°C] (IM3-t) -
Disconnect left front brake oil temperature
sensor (circuit 34BT1) and confirm fault A168,
Hydraulic Oil Temp - Left Front Sensor Low, is
active. Reconnect sensor.
11. Hoist Pressure 2 [kPa] (IM3-q) - Short wire
33HP2 to ground at TB41-G momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
12. Hoist Pressure 1 [kPa] (IM3-S) - Short wire
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
13. Battery Voltage 24V [V] (IMint) - Confirm
reported voltage is +/- 1 volt of actual measured
battery voltage.
Check serial interfaces to the interface module
1. Disconnect and isolate all circuits 90MMT at
TB33-B and confirm that fault A276 becomes
active after ten seconds.
2. Reconnect all circuits 90MMT at TB33-B and
confirm that fault A276 clears.
3. Confirm that faults A184, A237, A257, and A276
are not active.
30 Testing and adjusting CEN30006-00
960E-1 11
Check outputs from the interface module
NOTE: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
allow the IM to completely shutdown. Confirm that the
IM has shutdown by verifying that the green LED on
the IM controller has stopped flashing. While
performing the following IM output checks, ensure
that no output short circuit fault codes are reported by
the IM Realtime Data Monitor software.
1. Parking Brake Solenoid (IM1-E), Brake Auto
Apply (IM1-R) - Short the engine oil pressure
switch wire (circuit 36) to ground on TB26-L.
a. Turn the key switch ON and shift into NEU-
TRAL. Confirm that parking brake solenoid is
energized by verifying that coil is magne-
tized.
b. Use the DID panel to set the truck speed to a
speed above 1 kph. Shift into PARK. Confirm
that the parking brake solenoid remains
energized.
c. Reduce the truck speed to 0 kph. Confirm
that the auto apply solenoid energizes. After
one second, confirm that the parking brake
solenoid de-energizes. After another 0.5 sec-
ond, confirm that the auto apply solenoid de-
energizes.
d. Remove the ground from TB26-L.
2. Brake Cooling 1 (IM1-L) - Confirm voltage on
circuit 33ES1 at TB35-B is approximately 0
volts.
3. Brake Cooling 2 (IM1-X) - Confirm voltage on
circuit 33ES2 at TB35-C is approximately 0
volts.
4. Brake Cooling 1 (IM1-L) - Place a 316 ohm
resistor with a range of 300 to 332 ohms
between circuit 5VIM on TB31-K and 34BT3 on
TB31-H. Confirm voltage on circuit 33ES1 at
TB35-B is approximately battery volts.
5. Brake Cooling 2 (IM1-X) - Confirm voltage on
circuit 33ES2 at TB35-C is approximately
battery volts. Remove the resistor between
circuits 5VIM and 34BT3.
6. Start Enable (IM1-B) - Disconnect wire 21PL
from the engine prelube timer.
a. Shift into PARK and confirm that circuit 21A
on TB25-D is 24 volts while cranking the
engine.
b. Shift into NEUTRAL and confirm that circuit
21A on TB25-D is 0 volts while cranking the
engine.
c. Reconnect circuit 21PL to the prelube timer.
7. IM On Signal (IM1-K) - Turn the key switch ON
and confirm that the voltage on circuit 110NS
TB36-X is approximately 0 volts.
8. Red Warning Light (IM1-G), Sonalert (IM1-M) -
Disconnect the IM from the CAN/RPC network
by unplugging the T-connection to the network.
Confirm the following on the dash panel, then
reconnect the IM to the network:
a. All status panel indicators flash on/off.
b. The red warning light flashes on/off.
c. Two separate audible alarms sound on/off.
d. A "loss of communications" message is dis-
played.
e. The needles of all gauges are moving
through their entire range of motion.
9. Steering Bleed Down Solenoid (IM1-P) -
Confirm that the steering bleed down solenoid is
de-energized. Turn the key switch OFF and
confirm that the steering bleed down solenoid is
energized by verifying that coil is magnetized.
12 960E-1
CEN30006-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30006-00
960E-1 1
CEN30007-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
30 Testing and adjusting
Cab air conditioning
General information.............................................................................................................................................. 3
Service tools and equipment................................................................................................................................. 4
Detecting leaks ..................................................................................................................................................... 7
System performance test...................................................................................................................................... 8
Checking system oil .............................................................................................................................................. 9
System flushing................................................................................................................................................... 10
Installing the manifold gauge set .........................................................................................................................11
Recovering and recycling refrigerant.................................................................................................................. 12
Evacuating the air conditioning system............................................................................................................... 14
Charging the air conditioning system.................................................................................................................. 15
A/C drive belt checkout procedure...................................................................................................................... 16
CEN30007-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30007-00
960E-1 3
General information
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and quantity
in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed
condition to change. The following warnings are
provided here to alert service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type of refrigerant only in order to prevent cross
contamination.
Trucks operating in cold weather climates must
continue to keep the A/C system charged during
cold weather months. Keeping the system
charged helps prevent moisture intrusion into
system oil and desiccants.
Never leave A/C components, hoses, oil, etc,
exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system
components open to the atmosphere will allow
moisture to invade the system, resulting in
component and system failures.
To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers.
Keep all connections, caps, and plugs clean.
Federal regulations prohibit venting R-12 and R-
134a refrigerant into the atmosphere. An SAE and
UL approved recovery/recycle station must be
used to recover refrigerant from the A/C system.
Refrigerant is stored in a container on the unit for
recycling, reclaiming, or transporting. In addition,
technicians servicing A/C systems must be
certified they have been properly trained to
service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
• Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
• A drop of the liquid refrigerant on your skin
will produce frostbite. Wear gloves and use
extreme caution when handling refrigerant.
• If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
• Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that refrigerant
is heavier than air and will fall to low-lying
areas.
• When exposed to flames or sparks, the
components of refrigerant change and
become deadly phosgene gas. This poison
gas will damage the respiratory system if
inhaled. NEVER smoke in an area where
refrigerant is used or stored.
• Never direct a steam cleaning hose or torch in
direct contact with components in the air
conditioning system. Localized heat can raise
the pressure to a dangerous level.
• Do not heat or store refrigerant containers
above 49 °C (120 °F).
• Do not flush or pressure test the A/C system
using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
pressurized. Shop air supplies also contain
moisture and other contaminants that could
damage system components.
CEN30007-00 30 Testing and adjusting
4 960E-1
Service tools and equipment
Recovery/recycle station
Whenever refrigerant must be removed from the
system, a dual purpose station (Figure 30-1)
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station
separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be “reclaimed”
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant; it is used to recover the refrigerant
from an A/C system prior to servicing.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle station
to each type of refrigerant processing to avoid
equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
Test equipment is available to confirm whether the
refrigerant in the system is actually the type intended
for the system and has not been contaminated by a
mixture of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic
principals of operation remain the same for all
machines, even if the details of operation differ
somewhat.
Leak detector
The electronic leak detector (Figure 30-2) is very
accurate and safe. It is a small hand-held device with
a flexible probe used to seek refrigerant leaks. A
buzzer, alarm or light will announce the presence of
even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure that the leak detector being
used applies to the refrigerant in the system.
FIGURE 30-1. RECOVERY/RECYCLE STATION
FIGURE 30-2. TYPICAL ELECTRONIC LEAK
DETECTOR
30 Testing and adjusting CEN30007-00
960E-1 5
Manifold gauge set
A typical manifold gauge set (Figure 30-3) has two
screw type hand valves to control access to the
system, two gauges and three hoses. The gauges
are used to read system pressure or vacuum. The
manifold and hoses are for access to the inside of an
air conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 305 mm (12 in.) of the
hose end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device within
305 mm (12 in.) of the hose end. These special
hoses and fittings are designed to minimize
refrigerant loss and to preclude putting the wrong
refrigerant in a system.
NOTE: When hose replacement becomes necessary,
the new hoses must be marked “SAE J2916 R-134a”.
Functions of the manifold gauge set are included in
many of the commercially available recovery or
recovery/recycle stations.
The low pressure gauge registers both vacuum and
pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 1035 kPa (150 psi).
Never open the hand valve to the high side when
the air conditioning system is operating. High
side pressure, if allowed, may rupture charging
containers and potentially cause personal injury.
The high pressure gauge is used to measure
pressure only on the discharge side of the
compressor. The scale is calibrated to 3450 kPa (500
psi).
FIGURE 30-3. MANIFOLD GAUGE SET
CEN30007-00 30 Testing and adjusting
6 960E-1
Service valves
Because an air conditioning system is a sealed
system, two service valves are provided on the
compressor to enable diagnostic tests, system
charging or evacuation. Connecting the applicable
hoses from the manifold gauge set to the compressor
service valves enables each of these to be readily
performed.
New and unique service hose fittings (Figure 30-4)
have been specified for R-134a systems. Their
purpose is to avoid accidental cross-mixing of
refrigerants and lubricants with R-12 based systems.
The service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
Vacuum pump
The vacuum pump (Figure 30-5) is used to
completely evacuate all of the refrigerant, air, and
moisture from the system by deliberately lowering the
pressure within the system to the point where water
turns to a vapor (boils) and together with all air and
refrigerant is withdrawn (pumped) from the system.
1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
Connection
FIGURE 30-4. R-134a SERVICE VALVE
FIGURE 30-5. VACUUM PUMP
30 Testing and adjusting CEN30007-00
960E-1 7
Detecting leaks
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the
system is operated and lubricant wets the seal, the
leak may stop. Such leaks can often be located
visually or by feeling with your fingers around the
shaft for traces of oil. The R-134a itself is invisible,
odorless, and leaves no trace when it leaks, but has a
great affinity for refrigerant oil.
A second common place for leaks is the nylon and
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear
indication of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the
manifold gauge set to the system and charge at least
1.6 kg (3.5 lbs) of refrigerant into the system.
Use extreme caution when leak testing a system
while the engine is running. In its natural state,
refrigerant is a harmless, colorless gas. But when
combined with an open flame, it will generate
toxic fumes (phosgene gas) which can cause
serious injuries or death.
Several methods are available for detecting
refrigerant leaks.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
• An electronic leak detector (see Figure 30-2) can
be used to detect leaks. As the test probe is
moved into an area where traces of refrigerant
are present, a visual or audible announcement
indicates a leak. Audible units usually change
tone or speed as intensity changes.
• Tracer dyes are available that can be added to
the system as refrigerant is added. The system is
then operated to thoroughly circulate the dye. As
refrigerant escapes, it leaves a trace of the dye at
the point of leakage, which is then detected using
an ultraviolet light (“black light”), revealing a
bright fluorescent glow.
• Soap and water can be mixed together and
applied to system components. Bubbles will
appear to pinpoint the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor
oil level and fill to specifications.
CEN30007-00 30 Testing and adjusting
8 960E-1
System performance test
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Place a fan in front of the condenser to simulate
normal ram air flow and allow the system to
stabilize.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient
temperature.
5. Set the air conditioning system at maximum
cooling and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the
high side. All should be warm or hot to the
touch. Check the inlet and outlet of receiver-
drier for even temperatures. If outlet is cooler
than inlet, a restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under most normal
conditions, these items can be extremely hot.
8. Feel the hoses and components on the low
side. They should be cool to the touch. Check
the connections near the expansion valve. The
inlet side should be warm and the outlet side
should be cold.
9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
readings. Compare the readings to the
specifications in Table 2.
NOTE: Pressures may be slightly higher in very
humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
clutch engagement.
10. Check the cab vents for cool air. Outlet air
temperature should be approximately 16 - 22 °C
(30 - 40 °F) below ambient air temperature.
11. If pressures and temperatures are not within the
specified ranges, the system is not operating
properly. Refer to Troubleshooting section Cab
air conditioning for tips on diagnosing poor
system performance.
Table 2: NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21 °C (70 °F) 820 - 1 300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27 °C (80 °F) 950 - 1 450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32 °C (90 °F) 1 175 - 1 650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38 °C (100 °F) 1 300 - 1 850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43 °C (110 °F) 1 450 - 2 075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference only. Weight is the only absolute means of determining
proper refrigerant charge.
30 Testing and adjusting CEN30007-00
960E-1 9
Checking system oil
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (PC2212) is the oil that is furnished
in the system on Komatsu trucks.
• Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
• PAG oil removed from new or old components
must not be retained for re-use. It must be stored
in a marked container and properly sealed. PAG
oil is an environmental pollutant and must be
properly disposed of after use.
• PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
It is critical to keep the correct amount of
lubricant in the air conditioning system at all
times. Failure to do so could result in damage to
the compressor.
Damage to the compressor can be a result from
not only a lack of oil, but also too much oil. A lack
of oil will cause excess friction and wear on
moving parts. Excessive oil can result in
“ slugging” the compressor. This condition
occurs when the compressor attempts to
compress liquid oil as opposed to vaporized
refrigerant. Since liquid cannot be compressed,
damage to internal parts results.

The receiver-drier and accumulator must be
replaced each time the system is opened.
1. Remove the compressor from the truck. With
the compressor positioned horizontally, remove
the drain plug and capture the oil in a clear
graduated container. Rock the compressor back
and forth and rotate the shaft to facilitate oil
removal.
Under no circumstances should the A/C
compressor be stood upright onto the clutch
assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If
particles are found, further investigation and
service are necessary to determine the source.
After repair, the system will need to be flushed.
Refer to "Evacuating the air conditioning
system". If no particles are found, proceed to
the next step.
3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
install the drain plug. It is important to only add
the specified amount to ensure optimal system
performance. Too much oil will result in a
reduction in cooling. Too little oil will result in
compressor failure.
4. Determine the correct amount of additional oil to
add to the system by using the Replacing Oil
table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver drier
were replaced, then add 120 ml (4 oz.) of PAG oil to
the inlet side of the receiver-drier or to the
accumulator. If the evaporator was also replaced at
this time, then add 150 ml (5 oz.) of PAG oil to the
inlet side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.
CEN30007-00 30 Testing and adjusting
10 960E-1

When installing a new compressor, the
compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance. Also, a new receiver-drier
and accumulator must be installed and oil must
be added to either one of these components.
5. Connect all hoses and components in the
system. Lubricate O-rings with clean mineral oil
before assembly.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil could corrode fittings when used
externally.
6. Evacuate the system. Refer to "Evacuating the
air conditioning system".
System flushing
If any contaminants are found in system hoses,
components or oil, the entire system must be flushed.
Major components such as the compressor are
extremely susceptible to foreign particles and must
be replaced. If contaminated, the evaporator and
condenser must also be replaced. The evaporator
and condenser are multi-pass units, and they can not
be properly cleaned by flushing.
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
1. Remove the compressor, receiver-drier,
expansion valve, and accumulator.
2. Inspect all other components such as the
condenser, evaporator, hoses and fittings. If any
of these items are damaged or highly
contaminated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
4. After flushing, blow out the system with dry shop
air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
foreign contamination, it may be reinstalled back
into the system. If contamination is still present,
replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
7. Add oil to the system as outlined in Table 1.
Table 1: Replacing system oil
Component Oil to add
Condenser 60-90 ml (2-3 ounces)
Evaporator 30 ml (1 ounce)
Receiver-Drier 60 ml (2 ounces)
Accumulator 60 ml (2 ounces)
Compressor 207 ml (7 ounces)
Expansion valve Not necessary
Hoses
Drain and measure the
amount removed.
30 Testing and adjusting CEN30007-00
960E-1 11
Installing the manifold gauge set
Before attempting to service the air conditioning
system, a visual inspection of both the engine and air
conditioning system components is recommended.
Particular attention should be given to the belts,
hoses, tubing and all attaching hardware as well as
the radiator cap, fan clutch, and thermostat. Inspect
both the condenser and the radiator for any
obstructions or potential contamination. Minimize all
the possibilities for error or malfunction of
components in the air conditioning system.
Shut off the engine. DO NOT attempt to connect
service equipment when the engine is running.
1. Make sure that all valves on the manifold are
closed all the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service
fittings and remove their protective caps.
4. Connect the two service hoses from the
manifold to the correct service valves on the
compressor and accumulator as shown in
Figure 30-6 (high side to compressor discharge
valve and low side to accumulator). Do not open
the service valves at this time.
This gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the
connections are the same. The procedures
performed next will vary depending what type of
equipment is being used. If a recovery/recycling
station is being used, complete servicing can be
accomplished. Using only a set of gauges will limit
the servicing to only adding refrigerant or observing
pressures.
Purging air from the service hoses
The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing.
Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when
connected to recovery or recycle equipment. With the
center hose connected to the recovery station,
service hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed.
Activating the vacuum pump will now pull any air or
moisture out of the center hose. This will require only
a few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure the
hose is purged. It is now safe to open the other
manifold valves.
FIGURE 30-6. SERVICE HOSE HOOK-UP
CEN30007-00 30 Testing and adjusting
12 960E-1
Recovering and recycling refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J 2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been
processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile. The
reclaiming equipment used for this process is
expensive, and therefore, not common among
normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed
refrigerant when charging a system. Failure to
adhere to this recommendation may result in
premature wear or damage to air conditioning
system components and poor cooling
performance.
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much
refrigerant is charged into the system, the system will
operate at higher pressures and, in some cases, may
damage system components. Exceeding the
specified refrigerant charge will not provide better
cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight of 3.4 kg (7.4 lb).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is
operating with the proper charge and providing
optimum cooling. Using the sight glass to determine
the charge is not an accurate method.
An unclear sight glass on R-134a systems can
indicate that the system may be low on
refrigerant. However, the sight glass should not
be used as a gauge for charging the system.
Charging the system must be done with a scale
to ensure the proper amount of refrigerant has
been added.
Two basic, readily available containers are used to
store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk
canisters (Figure 30-7). Always read the container
label to verify the contents are correct for the system
being serviced. Note the containers for R-134a are
painted light blue.
FIGURE 30-7. R-134a CONTAINERS
1. 14 kg (30 lb) Canister 2. 28 kg (60 lb) Canister
30 Testing and adjusting CEN30007-00
960E-1 13
Draining oil from previous recovery cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve
marked “oil drain” on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
6. When the pressure reaches 34-69 kPa (5-10
psi), open the “oil drain” valve, collect the oil in
an appropriate container, and dispose of
container as indicated by local, state or federal
regulation. The oil is not reusable due to
contaminants that were absorbed during use.
Recovery cycle
1. Ensure that the equipment being used is
designed for the refrigerant you intend to
recover.
2. Observe the sight glass oil level. Having been
drained, it should be at zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shutoff valves are closed before
connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment according to the manufacturer's
instructions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 kPa (0 psi) and does not drop
steadily into the vacuum range, close the
manifold valves and check the system pressure.
If it rises to 0 psi and stops, there is a major
leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
pressure should not rise above 0 kPa (0 psi). If
the pressure continues to rise, restart and begin
the recovery sequence again. This cycle should
continue until the system is void of refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a “RECOVERED” (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
Recycling procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
the equipment manufacturer's instructions for this
procedure.
CEN30007-00 30 Testing and adjusting
14 960E-1
Evacuating the air conditioning system
Evacuating the complete air conditioning system is
required for all new system installations, when repairs
are made on systems requiring a component
replacement (system opened), or when a major loss
of refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air
conditioning system effectively vaporizes any
moisture, allowing the water vapor to be easily drawn
out by the pump. The pump does this by reducing the
point at which water boils (100 °C, 212 °F at sea level
with 14.7 psi). In a vacuum, water will boil at a lower
temperature depending upon how much of a vacuum
is created.
As an example, if the ambient air outside the truck is
24 °C (75 °F) at sea level, by creating a vacuum in
the system so that the pressure is below that of the
outside air (in this case, at least 749.3 mm (29.5 in.)
of vacuum is needed), the boiling point of water will
be lowered to 22 °C (72 °F). Thus any moisture in the
system will vaporize and be drawn out by the pump if
the pump is run for approximately an hour. The
following steps indicate the proper procedure for
evacuating all moisture from the heavy duty air
conditioning systems.
Do not attempt to use the air conditioning
compressor as a vacuum pump or the
compressor will be damaged.
NOTE: Refer to Table 3 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the
center hose to the inlet fitting of the vacuum
pump as shown in Figure 30-8. Then open both
hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
outlet. Turn on the pump and watch the low side
gauge. The pump should pull the system into a
vacuum. If not, the system has a leak. Find the
source of the leak, repair, and attempt to
evacuate the system again.
3. Allow the vacuum pump to run for at least 45
minutes.
4. Shut off the vacuum pump and observe the
gauges. The system should hold the vacuum
within 5 cm Hg (2 in. Hg) of the optimal vacuum
for five minutes. If the vacuum does not hold,
moisture may still be present in the system.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the
system. Find the source of the leak, repair, and
evacuate the system again.
NOTE: In some cases, 45 minutes of evacuation may
not be sufficient to vaporize all of the moisture and
draw it out of the system. If it has been verified that
no system leaks exist and gauge readings increase
after 45 minutes, extend the evacuation time to
ensure total moisture removal.
FIGURE 30-8. VACUUM PUMP HOOKUP
30 Testing and adjusting CEN30007-00
960E-1 15
Charging the air conditioning system
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus
making it very easy to charge the correct amount
every time. If equipment such as this is not available,
a common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the
system until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
2. Check the system for leaks. Refer to "Detecting
leaks".
3. If no leaks are found, verify that the system’s
cooling capacity meets requirements. Refer to
"System performance test".
Table 3: ALTITUDE VACUUM VARIATIONS
Altitude Above
Sea Level
Optimal Vacuum
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.)
305 m (1,000 ft) 73.5 cm Hg. (28.92 in. Hg.)
610 m (2,000 ft) 70.7 cm Hg. (27.82 in. Hg.)
914 m (3,000 ft) 68.1 cm Hg. (26.82 in. Hg.)
1 219 m (4,000 ft) 65.6 cm Hg. (25.82 in. Hg.)
1 524 m (5,000 ft) 63.3 cm Hg. (24.92) in. Hg.
1 829 m (6,000 ft) 60.8 cm Hg. (23.92 in. Hg.)
2 134 m (7,000 ft) 58.5 cm Hg. (23.02 in. Hg.)
2 438 m (8,000 ft) 56.4 cm Hg. (22.22 in. Hg.)
2 743 m (9,000 ft) 54.2 cm Hg. (21.32 In. Hg.)
NOTE: The chart indicates the expected gauge
readings at altitude to obtain the optimal vacuum.
CEN30007-00 30 Testing and adjusting
16 960E-1
A/C drive belt checkout procedure
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 30-11. If
misalignment of the pulleys exceeds 3 mm (0.13
in.), the position of the compressor must be
adjusted.
Belt tension check
NOTE: This procedure has been written for use with
belt tension tool (XA3379), shown in Figure 30-9.
Other tension tools may differ in functionality.
2. Refer to Figure 30-12 for the proper distance
from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.
4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
outer face of the belt and apply pressure, as
shown in Figure 30-10. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the force
used to deflect the belt. The belt must deflect
5.3 mm (0.21 in.) under a force of 1.6 ±0.1 kgf
(3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 30-9. BELT TENSION TOOL - XA3379
FIGURE 30-10. DEFLECTION MEASUREMENT
30 Testing and adjusting CEN30007-00
960E-1 17
a
FIGURE 30-11. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
FIGURE 30-12. BELT TENSION DIMENSIONS
346 mm (13.63 in.)
18 960E-1
CEN30007-00 30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30007-00
960E-1 1
CEN40001-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
40 Troubleshooting
Fault code table and fuse locations
Fault code table .................................................................................................................................................... 3
Fuse and circuit breaker locations ........................................................................................................................ 8
CEN40001-00 40 Troubleshooting
2 960E-1
NOTES
40 Troubleshooting CEN40001-00
960E-1 3
Fault code table
Fault
code
Description
Operator
action
Reference section
A001 Left front suspension pressure sensor signal high None
Troubleshooting by
fault code, Part 1
CEN40003-00
A002 Left front suspension pressure sensor signal low None
A003 Right front suspension pressure sensor signal high None
A004 Right front suspension pressure sensor signal low None
A005 Left rear suspension pressure sensor signal high None
A006 Left rear suspension pressure sensor signal low None
A007 Right rear suspension pressure sensor signal high None
A008 Right rear suspension pressure sensor signal low None
A009 Incline sensor signal high None
A010 Incline sensor signal low None
A011 PLM speed sensor signal has failed None
A013 Body up switch has failed None
A014 PLM checksum computation has failed None
A016 Payload meter write to flash memory has failed None
A017 Payload meter memory flash memory read has failed None
A018 Right rear flat suspension cylinder warning None
A019 Left rear flat suspension cylinder warning None
A022 Carryback load excessive None
A100 An open circuit breaker has been detected on a relay board Stop; Park
A101 High pressure detected across an hydraulic pump filter Go to shop
A105
Fuel level sensor shorted to ground, indicating a false high
fuel level
Go to shop
A107 GE has generated a propel system caution Speed limited
A108 GE has generated a propel system temperature caution None
A109 GE has generated a propel system reduced level signal Speed limited
A111 Low steering pressure warning Stop; Park
A115 Low steering precharge pressure detected Stop; Park
A117 Low brake accumulator pressure warning Stop; Park
A118 Brake pressure is low while in brake lock Park
A123 GE has generated a reduced retarding caution Slow downhill
A124 GE has generated a no propel / no retard warning Stop; Park
A125 GE has generated a no propel warning Stop; Park
A126 Oil level in the hydraulic tank is low Stop; Park
A127 IM-furnished +5 volt output for sensors is low Go to shop
A128 IM-furnished +5 volt output for sensors is low None
A139 Low fuel warning Refuel
CEN40001-00 40 Troubleshooting
4 960E-1
A145
Hydraulic temperature sensors cause advance of engine
rpm to advance level 1 for cooling of hydraulic oil
None
Troubleshooting by
fault code, Part 2
CEN40004-00
A146
Hydraulic temperature sensors cause advance of engine
rpm to advance level 12 for cooling of hydraulic oil
None
A152 Starter failure None
A153 Battery voltage is low with the truck in operation Stop; Park
A154 Battery charging voltage is excessive Stop; Park
A155 Battery charging voltage is low Go to shop
A158
Fuel level sensor is open or shorted high, indicating a false
low fuel level
Go to shop
A166 Left rear hydraulic oil temperature sensor signal low None
A167 Right rear hydraulic oil temperature sensor signal low None
A168 Left front hydraulic oil temperature sensor signal low None
A169 Left front hydraulic oil temperature sensor signal low None
A170 Left rear hydraulic oil temperature sensor signal high None
A171 Right rear hydraulic oil temperature sensor signal high None
A172 Left front hydraulic oil temperature sensor signal high None
A173 Left front hydraulic oil temperature sensor signal high None
A184 J 1939 data link is not connected Stop; Park
A190 Auto lube control has detected an incomplete lube cycle None
A194 Left front hydraulic oil temperature is high
Stop; Park;
Engine ON
A195 Right front hydraulic oil temperature is high
Stop; Park;
Engine ON
A196 Left rear hydraulic oil temperature is high
Stop; Park;
Engine ON
A197 Right rear hydraulic oil temperature is high
Stop; Park;
Engine ON
A198 Hoist pressure 1 sensor is high None
A199 Hoist pressure 2 sensor is high None
A200 Steering pressure sensor is high None
A201 Brake pressure sensor is high None
A202 Hoist pressure 1 sensor is low None
A203 Hoist pressure 2 sensor is low None
A204 Steering pressure sensor is low None
A205 Brake pressure sensor is low None
A206 Ambient temperature sensor is high None
A207 Ambient temperature sensor is low None
Fault
code
Description
Operator
action
Reference section
40 Troubleshooting CEN40001-00
960E-1 5
A212 Bad truck speed signal Go to shop
Troubleshooting by
fault code, Part 3
CEN40005-00
A213
Parking brake should have applied but is detected as not
having applied
Secure truck
A214
Parking brake should have released but is detected as not
having released
Stop; Park
A215 Brake auto apply valve circuit is defective Go to shop
A216
An open or short to ground has been detected in the
parking brake command valve circuit
Stop; Park
A223
Excessive engine cranking has occurred or a jump start has
been attempted
Retry in
2 minutes
A230 Parking brake has been requested while truck still moving Move shifter
A231
The body is up while traveling or with selector in forward or
neutral
Lower body
A235 Steering accumulator is in the process of being bled down
Stop; Park;
Do not steer
A236
The steering accumulator has not properly bled down after
90 seconds
Stop; Park;
Do not steer
A237 The CAN/RPC connection to the display is open Stop; Park
A240 The key switch input to the interface module is open Stop; Park
A242 Fuel gauge within the Actia display panel is defective None
A243
Engine coolant temperature gauge within the Actia display
panel is defective
Go to shop
A244
Drive system temperature gauge within the Actia display
panel is defective
Go to shop
A245
Hydraulic oil temperature gauge within the Actia display
panel is defective
Go to shop
A246 Payload meter reports truck overload Speed limited
A247 Low steering pressure warning Stop; Park
A248 Status module within the Actia display panel is defective Go to shop
A249
Red warning lamp within the Actia display (driven by IM) is
shorted
Go to shop
A250 Battery voltage is low with the truck parked
Charge
battery
A251
Sonalert used with the Actia display (driven by IM) is open
or shorted to ground
Go to shop
A252
Start enable output circuit is either open or shorted to
ground
None
A253 Steering bleed circuit is not open while running None
A256 Red warning lamp in the Actia display (driven by IM) is open Go to shop
A257 Payload CAN/RPC is not connected None
A258
Steering accumulator bleed pressure switch circuit is
defective
Go to shop
Fault
code
Description
Operator
action
Reference section
CEN40001-00 40 Troubleshooting
6 960E-1
A260 Parking brake failure Secure truck
Troubleshooting by
fault code, Part 4
CEN40006-00
A261 Low brake accumulator pressure warning Stop; Park
A262 Steering bleed valve circuit open during shutdown Go to shop
A263 Steering bleed valve circuit shorted to ground None
A264 Parking brake relay circuit is defective None
A265 Service brake failure Stop; Park
A266
Selector lever was not in park while attempting to crank
engine
Move shifter
to park
A267 Parking brake was not set while attempting to crank engine
Move shifter
to park
A268 Secondary engine shutdown while cranking
Do not shut
down
A270 Brake lock switch power supply is not on when required Go to shop
A271 Shifter not in gear
Move shifter
into gear
A272 Brake lock switch power supply is not off when required Go to shop
A273
A fault has been detected in the hoist or steering pump filter
pressure switch circuit
None
A274 A brake setting fault has been detected Secure truck
A275
A starter has been detected as engaged without a cranking
attempt
Stop; Park
A276 The drive system data link is not connected None
A277 Parking brake applied while loading
Move shifter
to neutral
A278 Service brake applied while loading
Release
service brake
A279 Low steering pressure switch is defective Stop; Park
A280 Steering accumulator bleed down switch is defective Go to shop
A281 Brake lock degrade switch is defective Go to shop
A282
The number of excessive cranking counts and jump starts
without the engine running has reached 7
Stop; Park
A283
An engine shutdown delay was aborted because the
parking brake was not set
None
A284
An engine shutdown delay was aborted because the
secondary shutdown switch was operated
None
A285
The parking brake was not set when the key switch was
turned off
Move shifter
to park
A286 A fault was detected in the shutdown delay relay circuit None
A292
The shutdown delay relay has remained on after the latched
key switch circuit is off
None
Fault
code
Description
Operator
action
Reference section
40 Troubleshooting CEN40001-00
960E-1 7
A303 Shifter is defective Stop; Park
Troubleshooting by
fault code, Part 5
CEN40007-00
A304 Auto lube grease level fault None
A305 Auto lube circuit is defective None
A307 Both GE inverters are disabled Stop; Park
A309 No brakes applied when expected Apply brake
A310 Low fuel warning Refuel
A311 Brake lock switch is on when it should not be
Turn brake
lock OFF
A312
DCDC converter 12 volt circuit sensing is producing low
readings
None
A313
DCDC converter 12 volt circuit sensing is producing high
readings
None
A314 DCDC converter 12 volt circuit is high None
A315 DCDC converter 12 volt circuit is low None
A316
Starter engagement has been attempted with engine
running
Do not crank
A317
Operation of brake auto apply valve without a detected
response
Go to shop
A318 Unexpected power loss to interface module None
A328 Drive system not powered up Stop; Park
A350 Overload on output 1B None
A351 Overload on output 1E Go to shop
A352 Overload on output 1H None
A353 Overload on output 1J None
A354 Overload on output 1K None
A355 Overload on output 1L None
A356 Overload on output 1M Go to shop
A357 Overload on output 1N None
A358 Overload on output 1P Go to shop
A359 Overload on output 1R Go to shop
A360 Overload on output 1S None
A361 Overload on output 1T None
A362 Overload on output 1U None
A363 Overload on output 1X None
A364 Overload on output 1Y None
A365 Overload on output 1Z None
Fault
code
Description
Operator
action
Reference section
CEN40001-00 40 Troubleshooting
8 960E-1
Fuse and circuit breaker locations
The following fuses are located in four fuse blocks in the auxiliary control cabinet.
FIGURE 32-1. FUSE BLOCKS
FUSE BLOCK #1
Location Amps Devices protected Circuit
1 15 A/C, Heater Blower Motor 12H
2 10 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Switch 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID Module and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Auxiliary Control Cabinet Dome Lights 712A
13 10 Radio (Entertainment) 65
14 20 Radio (Communication) 12VREG
17 15 Timed Engine Shutdown 11GP
18 15 Payload Meter Module 39J
19 5 Payload Meter Module 39G
40 Troubleshooting CEN40001-00
960E-1 9
FUSE BLOCK #2
Location Amps Devices protected Circuit
1 15 Engine Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights, Rotating Beacon 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers Power 85
6 20 Modular Mining Hub 11M
7 15 Display Module 11DISP
8 10 Interface Module Power 2 11IM2
9 15 Reserve Oil System Pump 11ORS
10 15 Reserve Oil System Control Module 11RCNT
11 20 Hydraulic Bleed Down Power 11BD
12 10 Engine Load Module Power 11EM
13 10 Key Switch Power 11KS
17 20 Engine ECM Power 11E1
18 20 Engine ECM Power 11E2
19 20 Engine ECM Power 11E3
20 20 Engine ECM Power 11E4
FUSE BLOCK #3
Location Amps Devices protected Circuit
1 15 Cab Drive System 71P
2 10 Auto Lube Pump Power 68ES
3 15 Interface Module (GE Power) 71IM
4 20 Operator Seat Power 71OS
17 10 12V Auxiliary Power Outlets 67C
18 20 R.H. Cab Window Switch 67R
19 20 L.H. Cab Window Switch 67P
CEN40001-00 40 Troubleshooting
10 960E-1
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking
motor.
FUSE BLOCK #4
Location Amps Devices protected Circuit
1 10 Brake Circuits 71BC
2 5 Payload Meter Controller 712PL
3 5 Interface Module 87
4 10 VHMS Controller 71VHM
5 5 Modular Mining Hub 712MM
6 5 Display Module 86
7 15 Hydraulic Bleed Down Power 71BD
8 10 Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Gauge Voltage 15V
18 5 Pedal Voltage 15PV
19 5 Engine Interface 15VL
FUSE HOLDERS
Location Amps Devices protected Circuit
FH #1 1 Left Rear Wheel Speed Sensor 15LRW
FH #2 1 Right Rear Wheel Speed Sensor 15RRW
FH #3 1 Left Front Wheel Speed Sensor 15SLW
FH #4 1 Right Front Wheel Speed Sensor 15SRW
Location Amps Devices protected Circuit
Fusable link 150 each Cranking Motors 11ST
40 Troubleshooting CEN40001-00
960E-1 11
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control
cabinet.
The following circuit breaker is located in the battery disconnect box.
Location Amps Devices protected Circuit
RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB14 12.5 Turn Signal Flasher 11Z
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB11 12.5 Backup Lights and Horn 79A
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 5 Parking Brake Failure Relay 439E
RB4 - CB21 12.5 Service Lights, Forward Horn 11A
RB4 - CB22 5 Engine Control Power 23D
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D
Location Amps Devices protected Circuit
Battery Box -
CB60
50 24V to 12V Converter 11BS
CEN40001-00 40 Troubleshooting
12 960E-1
960E-1 Dump truck
Form No. CEN40001-00
960E-1 1
CEN40002-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
40 Troubleshooting
AC drive system fault codes
DID panel fault code tables................................................................................................................................... 3
CEN40002-00 40 Troubleshooting
2 960E-1
NOTES
40 Troubleshooting CEN40002-00
960E-1 3
DID panel fault code tables
The tables on the following pages list the possible
fault codes which may be displayed on the DID panel
when accessed. Table 1 defines the restrictions to
operation of the propulsion and retarding systems
when a particular fault occurs. The fault codes listed
in the tables are applicable to release version 21
software.
• Fault codes numbered 000 through 099 are
applicable to the propulsion system controller
(PSC). See Table 2.
• Fault codes numbered 100 through 199 are
applicable to Inverter 1. Fault codes numbered
200 through 299 are applicable to Inverter 2. See
Table 3.
• Fault codes numbered 600 through 699 are
applicable to the truck control interface (TCI). See
Table 4.
Table 1: Operational restrictions
Restriction Definition
No Power
NO RETARD (red) light
illuminates.
No retarding allowed.
No propulsion allowed.
No power on the link.
No Propel
NO PROPEL (red) light
illuminates.
No propulsion allowed.
Retarding allowed.
Link power allowed.
Speed Limit
PROPEL SYSTEM
CAUTION<170>(amber) light
illuminates.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16
KPH).
INV1 Disable
Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable
Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/
RP1
Raises engine speed to account
for a possible stuck RP contactor.
Closes RP1.
SYS Event
No restrictions. Event is for
information purposes only.
CEN40002-00 40 Troubleshooting
4 960E-1
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage <1000 V, detection threshold is 166 mA
For voltage >=1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
No Propel Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT
No power
Alternator field current exceeds limit.
:01 normal Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
None Incorrect input from retard lever :01 voltage too high
:02 voltage too low
012 RETARD PEDAL BAD
None Incorrect input from retard pedal :01 voltage too high
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts
40 Troubleshooting CEN40002-00
960E-1 5
014 ANALOG SENSOR FAULT
Speed limit Incorrect input from a sensor
:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147)
No power
Problem has occurred in the system CPU card.
:01 task_1
Failed to initialize
:02 task_2
:03 task_3
:04 task_4
:05 task_5
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173)
No power
System CPU cannot communicate with analog I/O card.
:01 analog card no response Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
6 960E-1
021 TCI COMM. FAULT
No propel
PSC received no serial data from TCI over period of
time.
:01 Message missing
:02 Bad tick
:03 Bad CRC
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT
No power
No serial data received from TCI and truck is stopped
for 10 seconds.
023 TERTIARY OVERCURRENT
No propel
Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT
No power
Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT
No power
Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect
blower speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR
No power
A panel connector B, C, or D is not properly connected.
:01 CNFB
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
Speed limit
:01 GFR failed to open GFR command/ feedback don't agree.
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
Speed limit &
engine speed/
RP1
RP command/ feedback don't agree.
:01 RP1
:02 RP2
:03 RP3
033 RETARD CIRCUIT Speed limit &
engine speed/
RP1
035 ESS INPUT Speed limit Engine speed sensor is out of range.
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 7
036 GY19 GRID BLOWER FAILURE
No power A grid blower has failed.
:01 blower 1 stall
:02 blower 2 stall
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
Speed limit
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE
No propel
Selector switch moved to FORWARD or REVERSE
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT
Speed limit
Open circuit in a chopper
:01 chopper 1 Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT
Speed limit &
engine speed
Failure during chopper self test. Link voltage decayed
too quickly when AFSE command set low, prior to
starting test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR
INV1 disable
Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
brake released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR
INV2 disable
Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
brake released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
053 TACH LEFT FRONT
SYS Event
Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
054 TACH RIGHT FRONT
SYS Event
Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
055 FRONT WHEEL TACHS SYS Event
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
8 960E-1
056 INVERTER SW VERSION
SYS Event
Incorrect version of Inverter Software is installed.
:01 Inverter #1
:02 Inverter #2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
SYS Event
Engine load out of range. :01 below minimum
:02 above maximum
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK
Speed limit
An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
Temperature is out of range.
:05 left stator temp
:06 left rotor temp
:07 right stator temp
:08 right rotor temp
:09 chopper IGBT temp
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
INV1 Disable :01 No communication Inverter #1
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
INV2 Disable :01 No communication Inverter #2
:02 Inverter #2 customer option bit
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 9
076 FB173 CARD
No power
FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure
Sys Event
A failure in the inverter background communication was
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING
SYS Event
A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND
SYS Event
Engine speed feedback does not match commanded
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A “limp mode” request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
10 960E-1
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
100/200 INVERTER CPU CARD (FB172)
INV1 (INV2) off
:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
INV1 (INV2) off
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.
40 Troubleshooting CEN40002-00
960E-1 11
102/202 INV I/O CARD (FB172)
INV1 (INV2) off
:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
None
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
12 960E-1
103/203 INV I/O CARD (NR)
None
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
INV1 (INV2) off
:01 fo ps low Fiber optic power supply monitor
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
INV1 (INV2) off
:01 P5V not ok +5 volt not in tolerance
:02 P15V not ok +15 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:06 P24V not ok +24 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
INV1 (INV2) off :01 DC pwr conn open DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
SYS Event
INV1 (INV2) off
:01 gate dr ps off No power to gate drive power supply or it failed
:02
gate dr ps off S
No power to gate drive power supply or it failed with
enable/DC volts
:03
multiple IGBT not off S
Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 13
113/213 INVERTER, GENERAL
INV1 (INV2) off
:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
14 960E-1
113/213 INVERTER, GENERAL
INV1 (INV2) off
:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
None
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 15
119/219 INVERTER, PHASE A-
INV1 (INV2) off
:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
None
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
INV1 (INV2) off
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off :01 V sensor phase A Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
INV1 (INV2) off
:01 alarm B Phase B IGBT did not turn off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
INV1 (INV2) off
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.
127/227 INVERTER, PHASE B+
None
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
16 960E-1
128/228 INVERTER, PHASE B-
INV1 (INV2) off
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
None
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
INV1 (INV2) off
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off :01 V sensor phase B Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
135/235 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 17
136/236 INVERTER, PHASE C+
None
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
INV1 (INV2) off
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
None
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off :01 V sensor phase C Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
INV1 (INV2) off
:01 tach1 rate hi Tach 1 high rate of change
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
144/244 INVERTER, TACH 1 (NR)
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None :01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
146/246 INVERTER, TACH 2 (NR)
None
:01 tach2 one channel Tach 2 single channel operation
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
CEN40002-00 40 Troubleshooting
18 960E-1
148/248 INVERTER, CHOPPER 1 (NR)
None
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
None
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None :01 rotor temp hi Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off
Table 3: DID panel fault codes
(received from inverters 1 and 2)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 19
Table 4: DID panel fault codes
(received from TCI)
Fault
code
Description Restriction Cause of fault
601 TCI FB144 CPU CARD
No propel
TCI CPU card problem
:01 10ms task failed to init
:02 20ms task failed to init
:03 50ms task failed to init
:04 100ms task failed to init
:05 200ms task failed to init
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT
No propel
Internal TCI self-test detected a digital I/O card
problem.
603 FB160 ANALOG I/O CARD FAULT
No propel
Internal TCI self-test detected an analog I/O card
problem.
604 PSC FAULT
Speed limit Lost RS422 communication with PSC.
:01 missing message
:02 bad tick
:03 bad CRC
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
605 AUX BLOWER COMM. FAULT None
Lost RS422 communication with auxiliary blower
controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT
None
Front wheel speed input out of range
:01 left front wheel speed Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
Speed limit Signal is outside the design range of valid values. :01 A2D gnd
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR FAILURE
SYS Event
Signal is outside the design range of valid values.
:01 Battery Separate Failure
:02 crank batt >cntrl batt
Voltage difference greater than 3V
:03 cntrl batt >crank batt
616 DIRECTION MISMATCH
No propel
Simultaneous FORWARD and REVERSE commands
were received.
CEN40002-00 40 Troubleshooting
20 960E-1
617 ENGINE START REQUEST DENIED
SYS Event
:01 engine warn while cranking Engine warning occurs after engine crank command is
given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED
No propel
Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING
No propel
Engine shutdown switch is activated while truck is
moving.
622 PARK BRAKE FAULT
No propel
Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID
SYS Event
Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION
Speed Limit
Full payload and body up signal are received at the
same time.
625 Extended Battery Reconnect Time
None
Excessive time since battery separate and battery
reconnection
628 CONNECTED BATTERY VOLTS
SYS Event
One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL
SYS Event
Barometric pressure signal is outside operational limits.
:01 low Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE
Speed Limit
Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE
SYS Event
Ambient temperature signal is outside operational
limits.
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.
Table 4: DID panel fault codes
(received from TCI)
Fault
code
Description Restriction Cause of fault
40 Troubleshooting CEN40002-00
960E-1 21
633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER
SYS Event
An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase
controller powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING
SYS Event
Engine start request signal occured while engine RPM
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.
Table 4: DID panel fault codes
(received from TCI)
Fault
code
Description Restriction Cause of fault
22 960E-1
CEN40002-00 40 Troubleshooting
960E-1 Dump truck
Form No. CEN40002-00
960E-1 1
CEN40003-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 1
Fault Code A001: Left front suspension pressure sensor signal high................................................................... 3
Fault Code A002: Left front suspension pressure sensor signal low.................................................................... 4
Fault Code A003: Right front suspension pressure sensor signal high................................................................ 5
Fault Code A004: Right front suspension pressure sensor signal low.................................................................. 6
Fault Code A005: Left rear suspension pressure sensor signal high ................................................................... 7
Fault Code A006: Left rear suspension pressure sensor signal low..................................................................... 8
Fault Code A007: Right rear suspension pressure sensor signal high................................................................. 9
Fault Code A008: Right rear suspension pressure sensor signal low................................................................ 10
Fault Code A009: Incline sensor signal high........................................................................................................11
Fault Code A010: Incline sensor signal low........................................................................................................ 12
Fault Code A011: Payload meter speed sensor signal has failed....................................................................... 13
Fault Code A013: Body up switch has failed...................................................................................................... 14
Fault Code A014: Payload meter checksum computation has failed.................................................................. 15
Fault Code A016: Payload meter write to flash memory has failed.................................................................... 16
Fault Code A017: Payload meter flash memory read has failed......................................................................... 17
Fault Code A018: Right rear flat suspension cylinder warning........................................................................... 18
CEN40003-00 40 Troubleshooting
2 960E-1
Fault Code A019: Left rear flat suspension cylinder warning.............................................................................. 20
Fault Code A022: Carryback load excessive...................................................................................................... 22
Fault Code A100: An open circuit breaker has been detected on a relay board................................................. 25
Fault Code A101: High pressure detected across an hydraulic pump filter........................................................ 26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ................................... 28
Fault Code A107: GE has generated a propel system caution........................................................................... 29
Fault Code A108: GE has generated a propel system temperature caution....................................................... 30
Fault Code A109: GE has generated a propel system reduced level signal....................................................... 31
Fault Code A111: Low steering pressure warning............................................................................................... 32
Fault Code A115: Low steering precharge pressure detected............................................................................ 34
Fault Code A117: Low brake accumulator pressure warning.............................................................................. 36
Fault Code A118: Brake pressure is low while in brake lock............................................................................... 38
Fault Code A123: GE has generated a reduced retarding caution..................................................................... 40
Fault Code A124: GE has generated a no propel / no retard warning................................................................ 41
Fault Code A125: GE has generated a no propel warning................................................................................. 42
Fault Code A126: Oil level in the hydraulic tank is low....................................................................................... 43
Fault Code A127: IM-furnished +5 volt output for sensors is low........................................................................ 44
Fault Code A128: IM-furnished +5 volt output for sensors is high...................................................................... 46
Fault Code A139: Low fuel warning.................................................................................................................... 48
40 Troubleshooting CEN40003-00
960E-1 3
Fault Code A001: Left front suspension pressure sensor signal high
Related circuit diagram
Operator Action None
Fault Code A001
Description Left front suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM LF PRESS SENS HI
Display Fault Code: A001
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Front Pressure
Sensor (PLM3 36,39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A002
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
+18V
LF PRESSURE
CEN40003-00 40 Troubleshooting
4 960E-1
Fault Code A002: Left front suspension pressure sensor signal low
Related circuit diagram
Operator Action None
Fault Code A002
Description Left front suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM LF PRESS SENS LO
Display Fault Code: A002
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Front Pressure
Sensor (PLM3 36,39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A001
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
+18V
LF PRESSURE
40 Troubleshooting CEN40003-00
960E-1 5
Fault Code A003: Right front suspension pressure sensor signal high
Related circuit diagram
Operator Action None
Fault Code A003
Description Right front suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM RF PRESS SENS HI
Display Fault Code: A003
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Right Front Pressure
Sensor (PLM3 36,20)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A004
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
+18V
RF PRESSURE
6 960E-1
CEN40003-00 40 Troubleshooting
Fault Code A004: Right front suspension pressure sensor signal low
Related circuit diagram
Operator Action None
Fault Code A004
Description Right front suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM RF PRESS SENS LO
Display Fault Code: A004
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Right Front Pressure
Sensor (PLM3 36,20)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A003
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
+18V
RF PRESSURE
40 Troubleshooting CEN40003-00
960E-1 7
Fault Code A005: Left rear suspension pressure sensor signal high
Related circuit diagram
Operator Action None
Fault Code A005
Description Left rear suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM LR PRESS SENS HI
Display Fault Code: A005
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Rear Pressure
Sensor (PLM3 36,30)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A006
LEFT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
LR PRESSURE
CEN40003-00 40 Troubleshooting
8 960E-1
Fault Code A006: Left rear suspension pressure sensor signal low
Related circuit diagram
Operator Action None
Fault Code A006
Description Left rear suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM LR PRESS SENS LO
Display Fault Code: A006
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Rear Pressure
Sensor (PLM3 36,30)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A005
LEFT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
LR PRESSURE
40 Troubleshooting CEN40003-00
960E-1 9
Fault Code A007: Right rear suspension pressure sensor signal high
Related circuit diagram
Operator Action None
Fault Code A007
Description Right rear suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM RR PRESS SENS HI
Display Fault Code: A007
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Right Rear Pressure
Sensor (PLM3 36,40)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A008
RIGHT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
RR PRESSURE
CEN40003-00 40 Troubleshooting
10 960E-1
Fault Code A008: Right rear suspension pressure sensor signal low
Related circuit diagram
Operator Action None
Fault Code A008
Description Right rear suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM RR PRESS SENS LO
Display Fault Code: A008
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Right Rear Pressure
Sensor (PLM3 36,40)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A007
RIGHT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
RR PRESSURE
40 Troubleshooting CEN40003-00
960E-1 11
Fault Code A009: Incline sensor signal high
Related circuit diagram
Operator Action None
Fault Code A009
Description Incline sensor signal high.
Fault Conditions Sets if incline signal is out of range high (sensor voltage less than 0.565 volts).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: INCLINE SENSOR HIGH
Display Fault Code: A009
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A010
INCLINOMETER
INCLINE SIGNAL
INCLINE GROUND
+18V
CEN40003-00 40 Troubleshooting
12 960E-1
Fault Code A010: Incline sensor signal low
Related circuit diagram
Operator Action None
Fault Code A010
Description Incline sensor signal low.
Fault Conditions Sets if incline signal is out of range low (sensor voltage greater than 5.08 volts).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: INCLINE SENSOR LOW
Display Fault Code: A010
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A009
INCLINOMETER
INCLINE SIGNAL
INCLINE GROUND
+18V
40 Troubleshooting CEN40003-00
960E-1 13
Fault Code A011: Payload meter speed sensor signal has failed
Related circuit diagram
None.
Operator Action None
Fault Code A011
Description Payload meter speed sensor signal has failed.
Fault Conditions Sets when PLM declares a speed sensor fault.
Resets when PLM resets the speed sensor fault.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: PLM TRK SPD SENSOR
Display Fault Code: A011
Resulting Problem(s) Payload and haul cycle data is bad.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is produced by PLM in response to a problem in the generation of truck speed by GE. The primary
correction is to correct the problem at the source. No other faults are available.
Parameter Expected State and/or Related Fault(s)
CEN40003-00 40 Troubleshooting
14 960E-1
Fault Code A013: Body up switch has failed
Related circuit diagram
Operator Action None
Fault Code A013
Description Body up switch has failed.
Fault Conditions The switch no longer responds to payload cycles.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: BODY UP SWITCH FAIL
Display Fault Code: A013
Resulting Problem(s) Payload and haul cycle data is bad.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary corrective measure for this fault is to change / correct the body up switch and wiring to PLM. No
other faults are available to troubleshoot this problem.
Parameter Expected State and/or Related Fault(s)
Body Up Switch Input
(PLM 18)
0: Body is up
1: Body is down
BODY UP
BODY UP SWITCH
(SHOWN WITH BODY UP)
40 Troubleshooting CEN40003-00
960E-1 15
Fault Code A014: Payload meter checksum computation has failed
Related circuit diagram
None.
Operator Action None
Fault Code A014
Description Payload meter checksum computation has failed.
Fault Conditions PLM reports a checksum failure.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: PLM CHECKSUM FAIL
Display Fault Code: A014
Resulting Problem(s) Payload and haul cycle data is bad.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is totally contained within the payload meter.
Parameter Expected State and/or Related Fault(s)
Payload Meter
CEN40003-00 40 Troubleshooting
16 960E-1
Fault Code A016: Payload meter write to flash memory has failed
Related circuit diagram
None.
Operator Action None
Fault Code A016
Description A payload meter write to flash memory has failed.
Fault Conditions Payload meter reports a failure in write to flash memory.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: PLM FLASH MEM WRITE
Display Fault Code: A016
Resulting Problem(s) Payload and haul cycle data is bad.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is totally contained within the payload meter.
Parameter Expected State and/or Related Fault(s)
Payload Meter
40 Troubleshooting CEN40003-00
960E-1 17
Fault Code A017: Payload meter flash memory read has failed
Related circuit diagram
None.
Operator Action None
Fault Code A017
Description A payload meter flash memory read has failed.
Fault Conditions Payload meter reports a failure of flash memory read.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: PLM FLASH MEM READ
Display Fault Code: A017
Resulting Problem(s) Payload and haul cycle data is bad.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is totally contained within the payload meter.
Parameter Expected State and/or Related Fault(s)
Payload Meter
CEN40003-00 40 Troubleshooting
18 960E-1
Fault Code A018: Right rear flat suspension cylinder warning
Operator Action None
Fault Code A018
Description Right rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat right rear suspension cylinder.
Resets if conditions clears.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: RR FLAT SUSP CYL FLT
Display Fault Code: A018
Resulting Problem(s) Potential damage to suspension and frame.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is
to recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Right Rear Pressure
Sensor (PLM3 36, 40)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A007, A008
Left Rear Pressure
Sensor (PLM3 36, 30)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A005, A006
Left Front Pressure
Sensor (PLM3 36, 39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A001, A002
Right Front Pressure
Sensor (PLM3 36, 20)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A003, A004
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A009, A010
40 Troubleshooting CEN40003-00
960E-1 19
Related circuit diagram
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
CEN40003-00 40 Troubleshooting
20 960E-1
Fault Code A019: Left rear flat suspension cylinder warning
Operator Action None
Fault Code A019
Description Left rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat left rear suspension cylinder.
Resets if conditions clears.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: LR FLAT SUSP CYL FLT
Display Fault Code: A019
Resulting Problem(s) Potential damage to suspension and frame.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is to
recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Rear Pressure
Sensor (PLM3 36, 30)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A005, A006
Right Rear Pressure
Sensor (PLM3 36, 40)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A007, A008
Left Front Pressure
Sensor (PLM3 36, 39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A001, A002
Right Front Pressure
Sensor (PLM3 36, 20)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A003, A004
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A009, A010
40 Troubleshooting CEN40003-00
960E-1 21
Related circuit diagram
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
CEN40003-00 40 Troubleshooting
22 960E-1
Fault Code A022: Carryback load excessive
Operator Action None
Fault Code A022
Description Carryback load excessive.
Fault Conditions Sets if PLM3 detects excessive load remaining in the bed after dumping is complete.
Resets if conditions clears.
Operator Alerting
System Response
Display Operator Action: None
Display Fault Description: None
Display Fault Code: None
Resulting Problem(s) Reduced production.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The logic that produces this fault is intended to identify excessive carryback load. This is a VHMS recording
only. No display announces the fault. If excessive carryback does not exist, troubleshoot the payload system.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Rear Pressure
Sensor (PLM3 36, 30)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A005, A006
Right Rear Pressure
Sensor (PLM3 36, 40)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A007, A008
Left Front Pressure
Sensor (PLM3 36, 39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A001, A002
Right Front Pressure
Sensor (PLM3 36, 20)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A003, A004
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A009, A010
40 Troubleshooting CEN40003-00
960E-1 23
Related circuit diagram
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
24 960E-1
CEN40003-00 40 Troubleshooting
NOTES
40 Troubleshooting CEN40003-00
960E-1 25
Fault Code A100: An open circuit breaker has been detected on a relay board
Related circuit diagram
Operator Action Stop: Park
Fault Code A100
Description An open circuit breaker has been detected on a relay board.
Fault Conditions Sets if any of the circuit breakers on relay boards are open for 1 second. These are all
lighting and accessory electrical loads.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: PWR↓: CHK
Display Fault Description: CIRCUIT BREAKER FLT
Display Fault Code: A100
Resulting Problem(s) Accessory circuits (headlights, tail lights, stop lights, turn signal lights, retard lights,
engine control, service lights, or horn) may be non-functional.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by parallel input to IM from the relay boards. Each relay board in turn has an LED that
indicates that one of its several breakers is open.
Parameter Expected State and/or Related Fault(s)
Circuit Breaker Tripped
(IM 2g)
0: one or more circuit breakers tripped on relay boards
1: no circuit breakers tripped on any relay boards
Relay Board 1 Turn Signal / Clearance Lights
Relay Board 3 Stop, Retard, Manual back up lights
Relay Board 4 Engine control, service lights & horn
Relay Board 5 Headlights
CIRCUIT BREAKER
CEN40003-00 40 Troubleshooting
26 960E-1
Fault Code A101: High pressure detected across an hydraulic pump filter
Operator Action Go To Shop Now
Fault Code A101
Description High pressure detected across an hydraulic pump filter.
Fault Conditions Sets if switch is on, engine is running, and oil temperature is above 100ºC (212ºF) for
10 seconds.
Resets if any of these not true for 10 seconds.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: HYD OIL FILT RESTRICT
Display Fault Code: A101
Resulting Problem(s) Hydraulic oil filters will bypass oil without filtration. Continuing operation may damage
hydraulic system components.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by series input to IM from the hydraulic oil filter switches. Any of the three switches
can open and cause the warning. The normal corrective measure for this fault is to change one or more
hydraulic filters.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Pump Filter Switches
(IM 2Y)
0: No hydraulic filter switches open
1: One or more hydraulic filter switches open
Fault(s): A273
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A166, A170
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A167, A171
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A168, A172
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A169, A173
40 Troubleshooting CEN40003-00
960E-1 27
Related circuit diagram
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (GE power not yet off)
Fault(s): A240
STEERING FILTER
PRESS. SWITCH
35 psi
HOIST FILTER
#2 PRESS. SWITCH
35 psi
HOIST FILTER
#1 PRESS. SWITCH
35 psi
PUMP FILTERS
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
KEY SWITCH
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
CEN40003-00 40 Troubleshooting
28 960E-1
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level
Operator Action Go To Shop Now
Fault Code A105
Description Fuel level sensor shorted to ground, indicating a false high fuel level.
Fault Conditions Sets if fuel level indication is at 110% for 5 seconds with keyswitch on, and battery volt-
age does not drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is at 104.2% for 3 seconds.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: FUEL LEVEL SENSOR LO
Display Fault Code: A105
Resulting Problem(s) False high fuel gauge readings. If ignored, possible shutdown of engine while on the
haul road.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct or change the fuel level sensor and wiring.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Fuel Level Sensor (IM
3g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
<0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (GE power not yet off)
Fault(s): A240
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40003-00
960E-1 29
Related circuit diagram
Fault Code A107: GE has generated a propel system caution
Related circuit diagram
FUEL LEVEL
SENDER
SPARE
FUEL LEVEL SENSOR
KEY SWITCH
BATTERY POWER
Operator Action Max Speed Limited
Fault Code A107
Description GE has generated a propel system caution.
Fault Conditions Sets if the GE controller generates a propel system caution event.
Operator Alerting
System Response
Sound Buzzer - single burst
Display Operator Action: MAX SPEED LIMITED
Display Fault Description: PROPEL SYS CAUTION
Display Fault Code: A107
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of
propel system may occur if severity increases.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress
Parameter Expected State and/or Related Fault(s)
Propel System
Caution (IM 2t)
0: GE has generated a propel system caution
1: no propel system caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM CAUTION
CEN40003-00 40 Troubleshooting
30 960E-1
Fault Code A108: GE has generated a propel system temperature caution
Related circuit diagram
Operator Action None
Fault Code A108
Description GE has generated a propel system temperature caution.
Fault Conditions Sets if the GE controller generates a propel system temperature caution event.
Resets when GE removes the propel system temperature caution event.
Operator Alerting
System Response
The warning lamp integral to the drive system temperature gauge is turned on.
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of
propel system may occur if severity increases.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress.
Parameter Expected State and/or Related Fault(s)
Propel System
Temperature Caution
(IM 3A)
0: GE has generated a propel system caution
1: no propel system caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM TEMP CAUTION
40 Troubleshooting CEN40003-00
960E-1 31
Fault Code A109: GE has generated a propel system reduced level signal
Related circuit diagram
Operator Action Max Speed Limited
Fault Code A109
Description GE has generated a propel system reduced level signal.
Fault Conditions Sets if the GE controller generates a propel system reduced level event.
Operator Alerting
System Response
Sound Buzzer - single burst
Display Operator Action: MAX SPEED LIMITED
Display Fault Description: REDUCED PROPEL
Display Fault Code: A109
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of
propel system may occur if severity increases.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress
Parameter Expected State and/or Related Fault(s)
Propel System
Reduced Level (IM 3B)
0: GE has generated a propel system reduced level signal
1: no propel system reduced level signal exists
GE
CONTROL
PANEL
PROPEL SYSTEM REDUCED LEVEL
CEN40003-00 40 Troubleshooting
32 960E-1
Fault Code A111: Low steering pressure warning
Operator Action Stop: Park
Fault Code A111
Description A111 is a low steering pressure warning for storage by VHMS. It is designed to filter
out some service and operational conditions that would otherwise produce this warn-
ing.
Fault Conditions A111 sets if low steering pressure input to IM remains after 90 seconds of engine run-
ning at 300 rpm or above and is sustained for 3 seconds at speeds of 1200 rpm or
above.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: RUN WHEN CLR'D
Display Fault Description: LOW STRG PRESSURE
Display Fault Code: A111
Resulting Problem(s) Truck may not steer properly.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Low Steering Pressure
Sw (IM 2S)
0: steering pressure normal
1: low steering pressure
Fault(s): A279, A115, A253
Engine Speed [RPM] 0: engine is not running
Greater than 300: engine is running
Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph]
(IM1gh)
0: truck is not moving
Greater than 0.8kph: truck is moving
40 Troubleshooting CEN40003-00
960E-1 33
Related circuit diagram
LOWSTEERING
PRESSURE
GE
CONTROL
PANEL
LOWSTEERING
PRESSURE
SWITCH
2300 psi
TRUCK SPEED IN
TRUCK SPEED IN
CEN40003-00 40 Troubleshooting
34 960E-1
Fault Code A115: Low steering precharge pressure detected
Operator Action Stop; Park
Fault Code A115
Description Low steering precharge pressure detected.
Fault Conditions Sets and latches if low steering precharge switch operates for 2 seconds with key-
switch on and "Steering Precharge Mask" not on. The "Steering Precharge Mask" pre-
vents warnings that might occur from the beginning of steering bleed till 5 minutes after
bleed is complete or timed out or keyswitch is turned back on.
Resets when steering bleed comes on. Mask prevents new operations for 5 minutes.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK
Display Fault Description: LOW STRG PRECHARGE
Display Fault Code: A115
Resulting Problem(s) Low steering accumulator precharge will reduce the amount of stored energy in the
steering system.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to adjust the nitrogen charge in the steering accumulators.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Low Steering Pre-
charge Pressure
Switch (IM 2W)
0: Normal reading - full precharge pressure
1: Steering precharge pressure is low
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (GE power not yet off)
Fault(s): A240
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
Steering Accum Bled
Pressure Switch (IM
2Z)
0: Steering bleed is complete
1: Steering bleed is not complete
Fault(s): A258, A280
40 Troubleshooting CEN40003-00
960E-1 35
Related circuit diagram
LOWSTEERING
PRECHARGE #2
1400 psi
LOWSTEERING
PRECHARGE #1
1400 psi
ACCUMULATOR
PRECHARGE
FAIL
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
LOWSTEERING
PRECHARGE
STEERING BLEED
PRESSURE SWITCH
KEY SWITCH
CEN40003-00 40 Troubleshooting
36 960E-1
Fault Code A117: Low brake accumulator pressure warning
Operator Action Stop: Park
Fault Code A117
Description A117 is a low brake accumulator pressure warning for storage by VHMS. It is
designed to filter out some service and operational conditions that would otherwise
produce this warning.
Fault Conditions A117 sets if low brake accumulator pressure input to IM remains after 90 seconds of
engine running at 300 rpm or above.
A117 resets if pressure returns or engine stops running for 1 second.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: RUN WHEN CLR'D
Display Fault Description: LOW BRAKE PRESSURE
Display Fault Code: A261
Resulting Problem(s) Service brake may not stop or hold the truck.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by more than one parameter, but the independent parameters do not have fault codes
for situations that will affect this fault.
Parameter Expected State and/or Related Fault(s)
Brake Accumulator
Pressure Sw (IM 2U)
0: brake accumulator pressure normal
1: low brake accumulator pressure
Engine Speed [RPM] 0: engine is not running
Greater than 300: engine is running
Truck Speed [kph]
(IM1gh)
0: truck is not moving
Greater than 0.8kph: truck is moving
40 Troubleshooting CEN40003-00
960E-1 37
Related circuit diagram
LOWBRAKE
ACCUMULATOR
PRESSURE
GE
CONTROL
PANEL
LBPS
LOWBRAKE
ACCUMULATOR
PRESSURE SWITCH
1850 psi
TRUCK SPEED IN
TRUCK SPEED IN
CEN40003-00 40 Troubleshooting
38 960E-1
Fault Code A118: Brake pressure is low while in brake lock
Operator Action Set Park Brake
Fault Code A118
Description Brake pressure is low while in brake lock.
Fault Conditions Sets if brake lock is on and brake lock degrade switch closes indicating low service
brake pressure for 3 seconds unless steering bleed has already started.
Resets if brake lock or brake lock degrade switch are off for 1 second.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: SET PARK BRAKE
Display Fault Description: SERV BRAKE DEGRADE
Display Fault Code: A118
Resulting Problem(s) Service brake may not stop or hold the truck.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Brake Lock (IM 2i) 0: brake lock not on
1: brake lock is on
Fault(s): A272
Brake Lock Degrade
Sw (IM 2V)
0: brake lock degrade not on
1: brake lock degrade is on
Fault(s): A281
40 Troubleshooting CEN40003-00
960E-1 39
Related circuit diagram
BDS
BRAKE LOCK
DEGRADE
PRESSURE
SWITCH
1000 psi
BRAKE LOCK
SOLENOID
BRAKE LOCK DEGRADE
BRAKE LOCK SOLENOID
CEN40003-00 40 Troubleshooting
40 960E-1
Fault Code A123: GE has generated a reduced retarding caution
Related circuit diagram
Operator Action Slow Down Hill
Fault Code A123
Description GE has generated a reduced retarding caution.
Fault Conditions Sets if the GE controller generates a reduced retarding event.
Resets if GE removes the reduced retarding event.
Operator Alerting
System Response
Sound Buzzer - single burst
Display Operator Action: SLOW DOWN HILL
Display Fault Description: REDUCED RETARDING
Display Fault Code: A123
Resulting Problem(s) Retarding will be at somewhat reduced level, but the truck will still be driveable.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. The primary correction for this fault is to descend the hill at a slower speed so that retarding capacity is not
exceeded.
2. This fault is generated by GE driving an input pin of IM to ground.
Parameter Expected State and/or Related Fault(s)
Reduced Retarding (IM
2r)
0: GE has generated a reduced retarding caution
1: no reduced retarding caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM LOWRETARD
40 Troubleshooting CEN40003-00
960E-1 41
Fault Code A124: GE has generated a no propel / no retard warning
Related circuit diagram
Operator Action Stop; Park
Fault Code A124
Description GE has generated a no propel / no retard warning.
Fault Conditions Sets 0.25 sec after GE controller generates a no propel / no retard event.
Resets 1.0 sec after GE removes the no propel / no retard event.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP; PARK
Display Fault Description: NO PROPEL / RETARD
Display Fault Code: A124
Resulting Problem(s) The drive system is inoperable in either propel or retard.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress.
Parameter Expected State and/or Related Fault(s)
No Propel / Retard
(IM 2n)
0: GE has generated a no propel / retard warning.
1: the no propel / retard warning doesn't exist
GE
CONTROL
PANEL
PROPEL SYSTEM
NO PROPEL / RETARD
CEN40003-00 40 Troubleshooting
42 960E-1
Fault Code A125: GE has generated a no propel warning
Related circuit diagram
Operator Action Stop; Park
Fault Code A125
Description GE has generated a no propel warning.
Fault Conditions Sets 0.25 sec after GE controller generates a no propel event.
Resets 1.0 sec after GE removes the no propel event.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP; PARK
Display Fault Description: NO PROPEL
Display Fault Code: A125
Resulting Problem(s) The drive system is inoperable in propel.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress.
Parameter Expected State and/or Related Fault(s)
No Propel (IM 2p) 0: GE has generated a no propel warning.
1: The no propel warning doesn't exist.
GE
CONTROL
PANEL
PROPEL SYSTEM NO PROPEL
40 Troubleshooting CEN40003-00
960E-1 43
Fault Code A126: Oil level in the hydraulic tank is low
Related circuit diagram
Operator Action Stop; Park; Power Down; Check
Fault Code A126
Description Oil level in the hydraulic tank is low.
Fault Conditions Sets if sensor reports oil level to be low.
Resets if oil level is restored or if steering bleed comes on.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operation Action: STOP: PRK: PWR↓: CHK
Display Fault Description: HYD OIL LEVEL FAULT
Display Fault Code: A126
Resulting Problem(s) Low hydraulic oil level can cause damage to equipment and failure to operate properly.
Steering and brakes may deteriorate in performance.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to add oil to the hydraulic system and check for hydraulic leaks.
2. If oil is sufficient, check the sensor and sensor wiring.
3. No additional fault codes are available for this function.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Level
Sensor (IM 1W, 2k)
0: Oil level is normal
1: Oil level is low
LOWHYDRAULIC TANK LEVEL
+24V OUT
HYDRAULIC TANK
LEVEL
CEN40003-00 40 Troubleshooting
44 960E-1
Fault Code A127: IM-furnished +5 volt output for sensors is low
Operator Action Go To Shop Now
Fault Code A127
Description IM-furnished +5 volt output for sensors is low.
Fault Conditions Sets when Sensor +5V Input drops below 4.52 volts for 2 seconds.
Resets when Sensor +5V Input recovers to 4.66 volts for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Operate IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: TEMP SENSOR +5V LOW
Display Fault Code: A127
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report low readings. Control of
engine speed and warnings of high oil temperature will be compromised. Equipment
damage may result.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. No additional fault codes are available for this function.
2. Check external wiring and sensors to determine if problem is outside of IM.
Parameter Expected State and/or Related Fault(s)
Sensor +5V Analog
Input (IM 3j)
>4.52 Volts: Normal voltage
<4.52 Volts: Voltage low
Sensor +5V Output (IM
3c)
40 Troubleshooting CEN40003-00
960E-1 45
Related circuit diagram
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
CEN40003-00 40 Troubleshooting
46 960E-1
Fault Code A128: IM-furnished +5 volt output for sensors is high
Operator Action None
Fault Code A128
Description IM-furnished +5 volt output for sensors is high.
Fault Conditions Sets when Sensor +5V Input rises above 5.51 volts for 2 seconds.
Resets when Sensor +5V Input drops to 5.27 volts for 2 seconds.
Operator Alerting
System Response
Operate Repair Lamp
Display Fault Description: TEMP SENSOR +5V HI
Display Fault Code: A128
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report high readings. Control of
engine speed and warnings of high oil temperature will occur at lower than normal
temperatures. False warnings will occur.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. No additional fault codes are available for this function.
2. Check external wiring and sensors to determine if problem is outside of IM.
Parameter Expected State and/or Related Fault(s)
Sensor +5V Analog
Input (IM 3j)
<5.51 Volts: Normal voltage
>5.51 Volts: Voltage high
Sensor +5V Output (IM
3c)
40 Troubleshooting CEN40003-00
960E-1 47
Related circuit diagram
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
CEN40003-00 40 Troubleshooting
48 960E-1
Fault Code A139: Low fuel warning
Operator Action Refuel soon
Fault Code A139
Description A139 is a low fuel level warning for storage by VHMS and for use by A310.
Fault Conditions A139 sets after 15 seconds of fuel level readings below 10% of full if the key switch is
on, low voltage due to cranking is not sensed, and the fuel level sensor is not high.
A139 resets after 1 minute if fuel level recovers to 15% of full.
Operator Alerting
System Response
Sound Buzzer
Operate IM Warning Indicator
Display Operator Action: REFUEL SOON
Display Fault Description: LOW FUEL LEVEL
Display Fault Code: A310
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to add fuel to the tank.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Fuel Level Sensor (IM
3g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
<0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Fault(s): A105, A158
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (GE power not yet off)
Fault(s): A240
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 300 RPM for 4 seconds: engine is running
40 Troubleshooting CEN40003-00
960E-1 49
Related circuit diagram
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
KEY SWITCH
BATTERY POWER
CEN40003-00 40 Troubleshooting
50 960E-1
960E-1 Dump truck
Form No. CEN40003-00
960E-1 1
CEN40004-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 2
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of
hydraulic oil.................................................................................................................................................... 4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of
hydraulic oil.................................................................................................................................................... 6
Fault Code A152: Starter failure............................................................................................................................ 8
Fault Code A153: Battery voltage is low with the truck in operation................................................................... 10
Fault Code A154: Battery charging voltage is excessive.................................................................................... 12
Fault Code A155: Battery charging voltage is low.............................................................................................. 13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level............................ 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low................................................................... 16
Fault Code A167: Right rear hydraulic oil temperature sensor is low................................................................. 18
Fault Code A168: Left front hydraulic oil temperature sensor is low................................................................... 20
Fault Code A169: Right front hydraulic oil temperature sensor is low................................................................ 22
Fault Code A170: Left rear hydraulic oil temperature sensor is high.................................................................. 24
Fault Code A171: Right rear hydraulic oil temperature sensor is high................................................................ 25
Fault Code A172: Left front hydraulic oil temperature sensor is high................................................................. 26
CEN40004-00 40 Troubleshooting
2 960E-1
Fault Code A173: Right front hydraulic oil temperature sensor is high............................................................... 27
Fault Code A184: J 1939 data link is not connected............................................................................................ 28
Fault Code A190: Auto lube control has detected an incomplete lube cycle...................................................... 30
Fault Code A194: Left front hydraulic oil temperature is high............................................................................. 32
Fault Code A195: Right front hydraulic oil temperature is high........................................................................... 33
Fault Code A196: Left rear hydraulic oil temperature is high.............................................................................. 34
Fault Code A197: Right rear hydraulic oil temperature is high............................................................................ 35
Fault Code A198: Hoist pressure 1 sensor is high.............................................................................................. 36
Fault Code A199: Hoist pressure 2 sensor is high.............................................................................................. 37
Fault Code A200: Steering pressure sensor is high............................................................................................ 38
Fault Code A201: Brake pressure sensor is high................................................................................................ 39
Fault Code A202: Hoist pressure 1 sensor is low............................................................................................... 40
Fault Code A203: Hoist pressure 2 sensor is low............................................................................................... 42
Fault Code A204: Steering pressure sensor is low............................................................................................. 44
Fault Code A205: Brake pressure sensor is low................................................................................................. 46
Fault Code A206: Ambient temperature sensor is high...................................................................................... 48
Fault Code A207: Ambient temperature sensor is low........................................................................................ 49
40 Troubleshooting CEN40004-00
960E-1 3
NOTES
CEN40004-00 40 Troubleshooting
4 960E-1
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance
level 1 for cooling of hydraulic oil
Operator Action None
Fault Code A145
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 105ºC after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 100ºC.
Operator Alerting
System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Brake Cooling RPM
Advance 1: (IM 1L)
Status - Open Load: Unexpected. Troubleshoot
Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected. Troubleshoot.
Status - Overload: Unexpected. Troubleshoot.
0: brake cooling rpm advance to advance idle
1: brake cooling rpm advance to normal idle
Fault(s): A355
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A166, A170
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A167, A171
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A168, A172
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A169, A173
40 Troubleshooting CEN40004-00
960E-1 5
Related circuit diagram
BRAKE COOL
RPM ADVANCE 1
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
GE
CONTROL
PANEL
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
CEN40004-00 40 Troubleshooting
6 960E-1
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance
level 2 for cooling of hydraulic oil
Operator Action None
Fault Code A146
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 120ºC after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 108ºC.
Operator Alerting
System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Brake Cooling RPM
Advance 2: (IM 1X)
Status - Open Load: Unexpected. Troubleshoot
Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected. Troubleshoot.
Status - Overload: Unexpected. Troubleshoot.
0: brake cooling rpm advance to advance idle
1: brake cooling rpm advance to normal idle
Fault(s): A363
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A166, A170
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A167, A171
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A168, A172
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A169, A173
40 Troubleshooting CEN40004-00
960E-1 7
Related circuit diagram
BRAKE COOL
RPM ADVANCE 2
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
GE
CONTROL
PANEL
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
CEN40004-00 40 Troubleshooting
8 960E-1
Fault Code A152: Starter failure
Operator Action None
Fault Code A152
Description Starter Failure
Fault Conditions Sets if either starter motor is not energized for 2 seconds when cranking is attempted.
Resets only when steering bleed occurs.
Operator Alerting
System Response
Display: Repair Item
Display Fault Description: STARTER FAILURE
Display Fault Code: A152
Resulting Problem(s) One good starter may be destroyed or engine may not start at all.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Starter Motor 1
Energized (IM 3R)
0: starter motor 1 not energized
1: starter motor 1 energized
Fault(s): A275
Starter Motor 2
Energized (IM 3S)
0: starter motor 2 not energized
1: starter motor 2 energized
Fault(s): A275
Crank Sense (IM 3U) 0: no cranking in process
1: cranking in process
40 Troubleshooting CEN40004-00
960E-1 9
Related circuit diagram
STARTER #1
STARTER #2
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
STARTER
FAILURE
CIRCUIT
STARTER
FAILURE
CIRCUIT
CEN40004-00 40 Troubleshooting
10 960E-1
Fault Code A153: Battery voltage is low with the truck in operation
Operator Action Stop; Park
Fault Code A153
Description Battery voltage is low with the truck in operation.
Fault Conditions Sets if battery voltage with the engine running or truck moving is below 23 volts for 5
seconds. Truck moving sets if truck speed is above 0 or if a bad speed signal fault is
active and the park brake is not set.
Resets if voltage recovers to 25.5 volts for 5 seconds or when steering bleed begins at
shutdown.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: STOP: PARK
Display Fault Description: BATTERY VOLTS LOW
Display Fault Code: A153
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical
controls on the truck.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to charge the batteries.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Battery Voltage, 24
Volt (IM 1A)
<23.0 volts: Too low to continue operation.
>23.0 volts: OK to continue operation.
Fault(s): A250, A155
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph]
(IM1gh)
0: truck is not moving
Greater than 0: truck is moving
Fault(s): A212
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake
1: parking brake pressure switch indicating higher pressure and an unapplied parking
brake
Fault(s): A213
Park Brake Released
(IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking
brake
1: parking brake pressure switch indicating low pressure and an applied parking brake
Fault(s): A214
40 Troubleshooting CEN40004-00
960E-1 11
Related circuit diagram
GE
CONTROL
PANEL
BATTERY POWER
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
CEN40004-00 40 Troubleshooting
12 960E-1
Fault Code A154: Battery charging voltage is excessive
Related circuit diagram
Operator Action Stop; Park; Power Down
Fault Code A154
Description Battery charging voltage is excessive.
Fault Conditions Sets if above 32 volts for 5 seconds.
Resets if below 27.5 volts for 5 seconds.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: STOP: PARK: PWR ↓
Display Fault Description: HIGH BATTERY VOLTS
Display Fault Code: A154
Resulting Problem(s) Sustained excessive charging voltage may burn out electrical and electronic compo-
nents.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Battery Voltage, 24
Volt (IM 1A)
>32.0 volts: Too high to continue operation.
<32.0 volts: OK to continue operation.
Fault(s): A155
BATTERY POWER
40 Troubleshooting CEN40004-00
960E-1 13
Fault Code A155: Battery charging voltage is low
Related circuit diagram
Operator Action Go to shop now
Fault Code A155
Description Battery charging voltage is low.
Fault Conditions Sets if below 24.5 volts for 5 seconds with engine above 1400 rpm.
Resets if above 26.0 volts for 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: BATT CHARGING FLT
Display Fault Code: A155
Resulting Problem(s) If defective battery charging alternators are not replaced, batteries may become dis-
charged and electrical and electronic equipment will stop working.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Battery Voltage, 24
Volt (IM 1A)
<24.5 volts: Charger must be changed soon.
>26.0 volts: OK to continue operation.
Fault(s): A153, A250
Engine Speed [RPM] Less than 1400 RPM: engine is not running fast enough for battery charger test.
Greater than 1400 RPM: engine is running fast enough for battery charger test.
BATTERY POWER
CEN40004-00 40 Troubleshooting
14 960E-1
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level
Operator Action Go To Shop Now
Fault Code A158
Description Fuel level sensor is open or shorted high, indicating a false low fuel level.
Fault Conditions Sets if fuel level indication is at -18.5% for 3 seconds, and battery voltage does not
drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is above -12.5% for 3 seconds.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: FUEL LEVEL SENSOR HI
Display Fault Code: A158
Resulting Problem(s) Fuel readings will show an empty tank, whether there is fuel in the tank or not.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct or replace the fuel level sensor or wiring.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Fuel Level Sensor (IM
3g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
<0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this A158 fault code.
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40004-00
960E-1 15
Related circuit diagram
FUEL LEVEL
SENDER
BATTERY POWER
FUEL LEVEL SENSOR
CEN40004-00 40 Troubleshooting
16 960E-1
Fault Code A166: Left rear hydraulic oil temperature sensor is low
Operator Action None
Fault Code A166
Description Left Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to
within 10ºC of ambient temperature.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: LR OIL TEMP SENS LO
Display Fault Code: A166
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A170
Ambient Temperature
(IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206, A207
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
40 Troubleshooting CEN40004-00
960E-1 17
Related circuit diagram
AMBIENT
AIR TEMP
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
AMBIENT AIR TEMP
LR HYD OIL TEMP
CEN40004-00 40 Troubleshooting
18 960E-1
Fault Code A167: Right rear hydraulic oil temperature sensor is low
Operator Action None
Fault Code A167
Description Right Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to
within 10ºC of ambient temperature.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: RR OIL TEMP SENS LO
Display Fault Code: A167
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A171
Ambient Temperature
(IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206, A207
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
40 Troubleshooting CEN40004-00
960E-1 19
Related circuit diagram
AMBIENT
AIR TEMP
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
RR HYD OIL TEMP
CEN40004-00 40 Troubleshooting
20 960E-1
Fault Code A168: Left front hydraulic oil temperature sensor is low
Operator Action None
Fault Code A168
Description Left Front Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to
within 10ºC of ambient temperature.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: LF OIL TEMP SENS LO
Display Fault Code: A168
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A172
Ambient Temperature
(IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206, A207
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
40 Troubleshooting CEN40004-00
960E-1 21
Related circuit diagram
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
AMBIENT AIR TEMP
LF HYD OIL TEMP
CEN40004-00 40 Troubleshooting
22 960E-1
Fault Code A169: Right front hydraulic oil temperature sensor is low
Operator Action None
Fault Code A169
Description Right Front Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to
within 10ºC of ambient temperature.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: RF OIL TEMP SENS LO
Display Fault Code: A169
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A173
Ambient Temperature
(IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206, A207
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
40 Troubleshooting CEN40004-00
960E-1 23
Related circuit diagram
AMBIENT
AIR TEMP
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
AMBIENT AIR TEMP
RF HYD OIL TEMP
CEN40004-00 40 Troubleshooting
24 960E-1
Fault Code A170: Left rear hydraulic oil temperature sensor is high
Related circuit diagram
Operator Action None
Fault Code A170
Description Left Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: LR OIL TEMP SENS HI
Display Fault Code: A170
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A166
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
LR HYD OIL TEMP
40 Troubleshooting CEN40004-00
960E-1 25
Fault Code A171: Right rear hydraulic oil temperature sensor is high
Related circuit diagram
Operator Action None
Fault Code A171
Description Right Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: RR OIL TEMP SENS HI
Display Fault Code: A171
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A167
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
RR HYD OIL TEMP
CEN40004-00 40 Troubleshooting
26 960E-1
Fault Code A172: Left front hydraulic oil temperature sensor is high
Related circuit diagram
Operator Action None
Fault Code A172
Description Left Front Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: LF OIL TEMP SENS HI
Display Fault Code: A172
Resulting Problem(s) Loss of monitoring of the Left Front brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A168
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
LF HYD OIL TEMP
40 Troubleshooting CEN40004-00
960E-1 27
Fault Code A173: Right front hydraulic oil temperature sensor is high
Related circuit diagram
Operator Action None
Fault Code A173
Description Right Front Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: RF OIL TEMP SENS HI
Display Fault Code: A173
Resulting Problem(s) Loss of monitoring of the Right Front brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A169
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
RF HYD OIL TEMP
CEN40004-00 40 Troubleshooting
28 960E-1
Fault Code A184: J1939 data link is not connected
Operator Action Stop; Park Power down
Fault Code A184
Description J 1939 data link is not connected.
Fault Conditions Sets if no data received from the engine for 10 seconds after an initial 11 second delay
at key on.
Resets immediately when communication is established.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: STOP: PARK: PWR ↓
Display Fault Description: NO ENGINE DATA
Display Fault Code: A184
Resulting Problem(s) Loss of engine data makes it impossible to operate truck in a normal manner without
risking serious damage to the engine.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
CAN J 1939 Data Link
(IM1qrs)
No communication for 10 seconds if keyswitch has been on for 11 seconds: J 1939 not
connected.
Successful read of PGN 61444: J 1939 is connected.
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving or the engine is running NOTE: for this fault,
the keyswitch function is delayed for 11 seconds internally after initial turn on
Fault(s): A240
40 Troubleshooting CEN40004-00
960E-1 29
Related circuit diagram
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
CUMMINS
CENSE
3 PIN 1939
CONNECTOR
DATALINK
(NOT USED) (NOT USED)
OP-CAB
J1939 - HIGH
J1939 - LOW
J1939 - SHLD
KEY SWITCH
CEN40004-00 40 Troubleshooting
30 960E-1
Fault Code A190: Auto lube control has detected an incomplete lube cycle
Operator Action None
Fault Code A190
Description Auto lube control has detected an incomplete lube cycle.
Fault Conditions Sets if lube cycle is terminated by timeout rather than pressure.
Resets when a lube cycle is properly terminated by pressure rather than timeout.
Operator Alerting
System Response
Operate Repair Lamp
Display Fault Description: AUTO LUBE FAULT
Display Fault Code: A190
Resulting Problem(s) Insufficient lube may result and if left uncorrected could lead to equipment damage.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved then, check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Auto Lube Pressure
Sw (IM 3Y)
0: Pressure switch has transferred at 2000 psi
1: Pressure switch at low pressure or solenoid circuit not on
Fault(s): A304, A305, A361
Low Steering Pressure
Sw (IM 2S)
0: steering pressure normal (required for lube cycle to proceed)
1: low steering pressure
Fault(s): A279
Truck Speed [kph]
(IM1gh)
0: truck is not moving
Greater than 0 for 10 seconds: truck is moving
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running (required for lube cycle to pro-
ceed)
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving or the engine is running (required to post
fault)
Fault(s): A240
40 Troubleshooting CEN40004-00
960E-1 31
Related circuit diagram
Auto Lube Output (IM
1T)
Status - Open Load: Unexpected. Troubleshoot
Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected except momentarily at termination of a lube
cycle. If detected any other time, troubleshoot.
Status - Overload: Unexpected. Troubleshoot.
0: Turns off between lubrication cycles.
1: Turns on during lubrication cycle.
Fault(s): A305, A361
AUTO LUBE
SOLENOID
AUTO LUBE
LOWLEVEL
(OPTION)
AUTO LUBE
PRESSURE
SWITCH
2000 psi
AUTO LUBE
PRESSURE SWITCH
KEY SWITCH
AUTO LUBE
SOLENOID
TRUCK SPEED IN
TRUCK SPEED IN
LOWSTEERING
PRESSURE
GE
CONTROL
PANEL
LOWSTEERING
PRESSURE
SWITCH
2300 psi
CEN40004-00 40 Troubleshooting
32 960E-1
Fault Code A194: Left front hydraulic oil temperature is high
Related circuit diagram
Operator Action Stop; Park; Run Engine
Fault Code A194
Description Left Front Hydraulic Oil Temperature is high.
Fault Conditions Sets at 120ºC (4.13 volts) after 5 seconds.
Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL LF
Display Fault Code: A194
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Front (IM 3t)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A168, A172
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
LF HYD OIL TEMP
40 Troubleshooting CEN40004-00
960E-1 33
Fault Code A195: Right front hydraulic oil temperature is high
Related circuit diagram
Operator Action Stop; Park; Run Engine
Fault Code A195
Description Right Front Hydraulic Oil Temperature is high
Fault Conditions Sets at 120ºC (4.13 volts) after 5 seconds.
Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL RF
Display Fault Code: A195
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Front (IM
3r)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A169, A173
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
RF HYD OIL TEMP
CEN40004-00 40 Troubleshooting
34 960E-1
Fault Code A196: Left rear hydraulic oil temperature is high
Related circuit diagram
Operator Action Stop; Park; Run Engine
Fault Code A196
Description Left Rear Hydraulic Oil Temperature is high
Fault Conditions Sets at 120ºC (4.13 volts) after 5 seconds.
Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL LR
Display Fault Code: A196
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A166, A170
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
LR HYD OIL TEMP
40 Troubleshooting CEN40004-00
960E-1 35
Fault Code A197: Right rear hydraulic oil temperature is high
Related circuit diagram
Operator Action Stop; Park; Run Engine
Fault Code A197
Description Right Rear Hydraulic Oil Temperature is high
Fault Conditions Sets at 120ºC (4.13 volts) after 5 seconds.
Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL RR
Display Fault Code: A197
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hydraulic Oil Tempera-
ture - Right Rear (IM
3m)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A167, A171
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
RR HYD OIL TEMP
CEN40004-00 40 Troubleshooting
36 960E-1
Fault Code A198: Hoist pressure 1 sensor is high
Related circuit diagram
Operator Action None
Fault Code A198
Description Hoist Pressure 1 Sensor is high.
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: HOIST PRES 1 SENS HI
Display Fault Code: A198
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hoist Pressure 1 Sen-
sor (IM 3s)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A202
HOIST
PUMP #1
PRESSURE
HOIST PRESSURE #1
40 Troubleshooting CEN40004-00
960E-1 37
Fault Code A199: Hoist pressure 2 sensor is high
Related circuit diagram
Operator Action None
Fault Code A199
Description Hoist Pressure 2 Sensor is high.
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: HOIST PRES 2 SENS HI
Display Fault Code: A199
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Hoist Pressure 2 Sen-
sor (IM 3q)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A203
HOIST
PUMP #2
PRESSURE
HOIST PRESSURE #2
CEN40004-00 40 Troubleshooting
38 960E-1
Fault Code A200: Steering pressure sensor is high
Related circuit diagram
Operator Action None
Fault Code A200
Description Steering Pressure Sensor is high
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: STRG PRES SENS HI
Display Fault Code: A200
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Steering Pressure
Sensor (IM 3d)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A204
STEERING
PRESSURE
STEERING PRESSURE
40 Troubleshooting CEN40004-00
960E-1 39
Fault Code A201: Brake pressure sensor is high
Related circuit diagram
Operator Action None
Fault Code A201
Description Brake Pressure Sensor is high
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: BRAKE PRES SENS HI
Display Fault Code: A201
Resulting Problem(s) Monitoring of the service brake system for driver input as well as VHMS data will be
compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Brake Pressure Sensor
(IM 3p)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A205
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
CEN40004-00 40 Troubleshooting
40 960E-1
Fault Code A202: Hoist pressure 1 sensor is low
Operator Action None
Fault Code A202
Description Hoist Pressure 1 Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: HOIST PRES 1 SENS LO
Display Fault Code: A202
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hoist Pressure 1
Sensor (IM 3s)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A198
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40004-00
960E-1 41
Related circuit diagram
HOIST
PUMP #1
PRESSURE
HOIST PRESSURE #1
BATTERY POWER
CEN40004-00 40 Troubleshooting
42 960E-1
Fault Code A203: Hoist pressure 2 sensor is low
Operator Action None
Fault Code A203
Description Hoist Pressure 2 Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: HOIST PRES 2 SENS LO
Display Fault Code: A203
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1.The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Hoist Pressure 2
Sensor (IM 3q)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A199
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40004-00
960E-1 43
Related circuit diagram
HOIST
PUMP #2
PRESSURE
HOIST PRESSURE #2
BATTERY POWER
CEN40004-00 40 Troubleshooting
44 960E-1
Fault Code A204: Steering pressure sensor is low
Operator Action None
Fault Code A204
Description Steering Pressure Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: STRG PRES SENS LO
Display Fault Code: A204
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Steering Pressure
Sensor (IM 3d)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A200
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40004-00
960E-1 45
Related circuit diagram
STEERING
PRESSURE
STEERING PRESSURE
BATTERY POWER
CEN40004-00 40 Troubleshooting
46 960E-1
Fault Code A205: Brake pressure sensor is low
Operator Action None
Fault Code A205
Description Brake Pressure Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: BRAKE PRES SENS LO
Display Fault Code: A205
Resulting Problem(s) Monitoring of brake pressure in VHMS will be compromised.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Brake Pressure Sensor
(IM 3p)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A201
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
40 Troubleshooting CEN40004-00
960E-1 47
Related circuit diagram
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
BATTERY POWER
CEN40004-00 40 Troubleshooting
48 960E-1
Fault Code A206: Ambient temperature sensor is high
Related circuit diagram
Operator Action None
Fault Code A206
Description Ambient Temperature Sensor is high
Fault Conditions Sets at 133º C (4.89V) for 3 seconds.
Resets at 107º C (4.77V) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: AMBIENT TEMP SENS HI
Display Fault Code: A206
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient temperature informa-
tion.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Ambient Temperature
Sensor (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A207
AMBIENT
AIR TEMP
AMBIENT AIR TEMP
40 Troubleshooting CEN40004-00
960E-1 49
Fault Code A207: Ambient temperature sensor is low
Related circuit diagram
Operator Action None
Fault Code A207
Description Ambient Temperature Sensor is low
Fault Conditions Sets at -62º C (0.016V) for 3 seconds.
Resets at -59º C (0.032V) for 3 seconds.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: AMBIENT TMP SENS LO
Display Fault Code: A207
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient information.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
2. This fault's logic contains only one parameter.
Parameter Expected State and/or Related Fault(s)
Ambient Temperature
Sensor (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206
AMBIENT
AIR TEMP
AMBIENT AIR TEMP
CEN40004-00 40 Troubleshooting
50 960E-1
960E-1 Dump truck
Form No. CEN40004-00
960E-1 1
CEN40005-00
DUMP TRUCK
960E-1
Machine model Serial number
960E-1 A30003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 3
Fault Code A212: Bad truck speed signal............................................................................................................. 4
Fault Code A213: Parking brake should have applied but is detected as not having applied.............................. 6
Fault Code A214: Parking brake should have released but is detected as not having released........................ 10
Fault Code A215: Brake auto apply valve circuit is defective............................................................................. 14
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit 16
Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted...................... 18
Fault Code A230: Parking brake has been requested while truck still moving................................................... 20
Fault Code A231: The body is up while traveling or with selector in forward or neutral ..................................... 22
Fault Code A235: Steering accumulator is in the