You are on page 1of 739

Unsafe use of this machine may cause serious injury or death.

Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.

This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except in accordance with written authorization from Komatsu Mining Systems, Inc. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local distributor for information on the latest revision.

CALIFORNIA Proposition 65 Warning


Diesel engine exhaust, 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.

NOTES:

FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to Right, Left, Front, or Rear are made with respect to the operators normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the general information section and individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have 10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). The three numbers represent the basic truck model. The letter M designates a Mechanical drive and the letter E designates an Electrical propulsion system. The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service parts and/or warranty consideration. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the GVW rating. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often as practical. Exceeding the allowable payload will reduce expected life of truck components.

A00017 03/01

Introduction

A-1

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

DANGER identifies a specific potential hazard


WHICH WILL RESULT in either INJURY OR DEATH if proper precautions are not taken.

WARNING identifies a specific potential hazard


WHICH MAY RESULT in either INJURY OR DEATH if proper precautions are not taken.

CAUTION is used for general reminders


of proper safety practices OR to direct the readers attention to avoid unsafe or improper practices which may result in damage to the equipment.

A-2

Introduction

A00017 03/01

TABLE OF CONTENTS

SUBJECT

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAIR II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A B C D E G H J L M N P Q R

A00017 03/01

Introduction

A-3

KOMATSU MODEL 930E Dump Truck

A-4

Introduction

A00017 03/01

SECTION A

GENERAL INFORMATION

INDEX

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION

. . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

A01001 2/94

Index

A1-1

NOTES

A1-2

Index

A01001 2/94

MAJOR COMPONENT DESCRIPTION


Truck And Engine
The 930E Dump Truck is an off-highway, rear dump truck with AC Electric Drive. The gross vehicle weight is 1,100,000 lbs. (498 957 kg). The engine is a Cummins QSK60C rated @ 2700 HP (2014 kW).

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

Alternator (GE-GTA34)
The diesel engine drives an in-line alternator at engine speed. The alternator produces AC current which is rectified to DC within the main control cabinet. The rectified DC power is converted back to AC by groups of devices called inverters, also within the main control cabinet. Each inverter consists of six phase modules under the control of a gate drive unit (GDU). The GDU controls the operation of each phase module. Each phase module contains an air-cooled solid-state switch referred to as a gate turn-off thyristor (GTO). The GTO cycles on and off at varying frequencies to create an AC power signal from the DC supply. The AC power signal produced by each inverter is a variable-voltage, variable-frequency signal (VVVF). Frequency and voltage are changed to suit the operating conditions.

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

AC Induction Traction Motorized Wheels


The alternator output supplies electrical energy to the two wheel motors attached to the rear axle housing. The motorized wheels use three-phase AC induction motors with full-wave AC power. The two wheel motors convert electrical energy back to mechanical energy through built-in gear trains within the wheel motor assembly. The direction of the wheel motors is controlled by a forward or reverse hand selector switch located on a console to the right side of the operator.

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

Brake System
Service brakes at each wheel are oil-cooled multiple disc brakes applied by an all-hydraulic actuation system. Depressing the brake pedal actuates both front and rear brakes, after first appling the retarder. All wheel brakes will be applied automatically, if system pressure decreases below a preset minimum. The parking brake is a dry disc type, mounted inboard on each rear wheel motor, and is spring-applied and hydraulically-released with wheel speed application protection (will not apply with truck moving).

Blower
Both the inverters and the wheel motors produce heat while in operation and must be cooled. Cooling air is provided by a separate AC drive blower using rectified DC as its power source. Cooling air flow volume is modulated based on thermal requirements. HYDRAIRII suspension cylinders located at each wheel provide a smooth and comfortable ride for the operator and dampens shock loads to the chassis during loading and operation.

Suspension

A02055

Major Component Description

A2-1

930E MAJOR COMPONENTS


A2-2 Major Component Description A02055

SPECIFICATIONS
These specifications are for the standard 930E Truck. Customer Options may change this listing.

ENGINE
Cummins QSK60 Number of Cylinders . . . . . . . . . . . . . . 16 Operating Cycle . . . . . . . . . . . . . 4-Stroke Rated Brake HP 2700HP (2014 kW) @ 1900 RPM Flywheel HP . . . . . . . . . 2550HP (1879 kW) Weight (Dry)* . . . . . . . . 19,515 lbs. (8852 kg) * Weight does not include Radiator, Sub-frame, or Alternator

SERVICE CAPACITIES
. . . . . . . . . . U.S. Gallons . Crankcase (Includes lube oil filters) QSK60-C . . . . . . . . . . . 74 . Cooling System . . . . . . . 157 . Fuel . . . . . . . . . . . . 1200 . Hydraulic System . . . . . . 350 . Wheel Motor Gear Box 20/Wheel . . . . . Liters . . . . . . . . . . . . . 280 . . . 594 . . 4542 . . 1325 76/Wheel

AC ELECTRIC DRIVE SYSTEM


AC/DC Current Alternator . . . . . . . General Electric GTA - 34 Integral Cooling Fan . . . 2500 cfm (71 m3/min) AC Thermally Mod. Dual Fan . . . . . . . . . . . . . 12,000 cfm (340 m3/min) Motorized Wheels . AC Induction Traction Motors . . . . . . . . . . . . . . Wheel Slip/Slide Control Standard Gear Ratio* . . . . . . . . . . 31.50:1 Maximum Speed . . . . . 40 MPH (64.5 km/h) *NOTE: Wheelmotor application depends upon GVW, haul
road grade, haul road length, rolling resistance, and other parameters. Komatsu & G.E. must analyze each job condition to assure proper application.

HYDRAULIC SYSTEM
Hoist & Brake Cooling Pump: . . . . Tandem Gear Output . . . 270 GPM (1022 l/min) @ 1900 RPM . . . . . . . . . . . . and 2500 psi (17 237 kPa) Steering/Brake Pump: Press. Compensated Piston Output . . . . 65 GPM (246 l/min) @ 1900 RPM . . . . . . . . . . . and 2750 psi (18 961 kPa) Relief Pressure- Hoist . . . . 2500 psi (17.2 MPa) Relief Press.- Steering/Brake 2750 psi (22.4 MPa) Hoist . . . . . . . Two 3-Stage Hydraulic Cylinders Tank . . . . Vertical - Cylindrical, Non-Pressurized Tank Capacity . . . . 250 U.S. Gal. (947 Liters) Filtration . . . . . . . In-line replaceable elements Suction . . . . . . Single, Full Flow, 100 Mesh Hoist & Steering Filters . . Beta 12 rating = 200 . . . . . . . . . . Dual, In-Line, High Pressure

DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . Standard Maximum Retarding . . . . . 5400 HP (4026 kW) Continuous . . . . . . . . . 3300 HP (2460 kW) Continuously Rated High-density Blown Grids with Retard at Engine Idle and Retard in Reverse Propulsion.

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

BATTERY ELECTRIC SYSTEM


Batteries - . . . . . . . . . . . bumper-mounted 4. x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel . . . . . . . . . . . . 220 Ampere-Hour Capacity . . . . . . . . . . . . . . With Disconnect Switch Alternator . . . . . . 24 Volt, 240 Ampere Output Lighting . . . . . . . . . . . . . . . . . . 24 Volt Starters (2) . . . . . . . . . . . . . . . . . 24 Volt

STEERING
Turning Circle (SAE) . . . . 97 ft. 4 in. (29.67 m) Twin hydraulic cylinders with accumulator assist to provide constant rate steering. Emergency Power Steering automatically provided by Accumulators

A02055

Major Component Description

A2-3

STANDARD DUMP BODY*


Capacity: Struck . . . . . . . . . 224 yds3 . . . . 171 m3 Heaped @ 2:1 (SAE) 276 yds3 . . . . 211 m3 Width (Inside) . . . . . . . . . 26 ft. 9 in. (8.15 m) Depth . . . . . . . . . . . . . 10 ft. 3 in. (3.1 m) Loading Height . . . . . . . . . . 23 ft. (7.01 m) Dumping Angle . . . . . . . . . . . . . . . . 45o * OPTIONAL Capacity Dump Bodies are available.

WEIGHT DISTRIBUTION
EMPTY . . . . . . . Front Axle (49.3%) Rear Axle (50.7%) Total (50% Fuel) . LOADED Front Axle (33.9%) Rear Axle (66.1%) Total . . . . . . . . . . . . . . . Pounds . . . 219,913 . . . 226,121 . . . 446,034 . . Kilograms . . 99 751 . 102 567 . 202 318 169 069 329 891 498 960

. . . 372,727 . . . . . . 727,273 . . . . . 1,100,000 . . .

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

Not to exceed 1,100,000 lbs. (498 957 kg), including options, fuel, and payload. Weights in excess of this amount require factory approval.

OVERALL TRUCK DIMENSIONS

A2-4

Major Component Description

A02055

GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority. The following safety rules are provided as a guide for the 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 SAFETY FEATURES CLOTHING AND PERSONAL PROTECTIVE ITEMS Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, do not wear oily clothes because they are flammable. Wear a hard hat, safety glasses, safety shoes, mask or gloves when operating or maintaining the machine. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials this is so particularly when driving pins with a hammer and when cleaning the air cleaner element with compressed air. Check also that there is no one near the machine. Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged. (See Walk-Around Inspection, Operating Instructions - Section 3) Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety features properly. NEVER remove any safety features. ALWAYS keep them in good operating condition. Improper use of safety features could result in serious bodily injury or death. ONLY trained and authorized personnel can operate and maintain the machine. Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine. When working with another operator or a person on worksite traffic duty, be sure all personnel understand all hand signals that are to be used.

UNAUTHORIZED MODIFICATION Any modification made to this vehichle without authorization from Komatsu Mining Systems, Inc. can possibly create hazards. Before making any modification, consult the authorized regional Komatsu Mining Systems, Inc. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.

A03017

General Safety and Operating Instructions

A3-1

LEAVING THE OPERATORS SEAT When preparing to leave the operators seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring , always carry out the following: Move the shift control lever to the Neutral position (N) and set the parking lever/switch to the PARKING position. Lower the dump body, set the dump lever to the FLOAT position. Stop the engine. When leaving the machine, always lock everything. Always remember to take the key with you. If the machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.

MOUNTING AND DISMOUNTING NEVER jump on or off the machine. NEVER get on or off a moving machine. When getting on or off the machine, face the machine and use the handhold and steps. Never hold any control levers when getting on or off the machine. Always maintain three-point contact with the handholds and steps to ensure that you support yourself. When bringing tools to the operators compartment, always pass them by hand or pull them up by rope. If there is any oil, grease, or mud on the handholds or steps, wipe it off immediately. Always keep these parts clean. Repair any damage and tighten any loose bolts. Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.

FIRE PREVENTION FOR FUEL AND OIL Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS. Keep flame away from flammable fluids. Stop the engine and do not smoke when refueling. Tighten all fuel and oil tank caps securely. Refueling and oiling should be made in well ventilated areas. Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.

A3-2

General Safety and Operating Instructions

A03017

PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature and are under pressure. If the cap is removed, or the oil or water is drained, or the filters are replaced, there is danger of serious burns. Always wait for the temperature to cool down, and carry out the operation according to the specified procedure. To prevent hot water from spurting out: 1) Stop the engine. 2) Wait for the water temperature to cool down. 3) Turn the cap slowly to release the pressure before removing the cap. To prevent hot engine oil from spurting out: 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 can be HAZARDOUS to your health if it is inhaled. If you handle materials containing asbestos fibers, follow these guidelines as given below: NEVER use compressed air for cleaning. Use water for cleaning to keep down the dust. Operate the machine with the wind to your back, whenever possible. Use an approved respirator if necessary.

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

FIRE EXTINGUISHER AND FIRST AID KIT Be sure fire extinguishers have been provided and know how to use them. Provide a first aid kit at the storage point. Know what to do in the event of a fire. Be sure you know the phone numbers of persons you should contact in case of an emergency.

A03017

General Safety and Operating Instructions

A3-3

PRECAUTIONS WHEN USING ROPS If ROPS is installed, the ROPS must never be removed when operating the machine. The ROPS is installed to protect the operator if the machine should roll over. It is designed not only to support the load if the machine should roll over, but also to absorb the impact energy. The ROPS installed on equipment manufactured and designed by Komatsu Mining Systems, Inc. fulfills all of the regulations and standards for all countries, but if it is modified or repaired without authorization from Komatsu Mining Systems, Inc., or is damaged when the machine rolls over, the strength will drop and it will not be able to fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way. When modifying or repairing the ROPS, always consult the authorized regional Komatsu Mining Systems, Inc. distributor. Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly. Always fasten the seat belt when operating.

PRECAUTIONS FOR ATTACHMENTS When installing and using 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 Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc. distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine. Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc. distributor.

A3-4

General Safety and Operating Instructions

A03017

PRECAUTIONS DURING OPERATION


SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a potential accident by knowing the employers 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 the Komatsu Truck. Safe practices start before the operator gets to the equipment! SAFETY AT WORKSITE When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible. Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous. Examine the road surface in the jobsite and determine the best and safest method of operation. Choose an area where the ground is as horizontal and firm as possible before carrying out the operation. If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty or by installing fences around the worksite. The operator must check personally the work position, roads to be used, and existence of obstacles before starting operations. Always determine the travel roads in the worksite and maintain them so that it is always safe for the machines to travel. If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. NEVER be in water which is in excess of the permissible water depth.

FIRE PREVENTION Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compartment. These could cause a fire. Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks repaired. Wipe up any excess oil, fuel or other flammable fluids. Be sure a fire extinguisher is present and working. Do not operate the machine near any flame.

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

VENTILATION FOR ENCLOSED AREAS If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Exhaust fumes from the engine can KILL.

A03017

General Safety and Operating Instructions

A3-5

IN OPERATORS CAB - BEFORE STARTING ENGINE Do not leave tools or spare parts lying around in the operators compartment or allow trash to accumulate in cab of truck. Keep all unauthorized reading material out of 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 seat belts when operating your machine. Read and understand the contents of this manual. Read the Section 3 pertaining to safety and operating instructions with special attention. 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 operators cab. Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud. Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level. Be familiar with all steering and brake system controls and warning devices, road speeds and loading capabilities, before operating the truck.

KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN Remove any dirt from the surface of the windshield and all cab windows and lights. Good visibility may prevent an accident. Adjust the rear view mirror to a position where the operator can see best from the operators seat, and keep the surface of the mirror clean. If any glass or light should break, replace it with a new part. Insure headlights, worklights and taillights are in proper working order. Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions.

OPERATING THE MACHINE


WHEN STARTING ENGINE NEVER start the engine if a warning tag has been attached to the control. When starting the engine, sound the horn as an alert. Start and operate the machine only while seated. Do not allow any person other than the operator in the operators compartment or any other place on the machine.

Truck Operation - General WEAR SEAT BELTS AT ALL TIMES. Only authorized persons are allowed to ride in truck. Riders should be in cab only and belted in passenger seat. Do not allow anyone to ride on decks or steps of truck. Do not allow anyone to get on or off truck while it is in motion. Do not move truck into or out of a building without a signal person present. Know and obey the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should move in and out of buildings, loading areas and through traffic, under the direction of a signal person. Courtesy at all times is a safety precaution! Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating hazard.

A3-6

General Safety and Operating Instructions

A03017

Check for flat tires periodically during shift. If truck has been run on a flat, it must not be parked in a building until the tire cools. If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires.

Tire and rim assembly may expode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire and wheel area. If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 50 ft. (15 m) from the tread of the tire. In the event of fire in the tire and wheel area (including brake fires), stay away from the truck at least 8 hours or until the tire and wheel are cool. Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling. Always have parking brake applied when the truck is parked and unattended. DO NOT leave truck unattended while engine is running. When parking, park a safe distance from other vehicles as determined by 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.

CHECK WHEN TRAVELING IN REVERSE Before operating the machine or work equipment, do as follows: Sound the horn to warn people in the area. For machines equipped with a back-up alarm, check that the alarm works properly. Check that there is no one near the machine. Be particularly careful to check behind the machine. If necessary, designate a person to check the safety. This is particularly necessary when traveling in reverse. When operating in areas that may be hazardous or have poor visibility, designate a person to direct worksite traffic. Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on machines equipped with a back-up alarm or rear view mirror.

TRAVELING When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly. Lower the dump body and set the dump lever to the FLOAT position when traveling. If the engine should stop when the machine is traveling, the emergency steering system will be activated. Apply the brakes immediately and stop the machine as quickly and safely as possible, and off the haul road, if possible.

A03017

General Safety and Operating Instructions

A3-7

TRAVELING ON SLOPES Traveling on slopes could result in the machine tipping over or slipping. Do not change direction on slopes. To ensure safety, go down to level ground before turning. Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Take all possible steps to avoid traveling sideways, and always keep the travel speed low. When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use the foot brake except in an emergency. If the engine should stop on a slope, apply the brakes fully and apply the parking brake to stop the machine.

ENSURE GOOD VISIBILITY When working in dark places, install working lamps and head lamps, and set up lighting in the work area if necessary. Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a condition that allows the operation to be carried out safely.

OPERATE CAREFULLY ON SNOW When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope, so always travel slowly and avoid sudden starting, turning, or stopping. Be extremely careful when carrying out snow-clearing operations. The road shoulder and other objects are buried in the snow and cannot be seen. When traveling on snow-covered roads, always install tire chains.

AVOID DAMAGE TO DUMP BODY When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits, always drive extremely carefully and lower the dump body completely before driving the machine.

DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below Voltage 6.6 kV 33.0 kV 66.0 kV 154.0 kV 275.0 kV between the machine and the electric cable. The following actions are effective in preventing accidents: 1) Wear shoes with rubber or leather soles. 2) Use a signalman to give warning if the machine approaches too close to the electric cable. If the work equipment should touch the electric cable, the operator should not leave the operators compartment. When carrying out operations near high voltage cables, do not let anyone come close to the machine. Check with the electrical maintenance department about the voltage of the cables before starting operations. Min. Safety Distance 3m 4m 5m 8m 10 m 10 ft 14 ft 17 ft 27 ft 33 ft

A3-8

General Safety and Operating Instructions

A03017

WHEN DUMPING Before starting the dumping operation, check that there is no person or object behind the machine. Stop the machine in the correct position, and check again that there is no person or object behind the machine. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman. When carrying out dumping operations on slopes, the machine stability will become poor and there is danger that it may tip over. Always carry out such operations extremely carefully. Do not travel with the dump body raised.

WORKING ON LOOSE GROUND Avoid operating the machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse, the machine could fall or tip over and result in serious injury or death. Remember that the soil after heavy rain or blasting is weakened in these areas. Earth laid on the ground and the soil near ditches is loose. It can collapse under the weight or vibration of the machine. Avoid these areas, if possible.

WHEN LOADING Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body uniformly. Do not leave the operators seat during the loading operation.

PARKING THE MACHINE Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put blocks under all the wheels to prevent the machine from moving. When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic. Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the engine, then lock everything. Always take the key with you.

TOWING
WHEN TOWING, FIX WIRE TO HOOK Towing in the wrong way may lead to serious personal injury or damage. When using another machine to tow this machine, use a towing device with ample strength for the weight of this machine. Never tow a machine on a slope. Do not use any towing rope that has kinks or is twisted. Do not stand astride the towing cable or wire rope. When connecting a machine that is to be towed, do not let any one come between the towing machine and the machine that is being towed. Set the coupling of the machine being towed in a straight line with the towing portion of the machine, and secure it in position. (For towing method, see Section 3, Operating Instructions, TOWING.)

A03017

General Safety and Operating Instructions

A3-9

BATTERY
BATTERY HAZARD PREVENTION Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water. Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor at once. If you accidentally drink acid, drink a large quantity of water or milk, beaten egg or vegetable oil. Call a doctor or poison prevention center immediately. When working with batteries ALWAYS wear safety glasses or goggles. Batteries generate hydrogen gas. Hydrogen gas is very EXPLOSIVE, and is easily ignited with a small spark of flame. Before working with batteries, stop the engine and turn the starting switch to the OFF position. Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals. When removing or installing, check which is the positive (+) terminal and negative (-) terminal. Tighten the battery cap securely. Tighten the battery terminals securely. Loosened terminals can generate sparks and lead to an explosion.

STARTING WITH BOOSTER CABLES ALWAYS wear safety glasses or goggles when starting the machine with booster cables. When starting from another machine, do not allow the two machines to touch. Be sure to connect the positive (+) cable first when installing the booster cables. Disconnect the ground or negative (-) cable first when removing them. If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so be sure to work carefully. Connect the batteries in parallel: positive to positive and negative to negative. When connecting the ground cable to the frame of the machine to be started, be sure to connect it as far as possible from the battery.

A3-10

General Safety and Operating Instructions

A03017

PRECAUTIONS FOR MAINTENANCE

BEFORE CARRYING OUT MAINTENANCE


WARNING TAG If others start the engine or operate the controls while you are performing service or lubrication, you could suffer serious injury or death. ALWAYS attach the WARNING TAG to the control lever in the operators cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary. These tags are available from your Komatsu distributor. (Part No. 09963-03000)

PROPER TOOLS Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools could cause personal injury.

STOPPING THE ENGINE BEFORE SERVICE When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body, then stop the engine. If the engine must be run during service, such as when cleaning the radiator, always move the shift control lever to the Neutral (N) position and set the parking brake lever to the PARKING position. Always carry out the work with two people. One person should sit on the operators seat to stop the engine if necessary. NEVER move any controls not needed to operate. When servicing the machine, be careful not to touch any moving part or get clothing caught. Put blocks under the wheels. When carrying out service with the dump body raised, always place the dump lever at the HOLD position, and apply the lock (if equipped). Install the body-up safety pins (or cable) securely.

A03017

General Safety and Operating Instructions

A3-11

DURING MAINTENANCE
PERSONNEL Only authorized personnel can service and repair the machine. Extra precaution should be used when grinding, welding, and using a sledge-hammer.

ATTACHMENTS Place attachments that have been removed from the machine in a safe place so that they do not fall. If they fall on you or others, serious injury could result.

WORK UNDER THE MACHINE Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the machine. Always block the tires of the machine securely. Never work under the machine if the machine is poorly supported.

KEEP THE MACHINE CLEAN Spilled oil or grease, or scattered tools or broken pieces are dangerous because they may cause you to slip or trip. Always keep your machine clean and tidy. If water gets into the electrical system, there is danger that the machine may not move or may move unexpectedly. Do not use water or steam to clean the sensors, connectors, or the inside of the operators compartment.

RULES TO FOLLOW WHEN ADDING FUEL OR OIL Spilled fuel and oil may cause slipping. Always clean up spills immediately. Always tighten the cap of the fuel and oil fillers securely. Never use fuel for washing any parts. Always add fuel and oil in a well-ventilated place.

A3-12

General Safety and Operating Instructions

A03017

RADIATOR WATER LEVEL If it is necessary to add water to the radiator, stop the engine and allow the engine and radiator to cool down before adding the water. Slowly loosen the cap to relieve pressure before removing the cap.

USE OF LIGHTING When checking fuel, oil, coolant, or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger or explosion.

PRECAUTIONS WITH BATTERY When repairing the electrical system or when carrying out electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.

HANDLING HIGH-PRESSURE HOSES Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or hoses. They may burst during use. Always repair any loose or broken fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.

PRECAUTIONS WITH HIGH PRESSURE OIL Do not forget that the work equipment circuits are always under pressure. Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure. If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits the skin or enters the eyes. Always wear safety glasses and thick gloves, and use a piece of cardboard or a sheet of wood to check for oil leakage. If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.

A03017

General Safety and Operating Instructions

A3-13

PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and under high pressure. In this condition, if the cap is removed, or the oil or water are drained, or the filters are replaced, it may result in burns or other injury. Wait for the temperature to go down, then carry out the inspection and maintenance in accordance with the procedures given in this manual.

ROTATING FAN AND BELT Keep away from rotating parts and be careful not to let anything get caught in them. If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying, so never touch any rotating parts.

WASTE MATERIALS Never dump waste oil in a sewer system, rivers, etc. Always put oil drained from your machine in containers. Never drain oil directly on the ground. Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others.

A3-14

General Safety and Operating Instructions

A03017

TIRES
HANDLING TIRES If tires are not used under the specified conditions, they may overheat and burst or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain safety, always keep to the following conditions: Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is too low. Use the specified tires.

The 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. If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, and this may lead to serious personal injury. Explosions differ from punctures or tire bursts, because the destructive force is extremely large. Therefore, the following operations are strictly prohibited when the tire is under high internal pressure: Welding the rim Building fires or carrying out welding near the wheel or tire.

If the proper procedure for carrying out maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When carrying out such maintenance, please consult the authorized regional Komatsu Mining Systems, Inc. distributor, or the tire manufacturer.

STORING TIRES AFTER REMOVAL As a basic rule, store the tires in a warehouse which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up No Entry and other warning signs that even young children can understand. Stand the tire on level ground, and block it securely so that it cannot roll or fall over. If the tire should fall over, get out of the way quickly. The tires for construction equipment are extremely heavy, so trying to hold the tire may lead to serious injury.

A03017

General Safety and Operating Instructions

A3-15

ADDITIONAL JOB SITE RULES


Use this space to add any ADDITIONAL Job Site Rules not covered in any of the previous discussions. _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________ _______________________________________________________________________________________

A3-16

General Safety and Operating Instructions

A03017

WHEN REPAIRS ARE NECESSARY


1. Only qualified maintenance personnel who understand the systems being repaired should accomplish repairs. 2. Many components on the Truck are large and heavy. Insure that lifting equipment - hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift. 3. DO NOT WORK under a suspended load. Do not work under raised body unless body safety cables, props, or pins are in place to hold the body in up position. 4. Do not repair or service truck while engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. 5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants. 6. Follow package directions carefully when using any cleaning solvent. 7. If an auxiliary battery assist is needed, use the external battery connections provided on the truck. 8. Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging alternator lead wire and isolate electronic control components before making welding repairs. (It is not necessary to disconnect or remove any control circuit cards on electric drive Trucks.) Always fasten the welding machine ground (-) lead to the piece being welded; 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 possibly cause damage to components. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Do not stand in front of rim and locking ring when inflating tire mounted on the machine. Observers should not be permitted in the area and should be kept away from the side of such tires. Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of tire and rim. 14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should move the truck under its own power in the repair facility or during road testing after repairs are complete. 9. If truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special towing precautions. (Also refer to Towing Procedure in OPERATING INSTRUCTIONS.) 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.

Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a persons body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately. 11. Relieve pressure in lines or hoses before making any disconnects. 12. After adjustments or repairs, replace all shields, screens and clamps. 13. Tire Care:

A03017

General Safety and Operating Instructions

A3-17

Special Precautions for Working on a 930E Truck


Preliminary Procedures before Welding or Performing Maintenance Prior to welding and/or repairing the Truck, maintenance personnel should attempt to notify the Komatsu factory representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should perform this service. If it is necessary to perform welding or repair to the truck without the field engineer present, the following procedures should be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the chance for damage to equipment. 2. Place REST switch in On position to put AC Drive System in REST mode of operation. Be sure the REST indicator light in the overhead panel is illuminated. 3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown of engine. If engine does not shutdown with keyswitch, use Engine Shutdown Switch on operator cab center console, and hold this switch down until engine stops. 4. With keyswitch Off, and engine stopped, wait at least 90 seconds. Insure steering circuit is completely bled down by turning steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify that all the LINK VOLTAGE lights are OFF (one on back wall of operator cab, and two on deck control cabinets), and notify maintenance personnel, if any light remains illuminated longer than five minutes after engine shutdown. 6. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place. Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown. Engine Shutdown Procedure before Welding or Performing Maintenance Normal operation of the drive system at shutdown should leave the system safe to maintain. However, in the event of a system failure, performing the following procedure prior to 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 retarder grid cabinet without a trained drive system technician present - even if engine is shut down. Only qualified personnel, specifically trained

Anytime the 930E engine is running:

Do not open any of the cabinet doors or remove any covers. Do not use any of the power cables for hand holds or foot steps. Do not touch the retarder grid elements.

Normal Engine Shutdown Procedure 1. Stop the truck out of the way of other traffic on a level surface (dry, if possible) and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to idle. Allow engine to cool gradually by running at low idle for 3 to 5 minutes. b. Place the directional Selector Switch in Neutral. c. Apply the Parking Brake switch. Be sure the Parking Brake Applied indicator light in the overhead display panel is illuminated.

A3-18

General Safety and Operating Instructions

A03017

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. 3. After the engine has been stopped for at least five (5) minutes, inspect the LINK VOLTAGE lights on the exterior of the main control cabinet and back wall of the operators cab (DID panel). If all lights are OFF, the retard grids, wheel motors, alternator, and power cables connecting these devices are safe to work on. 4. Locate the GF Cut-out switch in the access panel on the left side of the main control cabinet. Place the switch in the Alternator Cutout position. This will prevent the alternator from re-energizing and creating system voltage, until the switch is returned to its former position. 5. The blower motors, control cabinet and power cables connecting these devices are still unsafe. To establish that these devices are safe, open the top control cabinet cover and inspect the red lights on the blower control panel. If these lights are OFF, the blower system, blower power cables, and remainder of the control cabinet is safe to work on. If these lights are ON, refer to steps 11 12. 6. Before welding on the truck, disconnect all electrical harnesses from the Engine Control System (ECS) inside the electrical cabinet behind the operators cab (disconnect left one first). Also, disconnect the ground strap from the ECS. 7. Do not weld on the rear of the control cabinet! The metal panels on the back of the cabinet are part of capacitors and cannot be heated. 8. Do not weld on the retard grid exhaust louvers - they are made of stainless steel. Any welding done here must be done by qualified welders, using the appropriate equipment and materials. 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. 9. 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 prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation.

10. Power cables and wiring harnesses must 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 possibly cause damage to components. Before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components before making welding repairs. In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. 11. If the red lights on the exterior of the control cabinet and/or the back wall of the operators cab continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place, do not touch the retard grid elements, do not disconnect any power cables, or use them as hand or foot holds. Notify the Komatsu factory representative immediately. Only qualified personnel, specifically trained for servicing the AC Drive System, should perform this service. 12. If the red lights on the blower control panel are illuminated after following the above procedure, a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control panel or blower motor power cables. Notify the Komatsu factory representative immediately. Only qualified personnel, specifically trained for servicing the AC Drive System, should perform this service. 13. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original positions, and re-connect all harnesses prior to restarting the truck. Leave the drive system in the REST position until the truck is to be moved.

A03017

General Safety and Operating Instructions

A3-19

TRUCK OPERATION
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 by the operator before attempting to start the engine. SAFETY IS THINKING AHEAD Prevention is the best safety program. Prevent a potential accident by knowing the employers safety requirements, all necessary job site regulations, as well as use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to operate or maintain the Komatsu Truck. Safe practices start before the operator gets to the equipment! Local work practices may prevent an operator from performing all tasks suggested here, but to the extent permitted, the operator should follow this or similar routine.

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 hat, 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.

HIGH VOLTAGE MAY BE PRESENT ON THIS TRUCK! DO NOT OPEN ANY ELECTRICAL CABINET DOORS ON THIS TRUCK WHEN 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 SYSTEM HAS BEEN VERIFIED AT REST!

1. Start at left front of truck. While performing the walk around inspection, visually inspect all lights and safety equipment for external damage from rocks or misuse. Make sure lenses are clean and unbroken. Empty the dust pans on the left side air cleaner assemblies. Be sure battery box covers are in place and secure. 2. Move behind the front of the left front tire, inspect the hub and brake assemblies for leaks and any abnormal conditions. Check front wheel hub oil sight gauge for oil level. Check that all suspension attaching hardware is secure and inspect mounting key area for evidence of wear. Check that the suspension extension (exposed piston rod) is correct, and that there are no leaks. 3. With engine stopped, check engine oil level. If dark, turn on service light. 4. Inspect air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard for security and condition. When leaving this point, be sure to turn off service light, if used. 5. Inspect anchor end of steering cylinder for proper greasing and for security. 6. Move outboard of the front wheel, and inspect attaching nuts/studs to be sure all are tight and complete. Check tires for cuts, damage or bubbles and that inflation appears to be correct.

At The Truck - Ground Level Walk Around Inspection At the beginning of each shift, a careful walk around inspection of the truck should be made before the operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the truck and its components to insure that the truck is safe to operate before entering the operators cab. Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise direction, front-to-rear, across the rear, and continuing forward up the opposite side of the truck to the original starting point. If these steps are taken 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.

A3-20

General Safety and Operating Instructions

A03017

START HERE

Walk Around Inspection

A03017

General Safety and Operating Instructions

A3-21

7. Move behind the rear of the front wheel, inspect for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it is all in place. Inspect live end of steering cylinder for proper greasing, and for security of all parts. Inspect for any hydraulic leaks. 8. Inspect sight glass on hydraulic tank. With engine stopped and body down, hydraulic fluid must be visible in lower sight glass. 9. Move on around the hydraulic tank and in front of the rear dual tires, inspect the hoist cylinder for any damage and leaks, also that lower guard is in place. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing. 10. Before leaving this position, look under the lower edge of the chassis to be sure the flexible duct that carries the air from the main blower to the final drive housing is in good condition with no holes or breakage. Also look up at the main hydraulic pumps to see that there is no leakage or any other unusual condition with pumps or pump drive shafts. 11. Move on around the dual tires, check to see that all nuts/studs are in place and tight. Inspect wheel for any leakage that would indicate brake leakage, or wheel motor leakage. Check dual tires for cuts, damage or bubbles and that inflation appears to be correct. If truck has been run on a flat, the tire must be cooled before parking truck inside. Inspect for any rocks that might be lodged between dual tires, and that rock ejector is in good condition and straight so that it can not damage a tire. 12. Inspect left rear suspension for damage and for correct rod exposure, and that there are no leaks. See that covers over the chromed piston rod are in good condition and inspect for proper greasing. 13. Open rear hatch cover. Inspect for leaks around the parking brakes. Inspect condition of cooling air exhaust ductwork to be certain that it is intact and that there are no obstructions. 14. While standing in front of rear hatch, look up to see that rear lights are in good condition, along with dual back up horns. Look up at panhard rod to see that it is getting proper greasing. Also look at both body hinge pins for greasing and any abnormal condition. Check hoist limit switch and clear any mud/debris from contacts. 15. Perform the same inspection on the right rear suspension as done on the left.

16. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the rock ejector, inspect the tires for cuts or damage, and for correct inflation. 17. Perform the same inspection for wheel nuts/studs and wheel leaks that was done on the left hand dual wheels. 18. Move in front of right dual tires, and inspect the hoist cylinder the same as was done on the left side. Check security and condition of body-up limit switch. Remove any mud/dirt accumulation from switch. 19. Move on around the fuel tank, inspect the fuel quantity gauge, (this should agree with what will show on the gauge in the cab). Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the security and condition of the mounts. Check hoist filters for leaks. 20. Move in behind the right front wheel, and inspect the steering cylinder, suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering cylinder. Inspect the hub and brakes for leaks and any unusual condition. Be sure the suspension protective boot is in good condition. 21. Move out and around the right front wheel, inspect that all nuts/studs are in place and tight. 22. Move in behind the front of the right front wheel, check hub and brakes for leaks and any unusual condition. Inspect steering cylinder for security and for proper greasing. Inspect the engine compartment for any leaks and unusual condition. Inspect the fan guard, and belts also for any rags or debris behind radiator. Turn work light off, if used, and secure the ladder up and latched. 23. Inspect auto lube system. See Lincoln Auto Lube in Section M, for specific details concerning auto lube system. 24. Move on around to the right front of the truck, drop the air cleaner pans to remove dirt, latch up and secure. Inspect battery box cover for damage and be sure it is in place and secure. 25. As you move in front of the radiator, inspect for any debris that might be stuck in front of the radiator and remove it. Check for any coolant leaks. Inspect all head and fog lights.

A3-22

General Safety and Operating Instructions

A03017

26. Before climbing ladder to first level, be sure ground level engine shutdown switch is ON. Inspect fire control actuator to be sure safety pin is in place and plastic tie that prevents accidental actuation is in place and in good condition. Be sure battery disconnect switches are ON. Always use grab rails and ladder when mounting or dismounting from the truck. Clean ladder and hand rails of any foreign material, such as ice, snow, oil or mud. 27. Use stairs and handrails while climbing from first level to cab deck.

33. Adjust seat and steering wheel so that it is comfortable for use. 34. Read and understand the description of all Operator Controls in Section N, Cab, Instrument Panel and Indicator Switches. Be familiar with all control locations and functions BEFORE operating truck.

ENGINE START-UP SAFETY PRACTICES


1. Insure all personnel are clear of truck before starting engine. Always sound the horn as a warning before actuating any operational controls. If the truck is in an enclosure, insure adequate ventilation before start-up. Exhaust fumes are dangerous! 2. Be sure parking brake switch is in On position. Check and insure Selector Switch is in Neutral before starting. Place REST switch in On position (put drive system in REST mode of operation). Refer to discussion of REST Switch in Section N, Cab, Instrument Panel and Indicator Switches section. 3. If truck is equipped with auxiliary cold weather heater system(s), do not attempt to start engine while heaters are in operation. Damage to coolant heaters will result!

Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 28. When checking coolant in radiator, use coolant level sight gauge (if equipped) or observe coolant level through opening in end of hood. If it is necessary to remove radiator cap, shut down engine (if running), and relieve coolant pressure SLOWLY, before removing radiator cap.

If engine has been running, allow coolant to cool, before removing the fill cap or draining radiator. Serious burns may result if coolant is not allowed to cool. 29. Inspect covers over retarding grids to be sure latches are in place and secure. Inspect main air inlet to be sure it is clear. Be sure all cabinet door latches are secure. 30. Move on around the cab to the back, open the doors to the brake cabinet, inspect for leaks. Before latching doors, turn work lights off, if used. 31. Clean cab windows and mirrors; clean out cab floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud. 32. Stow personal gear in cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operators cab, should be cleared. Do not carry tools or supplies in cab of truck or on the deck.

A03017

General Safety and Operating Instructions

A3-23

AFTER ENGINE HAS STARTED


1. Become thoroughly familiar with steering and emergency controls. After engine has started and low pressure and warning systems are normal, test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the trucks brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operators cab of the service brake, parking brake, and brake lock. With the engine running and with the hydraulic circuit fully charged, activate each circuit individually. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated on application or release, shut the engine down and notify maintenance personnel. Do not operate truck until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the truck to insure proper system operation and proper instrument functioning. Give special attention to braking and steering circuit hydraulic warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Insure headlights, worklights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of windshield wiper. 5. When truck body is in dump position, do not allow anyone beneath it unless body-up retaining pin or cable is in place. 6. Do not use the fire extinguisher for any purpose other than putting out a fire! If extinguisher is discharged, report the occurrence so the used unit can be refilled or replaced. 7. Do not allow unauthorized personnel to ride in the truck. Do not allow anyone to ride on the ladder of the truck. 8. Do not leave truck unattended while engine is running. Shut down engine and apply park brake before getting out of cab.

4. The keyswitch is a three position (Off, Run, Start) switch. When switch is rotated one position clockwise, it is in the Run position and all electrical circuits (except Start) are activated. a. Turn keyswitch to Run (not Start) position. b. With Selector Switch in Neutral, rotate keyswitch fully clockwise to Start position, and HOLD this position until engine starts (see NOTE below). Start position is spring-loaded to return to Run when key is released. c. After engine has started, place REST switch in Off position (de-activate the REST mode of operation). Refer to discussion of REST SWITCH, in Section N, Cab, Instrument Panel & Indicator Switches.

NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur (while engine lube oil passages are being filled and pressurized) before engine cranking will begin.

Cold Weather Starting

Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start engine again. Severe damage to starter motor can result from overheating.

A3-24

General Safety and Operating Instructions

A03017

MACHINE OPERATION SAFETY PRECAUTIONS


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

7. Check parking brake periodically during shift. Use parking brake ONLY for parking. Do not use park brake for loading / dumping. Do not attempt to apply parking brake while truck is moving!

If any of the red warning lights come On or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop truck as soon as safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation.

Do not use Brake Lock or Emergency Brake (if equipped) for parking. With engine stopped, hydraulic pressure will bleed down, allowing brakes to release! 8. Check brake lock performance periodically for safe loading and dump operation. 9. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and the edge of fill area. 10. Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck.

Truck is equipped with Slip/Slide control. If this function should become inoperative, operating truck with stalled or free spinning wheel motors may cause serious damage to wheel motors! If truck does not begin to move within 10 seconds after depressing throttle pedal (Selector Switch in a drive position), release throttle pedal and allow wheels to regain traction before accelerating engine again.

MACHINE OPERATION ON THE HAUL ROAD


1. Always stay alert! If unfamiliar with the road, drive with extreme caution. Cab doors should remain closed at all times if truck is in motion or unattended. 2. Obey all road signs. Operate truck so it is under control at all times. Govern truck speed by the road conditions, weather and visibility. Report haul road conditions immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 3. Initial propulsion with a loaded truck should begin from a level surface whenever possible, but when there are circumstances where starting on a hill or grade cannot be avoided, refer to the STARTING ON A GRADE WITH A LOADED TRUCK procedure. 4. When backing the truck, give back-up signal (three blasts on the horn); when starting forward, two blasts on the horn. These signals must be given each time the truck is moved forward or backward. 5. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles.

1. Always look to the rear before backing the truck. Watch for and obey ground spotters hand signals before making any reverse movements. Sound the warning horn (3 blasts). Spotter should have a clear view of the total area at the rear of the truck. 2. Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while truck is in operation. 3. Check gauges and instruments frequently during operation for proper readings. 4. Observe all regulations pertaining to the job sites traffic pattern. Be alert to any unusual traffic pattern. Obey the spotters signals. 5. Match the truck speed to haul road conditions and slow the truck in any congested area. Keep a firm grip on steering wheel at all times. 6. Do not allow engine to run at Idle for extended periods of time.

A03017

General Safety and Operating Instructions

A3-25

6. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 50 ft. (15 m). When driving on a down grade, this distance should not be less than 100 ft. (30 m). 7. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place, apply parking brake, and shut down engine before leaving cab. Block wheels securely and notify maintenance personnel for assistance. 8. Before starting up or down a grade, maintain a speed that will insure safe driving and provide effective retarding under all conditions (refer to DYNAMIC RETARDING OPERATION). The Grade/Speed Chart in the operators cab should always be referenced to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck. 9. When operating truck in darkness, or when visibility is poor, do not move truck unless all headlights, clearance lights, and tail lights are on. Do not back truck if back-up horn or lights are inoperative. Always dim headlights when meeting oncoming vehicles. 10. If the Emergency Steering light and/or Low Brake Pressure Warning light (if equipped) illuminate during operation, steer the truck immediately to a safe stopping area, away from other traffic if possible. Refer to item 7 above. 11. Check tires for proper inflation periodically during shift. If truck has been run on a flat, or under-inflated tire, it must not be parked in a building until the tire cools.

Dynamic Retarding is available in Neutral only when truck speed is above 3 mph (4.8 kph). When dynamic retarding is in operation, the engine RPM will automatically go to an advance RPM retard speed setting (usually 900 - 1000 RPM*). * NOTE: The exact engine speed in retarding may vary due to the temperature of certain components; this is controlled by the Propulsion System Controller. Dynamic retarding will be applied automatically, if the speed of the truck obtains the maximum truck speed of 40 MPH (64 KPH). Any application of the Dynamic retarding system (automatic, retarder lever, or foot pedal) will cause an indicator light to illuminate in the overhead display panel. DYNAMIC RETARDER CONTROL LEVER The Dynamic Retarder Control Lever mounted on the right side of the steering column can be used to modulate retarding effort. The lever will command the full range of retarding and will remain at a fixed position when released. a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard position. b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position. c. For long downhill hauls, the lever may be positioned to provide a desired retarding effort, and it will remain where it is positioned. NOTE: The Retarder Control Lever must be rotated back to the Off position before the truck will resume the PROPEL mode of operation. The lever and foot-operated Retarder/Service Brake pedal can be used simultaneously or independently. The Propulsion System Controller (PSC) will determine which device is requesting the most retarding effort and apply that amount. DYNAMIC RETARDER/SERVICE BRAKE PEDAL The Dynamic Retarder/Service Brake Pedal is a single, foot-operated pedal which controls both retarding and service brake functions. The first portion of pedal travel commands retarding effort through a rotary potentiometer. The second portion of pedal travel modulates service brake pressure directly through a hydraulic valve. Thus, the operator must first apply, and maintain, full dynamic retarding in order to apply

DYNAMIC RETARDING OPERATION


Dynamic Retarding is a braking torque (not a brake) produced through electrical generation by the wheelmotors when the truck motion (momentum) is the propelling force. For normal truck operation, Dynamic Retarding should be used to slow and control the speed of the truck. Dynamic Retarding is available in Forward/Reverse at all truck speeds above 0 mph/kph; however, as the truck speed slows below 3 mph (4.8 kph), the available retarding force may not be effective. Use the service brakes to bring the truck to a COMPLETE stop. Dynamic Retarding will NOT hold a stationary truck on an incline; use the Parking Brake or Wheel Lock brake for this purpose.

A3-26

General Safety and Operating Instructions

A03017

the service brakes. Releasing the pedal returns the brake and retarder to the off position. When the pedal is partially depressed, the dynamic retarding is actuated. As the pedal is further depressed to where dynamic retarding is fully applied; the service brakes (while maintaining full retarding) are then actuated through a hydraulic valve, which modulates pressure to the service brakes. Completely depressing the pedal causes full application of both dynamic retarding AND the service brakes. An indicator light in the overhead panel will illuminate, and an increase in pedal resistance, will be felt when the the Service Brakes are applied. For normal truck operation, Dynamic Retarding (lever or foot-operated pedal) should be used to slow and control the speed of the truck. Service brakes should be applied only when dynamic retarding requires additional braking force to slow the truck speed quickly, or when bringing the truck to a COMPLETE stop.

PASSING
1. Do not pass another truck on a hill or blind curve! 2. Before passing, make sure the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution. 3. Use only the areas designated for passing.

LOADING
1. Pull into the loading area with caution. Remain at a safe distance while truck ahead is being loaded. 2. Do not drive over unprotected power cables. 3. When approaching or leaving a loading area, watch out for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow Spotter or Shovel Operator signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similar pattern. 5. When being loaded, operator should stay in truck cab with engine running. Place Selector Switch in Neutral and apply Wheel Brake Lock. 6. When loaded, pull away from shovel as quickly as possible but with extreme caution.

STARTING ON A GRADE WITH A LOADED TRUCK


Initial propulsion with a loaded truck should begin from a level surface whenever possible, but when there are circumstances where the starting on a hill or grade cannot be avoided, use the following procedure: 1. Fully depress the foot-operated retarder/service brake pedal (do NOT use retarder lever) to hold the truck on the grade. With service brakes fully applied, move the selector switch to a drive position (Forward/Reverse) and increase engine RPM with throttle pedal. 2. As engine RPM approaches maximum, and operator senses propulsion effort working against the brakes, release the brakes and let truck movement start. Be sure to completely release the foot-operated retarder/service brake pedal. As truck speed increases above 3-5 MPH (5-8 KPH) the Propulsion System Control (PSC)will drop propulsion, if the retarder is still applied. Releasing and reapplying dynamic retarding during a hill start operation will result in loss of propulsion.

DUMPING
1. Pull into dump area with extreme caution. Make sure area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. Avoid unstable areas. Stay a safe distance from edge of dump area. Position truck on a solid, level surface before dumping.

As body raises, the truck Center of Gravity (CG) will move. Truck must be on level surface to prevent tipping / rolling!

A03017

General Safety and Operating Instructions

A3-27

2. Carefully maneuver truck into dump position. When backing truck into dump position, use only the foot-operated brake pedal to stop and hold truck; DO NOT rely on Wheel Brake Lock to stop truck; this control is unmodulated and applies REAR SERVICE BRAKES ONLY. 3. When truck is stopped and in dump position, apply Wheel Brake Lock and move the Selector Switch to the Neutral position. To Raise dump body:

6. Reduce engine RPM as last stage of hoist cylinder begins to extend and let engine go to low idle as last stage reaches half-extension. 7. Release hoist lever as last stage of hoist cylinder reaches full extension. 8. After material being dumped clears body, lower body to frame.

To Lower Body (When dumping over a berm or into a crusher): 9. Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in the float position allowing the body to return to frame. NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, perform steps "a" & "b" below: a. Move hoist lever back to the "hoist" position to fully raise the dump body. Then 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. Shift Selector Switch to Forward, release Brake Lock, depress Override button and drive forward to clear the material. Stop, shift Selector Switch to Neutral, apply Brake Lock and lower body again. 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.

The dumping of very large rocks (10% of payload, or greater) or sticky material (loads that do not flow freely from the body) may allow the material to move too fast and cause the body to move RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the hoist cylinders, frame, and/or body hinge pins. If it is necessary to dump this kind of material, refer to the WARNING in the following procedure:

4. Pull the lever to the rear to actuate hoist circuit. (Releasing the lever anywhere during hoist up wi ll place the body in hold at that position.)

5. Raise engine RPM to accelerate hoist speed. Refer to the WARNING below.

If dumping very large rocks or sticky material as described in WARNING above, slowly accelerate engine RPM to raise body. When the material starts to move, release hoist lever to HOLD position. If material does not continue moving and clear body, repeat this procedure until material has cleared body.

CAUTION! The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins.

A3-28

General Safety and Operating Instructions

A03017

To Lower Body (When dumping on flat ground): It is very likely when dumping on flat ground that the dumped material will build up enough to prevent the body from lowering. In this case, the truck will have to be driven forward a short distance (just enough to clear the material) before the body can be lowered. a. Shift Selector Switch to Forward, release Brake Lock, depress Override button and drive just far enough forward for body to clear material. Stop, shift Selector Switch to Neutral, apply Brake Lock. b. Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in the float position allowing the body to return to frame.

TOWING
Prior to towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important safety practices, procedures and preparation for moving heavy equipment are not observed. Do not tow the truck any faster than 5 MPH (8 kph). Attachments for towing the 930E are available from the Komatsu Distributor Parts Department as follows: Front Bumper Modification Kit - MK3941: This kit contains the parts necessary to modify the front bumper for installation of towing bosses. One MK3941 kit is required for each truck in the fleet. Tow Adaptor Structure - MK3945: This structure must be ordered (or designed) to mate with the intended towing vehicle and is intended for towing an unloaded vehicle only.

NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, then perform steps "c" and "d" below:

A disabled machine may be towed after the following MINIMUM precautions have been taken. 1. Shut down engine. 2. If truck is equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check towed vehicle for braking system. 3. Inspect tow bar for adequacy (approximately 1.5 times the gross vehicle weight of truck being towed). 4. Determine that towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 5. Protect both operators in the event of tow bar failure. 6. Block disabled truck to prevent movement while attaching tow bar. 7. Release disabled truck brakes and remove blocking. 8. Sudden movement may cause tow bar failure. Smooth and gradual truck movement is preferred. 9. Minimize tow angle at all times - NEVER EXCEED 30o. The towed truck must be steered in the direction of the tow bar.

c. Move hoist lever back to the "hoist" position to fully raise the dump body. Then release the hoist lever so it returns to the "hold" position. d. Shift Selector Switch to Forward, release Brake Lock, depress Override button and drive forward to clear the material. Stop, shift Selector Switch to Neutral, apply Brake Lock and lower body again. 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. CAUTION! The truck is not to be moved with the dump body raised except for emergency moves only. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 10. With body returned to frame, move Selector Switch to Forward, release Brake Lock, and leave dump area carefully.

A03017

General Safety and Operating Instructions

A3-29

SAFE PARKING PROCEDURES


The operator must continue the use of safety precautions when preparing for parking and engine shutdown. In the event that the equipment is being worked in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator. 1. The truck should be parked on level ground, if at all possible. If parking must be done on a grade, the truck should be positioned at right angles to the grade. 2. The parking brake must be applied and/or chocks placed fore/aft of wheels so that the truck cannot roll. Each truck should be parked at a reasonable distance from another. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight or flares at night.

3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown of engine. If engine does not shutdown with keyswitch, use Engine Shutdown Switch on operator cab center console, and hold this switch down until engine stops. 4. With keyswitch Off, and engine stopped, wait at least 90 seconds. Insure steering circuit is completely bled down by turning steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance personnel. 5. Verify all LINK VOLTAGE lights are OFF (one on back interior wall of operator cab, two on electrical cabinet, on deck), and notify maintenance personnel if remains illuminated longer than five minutes after the engine is shut down. 6. Close and lock all windows, remove key from keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place.

NORMAL ENGINE SHUTDOWN PROCEDURE


The following procedure should be followed at each engine shutdown. 1. Stop the truck out of the way of other traffic on a level surface and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to idle. b. Place the directional Selector Switch in Neutral. c. Apply the Parking Brake switch. Be sure the Parking Brake Applied indicator light in the overhead display panel is illuminated. d. Allow engine to cool gradually by running at low idle for 3 to 5 minutes, or if preferred, activate the 5 minute shutdown delay timer as described on the following page. 2. Place REST switch in On position to put AC Drive System in REST mode of operation. Be sure the REST indicator light in the overhead panel is illuminated.

DELAYED ENGINE SHUTDOWN PROCEDURE


1. Stop the truck out of the way of other traffic on a level surface and free of overhead power lines or other obstructions (in case dump body should need to be raised). a. Reduce engine speed to low idle. b. Place the directional Selector Switch in Neutral. c. Apply the Parking Brake switch. Be sure the Parking Brake Applied indicator light in the overhead display panel is illuminated. 2. Place REST switch in On position to put AC Drive System in REST mode of operation. Be sure the REST indicator light in the overhead panel is illuminated. 3. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS section for location on instrument panel of the Engine Shutdown Switch with 5 Minute Idle Timer Delay. This is a 3-position rocker-type switch (Off-On-Momentary).

A3-30

General Safety and Operating Instructions

A03017

a. Press top of switch to the On (center position), then press firmly to the Momentary (upper position) and hold briefly to activate the 5 M i n u t e I d l e Ti me r (switch is spring-loaded to return to On position when released). At the same time, while holding the the momentary switch position, turn the keyswitch counterclockwise to the OFF position. When the engine stops after the 5 minute idle period, the hydraulic bleeddown timer will be activated and turn off the 24 VDC electrical circuits controlled by the keyswitch. The engine will not shutdown if the keyswitch is not turned OFF using this procedure. b. When the Engine Shutdown Timer has been activated, the Timer Delay indicator light in the overhead display panel will illuminate to indicate that the shutdown timing s equence has been started. The engine will continue to run at Idle RPM for approximately 5 minutes to allow for proper engine cool-down before stopping. NOTE: To cancel the 5 Minute Idle Timer sequence, press Timer Delay Shutdown switch to the Off (lower) position.

If keyswitch is in Off position, engine will stop. If keyswitch is in On position, engine will continue to run.

A03017

General Safety and Operating Instructions

A3-31

NOTES:

A3-32

General Safety and Operating Instructions

A03017

WARNINGS AND CAUTIONS


The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals attached to the truck. The plates and decals listed here are typical of this Komatsu model, but because of customer options, individual trucks may have plates and decals that are different from those shown here. The plates and decals must be kept clean and legible. If any decal or plate becomes unable to be read or damaged, it should be replaced with a new one. A warning decal surrounds the key switch located to the right of the steering column on the instrument panel. The warning stresses the importance of reading the operators manual before operation. A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective Structure meets various SAE performance requirements.

! WARNING ! Do not make modifications to this structure, or attempt to repair damage without written approval from the Manufacturer. Unauthorized repairs will void certification.
A warning instruction is applied below the Parking Brake and the Rear Wheel Brake Lock switches, which are located to the right of the steering column on the instrument panel. Pushing the top of the rocker-style switch turns the function ON, pushing the bottom, turns it OFF.

A Grade/Speed plate is located on the left front post of the operators cab and provides the recommended MAXIMUM speeds to be used when descending various grades with a loaded truck. Always refer to the decal in operators cab. This decal may change with OPTIONAL truck equipment such as: wheelmotor drive train ratios, retarder grids, tire sizes, etc.

The Parking Brake is spring applied and hydraulically released. It is designed to hold a stationary truck when the engine is shutdown and keyswitch is turned Off. The truck must be completely stopped before applying the parking brake, or damage may occur to parking brake. To apply the parking brake, press the rocker switch toward the On symbol. To release the parking brake, press the rocker switch toward the Offsymbol. When the keyswitch is On and Parking Brake switch is applied, the Parking Brake indicator light (A3, Overhead Panel) will be illuminated. NOTE: Do not use the parking brake at shovel or dump. With keyswitch on and engine running, sudden shock caused by loading or dumping could cause the systems motion sensor to RELEASE the park brake.

A04039

Warnings and Cautions

A4-1

The Wheel Brake Lock switch is for holding the truck while parked at the shovel during loading, or while dumping. It applies the rear service brakes only. If the brake treadle valve does not operate, apply this brake to stop the truck. Do NOT use this brake as a parking brake when leaving the truck. With engine shut down, the hydraulic system will eventually bleed down, releasing the service brakes.

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

Attached to the exterior of both battery compartments is a danger plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary power, all switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+) posts together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect to the negative posts of the truck battery or near the battery box. This hookup completes the circuit but minimizes danger of sparks near the batteries. Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and rubber apron when handling and servicing batteries. Get proper medical help immediately, if required.

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

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

This plate is placed on both battery boxes and near the battery disconnect switches to indicate that the battery system (24VDC) is a NEGATIVE (-) GROUND system.

A4-2

Warnings and Cautions

A04039

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

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

This Danger plate is attached to all four suspensions.

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

The plate contains instructions for releasing internal pressure before disconnecting any hardware. Serious injury can occur if these directions are not followed.

A plate on the side of the hydraulic tank furnishes instructions for filling the hydraulic tank. Keep the system open to the atmosphere only as long as absolutely necessary to lessen chances of system contamination. Service the tank with clean Type C-4 hydraulic oil. All oil being put into the hydraulic tank should be filtered through 3 micron filters.

A04039

Warnings and Cautions

A4-3

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

A wheel motor oil level decal is attached to the gear cover on both electric wheel motors. This decal stresses the fact that the truck must be on a level surface and parked for 20 minutes prior to checking the oil level. This is necessary in order to get an accurate reading.

A decal plate is located on the frame near the left hoist cylinder which provides the operator or technician with the hook-up procedure for dumping a loaded, disabled truck, by using a functional truck for hydraulic power. A warning plate is attached to the hydraulic tank to inform technicians that high pressure hydraulic oil is present during operation. When it is necessary to open the hydraulic system, be sure engine is stopped and Refer to the Section L for additional instructions for using this procedure.

key switch is Off to bleed down hydraulic pressure. There is always a chance of residual pressure being present. Open fittings slowly to allow all pressure to bleed off before removing any connections.

Warning decals are applied to both brake accumulators located inside the brake system cabinet behind the operator cab. These decals remind servicing technicians to be sure to close the accumulator drain valves after they have been opened to bleed brake pressure. It further warns not to over-tighten the drain valves to prevent damage to the valve seat(s).

Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a persons body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately.

A4-4

Warnings and Cautions

A04039

This CAUTION decal is placed near the battery disconnect switches on the right side of the front bumper to alert servicing technicians that before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components before making welding repairs.

A CAUTION decal is also attached to the door of the rear hatch cover to alert personnel that HOT EXHAUST AIR is present and may cause injury.

This CAUTION decal is also placed around the Retarding Grid Cabinet.

These WARNING plates are mounted on all of the AC DRIVE CONTROL housings and cabinets. In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. Always fasten the welding machine ground (-) lead to the piece being welded; 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. HIGH VOLTAGE may be present, with or without, the engine running! Only authorized personnel should access these cabinets.

A High Voltage Danger Plate is attached to the door of the rear hatch cover. HIGH VOLTAGE may be present! Only authorized personnel should access this rear housing.

A04039

Warnings and Cautions

A4-5

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

This decal is placed near three different indicator lights:

In the operator cab, on the D.I.D. panel on the rear wall. On the front of the control box which is mounted on the right side of the main control cabinet. On the outside of the left control cabinet wall that faces the right side of the operator cab. (See also Information decal above.)

When any of these indicator lights are ON, High Voltage is present throughout the propulsion and retarding system. Extreme care should be exercised!

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

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

A4-6

Warnings and Cautions

A04039

This page illustrates a variety of decals which are mounted on deck mounted cabinets, housings, and structures which must be lifted in a specific manner, and from specific points, in order to safely move or lift any of these structures. If any of these decals are damaged or defaced, so that it is no longer legible, it should be replaced immediately. Maintenance personnel must follow these lifting instructions.

A04039

Warnings and Cautions

A4-7

A product identification plate is located on the main frame in front of the right side front wheel and shows the Truck Model Number, Maximum G.V.W. and Product Identification Number (Truck Serial Number). The Product Identification Number (Truck Serial Number) contains information which will identify the original manufacturing bill of material for this unit. The complete truck serial number will be required for the proper ordering of many service parts and/or warranty consideration.

The Lubrication Chart is mounted on the right hand side of the radiator grille structure. Refer to the Lubrication and Service section in this manual for more complete lubrication instructions.

A4-8

Warnings and Cautions

A04039

STANDARD CHARTS AND TABLES


This manual provides dual dimensioning for most specifications. U.S. standard units are specified first, with metric (SI) units in parentheses. References throughout the manual to standard torques or other standard values will be to one of the following Charts or Tables. For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in TABLE XIII, page A5-6. TABLE INDEX OF TABLES I . . . . Standard Torque Chart (SAE) A5-1 EFFECT OF SPECIAL LUBRICANTS On Fasteners And Standard Torque Values Haulpak Division does NOT recommend the use of special friction-reducing lubricants such as, Copper Coat, Never Seize, and other similar products on the threads of standard fasteners where standard torque values are applied. The use of special friction-reducing lubricants will significantly alter the clamping force being applied to fasteners during the tightening process. If special friction-reducing lubricants are used with the Standard Torque values listed below in Table I (and most Haulpak service manuals), excessive stress and possible breakage of the fasteners may result. Where Torque Tables specify Lubricated Threads for the Standard Torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, page A5-2) on the threads and seats, unless specified otherwise. NOTE: Always be sure threads of fasteners and tapped holes are free of burrs or other imperfections before assembling. Standard Torque values are not to be used when Turn-of-the-Nut tightening procedures are recommended.

TABLE II Standard Torque, 12-Point, Grade 9 A5-2 TABLE III . Standard Metric Assembly Torque A5-2 TABLE IV . . . . JIC Swivel Nuts Torque Chart A5-3 TABLE V . . . . . . . Pipe Thread Torque Chart A5-3 TABLE VI . . . . . . . O-Ring Boss Torque Chart A5-3 TABLE VII . . . O-Ring Face Seal Torque Chart A5-3 TABLEVIII . Torque Conversions (ft.lbs N.m) A5-4 TABLE IX . Torque Conversions (ft.lbs kg.m) A5-4 TABLE X . Pressure Conversions (psi kPa) A5-4 TABLE XI . Pressure Conversions (psi MPa) A5-4 TABLE XII . . . . . . . Temperature Conversions A5-5 TABLEXIII . . . Common Conversion Multipliers A5-6

TABLE I STANDARD TORQUE CHART SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY (LUBRICATED THREADS) TOLERANCES GRADE 5 CAPSCREW THREAD SIZE 1/420 1/428 5/1618 5/1624 3/816 3/824 7/1614 7/1620 1/213 1/220 9/1612 9/1618 5/811 5/818 3/410 TORQUE GRADE 5 ft. lbs. 7 8 15 16 25 30 40 45 65 70 90 95 125 135 220 kg.m 0.97 1.11 2.07 2.21 3.46 4.15 5.5 6.2 9 9.7 12.4 13.1 17.3 18.7 30.4 N.m 9.5 10.8 20.3 22 34 41 54 61 88 95 122 129 169 183 298 TORQUE GRADE 8 ft. lbs. 10 11 21 22 35 40 58 62 90 95 125 135 175 190 310 kg.m N.m CAPSCREW THREAD SIZE TORQUE GRADE 5 ft. lbs. kg.m 32.5 48.4 51.9 72.6 77.4 78.8 89.9 96.8 125.9 134.8 166 181 219 235 N.m 319 475 508 712 759 773 881 949 1234 1322 1627 1776 2142 2305

10%
GRADE 8 TORQUE GRADE 8 ft. lbs. 335 500 530 750 790 800 1050 1140 1480 1580 1940 2120 2560 2770 kg.m 46.3 69.2 73.3 103.7 109.3 110.6 145 158 205 219 268 293 354 383 N.m 454 678 719 1017 1071 1085 1424 1546 2007 2142 2630 2874 3471 3756

1.38 13.6 3/416 235 1.52 14.9 7/89 350 2.90 28 7/814 375 3.04 30 1.08 525 4.84 47 1.012 560 5.5 54 1.014 570 8.0 79 1 1/87 650 8.57 84 1 1/812 700 12.4 122 1 1/47 910 13.1 129 1 1/412 975 17.3 169 1 3/86 1200 18.7 183 1 3/812 1310 24.2 237 1 1/26 1580 26.2 258 1 1/212 1700 42.8 420 1 ft. lbs. = 0.138 kg.m = 1.356 N.m

A05001 03/01

Standard Torque Charts and Tables

A5-1

Standard Assembly Torques For 12-Point, Grade 9, Capscrews (SAE)


The following specifications appy to required assembly torques for all 12-Point, Grade 9 (170,000 psi minimum tensile), Capscrews. Capscrew threads and seats SHALL be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads. Torques are calculated to give a clamping force of approximately 75% of proof load. The maximum torque tolerance shall be 10% of the torque value shown.
TABLE II - STANDARD ASSEMBLY TORQUE for 12-Point, Grade 9, Capscrews CAPSCREW TORQUE TORQUE TORQUE SIZE* ft. lbs. N.m kg.m 0.250 - 20 12 16 1.7 0.312 - 18 24 33 3.3 0.375 - 16 42 57 5.8 0.438 - 14 70 95 9.7 0.500 - 13 105 142 14.5 0.562 - 12 150 203 20.7 0.625 - 11 205 278 28.3 0.750 - 10 360 488 49.7 0.875 - 9 575 780 79.4 1.000 - 8 860 1166 119 1.000 - 12 915 1240 126 1.125 - 7 1230 1670 170 1.125 - 12 1330 1800 184 1.250 - 7 1715 2325 237 1.250 - 12 1840 2495 254 1.375 - 6 2270 3080 313 1.375 - 12 2475 3355 342 1.500 - 6 2980 4040 411 1.500 - 12 3225 4375 445 * Shank Diameter (in.) - Threads per in. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.

Standard Metric Assembly Torque For Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly torques for all meteric Class 10.9 finished hexagon head capscrews and Class 10 nuts. Capscrews threads and seats SHALL NOT be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated. NOTE: If zinc-plated hardware is used, each piece must be lubricated with a Rust Preventive Grease or Lithium-base grease to achieve the same clamping forces provided below. Torques are calculated to give a clamping force of approximately 75% of proof load. The maximum torque tolerance shall be within 10% of the torque value shown.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE CAPSCREW TORQUE TORQUE TORQUE SIZE* N.m ft. lbs. kg.m M6x1 12 9 1.22 M 8 x 1.25 30 22 3.06 M10 x 1.5 55 40 5.61 M12 x 1.75 95 70 9.69 M14 x 2 155 114 15.81 M16 x 2 240 177 24.48 M20 x2.5 465 343 47.43 M24 x 3 800 590 81.6 M30 x 3.5 1600 1180 163.2 M36 x 4 2750 2028 280.5 * Shank Diameter (mm) x Threads per mm. This Table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.

SUGGESTED* SOURCES FOR RUST PREVENTIVE GREASE:


AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Company (also American Oil Co.) GULF NORUST #3 from Gulf Oil Company. MOBILARMA 355, Product No. 66705 from Mobil Oil Corporation. RUST BAN 326 from Humble Oil Company. RUSTOLENE B GREASE from Sinclair Oil Company. RUST PREVENTIVE GREASE - CODE 312 from the Southwest Grease and Oil Company. * NOTE: This list represents the current Engineering approved sources for use in Haulpak manufacture. It is not exclusive. Other products may meet the same specifications of this list.

A5-2

Standard Torque Charts and Tables

A05001 03/01

TABLE IV TORQUE CHART FOR JIC 37 SWIVEL NUTS WITH OR WITHOUT O-RING SEAL SIZE TUBE SIZE THREADS TORQUE CODE (O.D.) UNF 2B FT. LBS. 2 3 4 5 6 8 10 12 14 16 20 24 32 0.125 0.188 0.250 0.312 0.375 0.500 0.625 0.750 0.875 1.000 1.250 1.500 2.000 0.31224 0.37524 0.43820 0.50020 0.56218 0.75016 0.87514 1.06212 1.18812 1.31212 1.62512 1.87512 2.50012 4 1 8 3 12 3 15 3 18 5 30 5 40 5 55 5 65 5 80 5 100 10 120 10 230 20

SIZE CODE 2 3 4 5 6 8 10 12 14 16 20 24 32

TABLE VI TORQUE CHART FOR O-RING BOSS FITTINGS TUBE SIZE THREADS (O.D.) UNF 2B 0.125 0.188 0.250 0.312 0.375 0.500 0.625 0.750 0.875 1.000 1.250 1.500 2.000 0.31224 0.37524 0.43820 0.50020 0.56218 0.75016 0.87514 1.06212 1.18812 1.31212 1.62512 1.87512 2.50012

TORQUE FT. LBS. 4 2 5 2 8 3 10 3 13 3 24 5 32 5 48 5 54 5 72 5 80 5 80 5 96 10

SIZE CODE 2 4 6 8 12 16 20 24 32

TABLE V TORQUE CHART FOR PIPE THREAD FITTINGS WITH PIPE THREAD SEALANT SIZE FT. LBS. 0.12527 0.25018 0.37518 0.50014 0.75014 1.00011.50 1.25011.50 1.50011.50 2.00011.50 15 3 20 5 25 5 35 5 45 5 55 5 70 5 80 5 95 10

WITHOUT SEALANT FT. LBS. 20 5 25 5 35 5 45 5 55 5 65 5 80 5 95 10 120 10

SIZE CODE 4 6 8 10 12 16 20 24

TABLE VII TORQUE CHART FOR O-RING FACE SEAL FITTINGS TUBE SIZE THREADS (O.D.) UNF 2B 0.250 0.375 0.500 0.625 0.750 1.000 1.250 1.500 0.43820 0.56218 0.75016 0.87514 1.06212 1.31212 1.62512 1.87512

TORQUE FT. LBS. 11 1 18 2 35 4 51 5 71 7 98 6 132 7 165 15

A05001 03/01

Standard Torque Charts and Tables

A5-3

FT. LBS. 0 10 20 30 40 50 60 70 80 90

0 (N.m) 13.56 27.12 40.67 54.23 67.79 81.35 94.91 108.47 122.03

1 1.36 14.91 28.47 42.03 55.59 69.15 82.70 96.26 109.82 123.38

TABLE VIII TORQUE CONVERSIONS Foot Pounds ft. lbs. To Newton.meters (N.m) 2 3 4 5 6 2.71 4.07 5.42 6.78 8.14 16.27 17.63 18.98 20.34 21.69 29.83 31.18 32.54 33.90 35.25 43.39 44.74 46.10 47.45 48.81 56.94 58.30 59.66 61.01 62.37 70.50 71.86 73.21 74.57 75.93 84.06 85.42 86.77 88.13 89.48 97.62 98.97 100.33 101.69 103.04 111.18 112.53 113.89 115.24 116.60 124.74 126.09 127.45 128.80 130.16 See NOTE on page A5-5 TABLE IX TORQUE CONVERSIONS Foot Pounds ft. lbs. To kilogram.meter (kg.m) 2 3 4 5 6 0.277 0.415 0.553 0.692 0.830 1.66 1.80 1.94 2.07 2.21 3.04 3.18 3.32 3.46 3.60 4.43 4.56 4.70 4.84 4.98 5.81 5.95 6.09 6.22 6.36 7.19 7.33 7.47 7.61 7.74 8.57 8.71 8.85 8.99 9.13 9.96 10.10 10.23 10.37 10.51 11.34 11.48 11.62 11.76 11.89 12.72 12.86 13.00 13.14 13.28 See NOTE on page A5-5 TABLE X PRESSURE CONVERSIONS Pounds/sq. in. [psi] To kilopascals (kPa) Formula: psi x 6.895 = kPa 2 3 4 5 6 13.79 20.68 27.58 34.47 41.37 82.74 89.63 96.53 103.42 110.32 151.7 158.6 165.5 172.4 179.3 220.6 227.5 234.4 241.3 248.2 289.6 296.5 303.4 310.3 317.2 358.5 365.4 372.3 379.2 386.1 427.5 434.4 441.3 448.2 455.1 496.4 503.3 510.2 517.1 524.0 565.4 572.3 579.2 586.1 593.0 634.3 641.2 648.1 655.0 661.9 See NOTE on page A5-5 TABLE XI PRESSURE CONVERSIONS Pounds/sq. in. [psi] To Megapascals (MPa) Formula: psi x 0.0069 = MPa 20 30 40 50 60 0.14 0.21 0.28 0.34 0.41 0.83 0.90 0.97 1.03 1.10 1.52 1.59 1.65 1.72 1.79 2.21 2.28 2.34 2.41 2.48 2.90 2.96 3.03 3.10 3.17 3.59 3.65 3.72 3.79 3.86 4.27 4.34 4.41 4.48 4.55 4.96 5.03 5.10 5.17 5.24 5.65 5.72 5.79 5.86 5.93 6.34 6.41 6.48 6.55 6.62 See NOTE on page A5-5

7 9.49 23.05 36.61 50.17 63.72 77.28 90.84 104.40 117.96 131.51

8 10.85 24.40 37.96 51.52 65.08 78.64 92.20 105.75 119.31 132.87

9 12.20 25.76 39.32 52.87 66.44 80.00 93.55 107.11 120.67 134.23

FT. LBS. 0 10 20 30 40 50 60 70 80 90

0 (kg.m) 1.38 2.77 4.15 5.53 6.92 8.30 9.68 11.06 12.45

1 0.138 1.52 2.90 4.29 5.67 7.05 8.44 9.82 11.20 12.59

7 0.968 2.35 3.73 5.12 6.50 7.88 9.27 10.65 12.03 13.42

8 1.106 2.49 3.87 5.26 6.64 8.02 9.40 10.79 12.17 13.55

9 1.245 2.63 4.01 5.39 6.78 8.16 9.54 10.93 12.30 13.69

PSI 0 10 20 30 40 50 60 70 80 90

0 (kPa) 68.95 137.9 206.8 275.8 344.7 413.7 482.6 551.6 620.5

1 6.895 75.84 144.8 213.7 282.7 351.6 420.6 489.5 558.5 627.4

7 48.26 117.21 186.2 255.1 324.1 393.0 462.0 530.9 599.9 668.8

8 55.16 124.1 193.1 262.0 331.0 399.9 468.9 537.8 606.8 675.7

9 62.05 131.0 200.0 268.9 337.9 406.8 475.8 544.7 613.7 682.6

PSI 0 100 200 300 400 500 600 700 800 900

0 (MPa) 0.69 1.38 2.07 2.76 3.45 4.14 4.83 5.52 6.21

10 0.069 0.76 1.45 2.14 2.83 3.52 4.21 4.90 5.58 6.27

70 0.48 1.17 1.86 2.55 3.24 3.93 4.62 5.31 6.00 6.69

80 0.55 1.24 1.93 2.62 3.31 4.00 4.69 5.38 6.07 6.76

90 0.62 1.31 2.00 2.69 3.38 4.07 4.76 5.45 6.14 6.83

A5-4

Standard Torque Charts and Tables

A05001 03/01

NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa). 1. Select Table X. 2. Go to PSI row 90, column 7; read 668.8 97 psi = 668.8 kPa. 3. Multiply by 10: 970 psi = 6688 kPa. 4. Go to PSI row 0, column 5; read 34.47 5 psi = 34.47 kPa. Add to step 3. 5. 970 + 5 psi = 6688 + 34 = 6722 kPa. 975 psi = 6722 kPa.

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

A05001 03/01

Standard Torque Charts and Tables

A5-5

TABLE XIII COMMON CONVERSION MULTIPLIERS


COMMON CONVERSION MULTIPLIERS ENGLISH to METRIC TO CONVERT MULTIPLY FROM TO BY inch in. millimeter (mm) 25.40 inch in. centimeter (cm) 2.54 foot ft. meter (m) 0.3048 yard yd. meter (m) 0.914 mile mi. kilometer (km) 1.61 sq. in. in.2 sq. centimeters (cm2) 6.45 sq. ft. ft.2 sq. centimeters (cm2) 929 cu. in. in.3 cu. centimeters (cm3) 16.39 cu. in. in.3 liters (l) 0.016 cu. ft. ft.3 cu. meters (m3) 0.028 cu. ft. ft.3 liters (l) 28.3 ounce oz. kilogram (kg) 0.028 fluid ounce fl. oz. milliliter (ml) 29.573 pound (mass) kilogram (kg) 0.454 pound (force) lbs. Newton (N) 4.448 in. lbs. (force) Newton.meters (N.m) 0.113 ft. lbs. (force) Newton.meters (N.m) 1.356 ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 psi (pressure) kilopascals (kPa) 6.895 psi (pressure) megapascals (MPa) 0.007 psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 ton (short) kilogram (kg) 907.2 ton (short) metric ton 0.907 quart qt. liters (l) 0.946 gallon gal. liters (l) 3.785 HP (horsepower) Watts 745.7 HP (horsepower) kilowatts (kW) 0.745 COMMON CONVERSION MULTIPLIERS METRIC to ENGLISH TO CONVERT MULTIPLY FROM TO BY millimeter (mm) inch in. 0.0394 centimeter (cm) inch in. 0.3937 meter (m) foot ft. 3.2808 meter (m) yard yd. 1.0936 kilometer (km) mile mi. 0.6210 sq. centimeters (cm2) sq. in. in.2 0.1550 sq. centimeters (cm2) sq. ft. ft.2 0.001 cu. centimeters (cm3) cu. in. in.3 0.061 liters (l) cu. in. in.3 61.02 3 cu. meters (m ) cu. ft. ft.3 35.314 liters (l) cu. ft. ft.3 0.0353 grams (g) ounce oz. 0.0353 milliliter (ml) fluid ounce fl. oz. 0.0338 kilogram (kg) pound (mass) 2.2046 Newton (N) pound (force) lbs. 0.2248 Newton.meters (N.m) kilogram.meters (kg.m) 0.102 Newton.meters (N.m) ft. lbs. (force) 0.7376 kilogram.meters (kg.m) ft. lbs. (force) 7.2329 kilogram.meters (kg.m) Newton.meters (N.m) 9.807 kilopascals (kPa) psi (pressure) 0.1450 megapascals (MPa) psi (pressure) 145.038 kilograms/cm2 (kg/cm2) psi (pressure) 14.2231 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068 kilogram (kg) ton (short) 0.0011 metric ton ton (short) 1.1023 liters (l) quart qt. 1.0567 liters (l) gallon gal. 0.2642 Watts HP (horsepower) 0.00134 kilowatts (kW) HP (horsepower) 1.3410

A5-6

Standard Torque Charts and Tables

A05001 03/01

STORAGE AND IDLE MACHINE PREPARATION


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

These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide lines. The final aim should always be to provide the operator with a safe, fully productive vehicle, that he can rely on.

SHORT TERM IDLE PERIODS


There will be periods when a vehicle may be idle from 30-60 days, but must be ready for use at all times. The most effective handling of this type situation is to follow the procedure given below to prevent any deterioration from beginning. 1. Keep the vehicle fully serviced. 4. Check and operate all systems. 5. After shutdown, drain air tank (if so equipped) to expel any accumulated moisture.

6. Once a month, perform the 10 hour service items shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.

2. On a weekly schedule, perform a visual check of the vehicle, start and run the engine until it is up to operating temperature. Move the vehicle around the yard for a few minutes to insure that all internal gears and bearings are freshly lubricated. 3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated.

A07003

Storage Procedures

A7-1

PREPARATION FOR STORAGE


For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled. 1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should be coated with a good rust preventative grease. 3. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair suspensions, should be retracted as much as possible (steering cylinders centered). Wipe the exposed portion of all cylinder rams clean and, coat (including seals on ends of barrel) with good preservative grease. 4. If long term storage is anticipated, the vehicle should be blocked up with the tires clear of the ground or floor to remove vehicle weight from the tires. Lower air pressure in the tires to 15-25 psi (103-172 kPa). Completely cover the tires with tarpolins to minimize rubber oxidation and deterioration. 10. New hydraulic filters should be installed and the hydraulic tank fully serviced with Type C-4 oil as specified in Section "P", Lubrication and Service, of the Komatsu service manual.

Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a persons body by pentrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received immediately.

5. Clean the radiator; refer to Engine Service Manual and the Vehicle Service Manual for the proper cleaning instructions. 6. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Section "P", Fluid Specifications and Charts, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. NOTE: NEVER store a vehicle with a dry cooling system.

11. Disconnect batteries, If possible, batteries should be removed and stored in a battery shop or a cool dry location on wooden blocks. Do not store batteries on a concrete floor. Clean battery compartm en t , r em o ve all c o r r o sio n and p aint compartment with acid proof paint. 12. Wheel axle housings should be fully serviced with prescribed lubricants. Seal all vents. 13. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 14. All lubrication points (grease fittings) should be serviced with the prescribed lubricants. 15. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 16. All vandalism covers and locks should be in place and secured.

A7-2

Storage Procedures

A07003

17. If so equipped, cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects. 18. The vehicle fuel tank should be completely drained of fuel, fogged with preservative lubricant, ("NOXRUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced.

19. If at all possible, to aid those who will eventually place the unit back in operation, all available service publications (vehicle and engine) and a current parts catalog should be packaged in a moisture proof package and placed in the vehicle cab. 20. Be certain water drain holes in truck body are open.

REMOVAL FROM STORAGE


If the STORAGE preparations were conscientiously followed in placing the vehicle into storage, getting it back to operational status is a matter of reversing those steps. NOTE: Before starting the job or restoring a vehicle to operation, obtain copies of the Operation and Maintenance Manual, Service Manual, Engine Manuals and/or the Parts Book and follow ALL special instructions regarding servicing the vehicle and its components. In addition to removing the storage materials, the following actions should be taken. 1. Inspect the entire vehicle carefully for rust and corrosion, correct as necessary. 2. Service the engine according to the Engine Manufacturers Operation and Maintenance Manual. 3. Clean the radiator; refer Engine Manufacturers Operation and Maintenance Manual. 4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section "P", Lubrication and Service, of the Komatsu service manual for the proper antifreeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. 5. Thoroughly inspect all drive belts and hydraulic oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Dont take chances on ruptures or blow-outs. 6. New hydraulic filters should be installed and the hydraulic tank (reservoir) checked and serviced with Type C-4 oil as specified in Section "P", Lubrication and Service. 7. Drain on fuel tank should be opened to remove any build up of moisture or sediment that may have accumulated while in storage. Close drain then fill the fuel tank with approved diesel fuel.

NEVER blend gasoline, gasohol and/or alcohol with diesel fuel. This practice creates an extreme FIRE HAZARD and under certain conditions may cause an EXPLOSION. 8. Make certain that all hydraulic controls, steering linkage and throttle linkage points are lubricated and operate freely before engine start up. 9. All electrical connections must be clean and tight. Check security of all ground straps and cables.

10. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs. 11. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.

A07003

Storage Procedures

A7-3

Air pressure must be released from tires with bad cuts or wear that extends into the plies, before removal from the vehicle. Also, do not allow personnel to stand in removal path of tires. 12. Check all tires carefully for serviceability and inflate to proper pressure. 13. If disconnected, reconnect the parking brake linkage. 14. Completely service the vehicle as recommended in Section "P", Lubrication and Service, for both 10 and 100 hour inspections. 15. Adjust all drive belts to specified tension. 16. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free before engine start up. 17. Use the Operation and Maintenance Manual for guidance on engine start and vehicle checkout. Make a thorough check of all hose and line connections for leakage when the engine is running. 18. Before moving the vehicle, cycle all hydraulic controls and steering to verify proper operation. Verify proper operation of service brakes, emergency braking system and parking brake. Check ALL system instruments to insure that all systems are operational. 19. When all systems are operational and all discrepancies are corrected, road test the vehicle in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering response, service brake efficiency, and hydraulic functions. Only when it is assured that the vehicle is in safe operational condition should it be turned over to an operator for production. 20. Fire protection equipment on a machine which has been in storage should be recharged before the machine is returned to service.

A7-4

Storage Procedures

A07003

RECONDITIONING AN IDLE VEHICLE


3. Inspect tires thoroughly for tread and side wall condition, weathering, cuts and cracks. a. Any tire suspected of being unserviceable should be dismounted and thoroughly inspected inside and out before being inflated.

NEVER attempt operation of a vehicle which has been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage - DONT TAKE CHANCES! At times a vehicle is subjected to long idle periods without being properly serviced for storage - merely shut down and left to the elements for an extended period. Reconditioning of this vehicle can and does present a major expenditure of time and money when it is to be put into operating condition. 1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance.

Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different manufacturer, but the required tolerances may be wrong. Use of mismatched rim parts is hazardous. b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the safety rules when mounting and inflating tires. c. Mount and inflate tires as shown in Operation and Maintenance Manual or service manual. 4. Inspect vehicle service brakes carefully.

Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. a. All brake lines, connections must be clean, serviced and free of rust and corrosion. b. When system reconditioning, the service brake hydraulic circuits should be checked out according to instructions in Section "J", Brake System. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement as necessary.

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

A07003

Storage Procedures

A7-5

5. The vehicle engine should be inspected and serviced according to the Engine Manufacturers Operation And Maintenance Manuals. a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check for water damage before attempting startup. b. Replace fuel filters, fill filter cans with fresh fuel for engine priming.

6. If fuel was left in the tanks, it must be removed. Do not attempt to use old diesel fuel. a. With tanks empty, remove inspection plates and thoroughly check interior of tanks; clean if necessary to remove sediment and contamination. If fuel was contaminated, lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, use new gaskets. d. Service tanks with specified diesel fuel. e. Replace fuel filters.

Have a new safety filter (secondary) filter element on hand before removing old one. Do not keep intake system open to atmosphere any longer than absolutely necessary. c. Remove and replace both the primary and safety filter (secondary) elements in the air cleaners. Check all intake lines between air cleaners and engine. All clamps must be tight. Indicating plunger in filter condition indicators must be free. d. The tubes in precleaner section of air cleaner assembly should be inspected, all tubes should be clear and clean. Use a light to inspect the tubes. The light should be visible. If clogging is evident, precleaner must be cleaned. Clean precleaner according to instructions in Section "C", of the Komatsu service manual. e. Drain and flush engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section "P", Lubrication and Service, for anti-freeze recommendations. Radiator cores must be clear of dirt and trash.

Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a persons body by penetrating the skin. Serious injury and possible death may result if proper medical treatment by a physican familiar with this injury is not received immediately. 7. Hydraulic tank should be drained. If oil is not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron filter elements when being pumped back into the tank. Do not attempt to use contaminated hydraulic oil, especially if water entry into the system is suspected. NOTE: If filling is required, use clean hydraulic oil only. Refer to the Lubrication chart in Section "P", Lubrication and Service, for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean interior of tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspected lines - dont risk hose ruptures or blow outs. c. Check hydraulic components (pumps, valves and cylinders) for damage and corrosion. Secure all mountings and connections. Control valves must be free moving with no binding.

To prevent injuries, always release spring tension before replacing the fan belt. f. Check and tighten engine fan drive belts, install new belt set if necessary. g. Check and tighten engine mounts.

A7-6

Storage Procedures

A07003

d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If plating is deteriorated, the cylinder should be removed and overhauled or replaced; pitted or scored plating will cause leakage at the cylinder seals. 8. Check front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, oil should be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul will be in order. 9. Check parking brake. Since it is spring applied, the brake pads may be stuck tightly to the disc; it may be necessary to remove and overhaul the parking brake assembly. 10. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the steering linkage connections. All pivot points must be free of any binding. 11. Check battery charging alternator for corrosion or deterioration. Alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the alternator drive belts. 12. Check security of steering cylinder ball joints link and hydraulic connections. 13. Examine Hydrair suspensions for signs of damage. a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of cylinder for rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and overhauled or replaced; pitted or scored plating will rapidly cause leakage at the seals. c. Recharge suspensions as outlined in the service manual. 14. If not previously done, install fully-charged batteries and insure that hook-up is correct.

A07003

Storage Procedures

A7-7

ENGINE OPERATION

Insure that all tools and loose equipment have been removed prior to engine start-up. Sound horn prior to engine start. Make sure emergency shut down is reset. Cables must be free moving in their housings.

2. Turn key switch "On". Warning lights for low brake and steering pressure should illuminate and the horn should sound. If it does not, check all components in the circuit and correct the discrepancy before continuing. 3. Turn key switch to start position to crank engine, release switch when engine fires. Watch engine oil pressure gauge; if pressure does not show in 10 - 15 seconds, shut down and locate problem. 4. While engine is warming up, make a careful inspection of engine coolant, oil and fuel lines for leaks. Check hydraulic pump for leakage as well as all hydraulic lines. 5. When engine is up to operating temperature, check operation of throttle circuit; acceleration should be smooth. Keep a close watch on the gauges for any abnormal activity. Proper temperatures and pressures are shown in the Operation and Maintenance Manual.

When all reconditioning operations have been completed, a static check of engine operation along with operation of systems as well as verification of braking and steering must be done before the vehicle is moved.

1. Insure all personnel are clear of Equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.

Before starting engine, clear the immediate area of personnel and obstructions. Never start the engine in a building unless the doors and windows are open and ventilation is adequate.

A7-8

Storage Procedures

A07003

AFTER ENGINE HAS STARTED


Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with steering and emergency controls. Test the steering in extreme right and left directions. If the steering system is not operating properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the brake circuits at least twice prior to operating and moving the machine. These circuits include individual activation of the service brake and parking brake from the operators cab. a. Activate each circuit individually with the engine running and with hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release, shut the engine down and notify maintenance personnel. Do not operate machine until brake circuit in question is fully operational. 3. Check gauges, warning lights and instruments before moving the machine to insure proper system operation and proper gauge functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Cycle hoist controls and steering several times to remove trapped air. Complete steering cycles in both directions to verify steering response, smoothness and reliability. Check seals and lines for leaks. 5. When satisfied that all discrepancies have been corrected, the vehicle is ready for a road test. This test should be done only by a capable and experienced operator and should be accomplished in a large open area where plenty of maneuvering room is available. Some of the road test items which should be covered will include: Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Dont take chances with higher speeds until the machine is determined to be completely safe. 6. When all tests and checks have been made and the vehicle is ready for work, it should be visually rechecked and fully serviced according to Section "P", Lubrication and Service.

A few of the conditions (others may be found) which might be encountered after a machine has been exposed to the elements for a long period would include: Increased corrosion and fungus growth on electrical components in humid/tropical areas. Accelerated rust formation in humid climates. Increased sand and dust infiltration in windy, dry dusty areas. (These conditions can approach sand blasting effects.) Deterioration of rubber products in extreme cold areas. Cables, hoses, O- rings, seals and tires may become weather checked and brittle. Animal or birds nests in unsealed openings.

A07003

Storage Procedures

A7-9

ENGINE STORAGE

Preparing Engine For Storage


When an engine is to be stored or removed from operation for a period of time, special precautions should be taken to protect the interior and exterior of the engine and other parts from rust accumulation and corrosion. The parts requiring attention and the recommended preparations are given below. It will be necessary to remove all rust or corrosion completely from any exposed part before applying a rust preventative compound. Therefore, it is recommended that the engine be processed for storage as soon as possible after removal from operation. The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing chemicals are available commercially for use when excessive damage prevail in the storage area.

Temporary Storage (30 Days Or Less)


To protect an engine for a temporary period of time, proceed as follows: 1. Drain the engine crankcase. 2. Fill the crankcase to proper level with the recommended viscosity and grade of oil. 3. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1,200 rpm and no load. Shut down engine, do not drain the fuel system or the crankcase after this run. 4. Check the air cleaner and service it, if necessary. 5. If freezing weather is expected during the storage period, add an ethylene glycol base antifreeze solution in accordance with the manufacturers recommendations. To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) compressed air pressure. 7. Seal all of the engine openings. The material used for this purpose must be waterproof, vaporproof and possess sufficient physical strength to resist puncture and damage from the expansion of entrapped air. An engine prepared in this manner can be returned to service in a short period of time by removing the seals at the engine openings, checking the engine coolant, fuel oil, lubricating oil, transmission oil and priming the raw water pump (if used). 6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with compressed air.

Extended Storage (more Than 30 Days)


To prepare an engine for extended storage, (more than 30 days), follow this procedure: 1. Drain the cooling system and flush with clean, soft water. Refill with clean, soft water and add a rust inhibitor to the cooling system. 2. Remove, check and recondition the injectors, if necessary, to make sure they will be ready to operate when the engine is restored to service. 3. Reinstall the injectors, time them and adjust the exhaust valve clearance.

A7-10

Storage Procedures

A07003

4. Circulate the coolant by operating the engine until normal operating temperature is reached 160 185 F ( 71 - 85 C). 5. Stop the engine. 6. Drain the engine crankcase, then reinstall and tighten the drain plug. Install new lubricating oil filter elements and gaskets. 7. Fill the crankcase to the proper level with a 30weight preservative lubricating oil MIL-L-21260C, Grade 2. 8. Drain the fuel tank. Refill with enough clean No. 1 diesel fuel or pure kerosene to permit the engine to operate for about ten (10) minutes. If it isnt convenient to drain the fuel tank use a separate portable supply of the recommended fuel.

14. Drain the engine cooling system. 15. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug. 16. Remove and clean the batteries and battery cables with baking soda-water solution and rinse them with fresh water. Do not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary, and fully charge the battery. Store the battery in a cool (never below 32 F or 0 C) dry place. Keep the battery fully charged and check the level and the specific gravity of the electrolyte regularly. Never set batteries on concrete floor. Place on wooded blocks. 17. Insert heavy paper strips between the pulleys and belts to prevent sticking. 18. Seal all engine openings, including the exhaust outlet, with moisture resistant tape. Use cardboard, plywood or metal covers where practical.

If engines in vehicle are stored where condensation of water in the fuel tank may be a problem, add pure, waterless isopropyl alcohol (isopropanol) to the fuel at a ratio of one pint to 125 gallons(473 L) of fuel, or 0.010% by volume. Where biological contamination of fuel may be a problem, add a biocide such as Biobor JF, or equivalent to the fuel. When using a biocide, follow the manufacturers concentration recommendations, and observe all cautions and warnings. 9. Drain and disassemble the fuel filter and strainer. Discard the used elements and gaskets. Fill the cavity between the element and shell with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. If spin-on fuel filters and strainers are used, discard the used cartridges, fill the new ones with No. 1 diesel fuel or pure kerosene, and reinstall on the engine. 10. Operate the engine for five (5) minutes to circulate the clean fuel oil throughout the fuel system. 11. Service the air cleaner. 12. Turbocharger bearings are pressure lubricated through the external oil line leading from the engine cylinder block while the engine is operating. However, the turbocharger air inlet and turbine outlet connections should be sealed off with moisture resistant tape. 13. Apply a rust preventive compound to all exposed non-painted surfaces.

19. Clean and dry the exterior painted surfaces of the engine and spray with a suitable liquid automotive body wax, a synthetic resin varnish or a rust preventive compound. 20. Protect the engine with a good weather-resistant tarpaulin and store it under cover, preferably in a dry building with temperatures above freezing. Outdoor storage of engines is not recommended. However, in some cases outdoor storage may be unavoidable. If units must be kept out-off-doors, follow the preparation and storage instructions already given. Protect units with quality, weather-resistant tarpaulins (or other suitable covers) arranged to provide air circulation.

Do not use plastic sheeting for outdoor storage. Plastic may be used for indoor storage. However, when used outdoors, moisture can condense on the inside of the plastic and cause ferrous metal surfaces to rust and/or pit aluminum surfaces. If a unit is stored outside for any extended period of time, severe corrosion damage can result. The stored engine should be inspected periodically. If there are any indication of rust or corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a complete inspection at the end of one year and apply additional treatment, as required.

A07003

Storage Procedures

A7-11

PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the openings of the engine, fuel tank and electrical equipment. Do not overlook the exhaust outlet or the intake system. 2. Wash the exterior of the engine with fuel oil to remove the rust preventive. 3. Remove the rust preventive from the flywheel. 4. Remove the paper strips from between the pulleys and the belts. 5. Remove the drain plug and drain the preservative oil from the crankcase. Reinstall the drain plug. Then, refer to Lubrication and Service, Section "P", and fill the crankcase to proper level, using a pressure prelubricator, with the recommended grade of lubricating oil. 6. Fill the fuel tank with the engine manufacturers specified fuel. 7. Close all of the drain cocks and fill the engine cooling system with clean soft water and a rust inhibitor. If the engine is to be exposed to freezing temperatures, fill the cooling system with an ethylene glycol base antifreeze solution refer to coolant specifications in Lubrication and Service, Section "P". 8. Install and connect the fully charged batteries. 9. Service the air cleaner as outlined in Section "C". 10. Remove the covers from the turbocharger air inlet and turbine outlet connections. 11. After all of the preparations have been completed, start the engine. The small amount of rust preventive compound which remains in the fuel system will cause a smoky exhaust for a few minutes. NOTE: Before subjecting the engine to a load or high speed, it is advisable to check the engine tune-up.

A7-12

Storage Procedures

A07003

ELECTRIC DRIVE TRUCKS


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

Placing Equipment Into Storage


Perform the following instructions when preparing General Electric equipment for storage. There are three main equipment categories to consider: 1. When storing a truck that is operational. 2. When storing a truck that is not operational. 3. When storing major components (Motorized Wheel, alternator, etc.). These three major categories are the basis for determining required protective measures. NOTE: In addition to these instructions, refer to truck storage instructions.

When Storing A Truck That Is Operational


When a fully operational truck is being placed into storage for less than three months, the best protective measure which can be taken is to drive the truck once a week for at least 30 minutes. Prior to driving the truck, the rotating equipment should be Meggered and: 1. If greater than 2 megohms, run normally. 2. If less than 2 megohms, isolate condition and correct before running. Driving the truck circulates oil in the gear case to keep gears and bearings lubricated and free from rust. It also prevents deterioration of the brushes, commutators and slip rings. When a fully operational truck is being placed into storage for three months or longer, and the truck cannot be operated weekly throughout the storage period as indicated above, perform the following instructions: 1. Drain the oil from the gear case and install rust preventive compound 4161 (product of Van Straaten Chemical Co.)or equivalent. Fill per General Electric Motorized Wheel Service Manual. 2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Stop the truck and drain the rust preventive compound. NOTE: Do not run a LOADED truck with rust preventive compound in Motorized Wheel gear cases.

NEVER APPLY ANY SPRAY, COATING OR OTHER PROTECTIVE MATERIALS TO AREAS NOT SPECIFICALLY RECOMMENDED . It is also important to note that these instructions cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment deterioration problems caused by inadequate storage. However, these instructions should be considered as a minimum procedure to achieve the best possible equipment life and the lowest operating cost when the equipment is returned to service. NOTE: Local conditions and/or experience may require ADDITIONAL procedures and/or additional storage precautions.

A07003

Storage Procedures

A7-13

When Storing A Truck That Is Not Operational


Do not operate trucks without oil in the Motorized Wheel gear cases. 3. Perform a megohmmeter test. Refer to the trucks Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if deterioration is being experienced when additional Megger tests are made as part of the periodic inspection. 4. Lift all brushes in the Motorized Wheels, blowers and the alternator. They must be removed from the brushholder. Disconnecting brush pigtails is not required. 5. Cover any open ductwork with screening material to prevent rodents from entering. Then tape over the screen to prevent the entry of water and dirt (allow breathing). 6. Examine all exposed machined surfaces for rust or other dirt accumulation. Remove all dirt as necessary. Remove rust by using a fine abrasive paper. Old flushing compound can be removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue. When clean, coat with Tarp B rust preventive. Refer to General Electric Motorized Wheel Service Manual for specifications. 7. Loosen exciter drive belts (where applicable). 8. Open all switches in the control compartment. 9. Install a 500 watt heat source inside all control groups which house electronic control equipment. These heat sources are to be energized below 32 F (0 C) and de-energized above 41 F (5 C). 10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and inside the alternator slip ring chamber. This will minimize the accumulation of moisture. A hole in the bottom of the hubcap will accommodate the electrical cord for the heat source in the Motorized Wheels. These heat sources are to be energized continuously. 11. Seal compartment doors with a weatherproof tape to prevent entry of rain, snow and dirt (allow breathing). When a truck which is not fully operational is being stored for a period of any length, perform the following: 1. Drain the oil from the gear case and install rust preventive compound 4161 (or equivalent). Fill per General Electric Motorized Wheel Service Manual. 2. Jack each side of the truck (one side at a time) enough to rotate the tires. 3. Connect a D-C welder as described in the Vehicle Test Instructions (Wheel Motor inst. 400A, arm & field in stress 900- 1000 rpm arm). 4. Rotate each Motorized Wheel (one at a time) for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Disconnect the welder. Remove the jacks. Drain the gear case. 5. If the truck is partially dismantled, pay careful attention to ductwork, blower shrouds, etc., which may be exposed to weather conditions as a consequence. These areas will require the same sealing measures as in Step 5 above which deals with protecting ductwork. Cover exposed blower housings to prevent entry of water and dirt. 6. Perform Steps 3 through 11 under When Storing a Truck that is Operational.

When Storing A Major Component


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

A7-14

Storage Procedures

A07003

Periodic Inspections
It is important that periodic inspections (every three months) of stored equipment be performed to insure the continued serviceability of all protective measures initially taken when the storage period began. Items which should be checked at each inspection interval are listed as follows: 1. Remove the weatherproof tape from the compartment doors and preform a Megger test as described in the Vehicle Test Instructions. Record the test results and compare them with the recorded Megger readings taken when storage first began, and those taken throughout the storage period. Remove all test equipment and close up the compartment. Reseal the compartment doors with new weatherproof tape. If Megger readings indicate a deterioration of insulation quality, to below 2.0 megohms then consideration should be given to providing more protection. 2. Check all other weatherproofing tape. Replace any that has become loose or is missing completely. 3. Check all heat sources. Replace or repair any units which have become inoperative. 4. Check all machine surfaces which were coated with flushing compound when storage began. If compound appears to be deteriorating, it must be cleaned off and renewed.

4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and amount oil to be used. This oil should be drained and new oil should be added after 500 hours of operation. 5. Clean all Motorized Wheel grease fittings in the axle box. Insure that all grease lines are completely full of grease. Then add the recommended amount of grease to all fittings. 6. Install brushes in the Motorized Wheels, blowers and the alternator. Make sure that brushes move freely in their carbonways and that they have enough length to serve until the trucks next inspection period. Install new brushes if necessary. Insure that all brush pigtail screws are tight. 7. Perform a megohmmeter test. Refer to the trucks Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of moisture in motor or alternator. If this is the case, the faulty component will have to be isolated and dried out using procedures recommended in the G.E.Service Manual. 8. Perform a thorough inspection of the Motorized Wheels, alternator, blowers and control compartments. Look for: a. Rust or dirt accumulation on machine surfaces b. Damaged insulation c. An accumulation of moisture or debris d. Loose wiring and cables e. Any rust on electrical connectors in the control compartment f. Any loose cards in the card panels g. Any accumulation of moisture or debris in ductwork. Clean and make repairs as necessary. 9. Check retarding grids and insulators for loose connections and dirt accumulation. Clean and make corrections as necessary. 10. Where applicable, check exciter drive belts for cracks, and deterioration. If acceptable, set belt tension to specification. 11. Before starting engine, turn on control power. Check that contactors and relays pick up and drop out normally. 12. Perform a start-up procedure on the complete system to insure maximum performance during service. Refer to the trucks Vehicle Test Instructions for the complete test procedure.

Placing Equipment Into Service After Storage


When taking equipment out of storage, perform the following procedures: When A Truck Is Operational If a truck has been operated weekly throughout the storage period, perform a complete visual inspection of the Motorized Wheels, blowers, alternator and control compartments. Repair any defects found, then place the truck directly into service. When A Truck Is Not Operational If the truck was not operated weekly throughout the storage period, perform the following procedures: 1. Remove all weatherproofing tape from control compartment doors and ductworks. 2. Remove all screening material from ductwork. 3. Remove all heat sources from Motorized Wheels, control compartments and the alternator.

A07003

Storage Procedures

A7-15

For The First Hour After all storage protection has been removed, the truck has been cleaned and inspected and repairs made as necessary, the Motorized Wheel gear case has been filled with new oil, the dirt seals have been completely purged with new grease and the system completely checked, the truck can be placed into service. It is recommended, however, that the truck be driven unloaded at a low speed (10 mph) for the first hour of operation.

A7-16

Storage Procedures

A07003

SECTION B STRUCTURES INDEX

STRUCTURAL COMPONENTS . . . . Preparation . . . . . . . . . . . . Grille, Hood and Ladder . . . . . Decks . . . . . . . . . . . . . . . Right Deck and Components Left Deck . . . . . . . . . . . Center Deck . . . . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

. . . . . . .

B2-1 B2-1 B2-2 B2-3 B2-3 B2-4 B2-4

DUMP BODY . . . . . . . . . . . . . Removal . . . . . . . . . . Installation . . . . . . . . . BODY PADS . . . . . . . . . . BODY GUIDE . . . . . . . . . . HOIST LIMIT SWITCH . . . . . BODY UP SWITCH . . . . . . . BODY-UP RETENTION CABLE ROCK EJECTORS . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

B3-1 B3-1 B3-2 B3-3 B3-4 B3-4 B3-4 B3-4 B3-5

FUEL TANK . . . . . . . . . Removal . . . . . . Installation . . . . . Repair . . . . . . . Cleaning . . . . . . VENT . . . . . . . . . . FUEL GAUGE SENDER Removal . . . . . . Installation . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

B4-1 B4-2 B4-2 B4-2 B4-2 B4-3 B4-3 B4-3 B4-3

B01016 03/01

Index

B1-1

NOTES

B1-2

Index

B01016

STRUCTURAL COMPONENTS
The 930E deck components are removable in sections as shown in Figure 2-1. The following removal and installation instructions detail the steps to be taken before the decks and hood can be removed. Additional steps may be required before the deck or other major structure is removed, depending on optional equipment installed on the truck at the factory or after delivery. Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, the body should be raised and the safety cables installed at the rear of the truck. Read and observe the following instructions before attempting any repairs!

Do not attempt to work in deck area until body safety cables have been installed. Do not step on or use any power cable as a handhold when the engine is running. Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. All removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

FIGURE 2-1. DECK COMPONENTS 1. LH Deck Structure 2. Electrical Cabinet 3. Cab 4. Diagonal Ladder PREPARATION 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Verify the steering accumulators have bled down by attempting to steer. 6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 7. Open the battery disconnect switches. 5. Center Deck Structure 6. RH Deck Structure 7. Retarding Grids 8. Blower Intake

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.

B02015

Structural Components

B2-1

The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.

If weld repairs are necessary, disconnect all electrical harnesses and remove the ground strap from the Engine Control System (governor) located in the Auxillary Control Cabinet behind the cab. All hoses and mating fittings should be capped as they are removed to prevent possible system contamination. It is important to tag and visually verify all cables, harnesses, hoses etc. have been removed before the structure is lifted off the truck. For cab removal instructions, refer to Section N of this manual.

GRILLE, HOOD AND LADDER


Removal 1. Remove hardware attaching diagonal ladder (4, Figure 2-1) to front bumper. 2. Attach lifting device to the ladder and lift structure off truck. 3. Disconnect wiring harnesses and remove cable clamps as necessary to allow hood removal. 4. Attach lifting device to the hood and grille assembly (1, Figure 2-2). 5. Remove all side mounting capscrews and lockwashers (2). 6. Verify all harnesses, cables, hoses etc. are removed. 7. Lift hood and grille assembly from truck and move to work area. FIGURE 2-2. HOOD AND GRILLE REMOVAL 1. Hood & Grille Assembly Installation 1. Move hood and grille assembly (1, Figure 2-2) from work area to truck and lift into place. 2. Align mounting holes with brackets attached to radiator assembly. Install side mounting capscrews (2). 3. Lift diagonal ladder into position over mounting pads on front bumper. Align mounting holes and install hardware. Tighten capscrews to standard torque. 5. Connect harnesses, hoses etc. that were removed previously. Install all clamps removed. 2. Capscrews & Lockwashers

B2-2

Structural Components

B02015

FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING (NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck) 1. Deck Structure 2. Deck Mounting Location 3. Payload Indicator Lights 4. Clearance Light 5. Headlights 6. Retard Grid Mounting Location 7. Electrical Connector

DECKS
The right and left deck mounting pad locations are nearly identical. The decks are mounted directly to the frame support structures using hardened flatwashers. Be certain to use hardened flatwashers during reassembly. RIGHT DECK AND COMPONENTS Removal 1. Shut down engine following all the procedures listed on page 2-1 of this Section of the manual. 2. Remove access covers from retarding grid assembly. Tag and disconnect all electrical leads in preparation for removal. Attach lifting device to grid lifting eyes. 3. Remove grid assembly mounting hardware at four locations (6) shown in Figure 2-3.

4. Lift grid assembly clear of deck structure and move to a work area. NOTE: If grid assembly or cooling blower repairs are required refer to applicable G.E. publication for service and maintenance procedures. 5. Disconnect electrical harness at connector (7, Figure 2-3). Inspect underside of deck and if necessary, remove any hoses or cables that remain. (Light harness and clamps do not require removal.) 6. Install lifting device at eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 7. Remove deck mounting hardware at deck support and front upright (2). 8. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports.

B02015

Structural Components

B2-3

Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation. Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure.

4. Install lifting device to lift eyes at each corner of the deck and take up slack. Do not attach lifting device to the hand rail structure. 5. Remove deck mounting hardware at frame support and front upright. 6. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports. Installation Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A. Clean all mount mating surfaces before installation.

All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked and broken, oil soaked or otherwise damaged, replace them with new parts. Inspect cable insulation and replace cable if insulation is damaged. LEFT DECK NOTE: The left deck mounting arrangement is nearly identical to the right deck. Refer to Section N for cab removal and installation instructions. 1. Shut down engine following all the procedures listed on page 2-1 of this Section of the manual. 2. Be certain the brake system accumulators have been bled to release pressure. 3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal. Cap all lines to prevent entrance of foreign material.

Clean mounting area before installing ground cables. Be certain all electrical connections and harness clamps are reinstalled and secure. If equipped with air conditioning and the refrigerant has been removed, refer to Section M; Options, for the correct procedure for system service. 1. Start engine and allow systems to charge. Observe for any air or oil leaks. Make sure all shields, covers and clamps are in place. 2. Service the hydraulic reservoir if required. Check for proper operation of the steering and brake systems, including dynamic retarding.

CENTER DECK Center deck removal only requires removal of any attached hoses cables etc. before removing the mounting hardware and and lifting the deck structure off. Be certain to follow proper shutdown procedures as described on page 2-1.

If equipped with air conditioning and air conditioning system components are to be removed, refer to Section M, Options for special instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines.

B2-4

Structural Components

B02015

DUMP BODY
Removal 2. Remove mud flaps and rock ejectors from both sides of the body. Remove electrical cables, lubrication hoses etc. attached to the body. 3. Attach chains around upper end of hoist cylinders to support them after the mounting pins are removed. 4. Remove pin retainer capscrew (4, Figure 3-2) from each of the upper hoist cylinder mounting eyes. With adequate means of supporting the hoist cylinders in place, remove each of the mounting pins (2, Figure 3-2).

Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted. When in doubt as to the weight of components or any assembly procedure, contact the Komatsu area representative for further information. Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. Never stand beneath a suspended load. Use of guy ropes are recommended for guiding and positioning a suspended load. Before raising or lifting the body, be sure there is adequate clearance between the body and overhead structures or electric power lines. Be sure that the lifting device is rated for at least a 45 ton capacity. 1. Park truck on a hard, level surface and block all the wheels. Connect cables and lifting device to the dump body and take up the slack as shown in Figure 3-1.

90444

FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER) 1. Dump Body 3. Hoist Cylinder 2. Hoist Cylinder Pin 4. Pin Retainer 5. Remove capscrews (2, Figure 3-3) and lock washers (3) and retainer (1) from each pivot pin. 6. Remove capscrews (4, Figure 3-3) and lock nuts (5) from each pivot pin. 7. Attach a body pivot pin support fixture to bracket on underside of dump body to aid in supporting the pin as it is removed. Remove body pivot pins (6) far enough to allow shims (9) to drop out. Complete removal of pins is not necessary unless new pins are to be installed. 8. Lift dump body clear of the chassis and move to storage or work area. Block the body to prevent damage to the body guide etc. 9. Inspect bushings (8, 11, & 12), body ear (7), and frame pivot (10) for excessive wear or damage.

90909

FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables 2. Guide Rope

B03013 03/01

Dump Body

B3-1

Installation 1. Park truck on a hard, level surface and block all the wheels. Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted. When in doubt as to the weight of components or any assembly procedure, contact the Komatsu area representative for further information. Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. Never stand beneath a suspended load. Use of guy ropes are recommended for guiding and positioning a suspended load. Before raising or lifting the body, be sure there is adequate clearance between the body and overhead structures or electric power lines. Be sure that the lifting device is rated for at least a 45 ton capacity. Attach cables and lifting device to the dump body and take up the slack as shown in Figure 3-1. Lower body over the truck frame and align body pivots to frame pivot holes. 2. Install shims (9, Figure 3-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims at the inside. A minimum of 1 shim is required at the outside end of both frame pivots. 3. If not already installed, install retainer (1) and capscrews (2) to hold bushing (12) in place. Tighten capscrews to 40 ft.lbs. (55 N.m) torque. 4. Align the hole in pivot pin (6) with capscrew hole in pin retainer (part of body pivot ear, 7) and push the pivot pin through the shims (9), frame pivot (10), and into the pivot bushings (8, 12) in each side of the body pivot. 5. Install capscrew (4) through each pin and tighten the nuts (5) to 2028 ft.lbs. (2750 N.m) torque. 6. Align hoist cylinder upper mounting eye bushings with the hole through the body, align retaining capscrew (4, Figure 3-2) hole and install the pin. 7. Install the pin retaining capscrews and nuts and tighten to 2028 ft.lbs. (2750 N.m) torque. 8. Install mud flaps, rock ejectors, electrical cables and lubrication hoses.

FIGURE 3-3 DUMP BODY PIVOT PIN 1. Retainer 7. Body Ear 2. Capscrew - M10 8. Body Pivot Bushing 3. Lock Washer - M10 9. Shim 4. Capscrew - M36 10. Frame Pivot 5. Lock Nut - M36 11. Pivot Bushing 6. Body Pivot Pin 12. Body Pivot Bushing

B3-2

Dump Body

B03013 03/01

BODY PADS
It is not necessary to remove the dump body to replace body pads. Pads should be inspected during scheduled maintenance inspections and replaced if worn excessively. 1. Raise the body to a height sufficient to allow access to all pads. 5. Install the mounting hardware and torque to 65 ft.lbs. (88.1 N-m) 6. Remove blocks from frame and lower body onto the frame. Adjustment 1. Vehicle must be parked on a flat, level surface for inspection. 2. All pads, except the rear pad on each side, should contact the frame with approximately equal compression of the rubber. 3. A gap of approximately 0.06 in. (1.5 mm) is required at each rear pad. This can be accomplished by using one less shim at each rear pad. 4. If pad contact appears to be unequal, repeat the above procedure.

Place blocks between the body and frame. Secure blocks in place. 2. Remove hardware attaching pads to the dump body. Refer to Figure 3-4. 3. Remove body pad and shims. Note number of shims installed at each pad location. (The rear pad on each side should have one less shim than the other pads.) 4. Install new pads with the same number of shims as removed in step 3.

! IMPORTANT !
Proper body pad to frame contact is required to assure maximum pad life.

FIGURE 3-4. BODY PAD INSTALLATION 1. Dump Body 2. Pad Mounting Hardware 3. Frame 4. Body Pad 5. Shim 6. Mounting Pad

B03013 03/01

Dump Body

B3-3

BODY GUIDE
1. Body guide wear points should be inspected each time a body pad inspection is performed. (Refer to Figure 3-5) The body guide should be centered between the wear plates (3), with a maximum gap of 0.19 in. (4.8 mm) at each side when new. 2. If gap becomes excessive, replacement parts should be installed. (Refer to the Parts Catalog)

BODY-UP RETENTION CABLE

Any time personnel are required to perform maintenance on the vehicle with the dump body in the raised position, the body-up retention cable MUST be installed. 1. To hold the dump body in the up position, raise the body to its maximum height. Refer to Figure 3-6.

90440

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

FIGURE 3-6. BODY-UP CABLE INSTALLATION 1. Rear Body Ear Structure 4. Axle Housing 2. Cable Storage Ear Structure 3. Cable Assembly

HOIST LIMIT SWITCH


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

2. Remove the cable (3) from its stored position on the body and install between the Rear Body Ear (1) and the Axle Housing Ear (4). 3. Secure the cable clevis pins with cotter pins. 4. After maintenance work is completed, reverse the above procedure to remove cable assembly and place it in the storage position.

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

B3-4

Dump Body

B03013 03/01

ROCK EJECTORS
Rock Ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the tires. Failure to maintain the Rock Ejectors could allow debris to build up between the dual wheels and cause damage to the tires. Inspection 1. The ejectors must be positioned on the center line between the rear tires within 0.25 in. (6.35 mm). 2. With the truck parked on a level surface, the arm structure should be approximately 4.33 in. (110 mm) from the wheel spacer ring (3). Refer to Figure 3-7. NOTE: With Rock Ejector Arm (1, Figure 3-8) hanging vertical as shown in Figure 3-7, there must be NO GAP at Stop Block (3, Figure 3-8). 3. If the arm (1) becomes bent, it must be removed and straightened. 4. The wear plates (2) must be replaced if severely worn. 5. Inspect the mounting brackets (4, Figure 3-8), pins (2) and stops (3) at each shift change for wear and/or damage, and repair as necessary. FIGURE 3-7. ROCK EJECTOR INSTALLATION 1. Rock Ejector Arm 2. Wear Plate 3. Rear Wheel Spacer Ring

91185

FIGURE 3-8. ROCK EJECTOR MOUNTING BRACKET (Detail View) 1. Rock Ejector Arm 2. Pin 3. Stop Block 4. Mounting Bracket

B03013 03/01

Dump Body

B3-5

NOTES

B3-6

Dump Body

B03013 03/01

FUEL TANK

1. Fuel Tank 2. Capscrews & L/Ws 3. Mounting Cap 4. Lifting Brackets 5. Breather 6. Filler Cap

FIGURE 4-1. FUEL TANK INSTALLATION 7. Fuel Return Hose 13. Low Fuel Switch 8. Fuel Supply Hose 14. Wire Harness 9. Fuel Gauge Sender 15. Tank Mount Bracket 10. Drain Cock 16. Capscrew, F/W, L/W 11. Fuel Supply Connector 17. Flat Washer 12. Capscrews & L/Ws 18. Rubber Dampener

19. Ground Wire 20. Wire Harness 21. Capscrews & L/Ws 22. Capscrews & L/Ws 23. Refueling Cap 24. Wiggins Receiver Assy.

B04015

Fuel Tank

B4-1

Removal 1. Raise truck body and install body-up cable. 2. Drain fuel from tank into clean containers. 3. Disconnect fuel tank wire harness and remove clamps attached to tank. Remove ground wire (19, Figure 4-1). 4. If equipped, close in-line shut-off valves. Remove fuel supply (8) and return (7) hoses. Cap hoses and tank fittings to prevent contamination. 5. Remove hydraulic filter assembly on frame side of tank. Support filter assembly by placing a chain over frame rail. (It is not necessary to remove hydraulic hoses.) The weight of the empty fuel tank is approximately 3590 lbs (1628 kg). Be certain to use lifting devices with adequate capacity. 6. Attach lifting device to tank lift eyes (4). 7. Remove lower mount capscrews (16). Remove upper mount capscrews (2) & mounting caps (3). 8. Lift tank assembly from brackets and move to work area. 9. Remove fuel gauge sending unit (9), vent (5) on top of tank, and other fittings as required to carry out interior cleaning. Installation 1. Thoroughly clean the frame mounting brackets and mounting capscrew hole threads. Re-tap threads if damaged. The weight of the empty fuel tank is approximately 3590 lbs (1628 kg). Be certain to use lifting devices with adequate capacity. 2. Lift the fuel tank into position over the frame trunnion mounts and lower into position. Install the mount caps (3, Figure 4-1) and capscrews (2) and lockwashers, but do not tighten. 3. Install the four capscrews, lockwashers, and flatwashers (16), flat washers (17), and rubber dampeners (18) in the lower mounts and tighten the (4 x 0.750 UNC x 6.00 G8) lower mounting bolts to 310 31 ft. lbs. (420 42 N.m) torque. 4. Tighten the trunnion mount capscrews (2) to 459 45 ft. lbs. (622 62 N.m) torque. 5. Connect hoses removed during removal procedure. Install wire harness and clamps. Open the in-line shut-off valves, if equipped.

Repair If a tank has been damaged and requires structural repair, carry out such repairs before final cleaning.

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

Cleaning The fuel tank is provided with a drain and a cleaning port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment, however rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions, etc. Prior to a cleaning procedure of this type, all vents, fuel gauge, and hose connections should be removed and temporarily sealed. After all scale, rust, and foreign material has been removed, the temporary plugs can be removed. A small amount of light oil should be sprayed into the tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.

B4-2

Fuel Tank

B04015

VENT
If truck is not equipped with a fast fueling system, the fuel tank is vented through a small mesh type filter installed in a port on the top of the tank (5, Figure 4-1). This filter should be cleaned periodically and can be blown out with solvent and reused. The area around the vent must be free of caked mud and debris that would cover the vent and prevent proper fuel suction and return.

FUEL GAUGE SENDER


A fuel gauge sending unit (9, Figure 4-1) mounted on the side of the tank provides an electrical signal to operate the fuel gauge on the instrument panel. Removal 1. Drain fuel below level of gauge sender. 2. Disconnect wire from terminal. 3. Loosen the small screws holding the fuel gauge sender unit and carefully remove.

If truck is equipped with a fast fueling system, refer to Section M, Options and Accessories, for information on various quick fill systems and servicing of the Tank Vent Valve.

Installation 1. Install new gasket. 2. Reinstall the sender unit in tank. Take care to insure that float is oriented properly and works freely in vertical plane during installation. 3. Reinstall four socket head capscrews and tighten to standard torque. Reconnect wire to terminal. 4. Refill tank and check for leaks.

B04015

Fuel Tank

B4-3

NOTES

B4-4

Fuel Tank

B04015

SECTION C ENGINE INDEX

POWER MODULE . . . Preparation . . . . Removal . Installation

. . . .

. . . .

. . . .

. . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . .

. C2 C2-1 C2-5 C2-7 . C3 C3-1 C3-1 C3-3 C3-4 C3-4 . C4 C4-1 C4-1 C4-3 C4-5 C4-6 C4-6 C4-6 . C5 C5-1 C5-2 C5-3 C5-4 C5-4 C5-5

COOLING SYSTEM . . . . . . RADIATOR . . . . . . . . Removal . . . . . Installation . . . . Radiator Fill Procedure Troubleshooting . . .

POWER TRAIN . . . . . . . . . . . . . . . . . ALTERNATOR REMOVAL PROCEDURE . Removal . . . . . . . . . . . . . ENGINE/ALTERNATOR MATING . . . . Joining Alternator and Engine . . . . ENGINE . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . AIR FILTRATION SYSTEM . . . . . AIR CLEANERS . . . . . . . . . Filter Element Replacement Main Filter Element Cleaning Precleaner Section . . . . . . . Cleaning Precleaner Tubes Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C01021 03/01

Index

C1-1

NOTES

C1-2

Index

C01021 03/01

POWER MODULE
The radiator, engine and alternator assemblies are mounted on a roller equipped subframe which is contained within the trucks main frame and is referred to as a Power Module. This arrangement permits removal and installation of these components with a minimum amount of disconnect and by utilizing the unique Roll In/Roll Out feature. Although the instructions in this section are primarily based upon the Rollout method for major component removal, the radiator and fan may be removed as separate items. Instructions for radiator and fan removal are contained later in this section. Optional equipment may be installed on the truck, requiring additional removal and installation steps not listed. The procedures outlined in this section of the manual are general instructions for power module removal and installation. It may be necessary to perform some procedures in a different order or use different methods for component removal and installation, depending on the lifting equipment available at the mine site. Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, the body should be raised and the safety cables installed at the rear of the truck. Read and observe the following instructions before attempting any repairs! After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. PREPARATION 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Place the GF Cutout Switch in the CUTOUT position. (See Figure 3-1, page E3-2, Propulsion System, for switch location.) 6. Verify the steering accumulators have bled down by attempting to steer. 7. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. Do not attempt to work in deck area until body safety cables have been installed. Do not step on or use any power cable as a handhold when the engine is running. Do not open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. All removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started. 8. Open the battery disconnect switches.

Tag or mark all hydraulic lines, fuel lines and electrical connections to assure correct hookup at time of power module installation. Plug all ports and cover all hose fittings or connections when disconnected to prevent dirt or foreign material from entering. It is not necessary to remove the radiator prior to the removal of the power module. However, the coolant must be drained and the piping connected to the brake cooling heat exchanger removed. If radiator removal is desired or if only radiator repair is necessary, refer to Cooling System in this section.

C02017 03/01

Power Module

C2-1

FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT 1. Hydraulic Pump 2. Shaft Guard 3. Blower Duct Preparation for Removal 4. Pump Drive Shaft 5. Alternator

The complete power module, including the hood and grille weighs approximately 34,750 lbs. (15,760 kg). Make sure lifting device to be used has adequate capacity.

FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT 1. Electrical Cabinet 2. Intake Duct 3. Alternator Inlet Duct 4. Blower Assembly 5. Wheel Motor Duct Transition Structure 6. Wheel Motor Air Duct 7. Main Alternator 8. Alternator Inlet Transition Structure 9. Blower Subframe Structure

1. If radiator removal is required, refer to Section B for hood and Grille removal instructions. (Power module may be removed with hood installed if desired.) 2. Remove driveshaft guard cover (2, Figure 2-1). Disconnect hydraulic pump drive shaft (4) at the drive shaft U-joint companion flange mounted on the alternator (5). 3. Remove main alternator blower ducts to provide clearance to raise the engine off the subframe mounts. (Refer to Figure 2-2): a. Disconnect cables and hoses as required. b. Remove alternator inlet transition structure (8) and gasket. c. Remove wheel motor cooling air duct transition structure (5). d. Cover all openings to prevent entrance of foreign material.

4. Remove engine air inake duct support rods (9, Figure 2-3). Remove any hoses or electrical cables attached to center deck structure. 5. Attach overhead hoist to center deck structure. Remove deck mounting hardware, lift deck from truck and move to storage area. 6. Disconnect the air cleaner restriction indicator nylon tubes at ports on inlet ducts. 7. Loosen clamps (5) on hump hoses (4) between the four engine air inlet ducts and air cleaner outlet ducts. 8. Disconnect inlet ducts at each of the four turbochargers. Remove inlet ducts from truck. Cover openings at turbochargers.

C2-2

Power Module

C02017 03/01

FIGURE 2-3. ENGINE AIR INLET PIPING 1. Air Cleaner Assemblies 2. Left Rear Intake Duct 3. Left Front Intake Duct 4. Hump Hose 5. T-Bolt Clamp 6. T-Bolt Clamp 7. Reducer Elbow 8. T-Bolt Clamp 9. Duct Support Rod 10. Right Front Intake Duct 11. Right Rear Intake Duct

C02017 03/01

Power Module

C2-3

11. Close cab heater shutoff water valves, disconnect water lines and drain water from the heater core. Secure water lines away from engine compartment to prevent interference with power module removal. 12. Drain engine coolant into clean containers for re-use after engine installation. Coolant capacity is approximately 195 gal (738 l). 13. Disconnect and remove piping (6, Figure 2-5) from engine water pump and radiator routed to the brake system cooling heat exchanger (7). 14. Remove upper radiator support rod (11) at each side of radiator. 15. Remove capscrews and washers at vertical and diagonal ladder mounting pads. Lift ladders from truck and move to storage area. FIGURE 2-4. ENGINE EXHAUST PIPING 1. Capscrew 2. Lockwasher 3. Nut 4. Front Exhaust Pipe 5. Rear Exhaust Pipe 6. Clamp Bands 16. Refer to Air Conditioning System, Section M for procedures required to properly remove the refrigerant. After the system has been discharged, disconnect refrigerant hoses routed to cab at the compressor and receiver/drier (10). NOTE: System contains HFC-134A refrigerant. 9. Remove exhaust duct clamps (6, Figure 2-4). Remove capscrews (1), lockwashers (2) and nuts (3) retaining exhaust pipes to turbocharger outlet flange. Remove exhaust ducts (4 & 5). Cover opening on engine exhaust outlets. 10. Remove alternator power cable protective cover. Disconnect all (already marked) electrical cables, oil and fuel lines that would interfere with power module removal (see Figure 2-5). Cover or plug all lines and their connections to prevent entrance of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects. Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.

C2-4

Power Module

C02017 03/01

FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION 1. Alternator 2. Rear Power Module Lift Eye 3. Rear Frame/Sub-frame Mount 4. Engine/Alternator Cradle Structure Power Module Removal Recheck to be certain all hoses, electrical cables, ground straps etc. have been removed. 5. Power Module Sub-frame 6. Heat Exchanger Piping 7. Heat Exchanger 8. Front Frame/Sub-frame Mount 9. Front Power Module Lift Eye 10. Receiver/Drier 11. Upper Radiator Support Rod

2. Remove capscrews and caps securing subframe mounting bushings to the subframe support bracket (3) at rear of subframe. 3. Check engine and alternator to make sure all cables, wires, hoses, tubing and linkages have been disconnected.

1. Remove capscrews, nuts and washers (8, Figure 2-5) securing front subframe support to main frame.

Install safety chain around the engine subframe cross member and main frame to prevent the power module from rolling when the subframe rollers are installed.

Lift power module only at the lifting points on subframe and engine/alternator cradle structure. (Refer to Figure 2-5 and 2-7.)

C02017 03/01

Power Module

C2-5

FIGURE 2-7. POWER MODULE LIFT POINTS 1. Module Lifting Tool 2. Alternator 3. Lifting Points FIGURE 2-6. SUBFRAME ROLLERS 1. Roller Assembly 2. Subframe 3. Capscrews 4. Engine 5. Power Module Subframe

4. Locate a jack under the rear of the power module. Raise the rear portion of engine subframe and install subframe rollers (Refer to Figure 2-6). Lower the rear portion of the subframe carefully until the rollers rest on the main frame guide rail. NOTE: Subframe rollers are supplied in the truck tool group and can be installed in the storage position after use, as shown in Figure 2-6. 5. Position hoist to front subframe lifting points (9, Figure 2-5). Raise the engine subframe until the engine is on a level plane. Remove the safety chain.

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

The complete power module, including the hood and grille weighs approximately 34,750 lbs. (15,760 kg). Make sure lifting device to be used has adequate capacity.

C2-6

Power Module

C02017 03/01

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

6. Lower the power module to the subframe guide rails, relax the hoist slightly and roll the power module into truck frame as far as possible before the lifting chains contact the electrical cabinet. 7. Place stands or blocking under front of subframe to support assembly while repositioning hoist. 8. Install a safety chain around the truck frame and the subframe. The safety chain will prevent the power unit from rolling forward. 9. Place a small block behind each rear subframe roller to prevent rolling. 10. Lower hoist to allow subframe to rest on stands and rollers. Remove lifting device. 11. Attach hoist to front lifting eyes on subframe. 12. Remove the small blocks behind the subframe rollers, remove safety chain, and slowly roll the power module into position over the main frame mounts. Lower hoist until front subframe mounts are aligned and seated on the front, main frame mounts. Reinstall safety chain. 13. Place a jack under rear of subframe to support the power module. Raise power module just enough to permit removing the subframe rollers. 14. Lower the rear portion of the subframe until the subframe rubber bushings are seated in the mounting brackets (3, Figure 2-5) located on the main frame of the truck. 15. After subframe is seated in frame mounts, the safety chain may be removed from the front subframe member. 16. Install rubber bushings, capscrews, washers and nuts in the front mounts (8, Figure 2-5). Tighten capscrews to 525 ft. lbs. (712 N.m) torque. 17. Install the rear subframe mounting caps and secure caps in place with lubricated capscrews. Tighten capscrews to 407 ft. lbs. (551 N.m) torque. (Refer to Figure 2-5). Power Module Hookup 1. Install all ground straps between frame and subframe. Reconnect wire harnesses at power module subframe connectors.

The complete power module, including the hood and grille weighs approximately 34,750 lbs. (15,760 kg). Make sure lifting device to be used has adequate capacity.

5. Raise the power module and align the subframe rollers within the main frame guide rails.

FIGURE 2-8. POWER MODULE INSTALLATION

2. Install vertical and diagonal ladders on mounting pads at front bumper.

C02017 03/01

Power Module

C2-7

3. Attach hoist to the front center deck and lift into position. Install capscrews, flatwashers, lockwashers and nuts at each mounting bracket. Tighten capscrews to standard torque. 4. Install engine air intake duct supports. Reinstall intake ducts between turbochargers and aircleaner outlet ducts (see Figure 2-3). Clamp securely to insure a positive seal is made. (Refer to Figures 2-3 & 2-9 for correct installation and alignment examples.) Install exhaust ducts (4 & 5, Figure 2-4) on turbocharger outlet flanges and pipes at frame crossmember. 5. Connect the cab heater inlet and outlet hoses and open both valves. 6. Install piping (6, Figure 2-5) between heat exchanger (7) and engine water pump and radiator. 7. Inspect alternator/wheel motor cooling duct gaskets and replace if damaged. Install Alternator inlet transistion structure (8, Figure 2-2) and wheel motor duct transition structure (5).

8. Connect the hydraulic pump drive shaft companion flange (4, Figure 2-1) to the alternator (5). Tighten capscrews to standard torque. Install driveshaft guard (2). 9. Connect all remaining electrical, oil, and fuel lines. 10. Connect the air filter restriction indicator hoses. 11. Close battery disconnect switches. 12. Connect hoses routed from cab to receiver/drier and air conditioning compressor. 13. Refill radiator and service engine with appropriate fluids. Refer to Section P for capacity and fluid specifications. 14. Recharge air conditioner system per instructions in Section M, Air Conditioning System.

FIGURE 2-9. AIR INLET PIPING CONNECTIONS

C2-8

Power Module

C02017 03/01

COOLING SYSTEM
RADIATOR Removal 1. Drain coolant from radiator and engine. Be prepared to catch approximately 200 gallons (757 liters) of coolant. If the coolant is to be reused, it must be stored in clean containers. 2. If radiator is being removed without the removal of the complete power module, remove grille and hood according to Removal instructions in Section B.

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

3. Refer to instructions in Section M and discharge the refrigerant from the system with a recovery/recycle station. The system is charged with HFC134A refrigerant. a. Remove refrigerant hose clamps and remove the receiver/drier (7, Figure 3-1) mounted on rear, left side of the radiator shroud. Disconnect wiring from low pressure switch. b. Remove clamp and disconnect inlet and outlet hoses (4 & 5, Figure 3-2) at the condenser. Remove mounting capscrews (3) and remove condenser. c. Cap all hoses to prevent contamination. Remove any remaining clamps attaching hoses and wiring to radiator shroud and reposition to allow removal of the radiator and shroud assembly.

FIGURE 3-1. RADIATOR INSTALLATION 1. Fuel Cooler 2. Radiator 3. Upper Hoses 4. Upper Support Rod 5. Lower Support Rod 6. Heat Exchanger 7. Receiver/Drier 8. Mount Capscrews

FIGURE 3-2. AIR CONDITIONER CONDENSER 1. Grille Structure 2. Condenser 3. Mounting Capscrews 4. Inlet Hose 5. Outlet Hose

C03023 03/01

Cooling System

C3-1

FIGURE 3-4. FAN GUARD FIGURE 3-3. RADIATOR PIPING (Bottom View) 1. Drain Cock 2. Outlet Elbow (Front) 3. Radiator Mounting Capscrews 4. Outlet Elbow (Rear) 5. Heat Exchanger 6. Engine Subframe 1. Fan Guard (LH) 2. Fan Shroud 3. Fan Guard (RH) 4. Engine Subframe

4. Disconnect lines at fuel cooler (1, Figure 3-1). Remove clamps securing fuel lines to radiator. 5. Unclamp and separate all upper tank lines (3) between the radiator and engine. 6. Remove outlet elbows (2 & 4, Figure 3-3) at bottom tanks. Cap all coolant lines to prevent contamination. 7. Remove and cap hoses from radiator top tank and surge tank. 8. Remove capscrews and lockwashers to free fan guard (1 & 3, Figure 3-4) from radiator shroud (2). The two halves of the fan guard may be disassembled and removed or the complete guard may be moved to the rear to clear the fan shroud during radiator removal. 9. Attach hoist to lift radiator and take up slack.

NOTE: The radiator and shroud assembly weigh approximately 5,730 Lbs. (2,600 Kg.).

10. Remove the upper radiator side support rods (4, Figure 3-1). Remove lower support rods (5). 11. Remove nuts, lockwashers, flat washers and capscrews (2, Figure 3-5) from power module subframe (3) at the lower radiator mounts. 12. Verify all hoses and wiring harnesses have been removed. Lift radiator slightly with the hoist, move assembly forward until clear of engine fan. Move radiator to work area for service.

C3-2

Cooling System

C03023 03/01

4. Install upper support rods (4) and mounting hardware at radiator brackets and front upright brackets. Do not tighten at this time. 5. Adjust the lower stabilizer support rods to position the radiator perpendicular to the subframe within 0.12 in. (3.0 mm) measured at top of radiator. When position is established, tighten locknuts to 525 ft. lbs (712 N.m) torque to lock adjustment. 6. Tighten upper support rod mounts and recheck perpendicularity of radiator. 7. Tighten nuts on capscrews (2, Figure 3-5) at lower radiator mounting brackets to standard torque. 8. Install the fan guard using capscrews and washers removed during disassembly. 9. Install upper radiator hoses and lines between radiator and engine, seat hoses fully and tighten clamps securely. 10. Install lower radiator hoses and lines between radiator and engine, seat hoses fully and tighten clamps. If outlet elbows (2 & 4, Figure 3-3) have been removed during radiator removal, install new gaskets during installation. 11. Route hoses to fuel cooler, clamp in place and attach to fuel cooler fittings. 12. Reinstall air conditioning system components: Service Radiator service is a specialized function usually not accomplished by most maintenance shops. The large size and weight of the off-road truck radiators dictates that a specialized radiator shop be used for service and repair on the radiators. a. Install condenser, condenser hoses, and clamps. b. Install receiver/drier and clamp hoses. Attach wires to low pressure switch. c. Clamp all hoses and wiring to studs using clamps removed during disassembly. Refer to Section M for complete instructions to evacuate and recharge the air conditioning system refrigerant supply. 13. Install grille and hood according to instructions in Section B. 14. Make sure all coolant drains are closed, pipe plugs installed, and all hoses installed. Service cooling system with the proper mixture of antifreeze as recommended in the Lubrication and Service Section. Check for static leakage and correct any leaks. Start engine and run until cooling system reaches operating temperature, recheck the cooling system for leakage during engine operation.

FIGURE 3-5. RADIATOR MOUNT 1. Radiator 2. Mounting Hardware 3. Subframe 4. Battery Box 5. Outlet Elbow

Installation 1. Attach a hoist to the radiator assembly and lift into position on the subframe. 2. Insert the capscrews, washers, and nuts (2, Figure 3-5) at the lower radiator mounting brackets but do not tighten at this time. 3. Inspect rubber bushings for lower support rods (5, Figure 3-1) and replace if worn or damaged. Install flatwashers, rubber bushings and nuts on the lower end of radiator support rods and insert rods into the subframe mounting brackets. Insert remaining bushings, flatwashers and locknuts but do not tighten. Install rods at radiator brackets and tighten to standard torque.

C03023 03/01

Cooling System

C3-3

RADIATOR FILLING PROCEDURE

COOLANT SYSTEM TROUBLESHOOTING

If abnormal coolant temperatures are experienced, perform the following visual inspections and tests: 1. Check coolant level and thoroughly inspect system for leaks. The cooling System is pressurized due to thermal expansion of coolant. DO NOT remove the radiator cap while the engine and coolant are hot. Severe burns may result. 1. With engine and coolant at ambient temperature, remove radiator cap. Note: If coolant is added using the Wiggins quick fill system, the radiator cap MUST be removed prior to adding coolant. 2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge. 3. Install radiator cap. 4. Run engine for 5 minutes, check coolant level. 5. If coolant is not visible in the sight gauge, repeat steps 1 through 4. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature. Engine coolant must always be visible in the sight gauge before truck operation. a. Check for proper coolant/antifreeze mixture. b. Follow engine manufacturers recommendations regarding use of cooling system additives. 2. Inspect radiator fins for restrictions. Be certain the air flow through the radiator is not restricted by debris or bent radiator fins. 3. Visually inspect fan blades for damage. Check radiator cap sealing surfaces. 4. If equipped with a fan clutch, refer to Section M for complete instructions for test and repairs if required. 5. Refer to engine manufacturers Service Manual for information regarding test and replacement of the coolant system thermostats.

C3-4

Cooling System

C03023 03/01

POWER TRAIN
ALTERNATOR REMOVAL PROCEDURE
Removal The following instructions cover the removal of the main alternator from the engine after the power module has been removed from the truck. (Refer to Figure 4-1.)

When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 7,990 lbs. (3624 kg). Use a lifting device that can handle the load safely. 1. Attach hoist with two lifting chains to the two alternator lifting eyes (8, Figure 4-1). 2. Block under rear of engine a. Loosen cradle adjustments setscrews (3, Figure 4-2). b. Loosen engine/cradle capscrews (5, Figure 4-1).

FIGURE 4-2. CRADLE STRUCTURE 1. Cradle Structure 2. Jam Nut 3. Adjustment Setscrew 4. Subframe 5. Gap

FIGURE 4-1. ENGINE AND ALTERNATOR 1. Alternator 2. Capscrews & Lockwashers 3. Cradle 4. Flywheel Housing 5. Capscrews 6. Engine 7. Sub Frame 8. Alternator Lift Eyes

C04023 03/01

Power Train

C4-1

3. Remove access cover at front, right side of the engine flywheel housing. Reach through the access openings and remove twelve [12] capscrews (6, Figure 4-3) joining the engine drive ring (7) to the alternator rotor (8). (Rotate crankshaft to align each capscrew with access hole.)

Be certain all capscrews have been removed! 4. Remove sixteen [16] capscrews (3) securing flywheel housing adapter (2) to the alternator housing (1). NOTE: The clearance between the head of the capscrew (3) and the Flywheel Housing (4) will not permit complete removal of the capscrews at all locations. Be sure all the capcrew threads are completely disengaged from the alternator housing (1).

5. Take up slack in hoist and remove capscrews and lockwashers (2, Figure 4-1) securing the alternator to the cradle structures. 6. Keep alternator as level as possible and move away from engine. 7. Note shim location and quantity. Retain shims for possible use during reinstallation. 8. For further disassembly instructions for the alternator refer to the General Electric Service Manual.

FIGURE 4-3. ALTERNATOR TO ENGINE MOUNTING 1. Alternator 6. Capscrew [12 ea.] 2. Flywheel Housing 7. Engine Drive Ring Adapter 8. Alternator Rotor 3. Capscrew [16 ea.] 4. Engine Flywheel Housing 5. Capscrew

C4-2

Power Train

C04023 03/01

ENGINE/ALTERNATOR MATING

MEASURING PROCEDURE 1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting surfaces. 2. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play: Verify end play is within 0.13 - 0.38 mm (0.005 - 0.015 in.) Record Total Crankshaft End-play: 3. Refer to Figure 4-4. Move the engine Crankshaft to the rear of its end travel. a. Carefully measure Dimension C at four locations, 90 apart: 1st measurement: 2nd measurement: 3rd measurement: 4th measurement: Dimension C: c. Record (a + b) as; Measurement C:

The following instructions must be followed to ensure proper alignment and engine crankshaft endplay. Failure to follow these instructions can result in serious damage to the engine and/or alternator. General Instructions Never pry on the engine crankshaft damper! Loosen or remove fan belts prior to measuring crankshaft end-play to insure that the crankshaft moves easily and completely. When taking measurements, always take four equally spaced readings and average them. Always measure from mating surface to mating surface. References to crankshaft rotation; clockwise (CW), or counterclockwise (CCW), is the direction of rotation when looking at the front (damper end) of engine. Crankshaft end-play : 0.13 - 0.38 mm (0.005 - 0.015 in.)

Average

b. Add 1/2 (one-half) of Total End-play ( Step 2).

SERVICE DATA - Eccentricity & Runout Limits Description Max. Flywheel Housing Bore Eccentricity Max. Face Runout Flywheel Housing Max. Eccentricity of Flywheel (Coupling Assy) Max. Axial Runout of Flywheel Face (Coupling Assy) T.I.R. 0.66 mm 0.25 mm 0.18 mm 0.25 mm

FIGURE 4-4. SHIM LOCATION 1. Alternator Housing 2. Alternator Rotor 3. Flywheel Housing Adapter 4. Engine Flywheel Housing 5. Engine Drive Ring A - Dimension A B - Drive Shims C - Dimension C D - Housing Shims

C04023 03/01

Power Train

C4-3

4. Refer to Figure 4-5. Alternator End-play: a. Using a flat steel bar (3, Figure 4-5) bolted rigidly to the alternator rotor (2), install a 5/8" 11 capscrew (4) at each end into the alternator housing (1). Leave capscrews finger-tight. b. Move the alternator rotor (2) axially towards the rear (slip-ring end) by alternately tightening the capscrews (4) one-half-turn-at-a-time. Do NOT exceed 12.0 ft. lbs. (16.3 N.m) torque on each capscrew. This establishes the maximum permissIble rear travel for the alternator rotor. c. Alternately loosen the capscrews (4) one-turnat-a-time, until all torque is released. Carefully remove the bar (3). Note: The object is to leave the rotor in its most rearward position. Refer to Figure 4-4. d. Carefully measure Dimension A (Do not move alternator rotor) at four locations, 90 apart, and average the measurements. 1st measurement: 2nd measurement: 3rd measurement: 4th measurement: Dimension A: Average e. Add 0.010" to Dimension A. f. Record (d + e) as; Measurement A:

FIGURE 4-5. ALTERNATOR END-PLAY 1. Alternator Housing 2. Alternator Rotor 3. Steel Bar 4. Capscrew

5. Determining Shims: Compare Measurement C (Step 3.c.) with Measurement A (Step 4.f.). a. If C is greater than A, subtract: (C - A) = B B= Shim pack thickness to be installed at location B, Figure 4-4. Rotor-to-Drive Ring Location B Shim Part Number TM3467 TM3469 Shim Thickness 0.004 inch 0.007 inch b. If A is greater than C, subtract: (A - C) = D Shim pack thickness D= to be installed at location D, Figure 4-4.

Alternator-to-Flywheel Housing Adapter Location D Shim Part Number TM3466 TM3468 Shim Thickness 0.004 inch 0.007 inch

C4-4

Power Train

C04023 03/01

Joining Alternator and Engine

When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 7,400 lbs. (3357 kg). Use a lifting device that can handle the load safely.

1. Use the two top lift brackets provided on the alternator for lifting. The top front lifting bracket should be equipped with some method of adjusting the alternator to keep it horizontal. 2. Carefully move alternator into place and engage the engine drive ring (6, Figure 4-6) into the alternator rotor drive (7) using shims B, if required (refer to step 5.a. Determining Shims). 3. Install flywheel housing adapter capscrews (2) into alternator housing (1). Tighten to 175 ft. lbs. (237 N.m) torque. 4. Install capscrews (5) through engine drive ring (6) into the alternator rotor adapter (7). Rotate crankshaft to access and align holes. Tighten capscrews (5) to 175 ft. lbs. (237 N.m) torque. 5. Install alternator-to-cradle structure mounting capscrews and washers (2, Figure 4-1) and tighten to 525 ft. lbs. (712 N.m) torque. 6. Tighten engine-to-cradle structure mounting capscrews (5, Figure 4-1) to 345 ft. lbs. (465 N.m) torque. FIGURE 4-6. ALTERNATOR TO ENGINE MOUNTING 1. Alternator Housing 6. Engine Drive Ring 2. Point Capscrew 7. Alternator Rotor 3. Flywheel Housing B - Drive Shims Adapter D - Housing Shims 4. Engine Flywheel Housing

Never pry on the engine crankshaft damper! 7. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play: Record Total Crankshaft End-play: 8. Compare the step 7 value to the measurement taken before alternator was installed on engine.

The total Engine Crankshaft End-play (step 7) must equal the original measurement or 0.020 in. (0.51 mm) (alternator end-play), whichever is smaller. If the end-play after the alternator and engine are assembled is less than 0.020 in. (0.51 mm), and less than the starting engine crankshaft end-play, RESHIMMING IS REQUIRED. 9. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving components contacting stationary parts. 10. Install engine side cover, if removed. Install lockwire on all alternator mounting capscrews. 11. Install access cover on flywheel housing.

C04023 03/01

Power Train

C4-5

ENGINE
Removal Refer to instructions in previous sections for removal instructions for the Power Module, alternator, and radiator assembly.

Service
Complete instructions covering the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturers service manual.

Installation 1. Align engine to subframe and install front mounting capscrews and lockwashers (5, Figure 4-7). Align and install rear engine mounting capscrews and lockwashers (2) through cradle structure, but do not tighten at this time. Tighten front mount capscrews to 345 ft. lbs. (465 N.m) torque. 2. Install alternator on engine following instructions for Engine/Alternator Mating. 3. Tighten rear engine mounting capscrews (2) to 345 ft. lbs. (465 N.m) torque after alternator is installed. 4. Adjust setscrew (3, Figure 4-2) to equalize gap (5) between cradle structure (1) and subframe (4) at left and right side. Lock setscrew with jam nut (2).

The engine weighs approximately 19,430 lbs. (8815 kg) wet. Be sure lifting devices are capable of handling the load safely. 1. Disconnect any remaining wiring or hoses between the engine and subframe. 2. Remove capscrews and lockwashers (5, Figure 4-7) securing front engine mount to subframe. 3. Attach spreader bar with lifting straps at front lift hooks and rear lift hooks (6) on engine. Remove capscrews and lockwashers (2) at rear engine mount securing engine to cradle structure (1). Always use a spreader bar to ensure lift straps are vertical at each lift hook. 4. Lift engine from subframe and move to clean work area for further disassembly.

FIGURE 4-7. ENGINE MOUNTING 1. Cradle Structure 2. Capscrews and Lockwashers 3. Engine Subframe 4. Engine 5. Capscrews and Lockwashers 6. Engine Lift Hooks

C4-6

Power Train

C04023 03/01

AIR FILTRATION SYSTEM


AIR CLEANERS
Operation Air required by the diesel engine passes through the air cleaner assemblies mounted on each side of the radiator. These air cleaners discharge heavy particles of dust and dirt by centrifugal action and then remove finer particles by passing air through filter cartridges. The engine demand for air creates a vacuum in the air cleaners and causes outside air to be drawn in through air inlets on the air cleaners. Dirty air entering here is drawn through a series of tubes that are designed to produce a cyclonic action. As the air passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles to be thrown from the air stream into dust collectors (1, Figure 5-1). At the same time, the air stream turns and is directed up through the center of the tubes into the filter chamber. Here the air passes through the main filter element and safety filter element and out the clean air outlet to the engines air intake system. The function of the safety filter is to increase overall reliability and engine protection. The truck engine must be shut down before servicing the air cleaner assemblies or opening the engine air intake system. Never start the engine with the filter elements removed. Engine operation with elements removed can cause serious engine damage.

General Service Information Inspect and empty dust collector cups at regular intervals; daily inspection is recommended. Never allow the dust level to build up to the tube (precleaner) chamber. During operation or after the engine has been shut down, observe the air cleaner vacuum gauges mounted on the overhead display panel in the operators cab. Filter service is required when a gauge shows maximum restriction. Check all engine air inlet tubes, hoses and clamps. All connections must be air tight to prevent dirt entry. Air cleaner housing fasteners and mountings must be tight. After filter service has been accomplished, reset air cleaner service vacuum gauges by pressing the reset button on the face of the gauge.

FIGURE 5-1. ENGINE AIR CLEANERS 1. Dust Collectors 3. Air Intake Cover 2. Precleaner Section 4. Element Cover

C05013 5/98

Air Filtration System

C5-1

FIGURE 5-2. AIR CLEANER ASSEMBLY 1. Dust Cap 2. Dust Cap Gasket 3. Tube 4. Unfiltered Air Inlet 5. Wing Nut 6. Wing Nut Gasket 7. Safety Element Indicator 8. End Cover 9. Safety Filter Element 10. Main Filter Element 11. Main Element Gasket 12. Clean Air Outlet 13. Pre-Cleaner Gasket 14. Safety Filter Element Gasket

FILTER ELEMENT REPLACEMENT 1. Follow normal procedures and shut down the engine. Clean dirt and dust off area around air cleaner element cover (4, Figure 5-1). 2. Loosen large wing nut (5, Figure 5-2) on air cleaner cover to free main element assembly (10). Pull main element clear of assembly. 3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect reuse of element. If element appears serviceable other than being dirty, proceed with the cleaning procedure. If defects are found in filter element, wing nut assembly (5) must be removed from element assembly and installed on the new filter element. 4. Check safety (secondary) filter element indicator nut (7). If solid red area is showing, safety filter replacement is required. If center is green, safety element does not require service.

Have a new safety (secondary) filter element on hand before removing old one. Do not keep intake system open to the atmosphere any longer than absolutely necessary. 5. If indicator indicates safety filter replacement is required, remove indicator and remove safety filter element. Discard element; DO NOT attempt to clean the safety element.

C5-2

Air Filtration System

C05013 5/98

6. Reset the indicator nut from red to green by gently blowing air into threaded hole from gasket side of nut. 7. Install new safety element and tighten safety indicator wing nut to 10 ft. lbs. (13 N.m) torque. 8. Install clean or new, main filter element into air cleaner and secure with wing nut. Tighten wing nut hand tight, do not use a wrench or pliers. If filter element is being reused, make sure sealing gasket is not damaged. The gasket must seal completely. 9. Close and latch the dust collectors on the bottom of the air cleaner assembly.

MAIN FILTER ELEMENT CLEANING NOTE: Remember that only the main filter elements may be cleaned and then only if they are structurally intact. Do not reuse an element that is damaged. DO NOT clean and reuse the safety (secondary) filter elements. Replace them with new parts. After inspection, determine the condition of the element and choose either the washing or compressed air method for cleaning the filter element. If the element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results. 1. Wash elements with water and detergent as follows: a. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate element back and forth in the solution to loosen dirt deposits. DO NOT soak elements for more than 24 hours. b. Rinse element with a stream of fresh water in the opposite direction of normal air flow until rinse water runs clear. Maximum permissible water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential. c. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 140F (60C) and must be circulated continually. Do not use a light bulb for drying elements. d. After cleaning the element, inspect thoroughly for slightest ruptures and damaged gaskets. A good method to detect paper ruptures is to place a light inside the filter element as shown in Figure 5-3, and inspect the outer surface of the filter element. If holes or ruptures are found, do not reuse the element. Discard and replace with a new part.

FIGURE 5-3. INSPECTING FILTER ELEMENT

C05013 5/98

Air Filtration System

C5-3

FIGURE 5-4. CLEANING FILTER ELEMENT WITH COMPRESSED AIR

2. Clean dust loaded elements with dry filtered compressed air: a. Maximum nozzle pressure must not exceed 30 psi (207 kPa). Nozzle distance from filter element surface must be at least one inch (25 mm) to prevent damage to the filter material. b. As shown in Figure 5-4, direct stream of air from nozzle against inside of filter element. This is the clean air side of the element and air flow should be opposite of normal air flow. c. Move air flow up and down vertically with pleats in filter material while slowly rotating filter element. d. When cleaning is complete, inspect filter element as shown in Figure 5-3 and if holes or ruptures are noted, discard the element. FIGURE 5-5. REMOVING DUST FROM PRECLEANER TUBES Cleaning Precleaner Tubes

Both the main and safety elements must be installed in the air cleaner while Steps 1 and 2 are being accomplished to prevent any possibility of dirt being forced into the engine intake area. 1. Dust can be removed with a stiff fiber brush. DO NOT use a wire brush. Dust may also be removed effectively using compressed air. 2. Heavy plugging of tubes may require soaking and washing of complete precleaner section. The following instructions cover these procedures. NOTE: The precleaner section may be separated from the air cleaner assembly without dismounting the complete air cleaner from the truck. 3. Remove the air intake cover (3, Figure 5-1). Remove capscrews and locknuts holding precleaner section to the cleaner assembly and remove precleaner. The safety element must remain in place to protect the engine intake. 4. Loosen clamps and remove dust collector cup (1) from precleaner section. Wash dust cup with water and liquid soap solution.

Precleaner Section
The tubes in the precleaner section of the air cleaner assembly should be cleaned at least once annually and at each engine overhaul. More frequent cleaning may be necessary depending upon operating conditions and local environment should tubes become clogged with oil, sludge or dirt. To inspect tubes in precleaner section, remove main filter element. Do not remove the safety element. Loosen clamps and remove dust collector cup. Use a light to inspect the tubes, all tubes should be clear and the light should be visible. Clean the tubes as follows if clogging is evident.

C5-4

Air Filtration System

C05013 5/98

5. Submerge precleaner section (see Figure 5-6.) in a solution of Donaldson D-1400 and warm water (mix solution according to package directions). Tube section must be down. Soak for 30 minutes, remove from solution and rinse thoroughly with fresh water and blow dry. 6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should be mixed 50% Oakite 202 and 50% fresh water. Soak precleaner section for 30 minutes, rinse clean with fresh water and blow dry completely. 7. Check precleaner gaskets carefully for any evidence of air leaks and replace if necessary 8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and install all mounting hardware removed. 9. With a serviceable gasket, install dust collector cup assembly on precleaner section and secure with mounting clamps.

AIR INTAKE TROUBLESHOOTING


To insure maximum engine protection, be sure that all connections between air cleaners and engine intake are tight and positively sealed. If air leaks are suspected, check the following: 1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc., which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check air cleaner elements, main and safety, for ruptures, holes or cracks. 4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.

FIGURE 5-6. WASHING AND SOAKING PRECLEANER SECTION

C05013 5/98

Air Filtration System

C5-5

NOTES

C5-6

Air Filtration System

C05013 5/98

SECTION D ELECTRICAL SYSTEM (24 VDC NONPROPULSION) INDEX

24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . Batteries . . . . . . . . . . . . . . . . . . . . . . Battery Charging Alternator (Refer to Section M) BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . Battery Box . . . . . . . . . . . . . . . . . . . . . Battery Control Box . . . . . . . . . . . . . . . . System Battery Starter Disconnect Relay . . . Battery Disconnect Switches . . . . . . . . . 24 VDC Auxiliary Battery Connectors . . . . . Battery Equalizer . . . . . . . . . . . . . . . . 24 VDC ELECTRICAL SYSTEM COMPONENTS . . . PASSENGER SEAT BASE COMPARTMENT . . . 5 Minute Idle Timer Components . . . . . . Alarm Indicating Device (A.I.D. System) . . . ELECTRICAL INTERFACE CABINET . . . . . . . TRUCK CONTROL INTERFACE PANEL (TCI) Diode Board (DB1) . . . . . . . . . . . . . . Diode Testing . . . . . . . . . . . . . . Relay Boards . . . . . . . . . . . . . . . . . Service . . . . . . . . . . . . . . . . . . Body Up switch . . . . . . . . . . . . . . . . . . Hoist Limit Switch . . . . . . . . . . . . . . . . . Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . D2 . . . . . . . . . . . . . . . . . . . D2-1 . . . . . . . . . . . . . . . . . . . D2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 D2-3 D2-3 D2-3 D2-4 D2-4 D2-5 . D3 D3-1 D3-1 D3-3 D3-6 D3-6 D3-8 D3-8 D3-9 D3-9 D3-13 D3-14 D3-15

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

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed: DO NOT step on or use any power cable as a handhold when the engine is running.

D01033

Index

D1-1

NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional procedures are required before it is safe to do so. Refer to Section E for additional propulsion system safety checks to be performed by a technician trained to service the system. ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started. PRIOR TO WELDING ON THE TRUCK, maintenance personnel should attempt to notify the Komatsu Factory Representative. The welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers.

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.

TRUCK SHUTDOWN PROCEDURE


1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the Parking Brake Applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to steer. 5. Verify the LINK VOLTAGE lights on the electrical cabinet and the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a technician trained to investigate the cause. 6. Place the GF Cutout Switch, located in the Information Display Panel at the left side of the Electrical Control Cabinet in the CUTOUT position.

AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until it has been verified the system is de-energized.

D1-2

Index

D01033

24VDC ELECTRIC SUPPLY SYSTEM


ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical system which supplies power for engine starting circuits and most non-propulsion electrical components. The 24VDC engine starting circuit is supplied by four, heavy duty Type 8D, 12 volt storage batteries. Several components require 12VDC and are supplied by circuits tapped off the starting batteries. Two, smaller, 12VDC batteries (Type 4D) supply 24VDC for the non-propulsion components; Engine Control System, circuit relays, indicator lamps, etc. The batteries are of the lead-acid type, each containing six 2-volt cells. With the engine Off, power is supplied by batteries. During engine cranking, power is supplied by the four engine cranking batteries only. When the engine is running, power is supplied by an engine driven high capacity alternator.

DO NOT SMOKE or allow flame around a dead battery or during the recharging operation. The expelled gas from a dead cell is extremely explosive.

Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces per cell per month. For heavy duty operation (24 hour) normal consumption should run about one to two ounces per cell per week. Any appreciable increase over these figures should be considered a danger signal.

Troubleshooting Two most common troubles that occur in the charging system are undercharging and overcharging of the trucks batteries. An undercharged battery is incapable of providing sufficient power to the trucks electrical system. Some possible causes for an undercharged battery are: Sulfated battery plates Loose or corroded battery connections Defective wire in electrical system Loose alternator drive belt A defective alternator

Lead-acid storage batteries contain sulphuric acid, which if handled improperly may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing leadacid storage batteries. See the precautions in Section A of this manual to insure proper handling of batteries and accidents involving sulphuric acid. During operation, the storage batteries function as an electrochemical device for converting chemical energy into the electrical energy required for operating the accessories when the engine is shut down.

BATTERIES
Maintenance and Service The electrolyte level of each cell should be checked at the interval specified in the Lubrication and Service Section P, and water added if necessary. The proper level to maintain is 38 12 in. (10-13 mm) above the plates. To insure maximum battery life, use only distilled water or water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.

Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, cell covers will push up at the positive ends and in extreme cases the battery container will become distorted and cracked. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in leadacid batteries). Inspect the case, covers and sealing compound for holes, cracks or other signs of leakage. Check battery hold down connections to make sure the tension is not great enough to crack the battery, or loose enough to allow vibration to open the seams. A leaking battery should be replaced.

D02018

24VDC Electric Supply System

D2-1

To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush and flush with clean water. Make sure none of the soda solution is allowed into the battery cells. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the charging circuit which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, make sure cell caps are tight to prevent cleaning solution from entering the cells. Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, make sure battery is fully charged. This is accomplished by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may now be added. Continue charging for another hour and again check specific gravity. Repeat the above procedure until all cells indicate a specific gravity of 1.260-1.265 corrected to 80F (27C). NOTE: Use 1.400 strength sulphuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 80F (27C) when the specific gravity is taken, temperature should be corrected to 80F (27C): For every 10F (5C) below 80F (27C), 0.004 should be SUBTRACTED from the specific gravity reading. For every 10F (5C) above 80F (27C), 0.004 should be ADDED to the reading. Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries should be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. Remember, all lead-acid batteries discharge slowly when not in use. This self discharge takes place even though the battery is not connected in a circuit and is more pronounced in warm weather than in cold.

The rate of self-discharge of a battery kept at 100F (38C) is about six times that of a battery kept at 50F (10C) and self-discharge of a battery kept at 80F (27C) is about four times that one at 50F (10C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at 80F (27C). To offset the results of self-discharge, idle batteries should receive a booster charge (not a quick charge) at least once every thirty days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called sulfated and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 12 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table. The temperatures in the table below indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a 34 charged battery is in no danger of freezing, therefore, a 34 charge or better is desirable, especially during winter weather.

SPECIFIC GRAVITY Corrected to 80F (27C) 1.280 1.250 1.200 1.150 1.100

FREEZING TEMPERATURE DEGREES -90F (-70C) -60F (-54C) -16F (-27C) + 5F (-15C) + 19F (-7C)

D2-2

24VDC Electric Supply System

D02018

BATTERY SUPPLY SYSTEM


24VDC BATTERY CHARGING ALTERNATOR Refer to Optional Equipment, Section M for information regarding the truck battery charging alternator.

BATTERY CONTROL BOX The battery control box (4) is located near the right corner of the front bumper. This box contains the battery disconnect switches and other components listed below. System Battery Starter Disconnect Relay

BATTERY BOX The truck batteries are located in an enclosure (1, Figure 2-1) in the center of the truck behind the front bumper. For access to the batteries, remove the two covers by turning the cover handles counterclockwise until released. Lift eyes are attached to the ends of the enclosure if the entire battery container must be removed. Four Type 8D batteries (2) are installed in the battery box and are used for the 24VDC engine cranking circuit and the 12VDC circuits. Two Type 4D batteries (3) are installed to provide 24VDC for the truck systems other than engine starting. A System Battery Starter Disconnect Relay isolates these batteries from the engine starter circuit during engine cranking.

The System Battery Starter Disconnect Relay (7, Figure 2-2) isolates the engine cranking circuit, when the starter is actuated, from the system battery circuits to ensure the high current demand in the starter circuit does not affect the control system circuits. When the operator turns the keyswitch to the start position, a signal is sent from the keyswitch to the Truck Control Interface (TCI) located in the Electrical Interface Cabinet. If all conditions required to engage the starter are acceptable, the TCI panel provides a signal to energize the System Battery Starter Disconnect Relay, disconnecting the system batteries from the start circuit until the cranking sequence is completed and cranking battery voltage returns above a programmed voltage.

FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX 1. Battery Box 3. System Batteries 2. Engine Cranking Batteries 4. Battery Control Box

D02018

24VDC Electric Supply System

D2-3

Battery Disconnect Switches The three battery switches provide a convenient method of disconnecting the truck batteries from the truck electrical circuits. The rear disconnect switch (2) opens the starter battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits if desired. The front switches are ganged to ensure both are opened or closed at the same time. The middle switch (3) disconnects the 24VDC circuit and the front switch (4) controls the 12VDC circuit.

24VDC Auxiliary Battery Connectors Two pairs of receptacles (5), located adjacent to the battery disconnect switches are provided to attach battery charger leads for charging the truck batteries. In addition, these receptacles can 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 top receptacle and the other pair connected to the bottom receptacle on the truck.

FIGURE 2-2. BATTERY CONTROL BOX 1. Battery Control Box Assembly 2. Starter Circuit Disconnect Switch 3. 24VDC Circuit Disconnect Switch 4. 12VDC Circuit Disconnect Switch 5. Auxiliary Battery Connectors 6. 12VDC Circuit Breaker 7. System Battery Starter Disconnect Relay 8. Battery Equalizer

NOTE: If both the truck cranking batteries and the system batteries are discharged, the system batteries must be recharged before attempting to start the engine. The external starting batteries provide additional current for starter motor operation only. The system batteries are disconnected from the external (auxiliary) batteries and the truck mounted cranking batteries while the engine starter is engaged.

D2-4

24VDC Electric Supply System

D02018

Battery Equalizer The majority of the accessory and control circuits operate at 24VDC. Several components however, require 12VDC (cab window regulator motors, cassette/radio, cigar lighter etc.). A battery equalizer (8) system is utilized to obtain the required 12VDC and ensure that all the truck batteries are charged and discharged equally. A 50 amp circuit breaker (6) mounted in the box protects the 12VDC circuits.

4. If alternator voltage is outside above limits, refer to Section M for battery charging alternator service information. 5. With the engine running, verify voltages at the battery equalizer terminals. a. Measure the voltage between the 24 volt and 12 volt terminals. b. Measure the voltage between the 12 volt terminal and ground. 6. If the difference between the voltage measurements above exceeds 0.75 volts, the battery equalizer is defective and should be replaced.

Troubleshooting Normal battery maintenance procedures should be followed according to the intervals specified in the Lubrication and Service section of this manual. Refer to the Battery information in this section for detailed instructions regarding proper battery maintenance and service procedures. Prior to troubleshooting the battery equalizer system, inspect all battery circuit connections for excessive corrosion, loose cables, ground connections etc. Use the following procedure to check the system if a problem occurs: 1. Check the 12VDC circuit breaker. a. If the circuit breaker has opened, check circuits and repair cause. b. Reset circuit breaker. 2. Check other applicable circuit breakers to determine if one or more has opened. (Refer to Circuit Breaker Chart in the following Section for a list of circuit breakers and the circuits involved.) a. If the circuit breaker has opened, check circuits and repair cause. b. Reset circuit breaker. 3. Check battery voltage with the battery equalizer connected and the engine running. a. Verify battery charging alternator output is 27.8 to 28.2 volts.

Always open main battery disconnect switches prior to removing or connecting any wires or cables on the Battery Equalizer terminals.

D02018

24VDC Electric Supply System

D2-5

NOTES

D2-6

24VDC Electric Supply System

D02018

24 VDC ELECTRICAL SYSTEM COMPONENTS


PASSENGER SEAT BASE COMPARTMENT
The 24 VDC electrical system components shown in Figure 3-1 are accessed by unlatching the passenger seat base lid and tilting the passenger seat forward. The electrical schematics in Section R should be used when troubleshooting problems with the following components.

COMPONENTS
TAIL LIGHT RESISTOR DIODE ASSEMBLIES The tail light resistor diode assembly RD1, RD2 (2, Figure 3-1) is a circuit designed to vary the intensity of each of the stop/tail lamp bulbs. With the tail lights on, a resistor in series with the lamp reduces voltage supplied to the lamp, thereby reducing the lamp intensity. When the service brakes are applied and the stop lights are activated, current flows from the stop light relay, through a diode, bypassing the resistor and applies 24 VDC to the lamp filament. RD1 controls the left lamp and RD2 controls the right lamp. No adjustments are available or necessary. 5 MINUTE IDLE TIMER COMPONENTS The 5 minute idle timer circuit automatically provides approximately 5 minutes engine idle time before actual engine shutdown occurs. This system allows the engine cooling system to circulate coolant to reduce and stabilize engine component temperatures, when engine power requirements are minimal, resulting in extended engine life. The circuit is controlled by a 3-position rocker switch. Pressing the bottom of the switch will turn the circuit OFF. The engine will shut down by use of the Key Switch, console mounted Engine Shutdown Switch, or the Ground Level Shutdown Switch. With the rocker switch in the middle position, the circuit is ON, but does not activate the 5 minute idle timer circuit. The engine can be shut down immediately using any one of the three switches described above. When the top of the switch is depressed and held momentarily, the idle timer circuit is activated. When released, the switch will return to the ON (middle) position, and the 5 minute idle timer circuit is latched on through the switch. The engine will not shut down with the Key Switch. Moving the Key Switch to the OFF position, will cause the engine to shut down after the 5 minute time delay is completed. The normal shutdown sequence will then occur. However, if during the 5 minute idle timing sequence, the 5 minute delay switch (on the instrument panel) is pressed to the OFF position, the console shutdown switch is depressed, or the Ground Level Shutdown switch is activated, the engine will shut down immediately, followed by the normal shutdown of all systems.

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

TRUCK SHUTDOWN PROCEDURE


1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. Verify the LINK VOLTAGE lights on the electrical cabinet and next to the the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a technician trained to investigate the cause. 5. Place the GF Cutout Switch in the CUTOUT position throughout test and troubleshooting procedures. (See Figure 3-1, page E3-2, Propulsion System, for switch location.) 6. Verify the steering accumulators have bled down by attempting to steer.

D03019 04/01

24VDC System Components

D3-1

FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT 1. Seat Base 2. Tail Light Resistor/Diodes (RD1/RD2) 3. Terminal Board (TB13) 4. Terminal Board (TB12) 5. Terminal Board (TB11) 6. 5 Minute Idle Timer 7. 5 Minute Idle Contactor 8. Inclinometer 9. Hoist Control 10. Compartment Service Light 11. Brake Warning Buzzer (BWB) 12. 5 Minute Idle Relay 13. Connector (RP226) 14. Connector (RP231) 15. Connector (RP230) 16. AID Module

D3-2

24VDC System Components

D03019 04/01

5 Minute Idle Timer The 5 minute idle timer (6) circuit is activated when the operator presses the 5 minute idle timer engine shutdown switch mounted on the instrument panel. (This is a momentary switch that also latches the 5 minute idle timer in the energized position.) When the timer is energized, internal contacts close and energize the relay and contactor described below. 5 Minute Idle Relay The relay (12) contacts close when the idle delay timer is energized. When the contacts are closed, the AID system 5 minute idle timer indicator lamp circuit (23LI) on the overhead display is grounded, turning the lamp on. 5 Minute Idle Contactor The contactor (7) energizes the idle timer and maintains current flow to the engine run circuit if the operator turns the key switch off. 5 Minute Idle Circuit Test Check 5 minute idle timer circuits as follows: 1. With the key switch ON, press the Engine Shutdown switch firmly to the momentary position and release (switch will return to the ON position). 2. Turn the key switch OFF and verify the following: Circuit 712 (to ground) remains 24 volts for approximately 5 minutes. After 5 minutes, the voltage drops to 0. The 5 minute idle indicator lamp on the overhead display is ON when circuit 712 reads 24 volts. 3. Repeat step 1. While monitoring voltage at circuit 712, turn the key switch OFF. Push the engine shutdown switch off. Verify voltage at circuit 712 drops to 0 when the shutdown switch is pushed to OFF. INCLINOMETER The inclinometer is used by the on-board load weighing system to determine whether the truck is on a level surface or tilted fore or aft. The information provided by the inclinometer is sent to the weighing system for use in calculating the payload. Refer to Section M for detailed information on the inclinometer and on board load weighing system.

BRAKE WARNING BUZZER (BWB) The brake warning buzzer (11) provides an audible alarm for the operator if a malfunction occurs in the hydraulic service brake system. Refer to Section J for additional operational details. ALARM INDICATING DEVICE (AID) SYSTEM The Alarm Indicating Device (16, Figure 3-1) used on Haulpak trucks is a device which is connected in the electrical accessories circuits to provide the operator with a warning indication of a malfunction. This system consists of up to eight printed circuit cards, located under the passenger seat in the operators cab. The actual quantity of cards will depend on options installed on the truck. The AID system enables the indicating lights to be flashing or constant. The AID also has the capability of operating an audible alarm along with the light. The eight printed circuit cards are (refer to Figure 3-2): Diode Matrix (With Sound) Card (Slot 1) Diode Matrix (Without Sound) Card (Slot 2) Hot Switch Inverter Card (Slot 3) Hot Switch Inverter Card (Slot 4) (Not Used) Temperature Card (Slot 5) (Not Used) Oil Level Card (Slot 6) Temperature and Latch Card (Slot 7) Coolant Level and Flasher Card (Slot 8) NOTE: Each card is identified with a number which corresponds with a mating number on the housing. If cards are removed, make sure card numbers correspond with housing numbers during installation (See Figure 3-2). The following briefly describes each card and its function. Refer to Section R for circuit components described below.

Coolant Level/Flasher The Coolant Level and Flasher Card contains two separate circuits. The flasher circuit at the top of the card has Q12 transistor biased to be saturated when no malfunction is present, resulting in there being 24 volt positive output on pin H of the card and on wire 12F. When a indicating circuit is activated, the ground side of the circuit connected to card pin K is grounded. Q12 will turn off initially and then after a delay, adjusted by R20, will turn on and off to give the intermittent 24 volt output.

D03019 04/01

24VDC System Components

D3-3

Temperature and Latch The Temperature and Latch Card has two circuits to operate two different indicating lights. The temperature circuit is controlled by a coolant temperature sensor which decreases electrical resistance as its temperature increases. It will have a resistance of approximately 1000 ohms at 185oF (85oC) and 500 ohms at 250oF (122oC). Normal setting is 204oF (96oC). When the temperature is low and the resistance is high, Q1 is off and no high temperature indication occurs. When the coolant temperature is excessive, resistance decreases to a point where Q1 will turn on and ground the flasher through D8, the alarm horn through D12, and the High Temperature Light through terminal D8. R14 can adjust the temperature (resistance) at which the circuit is activated. NOTE: Some electronic engine controls monitor coolant temperature. If the engine controls monitor the circuit, a 2K resistor is installed to replace the temperature sensor and disable the AID system circuit. The Latch Circuit monitors the accumulator precharge pressure switches. When one of the pressure switches closes, Q5 will be turned off which supplies power to the gate of SCR Q7. With Q7 turned on, Q9 will supply the ground path to turn on the Low Accumulator Precharge Indicator Light and sound the alarm horn. The Indicator Light is connected to 12F and will flash off and on. The SCR will remain on until power is removed from the card by turning the key switch Off.

FIGURE 3-2. AID SYSTEM CARD ENCLOSURE 1. Diode Matrix With Sound 2. Diode Matrix Without Sound 3. Hot Switch Inverter 4. Hot Switch Inverter (Not Used) 5. Temperature & Latch 6. Coolant Level & Flasher The other half of the circuitry on the Coolant Level and Flasher Card operates the Coolant Level Light. The Water Level Probe connected to terminal B11 grounds the 31L circuit when the coolant in the radiator is above the probe position. The coolant saturates the probe and electrically grounds the circuit. When the circuit is grounded, Q6 transistor is off, resulting in no indication. When the coolant level drops below the probe, 31L is no longer grounded and Q6 turns on to ground the flasher through D5, ground the Coolant Level Light through terminal D11, and ground the alarm horn through D6. The light and alarm horn will operate intermittently as their 24 volt supply is from circuit 12F, the flasher output. NOTE: Some electronic engine controls monitor coolant level. If the engine controls monitor the circuit, a 2K resistor is installed to replace the probe and disable the AID system circuit.

Hot Switch Inverter The Hot Switch Inverter Card (Slot 3) is used to operate and test the service brake indicator light. In normal conditions Q4 transistor is off and the Indicator Light is off. When the stoplight switch is activated, 24 volts is sent to pin E of the Hot Switch Inverter Card. Transistor Q4 is turned on by this voltage and, in turn, grounds the service brake Indicator Light. There is no alarm horn operation with this card. A second circuit on this card is used to operate and test the Retard Speed Control indicator light. When RSC is turned Off, transistor Q7 is off and the indicator light is off. When RSC is turned on, 24 volts is sent to pin J of the card. This voltage turns on Q7, grounding the indicator light circuit.

D3-4

24VDC System Components

D03019 04/01

Hot Switch Inverter Card (Slot 4) (Not Used) Oil Level The Oil Level Card is used to turn on the Low Oil Level Indicator Light to warn the operator engine oil/hydraulic tank oil level is below acceptable levels. The oil float is connected to a variable resistor. As the oil level decreases, the resistance goes down causing Q3 to turn on, grounding the indicator light and alarm horn.

Diode Matrix (With Sound) The Diode Matrix With Sound Card works very much like the other Diode Matrix Card, except that it contains extra diodes to activate the alarm horn in addition to the flasher. The circuits connected to terminals A1 through A8 operate in the same manner.

Lamp Test All of the card circuits are connected to the Lamp Test Switch on the overhead display area. In normal operation, these circuits are open and not functional. When the operator pushes the Lamp Test Switch, it activates all the indicator circuits by grounding them. This is used to verify that all lamps are functional.

Temperature The Temperature Card (Optional) is used to turn on the High Oil Temperature Indicator Light. The indicator light tells the operator that the hydraulic tank oil temperature has exceeded acceptabale levels. Normal temperature setting is 250oF (121oC). As the temperature goes up the resistance in the probe decreases providing a ground path for the indicator light and alarm horn.

Diode Matrix (Without Sound) The Diode Matrix Without Sound Card consists of a series of diodes capable of working with eight different indicator circuits. The indicator light can be a flashing light by connecting it to the 12F circuit or a steady light by connecting it to the 12M circuit. In addition, some of the indicator light circuits are routed through a dimmer module to allow the operator to vary the intensity of the lamps. These lamps are fed by circuits 12FD (flashing) and 12MD (steady). When an indicator circuit is not activated, there is no ground circuit for the bulb. When the Indicator detecting switch activates the circuit, it grounds the lamp and grounds the flasher circuit through the diodes. Any circuits connected to terminals C1 through C8 will operate in the same manner. The alarm horn is not activated by this card.

D03019 04/01

24VDC System Components

D3-5

ELECTRICAL INTERFACE CABINET


The Electrical Interface Cabinet (1, Figure 3-3) is mounted near the rear of the cab and on the left side of the main electrical control cabinet. The cabinet houses various components for the 24VDC circuits, engine controls and the 17FL349, Truck Control Interface Panel (TCI). The following information describes the components in the cabinet and their operation. Additional, detailed information for operation and troubleshooting procedures not included below can be found in Section E of this manual, the engine manufacturers service publications and the appropriate G.E. publications. Refer to Section R of this manual for system schematics. Refer to Figure 3-3 for location of the following components.

TRUCK CONTROL INTERFACE PANEL The Truck Control Interface Panel (TCI) (6, Figure 3-3) is the main interface between truck systems and devices and service personnel. This panel is used in conjunction with the Diagnostic Information Display (DID) located in the operators cab. The TCI panel provides the following functions: Communicates with the Propulsion System Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. Communicates with the Diagnostic Information Display (DID) to exchange PSC and/or TCI diagnostic and parameter data. Refer to Section E for additional information. Communicates with the Auxiliary Blower System to exchange diagnostic data. Communicates with a Portable Test Unit (PTU) to exchange TCI PTU 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 park brake solenoid. Processes front wheel speed signals for the PSC and speedometer.

LUBRICATION SYSTEM TIMER Automatic Lubrication System activation frequency can be adjusted by removing the timer (4) cover and selecting one of five different timing intervals available. System on time is automatically determined by the timer and is not adjustable. Refer to Section M for additional automatic lubrication system details.

BAROMETRIC PRESSURE TRANSDUCER The Barometric Pressure Transducer (9) monitors barometric air pressure, providing a signal to the Truck Control Interface panel (TCI) and Propulsion System Controller (PSC).

CONTROL POWER RELAY SPECIAL INTERFACE MODULE The Interface Module (2) receives a load curve (PWM) signal from the engine controls and converts it to a 0 to 10 volt signal for use by the Propulsion System Controller (PSC). The Control Power relay (18) is energized when the Key Switch and Control Power switch (located in the main electrical cabinet) are turned on. When closed, the relay connects the battery circuit (circuit # 11) to create circuit # 71, the B+ source for many of the low voltage system components.

POWER DISTRIBUTION TERMINALS A 24 VDC terminal (17) and a 12 VDC terminal (19) are mounted on the left wall of the cabinet. These terminals distribute battery voltage and 12 VDC for devices requiring reduced voltage. This 24 VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures.

CIRCUIT BREAKER PANEL A panel (10) adjacent to the TCI panel in the Electrical Interface Cabinet contains the cabinet service lights on/off switch (1, Figure 3-4) and circuit breakers CB1 though CB12 (2). Refer to Circuit Breaker Chart at the end of this Section for functions and circuits.

D3-6

24VDC System Components

D03019 04/01

FIGURE 3-3. ELECTRICAL INTERFACE CABINET 1. Cabinet Assembly 2. Special Interface Module (SIM) 3. Relay Board (RB1) 4. Lincoln Lube System Timer 5. Relay Board (RB6) 6. Truck Control Interface Panel (TCI) 7. Relay Board (RB7 - Not Used) 8. Cabinet Service Light 9. Barometric Pressure Transducer 10. Circuit Breaker Panel 11. Relay Board (RB2) 12. Relay Board (RB3) 13. Relay Board (RB4) 14. Relay Board (RB5) 15. Cable Entrance Panel 16. Diode Board (DB1) 17. 24 VDC Terminal 18. Control Power Relay 19. 12 VDC Terminal 20. Cabinet Left Wall 21. Cabinet Right Wall

D03019 04/01

24VDC System Components

D3-7

FIGURE 3-4. CIRCUIT BREAKER PANEL 1. Cabinet Service Light Switch 2. Circuit Breakers DIODE BOARD - DB1 The diode board (16, Figure 3-3) contains replaceable diodes. 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 (3, Figure 3-5). Refer to the schematics in Section R for specific circuits. Diode board, DB1 contains 24 replaceable diodes. The diodes are mounted on a plug-in connector for easy replacement. Diode Testing Refer to the electrical schematic in Section R of this manual for the specific circuit and diode to be tested. If a diode failure is suspected, remove and check the diode as follows: 1. Grasp the diode connector, compressing the locking ears while pulling the connector off the board. Note the connector key used to ensure correct polarity. NOTE: Some digital multimeters are designed to test diodes. If this type is used, follow the manufacturers instructions for proper test.

FIGURE 3-5. DIODE BOARD 1

1. Diode Board 1 (DB1) 2. Connectors (P1 - P6)

3. Sockets (P7 - P12) 4. Diodes (D1 - D23)

2. An analog ohmmeter can be used to test the diode as follows: a. Place the meter on the X100 scale. b. With the red meter lead (+ ) on the banded end of the diode and the black lead (-) on the other diode lead, the meter should read between 1000 and 2000 ohms. c. Reverse the meter leads and read infinite resistance. 3. If no resistance is read on the meter, the diode is open and must be replaced. 4. If the meter reads zero ohms, the diode is shorted and must be replaced. 5. Orient the diode assembly for proper polarity (key noted in step 1.) and insert connector until locked in position on mating receptacle.

D3-8

24VDC System Components

D03019 04/01

RELAY BOARDS
The Electrical Interface Cabinet contains six relay boards to provide control for many of the 24VDC circuits. Two types of boards are used; those containing circuit breakers in addition to 24VDC relays and a PC board for special functions, and a second type containing relays only. All relays are interchangeable. The circuit breakers are interchangeable, providing 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. RELAY BOARDS RB1, RB2, RB3, RB4, RB5 Each relay board of this type is equipped with five green lights (9, Figure 3-6) and one red light (7). 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. Each relay board has a 5th green light that has a different function on each board. The red Breaker Open light (if ON) indicates that a circuit breaker (on that relay board) is in the OFF position. A light on the overhead display panel will also illuminate, informing the operator that a circuit breaker is in the OFF position. The red breaker open light will turn ON whenever there is a voltage difference across the two terminals of a circuit breaker. If a control switch has been turned ON and a green (K) light is ON, but that component is not operating, check the following on the relay board for that circuit: Check for a circuit breaker that is in the OFF position or a red (breaker open) light is ON. If a circuit breaker is OFF, turn it ON. Check operation of component. If it trips again, check the wiring or component for cause of 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. Check the wiring and all of the connections between the relay board and the component for an open circuit. Defective component. Replace component. Poor ground at the component. Repair the ground connection.

Service To replace a relay: NOTE: The relays are labelled to identify the applicable circuits and components Also, refer to the Circuit Breaker Chart at the end of this Section. 1. Remove one screw (10, Figure 3-6) holding the crossbar in place and loosen the other screw. 2. Swing crossbar away. 3. Gently wiggle and pull outward to remove relay (11). 4. Line up tabs and install new relay. 5. Place crossbar in original position and install screw (10) that was removed and tighten both screws. To replace a circuit breaker: NOTE: Always replace a circuit breaker with one of the same amperage capacity as the one being removed. 1. Place battery disconnect switches in the OFF position. 2. Unplug all wiring harness(s) from relay board. Remove four relay mounting screws and remove relay board from truck. 3. Remove four hold down screws (3) (one in each corner) in circuit breaker cover plate and all circuit breaker screws. Remove cover plate from circuit breakers. 4. Remove nuts and star washer from back side of circuit board that holds the breaker in place. 5. Lift out circuit breaker. Retain flat washers that were between inner circuit breaker nut and relay board. 6. Install one nut and two flat washers to each pole on the circuit breaker. Nuts must be adjusted to the same height as on the other circuit breakers. This is necessary so when cover plate is installed, it will not press circuit breaker into, or pull up on, the circuit board. Install new circuit breaker of the same capacity rating as the one removed. 7. Install star washer and nut to circuit breaker poles (on the back side) and tighten nuts. 8. Install cover plate and all screws removed during disassembly.

D03019 04/01

24VDC System Components

D3-9

To replace a circuit panel card DO NOT remove the small screws that hold the cover plate to the circuit panel. Replace circuit panel as a complete assembly. 1. Place battery disconnect switches in the OFF position. 2. Remove the two mounting screws (6, Figure 3-6) and carefully remove the circuit panel card from the relay board. 3. Line up the new circuit panel in slots and with the socket on the relay board and install carefully. 4. Install two mounting screws (6).

RELAY BOARD IDENTIFICATION


The six relay boards are identified as follows: (Refer to Figure 3-3 for location.) Relay Board 1. . . . . . . . . . Clearance/Turn Signal Relay Board 2. . . . . . . . . . . . . . . . . Payload Meter Relay Board 3. . . . . Stop, Retard, Backup Lights Relay Board 4. . . . . . . . . . . Parking Brake, Horn, . . . . . . . . . . . . . . . . . . Body-up, Engine Cranking Relay Board 5. . . . . . . . . . . . . . . . . . Head Lights Relay Board 6. . . . . . . . . . . . . Engine Functions, . . . . . . . . . . . . . . . . Mid/Full Load Signals to PSC . . . . . . . . . . . . . . . . . . . . . . Backup Lights & Horn Refer to Circuit Breaker Chart for electrical circuit identification numbers.

FIGURE 3-6. TYPICAL RELAY BOARD (RB4 Shown) 1. Relay Board 2. Main Harness Connector 3. Screw 4. Circuit Breaker 5. Circuit Panel Card 6. Screw 7. Breaker Open Light (RED) 8. Bleed Down Light (GREEN) (Relay Board 4 Only) 9. K1, K2, K3, K4 Lights (GREEN) 10. Screw 11. Relay 12. Circuit Harness Connector 13. Circuit Harness Connector

D3-10

24VDC System Components

D03019 04/01

RELAY BOARD FUNCTIONS The following describes the components and functions of each relay board. Relay Board 1 (RB1) 1 - Flasher Power Light (Green): This light will be ON when the turn signals or hazard lights are activated. > K1 light will be ON during right turn signal operation > K2 light will be ON during left turn signal operation > K3 light will be on when clearance lights are activated. > K4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers (CB13 & CB15) are in the off position, no warning will be noticed until the clearance light switch is turned ON. 1 - Flasher Module card. 3 - 15 amp circuit breakers (CB13, CB14, CB15) 4 - Relays Right Turn/Clear Light Relay (K1) Left Turn/Clear Light Relay (K2) Clearance Lights Relay (K3) Flasher Relay (K4) Relay Board 2 (RB2) 1 - Data Storage Module card. 1 - Payload Stored Light (Green): This light is ON for one second when the payload meter actually stores the load data into memory. 1 - 5 amp circuit breaker (CB29) (To payload meter) 1 - 15 amp circuit breaker (CB28) (To payload lights & relays) 4 - Relays Light Relay 1 (Green) (K1) Light Relay 2 (Amber) (K2) Light Relay 3 (Red) (K3) Light Control Relay (K4)

Relay Board 3 (RB3) 1 - Light Module Display card 1 - Rev Light (Green): This light is ON whenever the selector switch is in the reverse position, and the key switch is in the ON position. 4 - 15 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays Manual Back-up Lights Relay (K1) Stop Lights Relay (K2) Retard Lights Relay (K3) Slippery Road Relay (K4) (Not used) Relay Board 4 (RB4) 1- Steering Pressure Bleed Down Timer Module card. 1 - Bleed Down Light (Green): This light is ON when the bleeddown solenoid is being energized. The bleeddown timer will energize the solenoid for 90 seconds after key switch is turned OFF. 2 - 5 amp circuit breakers (CB20, CB22) 1 - 15 amp circuit breaker (CB21) 4 - Relays Park 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 ON when 24 volts is being supplied to the battery terminal of the light switch. 5 - 15 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays Left Low Beam Relay (K1) Right Low Beam Relay (K2) Left High Beam Relay (K3) Right High Beam Relay (K4)

D03019 04/01

24VDC System Components

D3-11

Relay Board 6 (RB6) Relay board 6 (Figure 3-7) does not contain circuit breakers or modular cards. Additional circuits may be added by utilizing the empty relay sockets provided. The following relays are installed on RB6: Back-up Lights & Horn Relay (K1) Engine Run/Ignition Relay (K2) Spare Socket (K3) Engine Retard Speed Relay (K4) Spare Socket (K5) Full Load Signal to PSC Relay (K6) 70% Load Signal to PSC Relay (K7) Spare Socket (K8)

Installing Additional Circuits To add an additional circuit with a relay, connect the wires as described below: 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).

If Relay Board 6 must be removed and replaced, be certain to note correct orientation of board! Improper orientation will result in incorrect hookup to existing wire harness.

FIGURE 3-7. RELAY BOARD 6 1. Relay Board (RB6) 2. Terminal Strips (TS1 - TS8) 3. Relays (K1 - K8)

D3-12

24VDC System Components

D03019 04/01

BODY-UP SWITCH
The body-up switch (3, Figure 3-8) is located inside the right frame rail near the front of the body and must be adjusted to specifications to ensure 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 frame rails. The switch also prevents forward propulsion with the body up unless the override button is depressed and held. Operation When the body is resting on the frame, actuator arm (4) causes the electrical contacts in the magnetically operated switch to close. When the body is raised, the arm moves away from the switch, opening the contacts. The electrical signal is sent to the control system and the body-up relay. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly.

Adjustment Prior to adjusting the body-up switch, inspect body pads for wear or damage and replace pads if required. The body must be resting on the frame in the normal body down position when adjustments are made. 1. Loosen capscrews (2, Figure 3-8) and adjust proximity switch bracket (3) to achieve an air gap (dimension A) between sensing area (crosshatched area as marked on switch) and actuator arm (4), of between 0.50 in. (12.7 mm) minimum and 0.62 in. (15.9 mm) maximum. Tighten capscrews after adjustment. 2. If necessary, loosen actuator arm mounting capscrews (5), and position arm until centered over sensing area of switch. Vertical set up dimension (B) should be 1.63 in. (41.5 mm). Tighten capscrews after adjustment. Service Keep sensing area clean, free of metallic dust and other debris that may damage or inhibit operation of the proximity switch. If the switch is not functioning or damaged, the unit must be replaced.

FIGURE 3-8. BODY-UP SWITCH ADJUSTMENT 1. Switch Mounting Bracket 2. Adjustment Capscrews 3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews

D03019 04/01

24VDC System Components

D3-13

HOIST LIMIT SWITCH


The hoist limit switch (5, Figure 3-9) is located inside the right frame rail above the rear suspension (near the body pivot pin). The hoist limit switch is designed to stop the hoist cylinders before reaching full extension, preventing possible damage to the dump body or hoist cylinders.

Operation When the hoist cylinders approach maximum stroke, and the body pivots on the pins, actuator arm (3) moves close enough to the magnetically operated switch to close the electrical contacts. When the contacts close, an electrical signal is sent to the hoist-up limit solenoid valve (located in the hydraulic components cabinet) to prevent further oil flow to the hoist cylinders. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly.

Adjustment With body raised and hoist cylinders within 6 in. (152 mm) of maximum travel, make the following adjustment. 1. Adjust limit switch to achieve an air gap (dimension A) of 0.50 to 0.56 in. (12.70 to 14.30 mm) between sensing area and actuator arm (3). Retighten capscrews.

Service Keep sensing area clean, free of metallic dust and other debris that may damage or inhibit operation of the limit switch. If the switch is not functioning or damaged the unit must be replaced.

FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT 1. Body 2. Frame 3. Actuator Arm 4. Switch Mounting Plate 5. Hoist Limit Switch

D3-14

24VDC System Components

D03019 04/01

AMPS
CB00 CB1 CB2 CB3 CB4 CB5 CB6 CB7 CB8 CB9 CB10 CB11 CB12 CB13 CB14 CB15 CB16 CB17 CB18 CB19 CB20 CB21 CB22 CB23 CB24 CB25 CB26 CB27 CB28 CB29 CB30 CB31 CB32 CB33 CB34 CB35 CB36 CB37 CB38 CB39 CB40A CB40B CB41A CB41B CB42 CB43 CB50 CB51 CB52 5 10 15 15 15 10 20 20 10 10 10 5 50 5 20 20 20 20 15 10 10 10 10 15 5 15 15 15 15 15 15 15 5 15 5 15 15 15 15 15 15 15 15 15 15

CIRCUIT BREAKERS DEVICE(S) PROTECTED


12 Volt Power Source Fan Clutch Power ECM Main Power ECM Main Power ECM Rec. Power ECM Rec. Power Engine Service Lights Lincoln Lube Solenoids Body-up Limit Switch/Solenoid Spare Spare Spare Spare Clearance Lights Turn Signals RD1, RD2, & Tail Lights Dynamic Retard Lights Manual Back-up Lights Stop Lights Back-up Horn 439E Circuit & Park Brake Fail Relay Coil Steering Bleeddown, Horn Relay Board RB6, K2 coil (Engine Run/Ignition) Low Beam Headlight, L.H. Low Beam Headlight, R.H. High Beam Headlight, L.H. High Beam Headlight, R.H. Headlight Switch Payload Meter Payload Meter Hazard Light Switch Cab Heater/AC Blower Motor Warning Lights, A.I.D. Module Not Used Not Used Not Used Cigar Lighter Windshield Washer & Wiper Fuel, Engine Temperature, Oil Pressure, Voltmeter Gauges Not Used Accessory Plug (12VDC) Radio/Cassette Player Cab Door Window, L.H. Cab Door Window, R.H. Air Seat Start Signal Communications Radio Dispatch Radio Spare

CIRCUIT
11B1 440 240M 241M 240R1 241R1 11SL 68 712H

LOCATION
Battery Control Box Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet Electrical Interface Cabinet

11CL 11Z 41T 44C 47B 44A 79A 439E 11A 23D 11DL 11DR 11HL 11HR 11D 39J 39G 11L 12H 12M

RB1, Elect. Interface Cabinet RB1, Elect. Interface Cabinet RB1, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB3, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB4, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB5, Elect. Interface Cabinet RB2, Elect. Interface Cabinet RB2, Elect. Interface Cabinet Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module

11B2 712W 712D 12GE 11B4 11B6 11B7 712A 21S SPR42/SPR46 SPR43/SPR47 SPR44

Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module Power Distribution Module

D03019 04/01

24VDC System Components

D3-15

NOTES

D3-16

24VDC System Components

D03019 04/01

SECTION E ELECTRICAL PROPULSION SYSTEM INDEX


ELECTRIC PROPULSION SYSTEM COMPONENTS GENERAL SYSTEM DESCRIPTION . . . . . . . System Components . . . . . . . . . . . . . DID Panel Fault Codes . . . . . . . . . . . . PSC Software Functions . . . . . . . . . . . Propulsion System Component Abbreviations Electronic Accelerator and Retard Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2 . E2-1 . E2-3 . E2-5 . E2-30 . E2-41 . E2-51 . . E3 . E3-1 . E3-1 . E3-2 . E3-3 . E3-4 . E3-4 . E3-7 . E3-10 . E3-10 . E3-11 . E3-11 . E3-12 . E3-18 . E3-26 . E3-30 . E3-35 . E3-36 . E3-36 . E3-36 . E3-38 . E3-41 . E3-42 . E3-43

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . Truck Shutdown Procedures . . . . . . . . . . . . . . . . . . Normal Shutdown . . . . . . . . . . . . . . . . . . . . . Shutdown After a System Failure . . . . . . . . . . . . . SYSTEM CHECKOUT (Release 17 Software) . . . . . . . . . . . Battery and Control Checks, Battery Power Off . . . . . . . . Battery and Control Checks, Battery Power On . . . . . . . . Memory Backup Battery Replacement . . . . . . . . . . . TCI Programming . . . . . . . . . . . . . . . . . . . . . . . . PSC Programming . . . . . . . . . . . . . . . . . . . . . . . Inverter Programming . . . . . . . . . . . . . . . . . . . . . . Truck Control Interface (TCI) Checkout . . . . . . . . . . . . Propulsion System Controller (PSC) Checkout . . . . . . . . Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . On-Board Load Testing . . . . . . . . . . . . . . . . . . PVM Optimum Load Curve Handshaking Troubleshooting

MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . Troubleshooting Phase Modules and Chopper Modules . . . . . Phase Module Removal and Snubber Resistor Replacement Auxiliary Blower Control System Troubleshooting . . . . . . . . Auxiliary Inverter (Controller) Troubleshooting . . . . . . . . Auxiliary Snubber Panel Troubleshooting . . . . . . . . . . IGBT Troubleshooting . . . . . . . . . . . . . . . . . . . .

NOTE: Propulsion System electrical schematics are located in Section R of this Manual.

E01012 3/01

Index

E1-1

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

DO NOT step on or use any power cable as a handhold when the engine is running. NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional procedures are required before it is safe to do so. Refer to Truck Shutdown Procedures, this Section, for additional propulsion system safety checks to be performed by a technician trained to service the system. ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started. THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INITIATED. It requires approximately 5 minutes after the truck is shut down before the Link Voltage has dissipated. AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have turned off and it has been verified the system is de-energized. PRIOR TO WELDING ON THE TRUCK, maintenance personnel should attempt to notify the Komatsu Factory Representative. The welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring harnesses or power cables; voltages can be induced in adjacent cables, damaging electrical components. Disconnect the battery charging alternator lead wire and open the battery disconnect switches.

E1-2

Index

3/01 E01012

ELECTRICAL PROPULSION SYSTEM COMPONENTS


The following information provides a brief description of system operation and major components of the AC propulsion system. Refer to the appropriate GE publication for detailed information and theory of operation. A list of commonly used propulsion system component abbreviations is listed in Table IV at the end of this Section. Figures 2-3 through 2-8 illustrate the physical location of these components where applicable. 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 only is supplied by an internal fan assembly mounted on the rear. Cooling air for the traction system is provided by an AC motor driven auxiliary blower mounted behind the electrical cabinet. The auxiliary blower motor is controlled by an auxiliary inverter which receives 3-phase AC power from the alternator. This blower provides cooling air to the traction motors, propulsion inverters, dynamic retarding choppers, and auxiliary inverter. Blower speed is regulated by the PSC by monitoring component temperatures to determine cooling needs. 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 a GTO Chopper circuit and stage-controlled contactors. The PSC, mounted in the main Electrical Control Cabinet, determines 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), mounted in the Electrical Interface Cabinet mounted behind the cab at the side of the electrical control cabinet. System status and control signals are transmitted and received between these two components. An RS422 serial link enables the TCI to access real time data and event information stored in the PSC for displaying on a Diagnostic Information Display (DID), located in the cab behind the operators seat.

GENERAL SYSTEM DESCRIPTION


The AC drive system consists of the following major components: Alternator coupled to a diesel engine Auxiliary Blower System Gate Drive Power Converters Main Rectifier AC Power Inverters AC Induction Traction Motors

The Alternator supplies three phase power for the Auxiliary Blower System, Gate Drive Power Converters and Main Rectifier. The Main Rectifier supplies DC power to two AC Power Inverters. Each AC Power Inverter inverts the rectified DC voltage, delivering variable voltage, variable frequency power to each of the AC Induction Traction Motors. Refer to the diagram in Figure 2-1 for the following description. The two AC Induction Traction Motors, each with its own Inverter, are connected in parallel across the rectified output of the Alternator. The Inverters change the rectified voltage back to AC by turning on and off (chopping) the applied DC voltage. The output AC voltage and frequency are controlled to produce optimum slip and efficiency in the traction motors. At low speeds, the rectified alternator output (DC link, or DC bus) voltage is chopped with patterns called pulse width modulation (PWM) inverter operation. At higher speeds, the DC link voltage is applied to the 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 link voltage will vary between 600 and 1400 volts during propulsion and 600 and 1500 volts during retarding.

E02014 3/01

Electrical Propulsion System Components

E2-1

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

E2-2

Electrical Propulsion System Components

E02014 3/01

SYSTEM COMPONENTS
AUXILIARY BLOWER SYSTEM The Auxiliary Blower System, mounted behind the main electrical cabinet, consists of the blower assembly and control electronics; power inverter/phase control rectifier, power filter capacitor bank, and power filter inductor. The control electronics provide a 3-phase, AC, variable voltage/variable frequency output to the blower motor. Output frequency (blower motor speed) is controlled by the PSC.

The PSC contains the following internal, removable printed circuit boards and an external fiber optic board. Brief descriptions of board functions are as follows: 17FB127 Power Supply: Supplies regulated +15VDC, -15VDC, and +5VDC for internal panel use and 15VDC external circuits. 17FB147 System CPU Card: Provides serial communications and control functions; RS232 communications to PTU. RS422 high speed communications to TCI. Microprocessor controls for internal panel circuits. 17FB104 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. 17FB143 System Analog I/O Card: Receives engine and auxilary blower speed signals, voltage and current signals for main alternator, link voltage and current, retard pedal input, retard lever input. Controls retard effort, engine speed request, Auxiliary Blower speed, AFSE firing pulses. *17FB134 Inverter 1, 2 I/O Cards (2 ea.): Receives motor speed signals, link voltage, phase voltages, and phase currents for use by the Inverter 1 & 2 CPU cards. (See note below.) *17FB138 Inverter 1, 2 CPU Cards (2 ea.): Microprocessor control for inverters 1 & 2. Controls GTO phase modules through the Fiber Optic Assembly. Phase module status is returned via a separate Fiber Optic Assembly. (See note below.) 17FB172 Inverter 1, 2 CPU and I/O Cards (2 ea.): These cards are used in later production model trucks equipped with 17FL320E1 PSC Panel and replace the 17FB134 and 17FB138 cards. *Note: Early production trucks equipped with 17FL320D1 Panel have 17FB134 and 17FB138 cards installed instead of 17FB172 cards. Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for Phase Modules and Chopper Modules.

PROPULSION SYSTEM CONTROLLER (PSC) The PSC (17FL320 Panel) is the main controller for the AC Drive System. The 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 Truck Control Interface (TCI). Using these inputs, the PSC controls the two Inverters, retarding circuits, relays, contactors, and other external devices to provide: Propulsion and wheel slip control Retarding and wheel slide control Engine speed control Auxiliary blower 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 PTU data (propulsion real time, history, diagnostic, and parameter data: software code etc.) Drive the operator cab status and warning lamps.

E02014 3/01

Electrical Propulsion System Components

E2-3

TRUCK CONTROL INTERFACE PANEL (TCI) The Truck Control Interface Panel (TCI) (17FL349 or 17FL373) is the main interface between truck systems and devices and service personnel. This panel is used in conjunction with the Diagnostic Information Display (DID) described later. The TCI panel provides the following functions: Communicates with the Propulsion System Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. Communicates with the Diagnostic Information Display (DID) to exchange PSC and/or TCI diagnostic and parameter data. Communicates with the Auxiliary Blower System to exchange diagnostic data. Communicates with a Portable Test Unit (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 park brake solenoid. Processes front wheel speed signals for the PSC and speedometer.

The 17FL349 TCI Panel contains the following internal, removable printed circuit boards: *17FB127 Power Supply: Supplies regulated +15VDC, -15VDC, and +5VDC from the filtered battery supply (B+) input. 17FB144 CPU Card: Provides high speed RS422 serial communications to PSC and RS232 serial communication with the PTU. 17FB160 Analog I/O Card: Provides RS232 serial communications with Diagnostic Information Display and an optional Modular Mining Dispatch System. Provides RS422 serial communication with the Auxiliary Blower 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 cab mounted temperature gauges etc. 17FB104 Digital I/O Card: Receives operator control, engine and body-up signals. Provides engine start controls, drives cab mounted indicator/warning lamps, etc. *NOTE: The 17FL373 Panel does not contain the 17FB127 card.

E2-4

Electrical Propulsion System Components

E02014 3/01

Diagnostic Information Display The 17FM558 Diagnostic Information Display (DID) (Figure 2-2) is located in the cab, behind the passenger seat. The display provides a means of communications with the TCI by service personnel. Information from the PSC Aux Inverter is also routed through the TCI for display on the DID. The panel has two display lines, each line 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 what functions are available by pressing the [F1] through [F5] keys. In addition, the DID panel can be used by to perform the self-load test.

DID PANEL FAULT CODES


The Tables on the following pages list the possible event codes which may be displayed on the DID panel when accessed. Table I (below) describes restrictions to operation of the propulsion and retarding systems when a fault occurs for a particular code listed in Tables II, III and IV.

NOTE: Event codes numbered 000 through 099 are applicable to the PSC and are listed in Table II. Codes numbered 100 through 199 are applicable to Inverter 1, and codes numbered 200 through 299 are applicable to Inverter 2 and are listed in Table III. Codes numbered 600 through 699 are applicable to the TCI and are listed in Table IV. The codes listed in the Tables are applicable to Release 17 software. RESTRICTION No Power DEFINITION No retarding Allowed No propulsion allowed No power on the link No propulsion allowed Retarding allowed Link power allowed If corrective action is not taken, a more restrictive event may follow No restrictions

No Propel

System Warning

TABLE I.

FIGURE 2-2. DIAGNOSTIC INFORMATION DISPLAY

E02014 3/01

Electrical Propulsion System Components

E2-5

TABLE II: DID PANEL FAULT CODES (Codes Received from PSC)
EVENT RESTRICTION

EVENT NUMBER
000

EVENT DESCRIPTION
NO FAULT

DETECTION INFORMATION
Displayed when all faults have been reset. A ground fault is detected if leakage current to ground (truck chassis) exceeds 145 ma for more than .05 seconds. Shorted diodes in main rectifier. GF Cutout Switch is open with the system not in REST. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Temperature exceeds a limit for a sufficient time. Lost Communication with both inverters.

Limp Lockout Possible Limit N/A N/A

None

002 003 004 005 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 006

HIGH GROUND FAULT FAILED DIODE GFCO OPEN and not in REST DRIVE SYSTEM OVERTEMP auxiliary phase control auxiliary inverter afse alternator left stator left rotor right stator right rotor chopper GTO chopper diode left GTO module left diode right GTO module right module rectifier diode BOTH INVERTERS COMMUNICATION FAILED

No power No power No power No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No power

N/A N/A N/A N/A

1 1 1 3

NO

E2-6

Electrical Propulsion System Components

E02014 3/01

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
007 :01 :02 008 :01 :02 :03 009 :01 :02 011 :01 :02 012 :01 :02 013 014 :01 :02 :03 :04 :05 :10 :11 :12 :21 :22 015 :01 :02 :03 :04

EVENT DESCRIPTION
INVERTER COMMUNICATION FAILED inv 1 inv 2 DC LINK OVERLOAD not in retard in retard instantaneous ALT FIELD OVERCURRENT with persistence no persistence RETARD LEVER BAD voltage too high voltage too low RETARD PEDAL BAD voltage too high voltage too low LINKV ABOVE MIDVOLT SENSOR FAULT alt field amps link amps load box amps 3 phase alt volts alt field volts PSC link volts inv1 link volts inv2 link volts blower 1 amps blower 2 amps ANALOG CARD gnd fault gainchk ground fault current ATOC ma

EVENT RESTRICTION

DETECTION INFORMATION
Lost Communication with an inverter. Lost Communication with an inverter. Lost Communication with an inverter. DC link voltage exceeds limit for a sufficient time. Occurs while not in retard, exceeds propel voltage limit. Occurs while in retard, exceeds retard voltage limit. Occurs istantaneously in propel or retard, exceeds link voltage limit. Alternator field current exceeds limit. Exceeds current limit over time. Exceeds current limit with no persistence. Incorrect input from retard lever. Incorrect input from retard lever. Incorrect input from retard lever. Incorrect input from retard pedal Incorrect input from retard pedal Incorrect input from retard pedal Incorrect link volts Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Incorrect input from a sensor. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card. Problem occurred in the analog card.

Limp Lockout Possible Limit Yes 3

No power No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel

N/A

N/A

N/A

N/A

N/A

E02014 3/01

Electrical Propulsion System Components

E2-7

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
016 :07 :10 :11 :12 017 018 :01 :02 019 020 021 :01 :02 03 :04 :05 :06 022 023 024 025 :01 :02

EVENT DESCRIPTION
PSC CPU CARD flash CRC excess timeouts invalid pointers BRAM CRC SYSTEM DIGITAL CARD SYSTEM ANALOG CARD analog card no response analog card timeout RIDING RETARD PEDAL LO SPEED HI TORQUE TIMEOUT NO TCI COMM. message missing bad tick bad CRC overflow bad start bit bad stop bit PERSISTENT TCI COMM FAULT TERTIARY OVERCURRENT PSC CONFIG FILE INCORRECT AUX INVERTER FAULT not ok or no speed feedback numerous shutdowns

EVENT RESTRICTION

DETECTION INFORMATION
Problem has occurred in the system CPU card. Flash CRC computation did not match expected value. On power up, excessive timeouts occurred. On power up, the status of data in BBRAM is invalid. CRC on BRAM does not match expected value. System CPU cannot communicate with digital I/O card. System CPU cannot communicate with analog I/O card. Card missing. Read timeout. Brake pedal applied while truck speed is >5 mph Torque limit exceeded No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI over period of time. No serial data received from TCI and truck is stopped for 10 seconds. Current in alternator field tertiary winding exceeds limit over time. Incorrect PSC configuration file. Auxiliary Blower System fault. Aux speed feedback indicates no or incorrect blower speed. Aux ok goes low twice when speed command is greater than running speed.

Limp Lockout Possible Limit N/A 3

No power No power No power No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No propel No power No power No power No power

N/A N/A

3 3

N/A

N/A N/A N/A N/A

3 1 1 3

E2-8

Electrical Propulsion System Components

E02014 3/01

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
027 028 029 030 031 032 :01 :02 :03 :04 035 036 :01 :02 :03 :04 :05 037 038 039 040 041 042 043 044 045 046 047

EVENT DESCRIPTION
PSC PANEL CONNECTOR CN1 CONNECTOR AUX BLOWER NOT CONNECTED AT POWER GF CONTACTOR GFR CONTACTOR RP CONTACTOR RP1 RP2 RP3 RP contactor stuck closed ESS INPUT 36GY19 GRID BLOWER FAILURE blower 1 stall blower 2 stall blower 1 open blower 2 open blower 1 & 2 delta too large VOLTS 5 POS VOLTS 15 POS VOLTS 15 NEG VOLTS 24 POS VOLTS 24 NEG DIRECTION SELECTED IN LOAD BOX MODE DRIVE SYSTEM BATTERY HI DRIVE SYSTEM BATTERY LOW CHOPPER 1 OPEN CIRCUIT CHOPPER 1 FAILED ENGINE STALL

EVENT RESTRICTION

DETECTION INFORMATION
A panel connector B, C, or D is not properly connected. CN1 connector not properly connected. Auxiliary Blower System connector not properly connected. GF command and feedback dont agree. GFR command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. RP command and feedback dont agree. Engine Speed Sensor out of range. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. A grid blower has failed. +5V Power Supply out of limits. +15V Power Supply out of limits. -15V Power Supply out of limits. +24V Power Supply out of limits. -24V Power Supply out of limits. Selector switch moved to FORWARD or REVERSE during self load. Battery volts above limit. Battery volts below limit. An open circuit has occurred in Chopper 1. A failure has occurred in Chopper 1. An engine stall condition has occurred.

Limp Lockout Possible Limit N/A N/A N/A Yes (if closed) Yes (if closed N/A 3 3 3 3 3 3

No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No power No power No power No power No power No power No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel

Yes Yes

3 3

E02014 3/01

Electrical Propulsion System Components

E2-9

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
048 050 051 :01 :02 052 :01 :02 053 :01 :02 054 :01 :02 061 063 :01 :02 :03 065 :01 :02 :03 :04 :05 :06 :07 :08

EVENT DESCRIPTION
CHOPPER 2 FAILED MOTOR STALL TACH LEFT REAR zero output with truck moving high output with truck stopped TACH RIGHT REAR zero output with truck moving high output with truck stopped TACH LEFT FRONT zero output with truck moving high output with truck stopped TACH RIGHT FRONT zero output with truck moving high output with truck stopped MOTOR OVERSPEED ENGINE LOAD FAULT below minimum above maximum below minimumwith low HP ANALOG INPUT afse temp sensor aux inv temp sensor aux pc temp sensor alternator temp left stator temp left rotor temp right stator temp right rotor temp

EVENT RESTRICTION

DETECTION INFORMATION
A failure has occurred in Chopper 2. Motors stalled with torque above limit. Input from M1 sensor out of tolerance. Zero output from sensor with front wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from M2 sensor out of tolerance. Zero output from sensor with front wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from left front wheel sensor out of tolerance. Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds zero. Input from right front wheel sensor out of tolerance. Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds zero Truck is over the motor overspeed limit. Engine load out of range. Engine load out of range. Engine load out of range. Engine load out of range. An analog input is outside the design range of valid values. AFSE temperature sensor. Aux inverter temperature sensor. Aux phase controller temp. sensor Alternator temp out of range. Temp out of range. Ttemp out of range. Temp out of range. Temp out of range.

Limp Lockout Possible Limit

No propel No propel None None None None None None No spin/slide on M1 No spin/slide on M1 No spin/slide on M1 No spin/slide on M2 No spin/slide on M2 No spin/slide on M2 Speed Limit None None None None None None None None None None None None None

N/A Yes

3 3

Yes

N/A

N/A

N/A N/A

N/A

E2-10

Electrical Propulsion System Components

E02014 3/01

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
:09 :10 :11 :12 :13 :14 :15 070 071 072 084 085 :02 :03 086 087 088 :01 089 :02 091 :01 :02 :03 :04 :05 :06

EVENT DESCRIPTION
chopper GTO temp chopper diode temp left GTO module temp left diode temp right GTO module temp right diode temp rectifier diode temp LINK CAPACITANCE LEVEL LOW LINK CAPACITANCE LEVEL TOO LOW GROUND FAULT CIRCUIT CONTROL POWER SWITCH OFF AUX COOLING auxrpmfb input auxrpm feedback AUX BLOWER SYSTEM HP LOW HP LIMIT engine may stall ENGINE SPEED DOES NOT MATCH COMMAND RPM does not match command TCI COMMUNICATION FAULT message missing bad tick bad CRC overflow bad start bit bad stop bit

EVENT RESTRICTION

DETECTION INFORMATION
Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Temp out of range. Link capacitance level low, but OK Link capacitance level too low Ground fault detection circuit Control Power Switch is turned off while truck is moving. A fault has occurred in the auxiliary blower operation. Rpm of Aux Blower out of range. Rpm feedback does not match rpm command. Aux OK signal goes low while aux blower is being commanded to run Horsepower adjust is at negative limit for 30 seconds. Horsepower limit exceeded while in propulsion. HP demand is above HP available. Engine speed feedback does not match commanded speed. Engine speed feedback does not match commanded speed. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI. Indicates message errors between PSC and TCI.

Limp Lockout Possible Limit

None None None None None None None None Speed Limit Speed Limit None None None None None None No propel None None None None None None None None None None

N/A N/A

3 3

N/A N/A

10 10

N/A

N/A

10

E02014 3/01

Electrical Propulsion System Components

E2-11

TABLE II: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
092 094 :01 095 096 098 099

EVENT DESCRIPTION
TCI COMMUNICATION FAULT ILLEGAL LIMP REQUEST inverter cutout BAD BRAM BATTERY UNEXPECTED PSC CPU RESET DATA STORE SOFTWARE EVENT

EVENT RESTRICTION

DETECTION INFORMATION
Indicates message errors between PSC and TCI. A limp mode request is received while truck is moving. Inverter cutout switch is moved improperly (truck is moving or not in NEUTRAL). BRAM battery voltage low. PSC CPU reset without request. PTU data store command. Software error

Limp Lockout Possible Limit

None None None None None None None

N/A

10

N/A

N/A N/A 3

E2-12

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
100/200 :23 :29 :30 :31 :32 :34 :35 :38 :39 :40 :41 :48 :49 101/201 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :16

EVENT DESCRIPTION
INVERTER CPU CARD pat fail out 100 no extvi TIC no vector TIC no I TIC TIC NMI occurred no background TIC PGA not programmed PGA init failed PGA DP failed par not found multiple par no cam TIC no peak samp TIC INVERTER CPU CARD Aup cmd not off Adn cmd not off Bup cmd not off Bdn cmd not off Cup cmd not off Cdn cmd not off Aup cmd not on Adn cmd not on Bup cmd not on Bdn cmd not on Cup cmd not on Cdn cmd not on no chopper TIC1 no chopper TIC2 inv CPU reset

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power No power No power No power No power No power No power

Pattern had bad A, B, C output 100% Extrapolation interrupt not running Vector interrupt not running I TIC interrupt not running Non-maskable interrupt occurred Background not running PGA could not be programmed PGA initialization failed PGA D/P did not initialize Parameter not found Parameter multiply defined Cam ISR not running Peak sample ISR not running

No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power

Phase A up command not off Phase A down command not off Phase B up command not off Phase B down command not off Phase C up command not off Phase C down command not off Phase A up command not on Phase A down command not on Phase B up command not on Phase B down command not on Phase C up command not on Phase C down command not on Chopper 1 interrupt not running Chopper 2 interrupt not running Inverter CPU was reset

E02014 3/01

Electrical Propulsion System Components

E2-13

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
102/202 :05 :08 :09 :10 :11 :12 :13 :14 :15 :16 :17 103/203 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 :16 :17 :18 :19 :20

EVENT DESCRIPTION
INV I/O CARD gnd not ok no IO card eoc not working DB no brake ptf A signal ptf B signal ptf C signal IC zero not ok IC not ok ptl not ok cur measure not ok INV I/O CARD chop 1 cmd not off chop 2 cmd not off chop 1 cmd not on chop 2 cmd not on volt scale A flt volt scale B flt link V scale flt current scale A flt current scale B flt input V scale fit V test VCO high V test VCO low IA VCO hi IB VCO hi link V VCO hi infilV VCO hi IA too high IA too low IB too high IB too low

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power No power No power No power No power

Logic ground not ok Could not access I/O card A/D conversion did not work DB on too long while not braking Phase A overcurrent signal too long Phase B overcurrent signal too long Phase C overcurrent signal too long Current IC not zero at start up C phase current too high Protective turn off circuit not ok Phase A and B currents do not match

No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power

Chopper 1 command not off Chopper 2 command not off Chopper 1 command not on Chopper 2 command not on Scale A volts out of range 70%, 100% Scale B volts out of range 70%, 100% Link V scale out of range 70%, 100% Scale A current out of range 70%, 100% Scale B current out of range 70%, 100% Input V scale out of range 70%, 100% High frequency on VCO Vtest channel Low frequency on VCO Vtest channel High frequency on IA channel High frequency on IB channel High frequency on VCO link filter V channel High frequency on VCO in filter V channel IA current too positive IA current too negative IB current too positive IB current too negative

E2-14

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
103/203 (cont.) :21 :22 :23 :24 :25 :26 :27 :28 :29 :30 :31 104/204 :01 :02 :03 105/205 :01 :02 :03 :06 :07 106/206 :01 :02 107/207 :01 :02 :03 109/209 :01 111/211 :01 link V too hi infilV too hi DB chop VCO hi DB chopV too hi VA VCO hi VB VCO hi VC VCO hi VA volts too hi VB volts too hi volt scale C flt VC volts too hi FIBER OPTIC CARD fo ps low fo card disable fo card enable POWER SUPPLY CARD P5V not ok P15V not ok N15V not ok P24V not ok N24V not ok DC WIRING DC pwr conn open link V phase V mismatch GDPS FAILURE gate dr ps off gate dr ps off S multiple GTO not off S LINK VOLTS SENSOR linkV sensor flt INPUT VOLTS SENSOR Vfil not ok No power Filter voltage outside limits No power Link voltage sensor failed No power No power No power No power to gate drive power supply or it failed No power to gate drive power supply or it failed with enable/DC volts Multiple GTOs not off with enable/DC volts No power No power DC power connection open Link and phase voltage mismatch No power No power No power No power No power +5 volt not in tolerance +15 volt not in tolerance -15 volt not in tolerance +24 volt not in tolerance -24 volt not in tolerance No power No power No power Fiber optic power supply monitor Fiber optic card disabled Fiber optic card enabled and no dir No power No power No power No power No power No power No power No power No power No power No power Link voltage too positive Input filter voltage too positive High freq. on VCO DB chopper channel DB chopper voltage too positive High freq. on VCO VA channel High freq. on VCO VB channel High freq. on VCO VC channel VA voltage too positive VB voltage too positive Scale C volts out of range 70%, 120% VC voltage too positive

EVENT DESCRIPTION

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

E02014 3/01

Electrical Propulsion System Components

E2-15

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
113/213 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :15 :17 :18 :19 :20 :21 :22 :23 :24 :25 :26 :27 :28

EVENT DESCRIPTION
INVERTER, GENERAL Aup cur hi Adn cur hi Bup cur hi Bdn cur hi Cup cur hi Cdn cur hi Aup cur lo Adn cur lo Bup cur lo Bdn cur lo Cup cur lo Cdn cur lo A zero cur hi B zero cur hi A volt hi Adn A volt lo Aup A volt hi Bdn A volt lo Bup A volt hi Cdn A volt lo Cup B volt hi Adn B volt lo Aup B volt hi Bdn B volt lo Bup B volt hi Cdn B volt lo Cup

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power

Phase A current out too high Phase A current in too high Phase B current out too high Phase B current in too high Phase C current out too high Phase B current in too high Phase A current out too low Phase A current in too low Phase B current out too low Phase B current in too low Phase C current out too low Phase C current in too low Phase A current out not zero Phase B current out not zero Phase A volt too high while phase A down on Phase A volt too low while phase A up on Phase A volt too high while phase B down on Phase A volt too low while phase B up on Phase A volt too high while phase C down on Phase A volt too low while phase C up on Phase B volt too high while phase A down on Phase B volt too low while phase A up on Phase B volt too high while phase B down on Phase B volt too low while phase B up on Phase B volt too high while phase C down on Phase B volt too low while phase C up on

E2-16

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
113/213 (cont.) :29 :30 :31 :32 :33 :34 :35 :36 :37 :38 :39 :40 :48 :49 :50 :51 :52 :53 :54 :55 :60 :70 :71 C volt hi Adn C volt lo Aup C volt hi Bdn C volt lo Bup C volt hi Cdn C volt lo Cup Aup fault cur Adn fault cur Bup fault cur Bdn fault cur Cup fault cur Cdn fault cur A volt hi off A volt lo off B volt hi off B volt lo off C volt hi off C volt lo off phase short pos phase short neg linkV too hi PTL Aph neg I low Bph neg I low No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power No power Phase C volt too high while phase A down on Phase C volt too low while phase A up on Phase C volt too high while phase B down on Phase C volt too low while phase B up on Phase C volt too high while phase C down on Phase C volt too low while phase C up on Phase A fault current when phase A up on Phase A fault current when phase A down on Phase B fault current when phase B up on Phase B fault current when phase B down on Phase C fault current when phase C up on Phase C fault current when phase C down on Phase A voltage high with all GTOs off Phase A voltage low with all GTOs off Phase B voltage high with all GTOs off Phase B voltage high with all GTOs off Phase C voltage high with all GTOs off Phase C voltage high with all GTOs off Possible phase to DC+ short Possible phase to DC- short Link volts above PTL Phase A negative current low (unbalance) Phase B negative current low (unbalance)

EVENT DESCRIPTION

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

E02014 3/01

Electrical Propulsion System Components

E2-17

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
113/213 (cont.) :72 :73 :74 :75 :76 :77 :78 :79 :80 :81 :82 114/214 :22 :24 :26 :28 :38 :40 :46 :48 :50 :52 :54 :56 :58 :61 Cph neg I low Aph neg I hi Bph neg I hi Cph neg I hi Aph pos I low Bph pos I low Cph pos I low Aph pos I hi Bph pos I hi Cph pos I hi no current w run INVERTER, GENERAL IA VCO lo IB VCO lo linkV VCO lo infilV VCO lo LinkV too lo infilV too lo DB chop VCO lo DB chopV too lo VA VCO lo VB VCO lo VC VCO lo VA volts too lo VB volts too lo VC volts too lo No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel No Propel Low frequency on IA channel Low frequency on IB channel Low frequency on VCO link filter V channel Low frequency on VCO in filter V channel Link voltage too negative Input filter voltage too positive Low frequency on VCO DB chopper channel DB chopper voltage too negative Low frequency on VCO VA channel Low frequency on VCO VB channel Low frequency on VCO VC channel VA voltage too negative VB voltage too negative VC voltage too negative No power No power No power No power No power No power No power No power No power No power No power Phase C negative current low (unbalance) Phase A negative current high (unbalance) Phase B negative current high (unbalance) Phase C negative current high (unbalance) Phase A positive current low (unbalance) Phase B positive current low (unbalance) Phase C positive current low (unbalance) Phase A positive current high (unbalance) Phase B positive current high (unbalance) Phase C positive current high (unbalance) No current while running

EVENT DESCRIPTION

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

E2-18

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
115/215 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 116/216 :01 :02 :03 :04 117/217 :01 :02 :03 :04 :05 :06 :07 118/218 :02 :03 :04 :05 :06

EVENT DESCRIPTION
INVERTER SYSTEM no direction for dir mismatch rev dir mismatch input volt low link volt low no hi spd data V line not ok I line not ok sys TIC fail DB GTO jn hot inv GTO jn hot VI test incomplete INVERTER, PHASE A+/Aalarm A PTF A IGBT_SAT_AP IGBT_SAT_AN INVERTER, PHASE A+ alarm AP Aup fb not off phase A modl pos hold AP Aup fb not on Aup GTO not on IGBT_PS_AP INVERTER, PHASE A+ Aup temp short Aup temp open Aup temp warm Aup temp hot Aup fb not off S

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power No power No power No power No power No power

No direction called for Calling forward, running backward Calling reverse, running forward Input voltage too low Link filter voltage too low No high speed data from system controller Line voltage not ok Line current not ok System TIC not being updated. DB GTO juunction too hot Inverter GTO junction too hot VI test incomplete

No power No power No power No power

Phase A GTO did not turn off Overcurrent in phase A IGBT saturated. IGBT saturated.

No power No power No power No power No power No power No power

Phase A pos GTO did not turn off Phase A up feedback not off Phase A positive module failed Phase A positive and negative GTOs on (positive turn on) Phase A feedback not on Phase A positive GTO did not turn on IGBT protective shutoff

No Propel No Propel No Propel No Propel No Propel

Phase A up thermistor short Phase A up thermistor open Phase A up thermistor warm Phase A up thermistor hot Phase A not off with enable/DC volts

E02014 3/01

Electrical Propulsion System Components

E2-19

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
119/219 :01 :02 :03 :04 :05 :06 :07 120/220 :02 :03 :04 :05 :06 121/221 :01 :02 :03 :04 :05 123/223 :01 :02 125/225 :01 :02 :03 :04 126/226 :01 :02 :03 :04 :05 :06

EVENT DESCRIPTION
INVERTER, PHASE Aalarm AN Adn fb not off phase A modl neg hold AN Adn fb not on Adn GTO not on IGBT_PS_AN INVERTER, PHASE AAdn temp short Adn temp open Adn temp warm Adn temp hot Adn fb not off S INVERTER, PHASE A CURR I sensor ph A IA zero not ok IA not ok I snsr ph A open I snsr ph A short INVERTER, PHASE A VOLTS V sensor phase A VA not ok INVERTER, PHASE B+/Balarm B PTF B IGBT_SAT_BP IGBT_SAT_BP INVERTER, PHASE B+ alarm BP Bup fb not off phase B modl pos hold BP Bup fb not on Bup GTO not on

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power

Phase A negative GTO did not turn off Phase A down feedback not off Phase A negative module failed Phase A positive and negative GTOs on (negative turn on) Phase A down feedback not on Phase A negative GTO did not turn on IGBT protective shutoff

No propel No propel No propel No propel No propel

Phase A down thermistor short Phase A down thermistor open Phase A down thermistor warm Phase A down thermistor hot Phase A down not off with enable/DC volts

No power No power No power No power No power

Phase A current sensor failed Current IA not zero at startup Phase A current too high Phase A current sensor open Phase A current sensor short

No power No power

Phase A voltage sensor failed Phase A voltage too high

No power No power No power No power

Phase B GTO did not turn off Overcurrent on phase B IGBT saturated IGBT saturated

No power No power No power No power No power No power

Phase B GTO did not turn off Phase B up feedback not off Phase B positive module failed Phase B positive and negative GTOs on (positive turn on) Phase B feedback not on Phase B positive GTO did not turn on

E2-20

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
127/227 :02 :03 :04 :05 :06 128/228 :01 :02 :03 :04 :05 :06 :07 129/229 :02 :03 :04 :05 :06 130/230 :01 :02 :03 :04 :05 132/232 :01 :02 134/234 :01 :02 :04 :05

EVENT DESCRIPTION
INVERTER, PHASE B+ Bup temp short Bup temp open Bup temp warm Bup temp hot Bup fb not off S INVERTER, PHASE Balarm BN Bdn fb not off phase B modl neg hold BN Bdn fb not on Bdn GTO not on IGBT_PS_BN INVERTER, PHASE BBdn temp short Bdn temp open Bdn temp warm Bdn temp hot Bdn fb not off S INVERTER, PHASE B CURR I sensor ph B IB zero not ok IB not ok I snsr ph B open I sensr ph B short INVERTER, PHASE B VOLTS V sensor phase B VB not ok INVERTER, PHASE C+/Calarm C PTF C IGBT_SAT_CP IGBT_SAT_CN

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No Propel No Propel No Propel No Propel No Propel

Phase B up thermistor short Phase B up thermistor open Phase B up thermistor warm Phase B up thermistor hot Phase B up not off with enable/DC volts

No Power No Power No Power No Power No Power No Power No Power

Phase B negative GTO did not turn off Phase B down feedback not off Phase B negative module failed Phase B positive and negative GTOs on (negative turn on) Phase B down feedback not on Phase B negative GTO did not turn on IGBT protective shutoff

No Propel No Propel No Propel No Propel No Propel

Phase B down thermistor short Phase B down thermistor open Phase B down thermistor warm Phase B down thermistor hot Phase B down not off with enable/DC volts

No Power No Power No Power No Power No Power

Phase B current sensor failed Current IB not zero at startup Phase B current too high Phase B current sensor open Phase B current sensor short

No Power No Power

Phase B voltage sensor failed Phase B voltage too high

No Power No Power No Power No Power

Phase C GTO did not turn off Overcurrent on phase C IGBT saturated IGBT saturated

E02014 3/01

Electrical Propulsion System Components

E2-21

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
135/235 :01 :02 :03 :04 :05 :06 :07 136/236 :02 :03 :04 :05 :06 137/237 :01 :02 :03 :04 :05 :06 :07 138/238 :02 :03 :04 :05 :06 141/241 :01 :02

EVENT DESCRIPTION
INVERTER, PHASE C+/Calarm CP Cup fb not off phase C modl pos hold CP Cup fb not on Cup GTO not on IGBT_PS_CP INVERTER, PHASE C+ Cup temp short Cup temp open Cup temp warm Cup temp hot Cup fb not off S INVERTER, PHASE Calarm CN Cdn fb not off phase C modl neg hold CN Cdn fb not on Cdn GTO not on IGBT_PS_CN INVERTER, PHASE CCdn temp short Cdn temp open Cdn temp warm Cdn temp hot Cdn fb not off S INVERTER, PHASE C VOLTS V sensor phase C VC not ok

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power No power No power No power No power

Phase C positive GTO did not turn off Phase C up feedback not off Phase C positive module failed Phase C positive and negative GTOs on (positive turn on) Phase C up feedback not on Phase C positive GTO did not turn on IGBT protective shutoff

No propel No propel No propel No propel No propel

Phase C up thermistor short Phase C up thermistor open Phase C up thermistor warm Phase C up thermistor hot Phase C up not off with enable/DC volts

No power No power No power No power No power No power No power

Phase C negative GTO did not turn off Phase C down feedback not off Phase C negative module failed Phase C positive and negative GTOs on (negative turn on) Phase C down feedback not on Phase C negative GTO did not turn on IGBT protective shutoff

No propel No propel No propel No propel No propel

Phase C down thermistor short Phase C down thermistor open Phase C down thermistor warm Phase C down thermistor hot Phase C down not off with enable/DC volts

No power No power

Phase C voltage sensor failed Phase C voltage too high

E2-22

Electrical Propulsion System Components

E02014 3/01

TABLE III: DID PANEL FAULT CODES (Codes Received From Inverter 1, 2)
EVENT NUMBER
143/243 :01 :02 :03 144/244 :01 145/245 :01 :02 146/246 :01 148/248 :01 :02 :03 :04 :05 :06 :07 150/250 :01 :02 :03 :04 :05 :06 :07 151/251 :01 153/253 :01 :02 154/254 :01 :02

EVENT DESCRIPTION
INVERTER, TACH 1 tach1 rate hi tach1 no input TACH_INTERMIT INVERTER, TACH 1 tach1 one channel INVERTER, TACH 2 tach2 high rate tach2 no input INVERTER, TACH 2 tach2 one channel INVERTER, CHOPPER 1 chop1 fb not off chop1 fb not on chopA temp short chopA temp open chopA temp warm chopA temp hot DB1 fb not off S INVERTER, CHOPPER 2 chop2 fb not off chop2 fb not on chopB temp short chopB temp open chopB temp warm chopB temp hot DB2 fb not off S MISCELLANEOUS tach differential INVERTER, MOTOR motor open motor short INVERTER FAULTS rotor temp hi stator temp hi

EVENT RESTRICTION

DETECTION INFORMATION

Limp Lockout Possible Limit

No power No power No power

Tach 1 high rate of change Tach 1 no frequency input

No propel

Tach 1 single channel operation

No power No power

Tach 2 high rate of change Tach 2 no frequency input

No propel

Tach 2 single channel operation

No power No power No power No power No power No power No power

Chopper 1 feedback not off Chopper 1 feedback not on ChopA thermistor short ChopA thermistor open ChopA thermistor warm ChopA thermistor hot Chopper 1 not off with DC volts

No power No power No power No power No power No power No power

Chopper 2 feedback not off Chopper 2 feedback not on ChopB thermistor short ChopB thermistor open ChopB thermistor warm ChopB thermistor hot Chopper 2 not off with DC volts

No power

Too much speed difference.

No power No power

Motor connection open Motor connection short

None None

Motor rotor temperature high Motor stator temperature high

E02014 3/01

Electrical Propulsion System Components

E2-23

TABLE IV: DID PANEL FAULT CODES (Codes Received from Inverter 1, 2)
EVENT RESTRICTION

EVENT NUMBER
155/255 :01 175

EVENT DESCRIPTION
INVERTER, 2ND LOAD second load open INV 1 GENERIC EVENT

DETECTION INFORMATION

Limp Lockout Possible Limit

No power None

Second load connection open Inverter shutdown with no event code.

E2-24

Electrical Propulsion System Components

E02014 3/01

TABLE IV: DID PANEL FAULT CODES (Codes Received from TCI)
EVENT RESTRICTION

EVENT NUMBER
601 :01 :02 :03 :04 :05 :06 :07 :09 :10 :11 :12 602 603 604 :01 :02 :03 :04 :05 :06 605 607 608 609 610

EVENT DESCRIPTION
TCI CPU CARD 10ms task failed to init 20ms task failed to init 50ms task failed to init 100ms task failed to init 200ms task failed to init 500ms task failed to init flash CRC maint task failed to init excess timeouts invalid pointers BBRAM CRC DIGITAL I/O CARD FAULT ANALOG I/O CARD FAULT PSC FAULT missing message bad tick bad CRC FIFO overflow bad start bit bad stop bit AUX BLOWER COMM. FAULT POSITIVE 5 VOLTS POSITIVE 15 VOLTS NEGATIVE 15 VOLTS POT REFERENCE

DETECTION INFORMATION
TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. TCI CPU card problem. Flash CRC computation did not match expected value. Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred. At power-up, invalid key memory pointer data in BRAM. CRC on BBRAM did not match expected value. Internal TCI self-test detected a digital I/O card problem. Internal TCI self-test detected an analog I/O card problem. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with PSC. Lost RS422 communication with Aux Blower Controller while Aux Blower in failure mode and DC link not energized. +5V power supply out of limits +15V power supply out of limits -15V power supply out of limits Pot reference (10.8V) out of limits

Limp Lockout Possible Limit N/A 3

No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel No propel None No propel No propel No propel No propel

N/A N/A

3 2

E02014 3/01

Electrical Propulsion System Components

E2-25

TABLE IV: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
611 :01 :02 613 :01 :02 :03 :04 :05 :06 :07 :08 :09 :10 :11 :12 :13 :14 :15 :16 614 :01 :02 :03

EVENT DESCRIPTION
FREQUENCY INPUT left front wheel speed right front wheel speed ANALOG INPUT gnd gainchk baropress potref accelpedal retspd set payload ambts hydbrktemp motorpress grade cntrlbatt crankbatt +5 +15 -15 BATTERY SEPARATE CONTACTOR FAILURE Battery Separate Failure crank batt > cntrl batt cntrl batt > crank batt

EVENT RESTRICTION

DETECTION INFORMATION
Front wheel speed input out of range Left front wheel sensor out of range. Right front wheel sensor out of range. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Signal is outside the design range of valid values. Voltage difference greater than 3V Voltage difference greater than 3V

Limp Lockout Possible Limit N/A 3

None None None None None None None None None None None None None None None None None None None None None None None None

N/A

E2-26

Electrical Propulsion System Components

E02014 3/01

TABLE IV: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
616 617 :01 :02 619 620 621 :01 :02 622 :01 :02 623 624 625

EVENT DESCRIPTION
DIRECTION MISMATCH ENGINE START REQUEST DENIED engine warn while cranking engine kill while cranking ENGINE WARNING RECEIVED ENGINE KILL WHILE VEHICLE MOVING ACCEL PEDAL output too high output too low PARK BRAKE FAULT command/response failure set above maximum speed HYDRAULIC BRAKE FLUID BODY UP AND PAYLOAD INDICATION EXTENDED BATTERY RECONNECT TIME SEPARATED CONTROL BATTERY

EVENT RESTRICTION

DETECTION INFORMATION
Simultaneous FORWARD and REVERSE commands received. Engine start request denied due to the following: Engine warning occurs after engine crank command given. Engine kill input occurs while engine crank command is active. Engine controller sends caution signal, rpm above low idle. Engine shutdown switch activated while truck is moving. Incorrect accelerator pedal output. Accelerator pedal signal above maximum limit. Accelerator pedal signal below minimum limit. Error in park brake operation has occurred. Park brake command and feedback dont agree. Park brake set feedback received when truck is moving. Hydraulic brake oil temperature has exceeded limit. Full payload and body up signal received at same time. Excessive time between separation and reconnection of control and cranking batteries. Separated control battery voltage incorrect while engine rpm above low idle. Voltage below 20V. Voltage above 32V. Separated cranking battery voltage incorrect while engine rpm above low idle. Voltage below 20V. Voltage above 32V.

Limp Lockout Possible Limit N/A N/A 3 3

No propel None None None No propel No propel No propel No propel No propel No propel No propel No propel None No propel None

N/A

N/A N/A N/A

3 3 3

626 :01 :02 627 :01 :02

None None None None None None

N/A

low high SEPARATED CRANKING BATTERY VOLTS low high

E02014 3/01

Electrical Propulsion System Components

E2-27

TABLE IV: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
628 :01 :02 :03 :04 629 :01 :02 630 :01 :02 631 :01 :02 632 :01 :02 :03 633 634 635 636 :01 :02 :03 :04

EVENT DESCRIPTION

EVENT RESTRICTION

DETECTION INFORMATION
One of the connected batteries volts incorrect with engine speed above low idle. Control battery voltage below minimum limit Control battery voltage above maximum limit. Cranking battery voltage below minimum limit. Cranking battery voltage above maximum limit. Barometric pressure signal outside operational limits. Voltage below minimum operational limit. Voltage above maximum operational limit. Motor inlet and outlet pressure signal outside operational limits. Voltage feedback below minimum operational limit. Voltage above maximum operational limit. Ambient temperature signal outside operational limits. Voltage feedback below minimum operational limit. Voltage above maximum operational limit. Problem with TCI configuration file. Configuration file loaded improperly. Configuration file loaded improperly . Wrong version of file loaded. Battery backed RAM has failed. The over-payload signal is on, propulsion removed. The over-payload signal is on, propulsion allowed. An Auxiliary Blower Control failure has occurred. Low dc bus detected during powerup. High dc bus detected during powerup. Overcurrent condition detected during operation. Loss of blower control battery voltage has occured.

Limp Lockout Possible Limit

CONNECT BATTERY VOLTS control battery low control battery high crank battery low crank battery high BAROMETRIC PRESSURE SIGNAL low high MOTOR DIFFERENTIAL PRESSURE low high AMBIENT TEMPERATURE low high TCI CONFIGURATION DATA GE config file mine config file version incorrect BBRAM CORRUPTED TRUCK OVERLOADED RESTRICTIVE TRUCK OVERLOADED NON-RESTRICTIVE AUX INVERTER buss volts low buss volts high overcurrent battery loss

None None None None None No propel No propel No propel Speed Limit Speed Limit Speed Limit No propel No propel No propel No propel No propel No propel No propel None No propel None None None None None None

N/A

N/A

N/A

N/A

N/A

E2-28

Electrical Propulsion System Components

E02014 3/01

TABLE IV: DID PANEL FAULT CODES (Cont.)


EVENT NUMBER
:05 :06 :07 :08 :09 :10 :11 :12 :13 :14 637 691 :01 :02 :03 :04 :05 :06 :07 696 698 699

EVENT DESCRIPTION
high dc buss when running high dc buss after pc powerup blower control fault high dc buss when running overcurrent after pc powerup, current overload current overload low dc buss overcurrent low dc buss current overload gate drive trip no input voltage AUX DC LINK HOT PSC COMM. FAULT missing message bad tick bad CRC FIFO overflow bad start bit bad stop bit message error UNEXPECTED TCI CPU RESET DATA STORE SOFTWARE ERROR

EVENT RESTRICTION

DETECTION INFORMATION
High dc bus voltage detected during operation. High dc bus voltage detected after phase controller powerup. Fault detected after phase controller powerup. High dc bus voltage detected during operation. Overcurrent condition detected after phase controller power up. Sustained current overload exists. Overcurrent due to low dc bus voltage. Sustained current overload due to low dc bus voltage. IGBT protection circuit detected overload. Zero input voltage detected. Auxiliary inverter DC link energized while traction inverter DC link de-energized. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. A PSC communication error has occurred. TCI CPU reset without request. A data snapshot has been manually initiated. Internal software fault.

Limp Lockout Possible Limit

None None None None None None None None None None None None None None None None None None None None None None

N/A N/A 10

E02014 3/01

Electrical Propulsion System Components

E2-29

PSC SOFTWARE FUNCTIONS


The operation of the AC Drive System is regulated by a software program which resides in the Propulsion System Control Panels memory. The software program also contains instructions to test and fault isolate the system. This section describes the PSC software program and its functions without regard to hardware.

Test State: The purpose of this state is to provide an environment for the verification of system functionality. Test state will support a variety of activities, including: 1. Waiting for the engine to start (if needed). 2. Automatic testing on initial system startup or following rest state. 3. Application of power to the DC link.

INPUT PROCESSING This function reads in all external inputs for use by the PSC. The Input Processing function performs any signal conditioning required and computes the required derived inputs.

4. 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:

STATE MANAGEMENT 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:

Ready state 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 also is the state where the DC link is discharged in preparation for Shutdown, Rest, or in reaction to certain event conditions. Therefore, Ready state should not be considered strictly a powered state (as are Propel and Retard described below).

Rest State: Rest is an unpowered state whose purpose is to conserve fuel while the truck idles for an extended period of time. Rest state also provides an environment where maintenance personnel can control the engine without causing power to be applied to the DC link.

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 on the DC link equals powered. 50 volts or less on the DC link equals unpowered.

Propel State: The purpose of this state is to provide the power system configuration and overall environment for engine-powered propulsion. This is strictly a powered state, i.e., the system will not be allowed to maintain propel state without sufficient power on the DC link.

E2-30

Electrical Propulsion System Components

E02014 3/01

Retard State: This state provides the power system configuration and overall environment for retard, where energy from vehicle movement is dissipated in the retard grid resistors in an effort to slow the truck. Retard state is strictly a powered state.

Transition from Test State to Ready State: This transition will occur upon completion of any required testing if all of the following conditions are true: 1. The TCI rest request is not active. 2. There is sufficient voltage on the DC link.

Transitions Between States


Transitions between states under normal operational conditions (no failures, etc.) are described as follows:

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: 1. Any testing in progress is complete.

Transition to Startup/Shutdown State (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 (e.g., after application of power, system reset, etc.).

2. The system temperatures are cool enough to allow the Rest state (function of GTO Phase Module, Chopper Module, and Motor temperatures). 3. The AFSE is disconnected and there is essentially no voltage on the DC link. 4. The truck is not moving.

Transition to Startup/Shutdown State (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: 1. System power is removed or the Control Power Switch or Key Switch is turned off. 2. The truck is not moving. 3. There is essentially no voltage on the DC link. 4. Any testing in progress is complete.

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: The system will transition from Ready state to Propel state if all of the following conditions are true:

1. The accel pedal is pressed. 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. 2. A direction has been chosen, i.e., the truck is either in FORWARD or REVERSE. 3. There is sufficient voltage on the DC link. 4. 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. 5. Truck speed is less than the motor overspeed limit. 6. The TCI accel inhibit is not active.

Transition from Startup/Shutdown State to Test State: This transition will occur automatically once initialization is complete (i.e., functions performed while in Startup/Shutdown state for the purpose of startup have been completed).

E02014 3/01

Electrical Propulsion System Components

E2-31

Transition from Ready State to Retard State: The system will transition from Ready state to Retard state if truck speed is such that retard is allowed and at least one of the following conditions exists: 1. The retard pedal or lever is pressed such that a significant amount of retarding effort is requested. 2. 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. One or both of the following conditions are true: 1.) The accel pedal is not pressed, or 2.) The truck is configured such that accel pedal signal does not override retard speed control. 3. Truck speed is greater than or equal to motor overspeed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph).

Transition from Propel State to Retard State: The system will transition directly from Propel state to Retard state if at least one of the following conditions exists: 1. 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. 2. 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). 3. 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 accel pedal signal does not override retard speed control.

Transition from Retard State to Ready State: The system will transition from Retard state to Ready state if all of the following conditions exist:

Transition from Rest State to Test State: The system will transition from Rest state to Test state 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.

1. Overspeed is not active. 2. 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. 3. At least one of the following conditions exists: a. Retard speed control is not selected. b. Truck speed is low enough such that retard speed control is not active. c. The accel pedal is pressed, and the truck is configured such that the accel pedal overrides retard speed control. This allows the configuration constant to determine if pressing on the accel pedal kicks the truck out of retard, even if retard speed control is still active. 4. The retard torque control logic exit sequence is complete.

Transition from Propel State to Ready State: The system will transition from Propel state to Ready state if all of the following conditions exist: 1. The accel pedal is not pressed. 2. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. 3. Truck speed is less than the motor overspeed limit. 4. At least one of the following conditions is true: a. Retard speed control is not selected. b. Truck speed is below the set retard speed, and acceleration is such that no retard effort is (currently) required to maintain this condition.

E2-32

Electrical Propulsion System Components

E02014 3/01

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:

De-Powering the Link The PSC software will attempt to de-power the DC link (i.e., command the system configuration defined below) if the system is in Test or Ready state, and any of the following conditions are true: 1. Event restrictions prohibit power on the DC link, 2. The system is preparing to transition to Startup/Shutdown state for the purpose of shutdown (i.e., all the non-link-related conditions for Startup/Shutdown state have been satisfied), 3. The system is preparing to transition to Rest state (i.e., all the non-link-related conditions for Rest state have been satisfied), 4. The engine is being shut off. To accomplish this, the PSC software will establish the necessary system configuration as follows: 1. Alternator field reference set to zero, 2. AFSE disabled, 3. GF open and GFR dropped out, 4. Chopper turn on voltage set below approximately 600 volts, 5. Close RP2 or RP3, alternating each time to provide even wear.

Powering the Link The PSC software will attempt to power the DC link (i.e., command the system configuration defined below) if all of the following conditions are true: 1. Event restrictions do not prohibit power on the DC link. 2. The system is in Test state and any initiated testing is complete. 3. The engine is running. 4. The Gate Drive Power Converters have been enabled. 5. 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 closed and GFR picked up, 2. AFSE enabled, 3. Alternator field reference is commanded such 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.

CONTROL FUNCTIONS 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:

NOTE: Before the AFSE is allowed to output firing pulses, the RP contactors will be commanded open and 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.

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 accel pedal. Additional constraints on the engine speed command are:

E02014 3/01

Electrical Propulsion System Components

E2-33

1. If the truck is in neutral, the commanded engine speed at full scale accel pedal will be the engines high idle. If the truck is not in neutral, the maximum commanded engine speed will be the engines rated horsepower rpm. This allows faster hoisting of the truck bed, if desired. These maximum speeds apply to the MTU engine. 2. 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.

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.

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 minimum idle signal. The TCI can request the engine speed command be increased by setting minimum idle. The engine speed command will be increased if more alternator cooling is needed.

Alternator Field Control


The alternator is controlled by controlling the Alternator field reference sent to the AFSE. The desired alternator output voltage is dependent on 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 and the auxiliary blower inverter. 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.

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: 1. The DC link voltage will not be allowed to drop below 600 volts. 2. One mode of self-load will require the alternator output to be controlled to maintain a set desired horsepower dissipation in the resistor grids. 3. Another mode of self-load will require the alternator output to be controlled to maintain a set desired link voltage between 600 volts and 1500 volts.

E2-34

Electrical Propulsion System Components

E02014 3/01

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. As such, 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 on 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 such that the engine does not overload. 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 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: 1. The retard torque call will be limited to the maximum torque level based on speed. 2. The retard torque call will be limited to the maximum torque level available within the thermal constraints of the motors. 3. The retard torque call will be limited as needed to prevent overvoltage on the DC link. 4. 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. 5. 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.

E02014 3/01

Electrical Propulsion System Components

E2-35

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 and third fixed resistor grids (controlled by RP2 and RP3) will be engaged as needed to dissipate the energy produced in retard state. Limitations are: 1. The use of RP2 and RP3 will be alternated to provide even wear on the contactors. 2. The grids will be engaged to prevent drawing more power than the motors can produce. At high motor speeds the maximum motor torque does not produce enough power to support three grids across the DC link (at the given voltage). Therefore, at high speeds, only two resistor grids will be engaged.

EVENT PROCESSING
The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC drive System for any abnormalities (events). Automatic self-tests are performed periodically on various parts of the system to ensure its integrity. Additionally, there are some elaborate tests which may be run by an electrician with the use of DID screens. Predictive analysis is used in some areas to report potential problems before they occur. The troubleshooting system is composed of two parts: 1. The PSC for detection, event logging, data storage and fault light indications. 2. The TCI (or a PTU) for retrieval of stored event information, real time vehicle status, troubleshooting, etc.

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. Event Detection This software function is responsible for verifying the integrity of the PSC hardware and the systems to which the PSC interfaces by detecting an event (abnormal condition). The events fall into three detection categories:

Auxiliary Blower Control


The Auxiliary Blower Control regulates the temperatures of the AFSE, auxiliary blower system, rectifier diodes, phase modules, chopper modules, and traction motors by controlling the speed of the auxiliary blower. Additionally, this software function checks for faults in the auxiliary blower. This software function is performed using the following process: 1. The commanded auxiliary blower speed will be calculated to control all system temperatures. The control priorities will be: a. Keep all temperatures below allowable maximums. b. Keep the GTO temperatures as constant as possible. 2. If the aux blower system status (AUXOK) indicates the aux blower system is not okay, a reset pulse will be sent. Additional reset pulses will be sent at periodic intervals if the aux blower system does not respond. Power On Tests Three power-on tests are executed once every time power is applied to the PSC. They are as follows: 1. CPU Card Checks - Upon powerup, the PSC will confirm the integrity of its CPU card hardware before transferring execution control to the application program residing in its FLASH memory. 2. 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.

E2-36

Electrical Propulsion System Components

E02014 3/01

3. Inverter Powerup Tests - The purpose of these tests is to verify that each inverter sub-system is functional: a. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true: 1.) The system is in Test state for the purpose of powerup. 2.) The associated gate drive power converter has been enabled. 3.) The engine is running. 4.) Battery voltage is at least 25 VDC. 5.) The inverter is requesting that the low voltage and/or high voltage powerup tests be performed. 6.) The inverter has not been physically cut out of the system. 7.) Active event restrictions do not preclude powering the DC link or running the inverter. b. 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. c. 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. 4. DC Link Capacitance Test - Test will run once every 24 hours when conditions allow, normally after a VI-test during normal powerup sequence. This test can also be run from the DID panel to aid in troubleshooting. During test execution, engine speed is set to 1500 rpm and the link is charged to 1200VDC. The engine is then returned to idle while the link is allowed to discharge to 100 volts.Total link capacitance is then calculated using the time it took to discharge. If capacitance is getting low, but still OK, event 70 logs. If capacitance is below the minimum allowable level, event 71 logs and the truck is restricted to 10 MPH. If test is not able to complete after numerous attempts, event 72 logs, indicating a problem in the trucks 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 test mode for these tests to run: 1. Maintenance Tests - The purpose of these tests is to facilitate verification of system installation and wiring (particularly the digital interfaces relays, contactors, etc.). 2. Self-load Test - Self-load testing is a means by which the truck 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 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 from lowest to highest state 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. NOTE. 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 limping (getting either back to the maintenance area or at least out of the way of other trucks). Event Restrictions associated with a given event are defined below: No Power No retarding or propulsion effort allowed. No power allowed on the DC link. No Propel No propulsion effort allowed. Retard effort and power on DC link is allowed. System Warning An event has occurred which indicates that if corrective action is not taken, a more restrictive event may soon follow. No restrictions. The DID will display a warning. None No restrictions (nonrestrictive event).

E02014 3/01

Electrical Propulsion System Components

E2-37

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: 1. 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. 2. If a given event is active (logged and not reset), logging of duplicate events (duplicate is defined as having the 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.

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 is 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.

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.

E2-38

Electrical Propulsion System Components

E02014 3/01

Event Reset
There are two basic types of event resets: soft and hard. The difference between the soft and hard reset is 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 powerup - a soft reset will be issued against all events at powerup. By DID commands - the TCI can issue both hard and soft resets. By PTU commands - the PTU can issue both hard and soft resets.

PSC - PTU Communications Processing


This software function performs the processing necessary for the PSC (System CPU Card) to communicate through an RS-232 serial link to the Portable Test Unit (PTU).

Inverter Communications Processing


This software function performs the processing necessary for the System CPU Card to communicate with both Inverter CPU Cards. The communications 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 will break the data down into smaller pieces and transmit each piece individually. All acknowledged data flows are initiated from the System CPU with the Inverter CPU 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 the periodic data to each Inverter CPU 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 hardwired in the cards backplane wiring.

SERIAL DATA COMMUNICATIONS


The PSC System CPU Card uses serial data busses to communicate with the TCI, the PTU, and the two Inverter CPU Cards. PSC - TCI Communications processing This software function performs the processing necessary for the PSC (System CPU Card) to communicate with the TCI through an RS-422 serial link. 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 unacknowledged messages are used to transmit the periodic data. The acknowledged messages are used to transmit the background data.

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.

E02014 3/01

Electrical Propulsion System Components

E2-39

ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS


Software functions given up to this point assumed for the most part that the truck is operating under more or less normal circumstances. The following paragraphs define system operation under abnormal or exceptional circumstances. In the event of conflict between these functions and those given for normal operation, the functions in this section 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, etc.) 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 to 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). 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 either back to the maintenance area or at least out of the way of other trucks). The intent is that limp mode will be used by maintenace 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.

Entering/Exiting Limp Home Mode The PSC will enter limp home mode if all of the following conditions are true: 1. The truck is not moving. 2. The TCI is requesting limp home mode. 3. The PSC is in Ready or test state and there is no initiated testing in progress. 4. At least one inverter is functional. 5. There are no events active for which limp home mode is not possible. 6. 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: Two Inverter Cut Out Switches (I1CO and I2CO), located in the switch panel on the side of the Electrical Cabinet near the cab, 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 any of the following conditions occur: 1. The TCI stops requesting limp home mode. 2. An event occurs for which limp home mode is not possible.

E2-40

Electrical Propulsion System Components

E02014 3/01

PROPULSION SYSTEM COMPONENT ABBREVIATIONS


The following Tables list component abbreviations used in schematics and system description information. Refer to Figures 2-3 through 2-8 for the location on the truck of components listed in the Ref. No. column. The GE part number for major components is shown in parentheses. A short description of the components primary function is also listed.

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION REF. NO. AFSE AFVLT ALT ANALOG I/O CARD AUX BLOWER MOTOR AXCAP AXFU1, 2 AXIND 11 33 30 36 21 COMPONENT Alternator Field Static Exciter Panel (17FM466) Alternator Field Voltage Divider Panel (17FM363) Alternator (5GTA34) System analog input/output card (17FB143) FUNCTION
Regulates current in the alternator field based on firing pulses from the PSC. Attenuates high voltage output from the AFSE to an acceptable level for use by the Analog I/O card in the PSC. Main alternator, propulsion and control system. Provides signal conditioning for analog signals to and from the TCI and PSC. A 3-phase, AC induction motor mounted in the blower behind the electrical cabinet. Used to drive two Auxiliary Blower Motor (5GDY84) assembly blowers for cooling the traction motors and control cabinet components.

Auxiliary Power Filter Capacitor Bank Auxiliary Power Rectifier Input Fuses 1 and 2 Auxiliary Power Filter Inductor

Used with the AXIND to filter the regulated DC voltage from the Auxiliary Phase Control Rectifier into a smooth DC supply suitable for use by the Auxiliary Power Inverter. Provide overload protection for the Auxiliary Power Inverter/Phase Control Rectifier. Used with the AXCAP to filter the regulated DC voltage from the Auxiliary Phase Control Rectifier into a smooth DC supply suitable for use by the Auxiliary Power Inverter The Auxiliary Phase Control Rectifier converts the 3-phase, AC input voltage from the Alternator to regulated DC voltage and supplies the regulated voltage through a filter to the Auxiliary Power Inverter. The Auxiliary Power Inverter inverts the regulated, filtered, DC voltage into a variable voltage, variable frequency, 3-phase output to power the Auxiliary Blower Motor. Monitors frequency of the tertiary winding and provides a sample of the frequency to the PSC, which uses the input to synchronize the firing pulses sent to the Alternator Field Static Exciter Panel (AFSE). Attenuates high voltage from two phases of the Alternator to a level acceptable to the Analog I/O card in the PSC.

AXINV

29

Auxiliary Phase Control Rectifier and Power Inverter Module

ASYN A3PV

35 4

Alternator Synchronization Transformer Alternator 3-phase Voltage Measuring Module (17FM458)

E02014 3/01

Electrical Propulsion System Components

E2-41

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. BATFU BATTSW BDI BFC BLFP BM1, 2 BM1I BM2I CCLR1, 2 68 67 10 63 65 66 20 19 COMPONENT System Fuse Battery Disconnect Switch (System Batteries) Battery Blocking Diode Battery Line Filter Capacitor Battery Line Filter Panel (17FM311) Grid Blower Motors 1 and 2 (5GY19) Current Sensing Module Current Sensing Module Capacitor Charge Resistor Panels 1 and 2 Capacitor Charge Indicating Lights 1 and 2 Inverter 1 Filter Capacitors Inverter 2 Filter Capacitors Cabinet Light Switch Alternator Field Current Sensing Module Alternator Tertiary Current Sensing Module Chopper GTO Phase Module 1 and 2 (17FM630) Current Sensing Modules, Phase 1A and 1B Current Sensing Modules, Phase 2A and 2B Control Power Relay (17LV66) Dual Diode Module Control Power Relay Suppression Module 56 Control Power Switch FUNCTION
Provides overload protection for control equipment and the System Batteries. Connects and disconnects the 12 VDC and 24 VDC circuit batteries (located at right front corner of truck). Works in conjunction with BFC and BLFP to maintain battery voltage to CPU. Additional capacitance for BLFP to prevent nuisance CPU resets. Reduces voltage ripples in System Battery power supplied to the PSC. DC motors driving blowers to provide cooling air for the retarding grids. Monitors current flowing through grid blower motor #1 Monitors current flowing through grid blower motor #2 Connected across the DC link to provide a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating lights. 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). Stores the Inverter 1 DC bus voltage to provide instantaneous power when the PM1 GTO Phase Modules first turn on. Stores the Inverter 2 DC bus voltage to provide instantaneous power when the PM2 GTO Phase Modules first turn on. Controls electrical cabinet interior lights. Detects amount of current flowing through the Alternator field winding. Detects amount of current flowing through the Alternator tertiary winding. Controls the DC voltage applied to the grids during retarding. Detects amount of current flow through the A and B phases of Traction Motor 1. Detects amount of current flow through the A and B phases of Traction Motor 2. Picks up when the Key Switch and Control Power Switch are closed. Allows two separate voltages to control the CPR coil. Suppresses voltage spike when CPR coil is de-energized. Energizes CPR coil.

CCL1, 2 CIF11, 12, 13, 14, 15, 16 CIF, 21, 22, 23, 24, 25, 26 CLSW CMAF CMT CM1, 2 CM1A, 1B CM2A, 2B CPR CPRD CPRS CPS

61

40 41 59 27 28 5, 6 45 44 53

E2-42

Electrical Propulsion System Components

E02014 3/01

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. CT CTR DC link DID DIGITAL I/O CARD DIT1A, 1B, 1C DIT2A, 2B, 2C FDP FDT FIBER OPTIC ASSEMBLY FP GDFU1, 2 GDPC1 GDPC2 GDPS GF GFCO GFIP GFM 43 42 24 23 31 39 1 17 16 18 49 62 22 8 38 34 COMPONENT Battery Boost Current Transformer CT Voltage Limiting Resistor DC Bus Diagnostic Information Display (17FM558) Digital Input/Output Card (17FB104) DI/DT Transformers DI/DT Transformers FUNCTION
Detects amount of current flow through the Alternator tertiary winding. Signal turns off the AFSE battery circuit when the tertiary winding voltage level is able to excite the Alternator field. Provides a resistive load for the CT. The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters. Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test. Receives contactor, relay and switch feedback signals and provides drive signals to relays, contactors, indicator lamps etc. (Located in PSC and TCI.) Reduce current overshoots, or spikes in phase A, B, and C power for Traction Motor 1. Reduce current overshoots, or spikes in phase A, B, and C power for Traction Motor 2.

an output signal when a diode fails in the Main Fault Detection Panel (17FM384) Provides Rectifier.

Fault Detection Transformer (17ET33) Fiber Optic Assembly Filter Panel (17FM460) Gate Driver Power Source Fuse 1 and 2 Gate Drive Power Converter 1 (17FM670) Gate Drive Power Converter 2 (17FM670) Gate Drive Power Supply (17FM645) Alternator Field Contactor (17CM53) Generator Field Contactor Cutout Switch Ground Fault Current Panel (17FM363) Gate Firing Module (17FM415)

Monitors Alternator Field current for FDP operation. Provides volatage and electrical noise isolation for control and feedback signals between the PSC and Phase/Chopper Modules. Filters electrical noise on 3 phases of Alternator output. Provide overload protection for the Gate Drive Power Supply. Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 1 GTO Phase and Chopper Modules. Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 2 GTO Phase and Chopper Modules. Provides a 19 to 95 VDC output, at approximately 3kW, from one of two input power sources; either the main Alternator or the System Batteries. Connects the AFSE to the Alternator field.

Disables Alternator output. Reduces Alternator field voltage input to provide a low voltage signal for use by the PSC. Used to provide ground fault warning. 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.

E02014 3/01

Electrical Propulsion System Components

E2-43

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. GFR GFRS GRR INV1 TMC CARD 26 52 COMPONENT Alternator Field Relay (17LV66) Alternator Field Relay Coil Suppression Module Ground Resistor Panel Inverter 1 Central Processing Unit Card and Input/Output Card (17FB172) Inverter 2 Central Processing Unit Card and Input/Output Card (17FB172) 57 58 Inverter 1 Cut Out Switch Inverter 2 Cut Out Switch Key Switch 48 Load Box Current Sensing Module FUNCTION
Picks up with GF contactor and applies B+ to the AFSE (battery boost) during initial acceleration phase. Suppresses voltage spikes when GF coil is de-energized. Detects power circuit grounds. 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. 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. Cuts out inverter 1 when in the cutout position. Located on switch/LED panel, left front corner of electrical cabinet. Cuts out inverter 2 when in the cutout position. Located on switch/LED panel, left front corner of electrical cabinet. Connects battery voltage to CPR and control circuits when closed. (Located on instrument panel.) Monitors current during load box test. LEDs indicate status of the following: CPR: Illuminated when CPR is energized. SYS RUN: Illuminated when the PSC power-up sequence has completed successfully and control logic is executing. NAFLT: When illuminated, indicates a fault has occurred that prevents propulsion or retarding. TEST: Illuminated when system is in the Test state. REST: Illuminated when system is in Rest state and there is essentially no voltage on the DC link. Detects amount of current flow through the DC link. Attenuates the high voltage from the DC link to a level acceptable to the electronics on the Analog I/O card in the PSC. Provide interior cabinet illumination. 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).

INV2 TMC CARD I1CO I2CO KEYSW LDBXI

LEDP

60

Light Emitting Diode Panel

LINKI LINKV L1, 2, 3

7 3

Link Current Sensing Module Link Voltage Measuring Module (17FM458) Cabinet Lights

M1, 2

Motorized Wheels (5GDY85)

E2-44

Electrical Propulsion System Components

E02014 3/01

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. PSC PM1A+, 1B+, 1C+ PM1A-, 1B-, 1CPM2A+, 2B+, 2C+ PM2A-, 2B-, 2CRD RG1A, 1B, 1C, 2A, 2B, 2C, 3A, 3B, 3C, 4A, 4B, 4C, 5A, 5B, 5C RP1, 2, 3 RP1S, 2S, 3S RSN1, 2 RS1A, 1B, 1C, 2A, 2B, 2C R1 AUX SNUB SPS SS1, 2 SYS CPU Card 51 25 37 32 13 12 15 14 2 COMPONENT Propulsion System Controller (17FL320) GTO Phase Modules (17FM628) GTO Phase Modules (17FM629) GTO Phase Modules (17FM628) GTO Phase Modules (17FM629) Rectifier Diode Panel (17FM528) FUNCTION
The PSC 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. Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1. Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1. Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2. Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2. Converts Alternator 3-phase, AC voltage to DC voltage to power the two Inverters. Dissipate power from the DC link during retarding, load box testing, and Inverter Filter Capacitor discharge operations. When closed, connects Grid Resistors to the DC link during retarding, load box testing, and Inverter Filter discharge operations. Suppresses voltage spikes in coil circuit when RP contactors are de-energized. Provide a current path for the associated Chopper Module filter capacitors. Provide a current path for the associated Phase Module filter capacitors. Limits surge current in the Alternator field circuit when GFR contacts first close. Suppresses voltage spikes in Aux Blower Motor circuit. A DC to DC converter which provides regulated 24 VDC outputs from the unfiltered battery supply. Each speed sensor provides two output speed signals, proportional to the Traction Motors rotor shaft speed. Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, downloadable code storage, and an RS422 serial link.

64

Retard Grid Resistors

47 55

Retard Contactors 1, 2 and 3 (17CM55) Suppression Modules Snubber Resistors Snubber Resistors Battery Boost Resistor Snubber Power Supply (17FH36) Traction Motor Speed Sensors System Central Processing Unit Card (17FB147)

E02014 3/01

Electrical Propulsion System Components

E2-45

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.) REF. NO. TCI TH1 VAM1 VAM2 54 46 46 COMPONENT Truck Control Interface (17FL373) Alternator Field Thyrite (Varistor) Voltage Attenuation Module (17FM702) Voltage Attenuation Module (17FM702) FUNCTION
Provides the main interface between the various truck systems, controls, and equipment and is used in conjunction with the DID by maintenance personnel. Discharges the Alternator field when the AFSE is first turned off. 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 PSC. 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 PSC.

E2-46

Electrical Propulsion System Components

E02014 3/01

FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW

E02014 3/01

Electrical Propulsion System Components

E2-47

FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW

E2-48

Electrical Propulsion System Components

E02014 3/01

FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW

E02014 3/01

Electrical Propulsion System Components

E2-49

FIGURE 2-6. CONTACTOR BOX (Right Side, Electrical Cabinet)

FIGURE 2-7. INFORMATION DISPLAY PANEL (Left Front Corner of Electrical Cabinet)

FIGURE 2-8. RETARDING GRIDS

E2-50

Electrical Propulsion System Components

E02014 3/01

ELECTRONIC ACCELERATOR AND RETARD PEDALS


The accelerator pedal provides a signal to the Truck Control Interface (TCI) when the operator requests power. The retard pedal provides a signal to the Propulsion System Controller (PSC) when the operator requests retarding. The pedal signals are processed by the analog card in the respective panel for use by the system controllers to provide the desired mode of operation. As the operator depresses the pedal, the internal potentiometers wiper is rotated by a lever. The output voltage signal increases in proportion to the angle of depression of the pedal. Repair and initial adjustment procedures are discussed in the following. Refer to AC Drive System Checkout Procedure for final calibration of the pedal potentiometer after installation in the truck. Removal NOTE: Repair procedures for the retard and accelerator pedal are identical. The retard pedal is mounted on the brake pedal. Refer to Section J for instructions for removing and installing the electronic pedal on brake actuator. Note routing and clamp location of wire harness. Proper wire routing is critical to prevent damage during operation after reinstallation. 1. Disconnect pedal wire harness from truck harness connector. 2. Remove mounting capscrews, lockwashers and nuts and remove pedal assembly. Installation 1. Install pedal assembly using hardware removed in step 2, Removal. Connect potentiometer to wiring harness. 2. Calibrate pedal potentiometer per instructions in AC Drive System Checkout Procedure - Setting Pedal Percentages. Disassembly 1. Remove screws on cable clamps (1, Figure 2-9) and potentiometer cover (6). 2. Remove potentiometer mounting screws (5) and grommet (3). Remove potentiometer (4). FIGURE 2-9. TYPICAL ELECTRONIC PEDAL 1. Cable Clamp 2. Electrical Harness 3. Grommet Assembly 1. Position new potentiometer with the flat side toward the potentiometer cover and install on shaft as follows: a. Align cutouts in shaft with the potentiometer drive tangs. b. Press potentiometer onto shaft until it bottoms against the housing. 2. Install screws (5) and lockwashers but do not tighten. 3. Rotate potentiometer counterclockwise until mounting slots contact the mounting screws and tighten screws (5) to 15 in. lbs. (1.70 N.m) torque. 4. Install grommet (3) and potentiometer cover. Tighten screws to 15 in. lbs. (1.70 N.m) torque. 5. Install cable clamps and tighten screws to 40 in. lbs. (4.21 N.m) torque. 6. Inspect assembly and verify proper wiring clearance during operation of pedal throughout the range of travel. 4. Potentiometer 5. Adjustment Screw 6. Cover

E02014 3/01

Electrical Propulsion System Components

E2-51

NOTES

E2-52

Electrical Propulsion System Components

E02014 3/01

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE


AC Drive System Maintenance

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed: DO NOT step on or use any power cable as a handhold when the engine is running. NEVER open any electrical cabinet covers or touch the Retarding Grid elements until all shutdown procedures have been completed. ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. 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 prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation. IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.

If weld repairs are required, the welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Power cables and wiring harnesses should be protected from weld spatter and heat. Prior to welding, disconnect Engine Contro System (ECS) harnesses and ground wire (MTU engine). If equippped with DDEC or Komatsu engine, disconnect ECM harnesses. GE cards should be pulled forward far enough to disconnect card from backplane connector. Some power cable panels throughout the truck are made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged.

TRUCK SHUTDOWN PROCEDURES


After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.

If a problem occurs in the AC drive system preventing NORMAL shutdown procedures, ADDITIONAL PRECAUTIONS ARE NECESSARY to ensure dangerous drive system voltages are not present when tests or repairs are performed.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-1

NORMAL TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the Parking Brake Applied indicator lamp in the overhead display panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp on the overhead display is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to steer. 5. Verify the LINK VOLTAGE lights on the electrical cabinet Information Display Panel (6, Figure 3-1), the contactor box on the other end of the electrical cabinet, and the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected to investigate the cause. 6. To ensure the link will not be energized during test and repair procedures, turn the GF Cutout Switch (8, Figure 3-1) to the CUTOUT position by pulling the switch handle out before moving the switch.

FIGURE 3-1. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. Inverter 1 Cutout Sw. 3. Inverter 2 Cutout Sw. 4. Cabinet Interior Light Sw. 5. Status LED Panel 6. Link Voltage Lights 7. Chart Recorder Connector 8. GF Cutout Switch

AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower repairs until it has been verified the system is de-energized by verifying the Blower Module Link LEDs (6, Figure 3-2) on top of the AXCAP are NOT illuminated.

If there is any question the system has potential hazardous voltage present, return to the operator cab and perform the normal shutdown procedure. Normal operation of the drive system at shutdown should allow high voltages to be dissipated over the time periods noted. IN THE EVENT OF A SYSTEM FAILURE, performing the SHUTDOWN AFTER SYSTEM FAILURE procedure will insure no hazardous voltages are present in the drive system.

E3-2

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

SHUTDOWN AFTER SYSTEM FAILURE 1. Before shutting down the engine, verify the status of the drive system warning lights on the overhead display. Use lamp check to verify proper lamp function. NOTE: The Link Voltage lights on the control cabinet Information Display Panel (6, Figure 3-1) and the contactor box are not lamp checked. 2. If any of the red drive system warning lights are on, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the retarder grid cabinet EVEN AFTER SHUTTING DOWN THE ENGINE. 3. If all red drive system warning lights are off, apply the parking brake, shut down the engine and chock the wheels. 4. After the engine has been off for at least five (5) minutes, inspect the Link Voltage lights in the Information Display Panel (6, Figure 3-1) on the main control cabinet, the contactor box, and back wall of the operator cab (next to the DID panel). If all lights are off, the retard grids, wheel motors, alternator, and power cables connecting these devices are safe to work on. 5. The blower motors, control cabinet and power cables connecting these devices may still be unsafe. To establish these devices are safe, wait approximately 15 minutes, open the top control cabinet cover and inspect the red lights (6, Figure 3-2) on the Auxiliary Capacitor Panel (AXCAP) (4). If these lights are off, the blower system, blower power cables and remainder of the control cabinet is safe to work on. The normal de-energization time is 10 to 15 minutes.

IF THE RED LIGHTS (6, FIGURE 3-2) ON THE BLOWER CAPACITOR PANEL (AXCAP) (4) ARE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED. (THE NORMAL DE-ENERGIZATION TIME IS 10 TO 15 MINUTES.) Reinstall the control cabinet panel. Do not perform maintenance on the Blower Capacitor Panel, blower motor, or blower power cables. Notify the Komatsu factory representative or Distributor immediately.

IF THE LINK VOLTAGE RED LIGHTS IN THE CONTROL CABINET INFORMATION DISPLAY PANEL, AND/OR CONTACTOR BOX, AND/OR THE BACK WALL OF THE OPERATOR CAB CONTINUE TO BE ILLUMINATED AFTER FOLLOWING THE ABOVE PROCEDURE, A FAULT HAS OCCURRED. Leave all cabinet doors in place, do not touch the retard grid elements, Do not disconnect any power cables or use them as hand or footholds. Notify the Komatsu factory representative or Distributor immediately.

FIGURE 3-2. BLOWER CONTROL DEVICES 1. Snubber Panel 2. Auxiliary Power Filter Inductor (AXIND) 3. Auxiliary Phase Control Rectifier and Power Inverter Module (AXINV) 4. Auxiliary Power Filter Capacitor Bank (AXCAP) 5. Information Display Panel 6. Blower Control System Warning LEDs 7. Propulsion System Controller (PSC) 8. Control Cabinet (RH Side, Top View)

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-3

SYSTEM CHECKOUT
Test equipment needed to fully test A/C system One PTU (Portable Test Unit; lap top computer) (The test could be more efficiently conducted with two PTU units). One Digital Multi-Meter Several jumper wires One analog VOM The Portable Test Unit (PTU) is used to test, download and record system parameters on the TCI and PSC modules. The PTU is plugged into the DB9 plug at the rear of the console, closest to the operator seat for monitoring the PSC module. The PTU is plugged into the DB9 plug closest to the passenger seat for monitoring the TCI Module. > The TCI and PSC can be pre-programmed at the factory or can be programmed through the DB9 ports in the operator cab, by GE or Komatsu personnel only. > The Aux-Inverter Blower system is pre-programmed at the factory or chips may be installed in the control board by GE personnel. > The Inverters are pre-programmed at the factory. If only one PTU is available, in some cases it will be necessary to switch from the PSC port to the TCI port or vice versa to complete the test when necessary to monitor both during a test procedure. After the serial cable has been switched, exit to the Mian Menu and the software will automatically switch to the menu for the connected panel. Several different numbering methods or symbols are used in the following procedures to denote the operation to be performed . . . 1., 2., a., b. etc.: Test preparation and instruction steps are preceded by a number or a letter. Procedures requiring visual checks, voltage measurements etc. are preceded by this symbol. PTU keyboard entry steps are preceded by this symbol. {escape}: When a keyboard key must be pressed, the key label is enclosed in braces. PTU screen display information is shown in this type font and preceded by this symbol.

Note: The following test procedures are applicable to Release 17 software. Procedures required for later software versions may vary. Contact the Komatsu distributor or factory representative for current software version available.

Battery and Control Checks of System WITH Battery Power OFF

BE CERTAIN LINK VOLTAGE IS DRAINED DOWN before servicing propulsion system or performing tests. 1. Preparation a. Turn all three battery disconnects to the OFF position. b. Disconnect and insulate circuit wires 21SS and 21SR from engine starter if equipped with MTU engine. If equipped with MTU/DDC 16V4000 or Komatsu engine, remove 21B from starter solenoids. c. Remove 50 amp fuse (BATFU) from inside the control cabinet. (Grid side, lower corner.) d. Disconnect the four CN connectors on the PSC panel and the three connectors on the TCI panel. Open both panels and slide cards (except 17FB127 cards) out far enough to disconnect from backplane. e. Turn OFF all circuit breakers behind operator seat in cab and RB1, RB2, RB3, RB4, and RB5 in the Electrical Interface Cabinet. f. Be certain key switch is OFF, 5 minute delay timer is OFF, and the Rest Switch is in the REST position. g. Turn all lights and switches off.

Battery Circuit Voltage Check: 2. Measure voltage to ground at each of the following circuits; 11, 11B1, 712 @ TB32, 11ST @TB28. All voltages should be zero. Resistance Checks, Low Voltage Circuits: 3. Measure resistance from ground to the circuits listed in Table I. STOP and troubleshoot any direct short (0 ohms) to ground.

E3-4

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

CIRCUIT LOCATION 11B1 11 15V 71GE 71TCI 439 10V 11SL 11ST 15PV 11S * * TB21 TB22 TB23 TB25 TB28 TB28 TB28 TB29 TB30

TABLE I. CIRCUIT RESISTANCE CHECKS (All readings taken from circuit to ground) APPROX. NOTES VALUE *Measure at the 12VDC insulator in the Electrical Interface Cabinet. *Measure at the 24VDC insulator in the Electrical Interface Cabinet. All devices listed for 11A circuit reading must be OFF. 120 120

17FL349 Panel Only (Not applicable on 17FL373 Panel.)

Engine service lights turned OFF.

11A

TB30

11T 11FR 11HTR 712 71 11L 12M 12F

TB30 TB30 TB30 TB32 TB32 CB30 * *

>36 >10 >200

Ground level engine shutdown switch open The following must be turned OFF: Brake cabinet service light, operator cab light, passenger seat compartment service light, hazard lights, headlights, ground level engine shutdown switch, engine governor heater switch (MTU 396 only - in Electrical Interface Cabinet), left and right side engine service lights. Engine governor heater switch in Electrical Interface Cabinet open. (MTU 396 engine only) (MTU 396 engine only) (MTU 396 engine only) The Electrical Interface Cabinet service lights must be switched OFF. Measure at circuit breaker CB30 in cab. *Measure at AID Module terminal B-13 under passenger seat in cab. *Measure at AID Module terminal B-12 under passenger seat in cab.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-5

Resistance Checks, Propulsion System Circuits: 4. Additional preparation NOTE: Be certain preparations described in step 1. have been completed. a. Verify the PSC (17FL320) panel 104 pin connectors are removed. b. Verify the TCI panel connectors are removed. c. Place the two Inverter Switches in the Information Display Panel, on the side of the control cabinet in the CUTOUT position (down). d. Place the GF Cutout Switch, located in the Information Display Panel on the side of the control cabinet, in the CUTOUT position (down). e. Verify the Rest switch on the instrument panel is in the REST state. f. Disconnect the CCLR1 connector and the CCLR2 connector located in the electrical cabinet, to the left of the AFSE. g. Disconnect the RTN62 wire on TB4-D to remove the VAMS ground circuit. h. Remove the wires on the GB1 ground block, behind the AFSE. Make sure the lug on these wires are not touching one another after the wires are removed.

8. VOM positive lead on the DC negative bus and the VOM negative lead on the DC positive bus. On the Rx1 scale the resistance should be approximately 5.5 ohms.

Chopper Modules (CM1, CM2): 9. With the VOM set on the Rx10,000 scale, measure the following at each Chopper Module in the electrical cabinet (left side when facing cabinet). GR(-) wire to ground - approximately 2 megohms or greater. GR(+) wire to ground - approximately 2 megohms or greater.

Gate Driver Power Supply (GDPS): Note: Verify 50 amp fuse (BATFU) is removed. 10. With the VOM set on the Rx10,000 scale, measure the following at the Gate Drive Power Supply, located in the electrical cabinet, below the Chopper Modules (left side when facing cabinet). Terminal AI-1 (circuit #GDAI1) to ground - 2 megohms or greater. Terminal AI-2 (circuit #GDAI2) to ground - 2 megohms or greater. Terminal AI-3 (circuit #T305) to ground - 2 megohms or greater. Terminal 1B+ (circuit #BATPO1) to ground approximately 1000 ohms or or greater. Terminal 1B+ to terminal 1B- (circuit #RTNO1) - approximately 1.0K ohms on the Rx100 scale. Terminal 1B- to ground - read 0 ohms.

DC Link Checks: NOTE: Use an analog meter (VOM) to measure resistance in the following steps: 5. Place VOM positive lead on the DC plus link bus (top bus bar) and the VOM negative lead on a cabinet ground. Resistance should be 2 megohms or greater. 6. Place VOM positive lead on the DC negative bus (bus underneath the positive link) and the VOM negative lead on a cabinet ground. Resistance should be 2 megohms or greater. 7. Place VOM positive lead on the DC plus link and the VOM negative lead on the DC negative link. VOM must be on the Rx1 scale otherwise the link capacitors will start charging and an accurate reading will not be possible. Resistance should be infinity ().

E3-6

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

AFSE P1 adjustment: 11. Connect an ohmmeter from the wiper of Pot P1 (cathode of ZD1) to Terminal E (GND) on the Battery Boost Module. If necessary, adjust P1 to obtain an ohmmeter reading of 6000 ohms. 12. Restore the following circuits: a. Reconnect ground wires at GB1 ground block. b. Reconnect wire RTN62 on TB4-D. c. Reconnect the CCLR1 and CCLR2 connectors. GRR wiring: 13. Remove the circuit #DCP20 wire on the DCPBUS located to the right of the Main Rectifier Panel (RD). Connect the VOM positive lead to this wire and the negative lead to the negative link bus. Make sure the ground block wires are connected. Resistance should be 10K ohms. 14. Reconnect DCP20. 15. Measure between the GRRC wire on GFIP Terminal A to ground. Resistance should be 500 ohms. 16. Restore all circuits, harness connectors etc. Remove meters. 17. Close battery disconnect switches. Close all open circuit breakers.

Battery and Control Circuit Checks of System With Battery Power ON

CHECK TO BE CERTAIN LINK VOLTAGE IS DRAINED OFF before performing tests.

1. Preparation for Power Supply Voltage Checks: a. Remove the 50 amp system fuse (BATFU) located on the bottom left wall in the left compartment of the control cabinet. b. If equipped with MTU 396 engine, disconnect circuits 21SS and 21SR and insulate wire terminals at the engine starter. If equipped with Komatsu or MTU/DDC 16V4000 engine, disconnect circuit 21B wires at the starter solenoids and insulate. c. Open the PSC panel (17FL320) cover and pull all cards except the 17FB127 power supply card forward just enough to disconnect the cards from the panel. 1.) Verify the CNA, CNB, CNC, and CND connectors are installed. d. Open the TCI panel (located in the Electrical Interface Cabinet) cover and pull all the cards, except the 17FB127 power supply card, forward just enough to disconnect the cards from the panel . 1.) Verify the CNP round connector is installed. 2.) Verify the CNA and CNB connectors are installed e. Verify circuit breakers and battery disconnect switches are closed. f. Verify key switch and 5 minute idle delay timer are off.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-7

A3PV Panel (17FM458A2): 2. Measure the following resistances at the terminals on the Alternator 3-phase Voltage Measuring Module in the electrical cabinet (left side when facing cabinet): Terminal G to ground - Approximately 900 ohms Terminal E to ground - Approximately 150 ohms Terminal E (negative lead) to Terminal G (positive lead) - Approximately 6K ohms. Sensor Power Supply (SPS): 3. Measure the following resistances at the Sensor Power Supply located in the center of the electrical cabinet, above the terminal boards: V ( +) P24VDC19 to ground: >100 ohms VR ( +) RTN58 to ground: 0 ohms S ( +) P24VDC14 to ground: >100 ohms RS ( +) RTN57 to ground: 0 ohms S (-) N24VDC14 to ground: >100 ohms RS (-) RTN61 to ground: 0 ohms V (-) N24VDC19 to ground: >100 ohms VR (-) RTN60 to ground: 0 ohms IN (-) RTN59 to ground: 0 ohms IN (+) BP24V03 to ground: >100 ohms 4. Preparation continued. a. Verify key switch is OFF, batteries are connected and the battery disconnect switches closed. b. Verify all circuit breakers are closed. c. Ground level shutdown/prop lock out switch must be closed (Run position).

NOTE: The voltage should be 25.0 volts minimum. If voltage is significantly low, check battery circuits. If voltage is slightly low, install a battery charger. 6. Check and record circuit 11B1 voltage to ground. Read approximately 12V DC. 7. Using a digital multimeter, check polarity at the BATFU fuse holder. With the leads on BATP (positive lead) and RTN (negative lead) meter should indicate BATP is positive. 8. Turn the Key Switch ON. 9. Check Circuit 712 to ground. Voltage should equal the Circuit 11 value in step 5. 10. Turn the Key Switch OFF. disconnect switches. Open the battery

11. Reinstall the 50 amp fuse (BATFU). Checks with Key Switch ON: 1. Close the battery disconnect switches. Turn key switch ON. 2. Turn ON the Control Power Switch (CPS) in the Information Display Panel on the side of the control cabinet. 3. Measure voltage between the circuits listed below and cabinet ground: At A3PV (17FM458 panel, left side of control cabinet), measure +15VDC at terminal G (circuit P15VDC04). At A3PV, measure -15VDC at terminal E (circuit N15VDC04). 4. Measure and verify the specified voltage to ground at the following locations in the Electrical Interface cabinet: +15 volts at the 15PV wire on TB29. (From TCI, supply to operator control pedals) +15 volts at the 15V wire on TB21.(From TCI, power to cab gauges) Approximately 11 volts at the 10V wire on TB28. If truck is equipped with Komatsu or MTU/DDC 16V4000 engine, measure the following: +15 volts at the 15VL wire on TB32. Approximately 14.8 volts at the 15SIM wire on TB32.

Checks with Key Switch OFF: 5. With key switch OFF, verify 25.0 volts to ground minimum at the location shown in parenthesis on the following circuits: 11 (Front wall, Electrical Interface Cabinet) 11S (TB30) 11L (CB30) 11A (TB30) 11SL (TB28)

E3-8

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

5. Measure voltage between circuit 72E (TB24) (+) and circuit 72R (TB24) (-) in the Electrical Interface Cabinet. Voltage should be 5.0 volts. 6. If truck is equipped with Komatsu engine, install a jumper from 22F0 @ TB32 to ground. Voltage should change to 7.0 volts. 7. Remove jumper to 22F0. 8. Verify the display on the DID panel is lit.

12. Connect a VOM across the screws securing the green plate on the edge of the 17FB144 card in the TCI panel. Connect the positive lead to the top screw and the negative lead to the bottom screw Verify approximately 3.5 volts. Note: If battery voltage is low in step 12 or 13, refer to Memory Backup Battery Replacement instructions on the following page. TCI Card Checks: 13. Turn OFF the Control Power Switch (CPS). 14. Plug in the 17FB144, 17FB160, and 17FB104 cards.

Sensor Power Supply (SPS): NOTE: Check only if experiencing problems with the Fiber Optic Card, the LEMs, or the Capacitor Monitor Panel. 9. Measure and verify the specified voltages below: Input Voltage Voltage should be between +20 and +32 volts with voltmeter positive (+) lead on IN+ (SP24V03) and negative lead (-) on IN- (RTN59). Positive Output Voltage Voltage should be between +22.8 and +25.2 volts with voltmeter positive (+) lead on V+ (P24VDC19) and negative lead on VR+ (RTN58). Negative Output Voltage Voltage should be between -22.8 and -25.2 volts with voltmeter positive (+) lead on V- (N24VDC19) and negative lead on VR- (RTN60).

15. While observing the FATL LEDs at the bottom of the 17FB144 card by the card extractor, turn ON the Control Power Switch and notice that both LEDs will turn on briefly then turn off. 16. If either LED stays lit with the Control Power on, it indicates that a TCI card is defective or the 5 volt supply is not present.

Be certain control power is turned OFF before removing or installing cards in the following procedure. 17. Turn CPS OFF and pull each TCI card individually to determine which card may be causing the LED to stay lit.

CPU Battery Checks: 10. Turn OFF the Control Power Switch (CPS) for this test. 11. Connect a VOM across the screws securing the green plate on the edge of the 17FB147 card in the PSC panel. Connect the positive lead to the top screw (2, Figure 3-3) and the negative lead to the bottom screw (4). Verify approximately 3.5 volts.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-9

MEMORY BACKUP BATTERY REPLACEMENT The replaceable memory backup battery on the 17FB144 or 17FB147 card will require replacement if voltage is low when performing CPU Battery Checks test or if during truck operation an event code appears on the DID display as follows: 17FB147: Event Number 095 (BBRAM Battery Low) 17FB144: Event Number 633 (BBRAM Battery Failure) To replace the battery on either card: 1. With control power OFF, remove the appropriate card and locate the green plate with the battery, near the card edge. (See Figure 3-3.) 2. Have a replacement battery (Komatsu Part Number GE0455) available for immediate installation. To prevent data loss, the new battery must be installed within 5 minutes of removal of the old battery. 3. Remove the 2 screws (2 & 4, Figure 3-3) retaining the battery assembly (3) to the mounting bocks. (Note arrow direction (polarity) on green plate before removal.) 4. Remove old battery and install new battery positioned for proper polarity. Reinstall screws. 5. Reinstall card in appropriate panel slot.

TCI PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the TCI.

BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.

1. Disconnect Circuits 21SS and 21SR, and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate 21B circuits at starter solenoids. Apply park brake and brake lock. a. Connect the serial communication cable from the PTU to the TCI port located behind the center console in the cab on the passenger side. b. Be certain the Rest Switch in the cab is in the REST position. 2. Turn the key switch ON.

To program the 17FB144 CPU card: c:\>ACNMENU {enter} Highlight DOWNLOAD TCI PANEL" {enter} Highlight SELECT TCI SETUP {enter} Cursor to the appropriate configuration file for the truck being programmed from the list of configuration files {enter} Highlight- DOWNLOAD TCI PANEL {enter} Highlight- DOWNLOAD TCI {enter}

3. Cycle keyswitch or CPS when requested on screen. 4. Verify the Object Code and Configuration file shown on the screen for downloading is correct.

FIGURE 3-3. BATTERY LOCATION (PSC Panel Shown) 1. FB147 CPU Card 2. Positive (+) Screw 3. Battery Assy. 4. Negative (-) Screw 5. FL320 Panel Enclosure

E3-10

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

PSC PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.

INVERTER PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.

BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.

BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED AND ENGINE IS NOT RUNNING BEFO R E P E RFO R MI NG TH E FO LLOW ING PROCEDURES. 1. Open the right door on the Electrical Control Cabinet and connect the serial communication cable from the PTU to one of the two ports located to the right of the PSC Panel. (RS11 is used for the inverter card in slot No. 09, RS12 is used for the inverter card in slot No. 11.)

1. Disconnect Circuits 21SS and 21SR and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate circuit 21B at the starter solenoids. Apply park brake and brake lock. a. Connect the serial communication cable from the PTU to the PSC port located behind the center console in the cab on the operators side. b. Be certain the Rest Switch in the cab is in the REST position. 2. Turn the Key Switch ON.

To program the Inverters: c:\>ACNMENU {enter} Highlight DOWNLOAD INVERTERS {enter} Highlight either DOWNLOAD TMC (17FB172) or DOWNLOAD IMC (17FB138), depending on which cards are installed in slots No. 09 and 11. {enter}.

To program the 17FB147 CPU card: c:\>ACNMENU {enter} Highlight DOWNLOAD PSC PANEL {enter} Highlight SELECT PSC SETUP Cursor to the appropriate configuration file for the truck being programmed from the list of configuration files {enter} Highlight DOWNLOAD PSC PANEL Highlight DOWNLOAD PSC 2. Cycle keyswitch or CPS when requested on screen. 3. Verify the file shown on the screen for downloading is correct.

3. Cycle keyswitch or CPS when requested on screen. 4. Verify the Object Code and Configuration file shown on the screen for downloading is correct.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-11

TCI CHECKOUT

View/Set the Date and Time in the PSC panel: Cursor to Special Tasks {enter} Cursor to View/Set Time {enter} Cursor to Day of Month Type day of month {enter} Arrow to desired month {enter} Cursor to year - type year {enter} Cursor to hour - type hour {enter} Cursor to minute - type minute {enter} Move cursor to (reset clock) {enter} Cursor to exit {enter} Check Comm Status: On the TCI PTU: Move the cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} Verify PTU display indicates: COMMLINK=OK {escape}{escape} On the PSC PTU: Move the cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify PTU display indicates: COMMLINK=OK {escape} {escape} Check Modular Mining Communication Port: 4. Connect the serial communication cable from a PTU to the port near the DID panel in the cab behind passenger seat. c:\>ACNMENU {enter} Highlight - PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} Verify the PTU is communicating on this screen by observing a blinking cursor on the screen. {escape} {escape}

BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLWING PROCEDURES. 1. Disconnect Circuits 21SS and 21SR, and insulate from engine starter if equipped with MTU 396 engine. If MTU/DDC 16V4000 or Komatsu engine is installed, disconnect and insulate 21B circuits at starter solenoids. Apply park brake and brake lock. Log on to the TCI panel: 2. Connect the serial communication cable from the PTU to the TCI port located behind the center console in the cab on the passenger seat side. Turn control power ON. c:\>ACNMENU {enter} Highlight- PTU TCI & PSC {enter} Type technicians (your) name {enter} Type your password {enter} Set the Date and Time in the TCI panel: Cursor to Special Tasks {enter} Cursor to Set Date & Time {enter} Cursor to Day of Month Type day of month {enter} Cursor to month {enter} Arrow to desired month {enter} Cursor to year - type year {enter} Cursor to hour - type hour {enter} Cursor to minute - type minute {enter} Move cursor to (reset clock) {enter} Cursor to exit {enter} Log on to the PSC panel: 3. Connect the serial communication cable from another PTU to the PSC port, behind the center console in the cab on the driver side. c:\>ACNMENU {enter} Highlight - PTU TCI & PSC {enter} Type your name {enter} Type your password {enter}

E3-12

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

TCI Analog Input Checks: On the TCI PTU: Move cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} 1. Verify analog values and functions highlighted on the PTU are similar to the examples below:

Note: Actual values shown in illustrations will vary from those displayed on truck being serviced:

2. Press {enter} to display TCI SERIAL LINK DATA screen shown below:

3. Press {enter} to display TCI ANALOG INPUT CHANNELS screen below:

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-13

TCI Digital Output Tests: Note: The lamp test switch on the Overhead Display will not activate the G.E. propulsion system lamps when the PTU is in the Manual Digital Output Test mode. 1. Apply the park brake switch and place the Rest switch in the OFF position. 2. On the TCI COMMUNICATION MENU, place cursor on Engine Stopped Tasks and press {enter}. 3. Place cursor on Manual Test Screen. Press {enter}. 4. For Table II steps 1 through 17, turn on each discrete output by highlighting it then pressing {enter}. After the output is verified, press {enter} to turn it off. Refer to Figure 3-4 for lamp location and color.

Before performing step 18 (Table II), verify circuits 21SS and 21SR (MTU 396 engine) are removed from the starters or 21 B (MTU/DDC 16V4000 or Komatsu engine) are removed from starter solenoids and the parking brake is applied. 5. For Table II, step 18, change PTU from Engine Stopped Tasks screen to Real Time Data screen: {escape} {escape} cursor to Normal Operation {enter} cursor to TCI Real Time Data screen {enter} a. Place selector switch in NEUTRAL and apply park brake.

TABLE II: TCI DIGITAL OUTPUT TESTS


STEP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 DO NAME RESTLT PSCNOTRDY REDUCELT LINKONLT TEMPWARNLT NORETARDLT NOPROPELLT PSCWARNLT RTRDCONTLT HYDBHOTLT PKBRKON RETARDLT RETARDXLT BATSEPC SPEED1 SPEED2 REVERSELT DESCRIPTION Rest Light Propel System Not Ready Light Reduced Propulsion Level Light Link ON light, DID Panel (Behind Operators Seat) Propulsion System Temperature Warning Light No Retard, No Propel Light No Propel Light PSC Warning Light Reduced Retarding Light Hydraulic Brake Fluid Hot Light Verify park brake switch is applied: Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts Press {enter} to turn PKBRKON on: Verify approx. 24 volts Retard Light (on overhead display) Retard light (on top of cab and rear of truck) Battery Separate Relay Measure Circuit 21BSR @ TB28 to ground With BATSEPC highlighted, press {enter}: verify 0.0 VDC not used not used Activates backup horn and backup lights LOCATION (FIG. 3-4) B6 C6 D6 C5 A5 A6 B5 D6 D5 A3 D3

B4

Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal

E3-14

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

b. Turn key switch to START position. Trucks without prelube system: Measure 24V DC to ground on Circuit 21A (TB25) and also 21B (TB31) to ground. Trucks with prelube system: Measure 24V DC to ground on Circuit 21A @ TB25 and also 21PT @ TB28 to ground, after the prelube system has reached proper oil pressure. (Note: Engine oil level must be correct.) Verify digital input ENGSTRTREQ and digital outputs ENGCRANK, ENGCRNKX, and BATSEPC are highlighted when 21A (& 21PT) and 21B are 24V DC. 6. Return key switch to ON position. 7. Move selector switch to FORWARD. 8. Turn key switch to START. Circuit 21A should remain 0V DC. 9. Release key switch. 10. Place selector switch in NEUTRAL. 11. Place park brake switch in the OFF position. 12. Turn key switch to START position. Circuit 21A should remain 0VDC. 13. Release the key switch. 14. Apply parking brake.
Row / Column A1* B1* C1 D1 E1 A2* B2* C2* D2* E2* A3* B3* C3* D3* E3 A4* B4* C4* D4* E4* A5 B5 C5 D5 Indicator Description Indicator Color

FIGURE 3-4. STATUS/WARNING LIGHTS

AUX ERROR CODE Check: 1. With the PTU still on the TCI Real Time Data screen, check the AUX_ERROR_CODE at the upper right of the screen: Value should be blank or (001) Note: Value will be (-01) if the TCI is not communicating with the aux inverter.

Spare Low Steering Pressure Red Low Accumulator Precharge Red Spare Low Brake Pressure Red Low Hydraulic Tank Level Red Autolube Low Pressure Amber Circuit Breaker Tripped Amber Hydraulic Oil Filter Restricted Amber Low Fuel Amber Park Brake Applied Amber Service Brake Applied Amber Body Up Amber Dynamic Retarding Applied Amber STOP ENGINE Red Spare Manual Back-Up Lights Amber 5 Min. Shutdown Timer Amber Retard Speed Control Amber CHECK ENGINE Amber No Propel/Retard Red Propulsion System Caution Amber Propulsion Sys. Temp. Caution Amber High Brake/Hydraulic Oil Temp. Red STOP ENGINE (Komatsu engine E5* Red only) A6 No Propel Red B6 Propulsion System at Rest Amber C6 Propulsion System Not Ready Amber D6 Propel System at Reduced Level Amber E6 Retard System at Reduced Level Amber NOTE: On later model trucks, lamps indicated * can be dimmed using dimmer control on Overhead Display Panel

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-15

TCI Digital Input Tests: 1. Verify park brake switch is on. Turn REST switch OFF (down). 2. On the TCI COMMUNICATION MENU, select Engine Stopped Tasks and press {enter}. cursor to Manual Test Screen 3. Activate each truck function listed in Table III for Table checkout steps 1 through 16. Verify the inputs are highlighted on the PTU screen when activated. When performing step 1 in Table III, and if truck is equipped with warning/caution light dimmer, adjust the dimmer control and verify intensity of lamps indicated by * in Figure 3-4 can be varied. (Remaining lamps will remain at full intensity regardless of dimmer control position.) NOTE: In some steps it may be necessary to jumper a circuit to activate the function. Refer to Table III below for instructions.

4. Turn OFF and ON all circuit breakers on relay boards RB1, RB2, RB3, RB4, and RB5 in the Electrical Interface Cabinet. Verify the Circuit Breaker Tripped lamp on the overhead display illuminates when each circuit breaker is turned off, except as noted below. Note: To check CB19 on relay board #3, selector switch must be in REVERSE position. CB20 will not activate Circuit Breaker Tripped lamp when turned off. 5. Turn OFF circuit breakers on RB2. Verify the Circuit Breaker Tripped lamp on the overhead display illuminates. 6. Check steps 17 and 18 in Table below. 7. Remove jumpers and turn circuit breakers on RB2 ON. 8. Press {escape} {escape}

DID Display: 1. Observe the DID display. The cursor to the right of the event code should appear to spin.

E3-16

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

STEP
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

DO NAME
LAMPTEST ENGCAUTION ENGWARN RESET RESTSW REVREQ FORREQ ENGKILL DATASTORE BODYDWN PRKBRKSW PRKBRKFDBK ENGSTRTREQ RSC OVERPAYLD CONTROLON

TABLE III: TCI DIGITAL INPUT TESTS DESCRIPTION


Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate) Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp) (Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU.) Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp) If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.) Clear/delete pushbutton switch on Console Rest Switch (Place switch in RESTposition to activate) Selector Switch in REVERSE position Selector Switch in FORWARD position Engine Shutdown Switch (Depress switch on console) Data Store Switch (on front of console - push to activate) Body Up Switch (Activated when body is down) Park Brake Switch (Highlighted with switch ON) Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on brake manifold in brake cabinet to ground to remove highlight.) Engine Start Request (Refer to Digital Input for check procedure) Retard Speed Control Switch (on console - pull up to highlight) Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32) Control Power ON (Do not check)

Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF):
17 18 MIDPAYLD FULLPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.) Truck Fully Loaded (Jumper 73LS @TB25 to ground.)

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-17

PSC Checkout Procedure


PSC Digital Output Tests: 1. Turn OFF the Control Power Switch. 2. Place the Rest Switch In the cab in the OFF position. Turn Park Brake switch ON. 3. Disconnect the round connector at the top of each Phase Module and Chopper Module. 4. Connect the serial communication cable from the PTU to the PSC port, behind the center console on the drivers side. 5. Turn ON the Control Power Switch. 6. Type the following on the PTU keyboard: c:\>ACNMENU {enter} Highlight PTU TCI and PSC {enter} Type your name {enter} Type your password {enter} Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter}

7. Highlight the devices listed in steps 1 through 11 in the Table below on the digital output section on this screen and then press {enter}. Press {enter} again to turn off 8. For step 14 (GD1E) in Table IV below, use an AC voltmeter set on 750V AC scale to check for 90 to 100 volts AC between the pins on each round connector removed in step 3 (cable side) to Inverter 1, (top row). 9. Use the AC voltmeter to check for 90 to 100 volts AC between the pins on the round connector on the top of Chopper Module One (CM1 G-X) removed in step 3. Press {escape} {escape} 10. Turn OFF the Control Power Switch 11. Reconnect the round connectors to Inverter 1. 12. Reconnect the round connector to Chopper Module 1.

TABLE IV: PSC DIGITAL OUTPUT TEST


STEP 1 DO NAME GF DESCRIPTION GF Contactor DEVICE CHECKOUT Verify the GF contactor picks up and GFFB is highlighted on the PTU (NOTE: The GF Cutout Switch must be in the NORMAL (up) position to check). 2 GFR GFR Contactor Verify the GFR relay picks up and GFRFB is highlighted. 3 RP1 RP1 Contactor Verify RP1 picks up and RP1FB is highlighted. 4 RP2 RP2 Contactor Verify RP2 picks up and RP2FB is highlighted. 5 RP3 RP3 Contactor Verify RP3 picks up and RP3FB is highlighted. With CPRL highlighted turn off CPS and verify that control power is not 6 CPRL Control Power Relay lost. Turn CPS back on. With AFSE highlighted verify 24 volts to ground on the +25 terminal on 7 AFSE Alternator Field Static Exciter the AFSE terminal board. Verify the second LED from the top (labelled Control System OK), located 8 SYSRUN Control System OK LED on Information Display Panel on the side of the control cabinet is ON. Verify the fourth LED from the top (labelled Test Mode), located on the 9 TEST Test Mode LED Information Display Panel on the side of the control cabinet is ON. Verify the fifth LED from the top (labelled Rest Mode), located on the 10 REST Rest Mode LED Information Display Panel on the side of the control cabinet is ON. Verify the third LED from the top (labelled System Fault), located on the 11 SYSFLT System Fault LED side of the control cabinet is on. For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor across circuits 79RD (TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed. 12 FORT Forward Travel Direction Verify circuit 72FD changes from 24VDC to 0VDC when FORT is activated 13 REVT Reverse Travel Direction Verify circuit 79RD changes from 24VDC to 0VDC when REVT is activated Gate Drive Power, Inverter 1 Enable 14 GD1E Refer to steps 8 through 15 in digital output test procedure. Signal Gate Drive Power, Inverter 2 Enable 15 GD2E Refer to steps 16 through 24 in digital output test procedure. Signal 16 CMCTL Chopper Module Control Do not check. 17 AUXRESET AUX Inverter Reset Do not check.

E3-18

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

13. Turn ON the Control Power Switch Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter} Highlight GD1E on the digital output section and press {enter}.

21. Turn ON the Control Power Switch Cursor to Engine Stopped Tasks {enter} Cursor to Manual Test Mode {enter} Highlight GD2E on the digital output section and press {enter}.

When performing the following procedures, never look directly into the fiber optic light. Eye damage could result. 14. Carefully remove the grey plug on the top of each Phase Module for Inverter 1. Without looking directly into the plug on each Phase Module, verify that a red light is present. 15. Carefully remove the grey plug on the top of Chopper Module 1. Without looking directly into the plug on Chopper Module One, verify that a red light is present. 16. For step 15 (GD2E) in the PSC Digital Output Test Table, use an AC voltmeter to check for 90 to 100 volts AC between the pins on each round connector removed in step 3 (cable side) to Inverter 2 (bottom row). 17. Use an AC voltmeter to check for 90 to 100 volts AC between the pins on the round connector on the top of Chopper Module 2 (CM2 G-X) removed in step 3. Press {escape} {escape} 18. Turn OFF the Control Power Switch 19. Reconnect the round connectors to Inverter 2. 20. Reconnect the round connector for Chopper Module 2.

When performing the following procedures, never look directly into the fiber optic light. Eye damage could result.

22. Carefully remove the grey plug on the top of each Phase Module for Inverter 2. Without looking directly into the plug on each Phase Module, verify that a red light is present. 23. Carefully remove the grey plug on the top of Chopper Module 2. Without looking directly into the plug on Chopper Module 2, verify that a red light is present. 24. Reconnect plug on each Phase Module 2 for inverter 2 and Chopper Module 2.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-19

PSC Digital Input Checks: The following tests are made on the Manual Test Screen as selected during PSC Digital Output Test procedure. 1. With the key switch and the Control Power Switch ON: Verify the digital inputs in steps 1 through 5 in Table V below are highlighted. 2. Check digital inputs in Table steps 7 through 9 using the instructions in the Device Checkout column. Highlight CPRL on the digital output section of the PTU screen and then press {enter}.

3. Turn OFF the key switch in the cab. KEYSW and CPSFB will no longer be highlighted 4. Turn ON the key switch. 5. Turn OFF the Control Power Switch. KEYSW will stay highlighted, CPSFB will no longer be highlighted. 6. Turn ON the Control Power Switch. Press {enter} to turn off CPRL. {escape} {escape} 7. Turn OFF Control Power Switch.

STEP
1 2 3 4 5 6 7 8 9

DI NAME
KEYSW CPSFB CNFB CNIFB CNXFB INV1CO INV2CO BRKON1 BRKON2

TABLE V: PSC DIGITAL INPUT TEST DESCRIPTION DEVICE CHECKOUT


Key Switch Control Power Switch Feedback Panel Connectors Status CNI and CNENG Connector Status Auxiliary Blower Connector Status Inverter 1 Cutout Switch Status Inverter 2 Cutout Switch Status Service Brake Apply Status Service Brake Apply Status With the Key Switch and Control Power Switch ON, digital inputs should be highlighted.

Will be highlighted with Inverter #1 switch on the side of the control cabinet in the CUTOUT position (down). Will be highlighted with Inverter #2 switch on the side of the control cabinet in the CUTOUT position (down). Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires do not have to be removed.)

E3-20

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

17FM458 Panel Checks: A3PV Panel 1. Remove the wires from panel terminals A and C. 2. With the Control Power Switch ON, measure voltage between terminals D and F: Verify 0.0 30 Millivolts. 3. Connect a jumper wire from the BATFU fuse located on the bottom left wall in the left compartment to terminal A on A3PV. 4. Connect a jumper wire from a cabinet ground to terminal C on A3PV. 5. Measured voltage between terminals D and F. Verify panel output is 0.12 volts (battery volts divided by 200) 6. Connect a serial communication cable from the PTU to the PSC. 7. On the PSC PTU, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data Screen {enter} Verify A3PV is approximately 1.17 X battery volts 8. Remove the jumper wires. 9. Reconnect the wires to terminals A and C.

6. With the PTU connected to the PSC, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify LINKV is equal to battery volts 7. Remove the jumper wires. Reconnect the wires to terminals A and C.

Thermistor Checks: 1. With the PTU connected to the PSC: Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Verify AUXPCT is showing ambient temperature Verify AUXIT is showing ambient temperature Verify AFSET is showing ambient temperature

17FM384 Panel Check: 1. With the PTU connected to the PSC; Cursor to Normal Operation {enter}. Cursor to PSC Real Time Data {enter} 2. Carefully remove the FAILDIOD wire from terminal D on the 17FM384 panel.

LINKV Panel 1. Remove the wires from panel terminals A and C. 2. With the Control Power Switch ON, measure voltage between terminals D and F: Verify 0.0 30 Millivolts. 3. Connect a jumper wire from the BATFU fuse located on the bottom left wall in the left compartment to terminal A on LINKV. 4. Connect a jumper wire from a cabinet ground to terminal C on LINKV. 5. Measure voltage between terminals D and F. Verify panel output is 0.12 volts (battery volts divided by 200)

Verify FDIODE is highlighted on PTU screen 3. Reconnect wire to terminal D.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-21

Pedal Percentages and Meter Calibration


The following procedures are used to calibrate the retarder and accelerator pedals, retarder lever, and the hydraulic brake temperature and propel system temperature gauges and the speedometer for the software. If any of the above components require replacement during truck servicing or troubleshooting procedures, the new or rebuilt component must be recalibrated using the applicable procedure before the truck is returned to service.

Meter Calibration Procedure 1. Connect the serial communication cable from the PTU to the TCI port, behind the center console, on the passenger side. 2. Turn ON the Key Switch and the Control Power Switch. 3. On the PTU, enter the following: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} 4. Turn park brake switch ON and turn Rest switch OFF. C: Hydraulic Brake Fluid Temperature Meter: Cursor to Engine Stopped Tasks {enter} Cursor to Temporary Meter Calibration. {enter} Cursor to the box to the right of Type a Test Hydraulic brake Fluid Temperature {enter} Type in: 120 {enter} 5. Hydraulic Brake Fluid Temperature meter should move to a position near the line separating green and red. Move the cursor to the Increment\Decrement boxes and press {enter} to position the meter pointer on the line between the green and red sections. 6. When at the desired meter position, record the value shown in the Gauge Scale box. D: Propulsion System Temperature Meter: Cursor to the box to the right of Type a Test Propulsion System Temperature {enter} Type in: 60 {enter} 7. Propulsion System Temperature meter should move to a position near the line separating green and yellow. Move the cursor to the Increment\Decrement boxes and press {enter} to position the meter pointer between the green and yellow sections. 8. When at the desired meter position, record the value that is in the Gauge Scale box.

1. Connect the serial communication cable from the PTU to the PSC port, behind the center console on the drivers side. 2. Turn keyswitch and Control power Switch ON. 3. Enter the following on the PTU: c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to View/Set PSC Analog Outputs {enter}

A: Retard Pedal: Cursor to the box in the # column on channel one {enter} Type in: 359 {enter} 1. Parameter name will be rpinhi_ail5. Record the parameter value with the retard pedal fully released. (typical value; 1.50 volts). Record the parameter value with the retard pedal fully depressed. (typical value; 9.50 volts). B: Retard Lever: Cursor to the box in the # column on channel two {enter} Type in: 344 {enter} 1. Parameter name will be retlever_ail4. Record the parameter value with the lever up (typical value; 0.0 volts). Record the parameter value with the lever down (typical value; 8.75 volts).

E3-22

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

E: Truck Speed: Arrow to mph box {enter} Type in: 25 {enter} 9. Adjust speedometer internal adjustment pot to obtain 25 mph (or 40 km/h). Type in: 40 10. Verify speedometer in cab reads 40 mph (or 64 km/h). 11. Press {escape} to return to Engine Stopped Menu screen. Cursor to Exit {enter} On the TCI Communication Menu, cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} With TCI Real Time Data screen displayed, press {enter} to go to TCI Serial Link Data screen Press {enter} to go to TCI Analog Input Channels screen

12. Record the following information from the screen: F: Accelerator pedal: Record the accel pedal voltage with pedal released (typical value; 1.61) Record the accel pedal voltage with pedal fully depressed (typical value; 8.53) G: Retard Speed Pot Setting: 13. Pull the retard speed control button UP. Record value of RSC POT with knob fully counterclockwise (typical value; 10.75) Record value of RSC POT with knob fully clockwise (typical value; 0.01) H: Pot Reference: Record value of POTREF (typical value; 10.86) 14. Press {escape} to return to TCI Normal Operation Menu. Cursor to Exit {enter} On TCI Communication Menu, cursor to Exit {enter} {enter} to return to Main Menu.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-23

Reprogram With Serial Numbers and Pedal Percentages: On the Main Menu, highlight AC TRUCK SETUP (CFG) {enter} Cursor to Mine Configuration {enter} Cursor to: 0) Select a truck config, currently using file: {enter} Cursor to desired configuration file {enter} Cursor to: 2) Change/View Serial and Model Numbers {enter} Type serial and model numbers Cursor to Go to Next Truck Serial and Model Number Screen {enter} Type serial and model numbers Cursor to exit {enter} Cursor to: 4) View GE Product Service Screen {enter} Type data Cursor to Leave GE Product Service Screen {enter}

Cursor to: 5) Change/View Truck Specifics {enter} Type accelerator pedal, retard pedal and retard lever percentages (see instructions and example in Figure 3-5), for the OFF and fully applied positions. Type meter scale values, and stat quarter start month. Cursor to Truck Identification Number and type assigned mine truck number {enter} Cursor to Leave Truck Specifics Screen {enter} Cursor to S) Save a truck configuration, filename: {enter} Type the configuration filename {enter} Cursor to Q) Quit {enter} Type Y

Use the following formulas to determine accelerator pedal, retard pedal, and retard lever percentages to input on the Change/View Truck Specifics screen: accel pedal value, from step F 100 = value For Truck Specifics screen pot reference, from step H retard pedal value, from step A 100 = value For Truck Specifics screen pot reference, from step H retard lever value, from step B 100 = value For Truck Specifics screen pot reference, from step H

Example:
To determine accelerator pedal percentages using above formula: 1. Divide accelerator voltage with pedal released (1.61 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply result by 100 to obtain percentage value to enter for percent accel pedal travel off request on Change/View Truck Specifics screen. 2. Divide accelerator voltage with pedal applied (8.53 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply result by 100 to obtain percentage value to enter for percent accel pedal travel full request on Change/View Truck Specifics screen.

FIGURE 3-5. PEDAL PERCENTAGE CALCULATIONS

E3-24

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

I: Program TCI (PTU connected to TCI port) 1. Place the REST switch in the OFF position and turn keyswitch ON. To program the 17FB144 CPU card: From the Main Menu, highlight DOWNLOAD TCI PANEL {enter} Highlight SELECT TCI SETUP {enter} Cursor to configuration desired {enter} Highlight DOWNLOAD TCI PANEL {enter} Highlight DOWNLOAD TCI {enter} 2. Cycle keyswitch or CPS when requested on screen. 3. Verify the Object Code and Configuration file shown on the screen for downloading are correct.

K: Check Pedal Percentages On the PSC PTU - cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 1. With the accelerator pedal released, verify the following is displayed: ACCEL_SEL = 0.00 2. With the accelerator pedal fully applied, verify the following is displayed: ACCEL_SEL = 1.00 3. With the retard pedal released and retard lever up, verify the following is displayed: RETRD_SEL = 0.00 4. With the retard pedal fully applied, verify the following is displayed: RETRD_SEL = 1.00 5. With the retard lever fully down, verify the following is displayed: RETRD_SEL = 1.00 6. With Retard Speed Control knob pulled up and the knob turned fully counterclockwise, verify the following is displayed: RSCMPH = 5 7. With Retard Speed Control knob pulled up and the knob turned fully clockwise, verify the following is displayed: RSCMPH = 39 (see note below) Note: In step 7, truck configurations 07E and 13E will indicate 31 (instead of 39) for 38.1 gear ratio.

J: Program PSC (PTU connected to PSC port) 1. Turn keyswitch ON. To program the 17FB147 CPU card: From the Main Menu, highlight DOWNLOAD PSC PANEL {enter} Highlight SELECT PSC SETUP {enter} Cursor to configuration desired {enter} Highlight DOWNLOAD PSC PANEL {enter} Highlight DOWNLOAD PSC {enter} 2. Cycle keyswitch or CPS when requested on screen. 3. Verify the Object Code and Configuration file shown on the screen for downloading are correct.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-25

LOAD TESTING
1. Reconnect wires 21SR and 21SS (MTU 396 engine) to the starter or 21B (MTU/DDC 16V4000 or Komatsu engine) to the starter solenoids. 2. Place both Inverter Cutout Switches on the side of the control cabinet to the CUTOUT position (down). 3. Place the Rest Switch in the REST position. 4. Make sure the wheels are chocked, and the park brake switch is ON. 5. Install locks on the three front doors of the electrical cabinet. Also secure the 3 top covers. PRELOAD CHECKS Alternator Speed Sensor Check: 1. Connect an AC voltmeter to circuits 74X (TB22) and 74Z (TB22). 2. Place the GF Cutout Switch in the CUTOUT position (down). 3. With Rest Switch in the REST position, start the engine and operate at low idle. Verify approximately 4 VAC on the meter. Verify tach (in cab) reads approximately 700 RPM. 4. Shut down the engine. Remove voltmeter. Battery Boost Check:

1. Connect a voltmeter across resistor R1 located in the Contactor Box on the Electrical Cabinet. a. Connect the positive lead to BAT b. Connect the negative lead to F101. 2. Close the cabinet door. 3. Turn Key Switch and Control Power Switch ON. 4. Connect one serial communication cable from the PTU to the PSC port. C:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 5. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-6. 6. Connect a second serial communication cable from the PTU to the TCI port. C:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Type your name {enter} Type your password {enter} Cursor to Normal Operation {enter} Cursor to TCI Real Time Data {enter} 7. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-7. 8. Start the engine. 9. Place the GF Cutout Switch in the NORMAL position (up). 10. While observing the voltmeter installed in step 1, place the Rest Switch in the OFF position. The voltmeter will momentarily show about 18 volts and then drop to zero 11. Place the Rest Switch in the ON position. 12. Place the GF Cutout Switch in the CUTOUT position. 13. Shut down the engine. 14. Verify ALL lights indicating link voltage are OFF. 15. Remove the voltmeter and lock the cabinet door.

THE BATTERY BOOST CHECK MUST BE PERFORMED EXACTLY AS DESCRIBED BELOW. Failure to do so may result in serious injury. The contactors in the cabinet with the R1 resistor may be energized with the engine running. DANGEROUS VOLTAGES ARE PRESENT INSIDE THE CABINET. Engine must be OFF during setup preparation. Rest switch in the cab must be in REST. GF cutout switch must be in the CUTOUT position, (down). ALL Link Voltage lights must be OFF.

E3-26

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

FIGURE 3-6. PSC REAL TIME DATA SCREEN

FIGURE 3-7. TCI REAL TIME DATA SCREEN

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-27

ADDITIONAL TRUCK CHECKS Be certain Rest Switch is ON. Place Inverter Cutout switches in the CUTOUT (down) position. 1. Start engine and allow engine to warm up for approximately 10 minutes.

3. Start the engine. 4. Move the GF Cutout Switch to the NORMAL position. 5. Move the Rest Switch to the OFF position. 6. Check the rotation of the Aux Blower. Make sure it is rotating counterclockwise as viewed from the driver side of the truck. Verify the Link Voltage lights are ON. Verify that the exhaust holes on the control cabinet are free of debris and air is flowing out of them. 7. Move the Rest Switch to the REST position. Note the Link Energized lights turn off. 8. Shut down the engine. 9. Replace the Aux Blower cover. Brake System Pressure Switch Checks: 1. Start the engine. 2. Verify the following: All indicator lights on overhead are OFF except System Rest, Propel System Not Ready and Park Brake. 3. Individually check (other than the differential pressure switch in rear axle housing) the service brake system switches on the truck. (This can be done by shorting the circuit to ground, momentarily. The circuits are active while being shorted.) a. Front to rear brake differential Circuit 33Z, in the front of operator cab. (There is a 5-second delay timer in this circuit.) b. Front differential brake Circuit 33Z in the brake cabinet. (There is a 5-second delay timer on this circuit.) 4. Put brake lock switch ON. a. Short Circuit 33T to ground (brake lock degradation pressure switch located in brake cabinet). (There is a 5.0-second delay timer on this circuit.) b. Note that when the brake lock is applied, the service brake lights on the truck are active and the service brake light indicator on the overhead display illuminates.

Hoist & Steering Circuit Switch Checks: 2. On the inner side of the fuel tank, short Circuit 39 on hoist circuit hydraulic filters bypass indicator switch, to ground. The Hydraulic Oil Filter light in overhead turns on. 3. At the steering circuit hydraulic filter, short circuit 39 on filter bypass indicator switch to ground. The Hydraulic Oil Filter light in overhead turns on. 4. On the fuel tank, short Circuit 38 at low fuel level switch to ground. The Low Fuel light indicator in the overhead should light. 5. Short Circuit 51A at nitrogen precharge pressure switches on top of steering accumulators to ground. The Low Accumulator Precharge indicator light is activated. This light stays on even when the short is removed. 6. Use engine shutdown switch on selector switch console to shut down engine. Do not turn Key Switch OFF. The Accumulator Precharge light should remain on and brakes and steering pressure remain charged. 7. Turn key switch OFF. Verify steering pressure bleeds down.

Aux Blower Rotation Check If the blower has been replaced or cables removed and reinstalled, verify correct blower rotation to insure correct hookup. 1. Remove the inspection cover from the Aux Blower on the grid side of the truck. 2. Verify Inverter Cutout Switches are in the CUTOUT position (down).

E3-28

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

5. Connect the PTU to the PSC communication port. c:\>ACNMENU {enter} Highlight PTU TCI & PSC {enter} Enter your name {enter} Enter your password {enter} Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} 6. On the PSC Real Time data screen: Verify BRKR1 and BRKR2 are highlighted when the wheel brake lock is applied. 7. Turn brake lock switch OFF. 8. In the brake cabinet, short Circuit 33 on the brake pressure switch to ground. The low brake pressure light on the overhead display and the low brake pressure buzzer should be active. 9. On the left frame rail, short Circuit 33F at the steering pressure switch on the bleeddown manifold to ground. The low brake pressure, low steering pressure lights in the overhead should come on and the low brake pressure buzzer should be active. Final Checks: 1. Place the REST switch in the OFF position. 2. With the PTU still connected to the PSC port and the PSC REAL TIME DATA screen displayed and the engine running, compare the values displayed with the values shown on the sample screen in Figure 3-8. 3. Verify AUXFB is about 1700 rpm and exhaust air is flowing from the rear exhaust ports of the control cabinet.

Inverter Link Voltage Check: 1. On the PSC PTU: Cursor to Normal Operations {enter} Cursor to View/Set PSC Analog Outputs {enter} Cursor to the box in the # column on channel 3 {enter} Type in : 200 {enter} (Parameter name will be INV1_LINK_VOLTS) Cursor to the box in the # column on channel 4 {enter} Type in : 235 {enter} (Parameter name will be INV2_LINK_VOLTS) 2. With the engine running, move the GF Cutout switch to the NORMAL position and the Rest Switch to the OFF position. Both Inverter link voltages (I1LV and I2LV) at the bottom of the screen should be the approximately the same. 3. Place the Rest switch in the ON position. 4. Press {escape} {escape]. 5. Shut down engine and remove equipment.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-29

On-Board Load Testing


4. On the PSC PTU: Cursor to Normal Operation {enter} Cursor to PSC Real Time Data {enter} Inspect and verify the front and side electrical cabinet doors are closed and locked before performing the following tests. 5. With the engine running, place the Rest Switch in the OFF position. 6. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown in Figure 3-8. 7. Place the Rest Switch in the REST position. 8. On the TCI PTU: Cursor to Normal Operation {enter} Cursor to TCI Real Time data {enter} 9. With the engine running, place the Rest Switch in the OFF position. 10. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown in Figure 3-9.

Preparation: 1. Jumper fan clutch control circuit to lock fan in full on condition. a. If truck is equipped with DDEC engine, jumper circuit 541M @ TB24 to ground. b. If truck is equipped with Komatsu engine, jumper circuit 22FO @ TB32 to ground. Note: With release 17 software installed, load testing can be activated through the DID panel if desired. 2. Connect a VOM from circuit 72E @ TB24 (+) to circuit 72R @ TB24 (-). This is the 10 volt load hand-shaking signal from the engine. (Value should be 5.0 volts with just control power on.) Refer to PVM Test at the end of this section for additional information. 3. Turn brake lock ON.

FIGURE 3-8. PSC REAL TIME DATA SCREEN SAMPLE

E3-30

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

FIGURE 3-9. TCI REAL TIME DATA SCREEN SAMPLE Initiate Loadbox Test: 1. To initiate the loadbox test, on the PSC PTU: Cursor to Normal Operation {enter} Cursor to SELF LOAD ENGINE TEST {enter} Arrow to ENTER LDBX {enter} 2. CCU should momentarily display at the bottom of the screen. (This is a self-test indication). 3. Put the Selector Switch in NEUTRAL and depress the accelerator pedal. RPM must be above 1300 RPM to pick up RP1. 4. Compare the values on the Loadbox Screen to the values shown in Figure 3-10.

FIGURE 3-10. SELF LOAD TEST SCREEN, RP1 PICKED UP

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-31

NOTE: If the HP ADJ value is (-)400 it is an indication that the zero to ten volt engine command is not getting to the PSC (Circuit 72E and 72R). Refer to PVM Optimum Load Curve Handshaking Troubleshooting Test for additional troubleshooting information.

7. Compare values displayed on the Loadbox Test Screen with the sample screen in Figure 3-11. 8. Fully depress the accelerator pedal to pickup all three RP contactors. 9. Compare the values on the loadbox screen with the values shown in the sample screen in Figure 3-12. 10. Record the Loadbox Screen on the PTU as follows:

In the following step, air exhausted from grid vents can be very hot.

a. While viewing the loadbox screen during full load: Press the {F2} key Arrow down to record and press {enter} Type a filename and press {enter} 11. Note the ENGLOAD value On the screen: If the value is 5 volts during load testing, loading is satisfactory. If the value is below 5 volts, the electrical system needs to remove horsepower loading. (This is an indication of a weak engine.) If the value is above 5 volts, the electrical system needs to load the engine more. (This is an indication of a strong engine.)

5. Without touching them, check for air flow from the grid blowers as follows: a. Increase engine RPM until two RP contactors pickup. 1.) Hot air should be felt from one front section of the grid. b. Reduce RPM to idle and then increase RPM to pickup two RP contactors. 1.) Hot air should be flowing from the other front section of the grid. 6. Warmup engine with two RP contactors picked up until the engine coolant temperature stabilizes.

FIGURE 3-11. SELF LOAD TEST SCREEN, RP1 & RP2/3 PICKED UP

E3-32

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

FIGURE 3-12. SELF LOAD TEST, RP1, 2 & 3 PICKED UP 12. The load box screen should be recorded and values compared to values calculated to account for parasitic losses at the elevation of the test site and ambient temperature during testing as follows: Trucks with DDEC engine: a. The output horsepower should be 2700 HP 5% @ 1900 +10, -15 rpm. b. The requested rpm from GE must be 1910 rpm. c. Refer to Figure 3-14 for parasitic losses curve. 1.) Read the parasitic losses from the graph based on ambient temperature and altitude. 2.) Add the value on the graph to the delivered HP to GE and compare that to the -5% value at the rpm rated tolerance. (i.e. 2612 HP plus value from graph = corrected HP) Trucks with Komatsu SSDA16V160 engine: a. The output horsepower should be 2700 HP 5% @ 1900 +10, -15 rpm. b. The requested rpm from GE must be 1900 rpm. c. Refer to Figure 3-13 for parasitic losses curve. 1.) Read the parasitic losses from the graph based on ambient temperature and altitude. 2.) Add the value on the graph to the delivered HP to GE and compare that to the -5% value at the rpm rated tolerance. (i.e. 2612 HP plus value from graph = corrected HP) Manual Offset HP Output Adjustment If necessary to troubleshoot HP problems, use the following procedure: 13. With loadbox initiated, cursor to HP Offset {enter} Cursor to => 0 HP Input a + or - offset but not greater than +300 {enter} 14. Perform load test again. Return offset to 0.0 {enter} cursor to HP Offset {enter} cursor to LDBXINIT {enter} 15. Exit the loadbox test mode: Cursor to LDBX INIT on the Loadbox Screen and press {enter}. 16. Note engine temperature and pressure gauges for normal values. 17. Place Rest Switch in the ON position. 18. Turn key switch OFF. Allow steering accumulators to bleed down. 19. Record all data to create a truck record for future comparison.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-33

FIGURE 3-13. TOTAL PARASITIC LOSS AT FULL POWER Komatsu SSDA16V160 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 798 RPM

FIGURE 3-14. TOTAL PARASITIC LOSS AT FULL POWER DDEC 4000 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 836 RPM

E3-34

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

PVM OPTIMUM LOAD CURVE HANDSHAKING TROUBLESHOOTING Note: a value of below 0.5VDC or above 9.5VDC (on circuit 72E to 72R) indicates a failure. Trucks equipped with DDEC engine: 1. With the engine shut down, keyswitch ON and control power ON, measure voltage between 72E (+) and 72R (-) lead. Voltage should be 5.0VDC. a. If the voltage is low or 0VDC, check voltage of circuit 15VL @ TB32. (This supply is from the GE drive system power supply card through the GE/Auxiliary Control harness.) Voltage should be 5.0 volts. b. Then check voltage of circuit 15SIM @ TB32. Voltage should be approximately 14.5 VDC. c. If voltage is 0VDC or considerably lower than 14.5 volts, check the 20 ohm resistor on DB1. 2. With the engine running and under load, with keyswitch and control power switch ON, check the voltage at 72E(+) to 72R (-). Voltage should be 5.0 volts a. If the voltage in step 2 is lower or higher than 5.0 volts, check using the DDR to see the percent of load the engine is given to the PVM module. b. Multiply the percentage value in the previous step by 10. This should equal the 72E to 72R voltage reading. (i.e. 50% X 10 = 5.0 VDC) Note: The DDR is updated every second and is not a true real (electronic) time value. The GE system updates every 20msec. A more accurate method of measuring the updated value is to attach an oscilloscope to the circuit 908M terminal point to ground and measure the time the signal is positive divided by the total time of the signal wave form and multiply it by a factor of 10. This should equal the 72E to 72R circuit voltage. This is a 50HZ signal. Examples: 10ms/20ms = .50 X 10 = 5.0VDC 15ms/20ms = .75 X 10 = 7.5VDC 5ms/20ms = .25 X 10 = 2.5VDC c. Verify circuit 72R is connected to ground. d. If the signal 908M is correct and the supply voltage (15SIM) to the PVM is correct, but output is incorrect, replace the PVM module.

Trucks equipped with Komatsu engine: 1. With the engine shut down, keyswitch ON and control power ON, measure voltage between 72E (+) and 72R (-) lead. Voltage should be 5.0 volts. a. Jumper circuit 22FO to ground and verify voltage on 72E to 72R changes to 7.0VDC. b. If the voltage is 0VDC, verify the connections to the PVM are correct and circuit 439 and 11SL connected to CN P382 positions 5 and 40 are 24VDC. 2. With the engine running and under load, with keyswitch and control power switch ON, check the voltage at 72E(+) to 72R (-). Voltage should be 5.0 volts a. Check the PVM diagnostic connector P381. b. Verify the voltage between position A to B is 8 to 11VDC. (A reading of 0VDC indicates the 1939 transmission line line failed. Check 1939 wiring.) c. Verify the voltage between position C to B is 8 to 11VDC. (A reading of 0VDC indicates the PVM has failed only if the voltage from position A to B is correct and the filtering circuit is correct.) Check filtering circuit resistors and capacitors connected to P383 positions 12 and 20 and P382 position 33 mounted on diode board DB1. 3. If both step 1 and 2 are 0VDC, then circuit 439 or 11SL or both are incorrect.

Trucks with Either Engine: If necessary, a variable voltage can be substituted for the 72E/72R circuit voltage to determine if the problem is caused by the engine or the GE drive system. This voltage can be varied above and below 5VDC to see if the GE drive system follows this signal, dropping load when the signal is below 5VDC and increasing load if the signal is above 5VDC. If the GE drive system follows the signal and with 5VDC the system can produce full power, but cannot function normally, troubleshoot engine boost or fuel injection system.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-35

MISCELLANEOUS COMPONENT REPAIR


9. If there IS voltage, reconnect the harness and disconnect the GTO Gate lead on the G terminal. BE CERTAIN TO ALLOW ADEQUATE TIME FOR LINK VOLTAGE TO DRAIN DOWN before opening the electrical cabinet to perform the following checks or repairs. Verify the Blower Control Panel (AXCAP) LEDs (4, Figure 3-9) are OFF. If any of the above warning lights remain ON, a system failure may have occured. Refer to Truck Shutdown Instructions Shutdown After System Failure for procedures to follow before attempting repairs. 10. If there IS red light visible with the gate lead disconnected, the GTO is shorted and the entire phase module or chopper module must be replaced. 11. If there IS NOT red light visible with the gate lead disconnected, the GATE DRIVE MODULE is faulty and should be replaced. All the gate drive sections for phase modules and chopper modules are alike and interchangeable. The Red-covered and White-covered gate drive modules are interchangeable where mounted by the 6 capscrews to the cooling tubes of the phase module or chopper module.

Troubleshooting Phase Modules and Chopper Modules


1. To troubleshoot a phase module or chopper module, access the PSC Manual Test screen on the PTU while connected to PSC panel, engine stopped, and NOT in rest mode. 2. Move cursor to the appropriate GD1E or GD2E signal in the digital output area and turn it ON. (GD1E turns on all Inverter 1 phase modules and chopper module 1. GD2E turns on all Inverter 2 phase modules and chopper module 2.) 3. Disconnect the GRAY fiber optic cable on the phase module or chopper module being checked. 4. There should be red light visible out of the GRAY receptacle on the gate drive module. 5. If there IS red light, the phase module or chopper module is OK. 6. If red light IS NOT visible, disconnect the round power supply harness from the gate drive module. 7. Check the AC voltage in the two pins in the harness; There should be 100 VAC square wave on the harness. The actual reading on the VOM will depend on the meter and how it is designed to measure AC voltage. Most meters read less than 100 volts. Normally, there will either be proper voltage on the harness or NO voltage at all on the harness. 8. If there is NO voltage, troubleshoot the Gate Drive Power Converter (GDPC) or the harness.

Phase Module Removal and Snubber Resistor Replacement


To Remove the Phase Modules: 1. Open the battery disconnects to disconnect the truck batteries. 2. Short out the DC link by installing jumpers from (+) to (-) next to the AFSE and then to ground. 3. Remove the front cabinet supports between the doors. 4. Disconnect the fiber optic cables and the plug at the top of each Phase Module. Tuck the removed cables under the blue loom to protect the cables when the modules are pulled out. 5. With a 15/16" inch socket, remove the four mounting nuts on each Phase Module. 6. Cut the tyrap by the capacitor on top of each Phase Module. 7. Partially pull out each Phase Module. Using a 7/16" inch socket, remove the snubber wire behind the top capacitor. 8. Remove each Phase Module which weighs 65 pounds (29.5 Kg). Mark each Module so that it will be put back in the same location that it was removed from.

E3-36

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

To Remove the Snubber Resistors: 1. Disconnect the upper and lower L brackets to the DC link with a 3/4" inch socket. Remove only the outer four L brackets on the snubbers and leave the brackets on the center two snubbers. Note: The brackets on the two center snubbers must remain in place to prevent the DC link from falling.

7. Install the four mounting bolts for each snubber resistor assembly. Tighten to 65 ft. lbs. (88 N.m) torque. 8. When the outer snubber assemblies are installed, reinstall the L brackets. 9. Following a similar procedure as explained above, replace the resistors on the center top and bottom snubber resistor assemblies. Phase Module Installation 1. Return each Phase Module to its original location. 2. Apply two full twists on the snubber cables prior to connecting it to the phase modules. Put a tyrap at each twist. 3. Secure each snubber cable to the capacitor box on top of each phase module with a tyrap. 4. Tighten the four 5/8"-11 Phase Module mounting bolts to 111-124 ft. lbs. (150 - 168 N.m) torque. 5. Reconnect the fiber optic cables and the plug at the top of each Phase Module. 6. Replace the front cabinet supports between the doors. 7. Remove the ground jumpers from the DC link. 8. Close battery disconnect switches to reconnect the truck batteries.

2. Remove the cables to the DIT located on the L brackets. 3. Remove the snubber mounting bolts with a 3/4" inch socket. 4. Remove the snubber assembly. The threaded rod pulls out with the snubber assembly. To remove the top left snubber assembly, loosen the bolts on the bracket securing the left side of the link and then push the link up to get the snubber assembly out. 5. Remove the four screws holding the resistor to the base. (These screws have been installed and retained with Loctite, and will require extra force to remove.) 6. Remove the rubber grommet along with the resistor cables. 7. Remove the resistor from the base and remove and discard the gaskets. Snubber Resistor Installation 1. To pull the new resistor cables through the hole in the base, spray the cables with ether or alcohol near the new grommet so that it slides easier in place. Do not RTV the new grommet. 2. Using RTV 6708, seal the corners of the resistor where it contacts the snubber base to prevent air leakage at the seams. 3. Install a flat washer over each mounting hole between the base and the gasket. 4. Install new inner and outer gaskets. Using RTV 6708, seal the seam between the outer gasket and the two inner gaskets. 5. Apply Loctite to the four mounting screws for the snubber resistors and install the resistors on the base. 6. Install the snubber assembly in the truck, making sure the resistor wires are on top.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-37

AUXILIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING

Subcode 03: Description: An overcurrent condition was detected during operation. 1. Check Capacitor Bank and Controller connections.

The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (4, Figure 3-9) are OFF before working on Auxiliary Blower Control circuits. Short CP+ to CP-.

2. Verify the inductor connections match-up (+ and -) from the Auxiliary Inverter and to the Auxiliary Capacitor bank (PH+ to IV+ and PH- to IV-). 3. If a problem was found and corrected in step 1 or 2, restart and check operation again. 4. If problem still exists, disconnect AM101, AM201 and AM301 wires connecting the Auxiliary Inverter to the blower motor. 5. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 6. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 7. If no problem was found in above steps, replace the Controller.

The following are recommended checks to be made to the Auxiliary Blower Control System components and circuits based on the detection of Event Code 636 and the subcodes listed. Refer to Figure 3-9 for component and terminal locations. Subcode 00: No fault condition - initial state upon applying power. Subcode 01: Description: A low DC bus voltage was detected during power up sequence. 1. Check the 3-phase input connections and input fuses F1 and F2. 2. Check Capacitor Bank and Controller connections. 3. If a problem was found and corrected in step 1 or 2, restart and check again. 4. If no problem was found in above steps, replace the Controller. Subcode 02: Description: A high DC bus voltage was detected during power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If a problem was found and corrected in step 1 or 2, restart and check again. 4. If no problem was found in above steps, replace the Controller.

Subcode 05: Description: A high DC bus voltage was detected during operation. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. Attempt to restart and check operation. 4. If problem still exists, replace controller.

Subcode 06: Description: A high DC bus voltage was detected after the phase controller power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If problem still exists, replace controller.

E3-38

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

Subcode 07: Description: A low DC bus voltage was detected after the phase controller power up sequence. 1. Check the 3-phase input connections and fuses F1 and F2. 2. If no problem was found in step 1, use an ohmmeter to check for short circuits between AM101, AM201, and AM301 wires and between IV+ and IV-. 3. If no problem was found in step 1 or 2, replace the controller.

Subcode 08: Description: A low DC bus voltage was detected during operation. 1. Check Capacitor Bank and Controller connections. 2. Check DC Sense connection (connector J13 to IV+ (red wire) and IV- (black wire)). 3. If problem still exists, replace controller.

FIGURE 3-15. AUXILIARY BLOWER CONTROL COMPONENTS 1. Auxiliary Inductor (AXIND) 2. Snubber (AUX SNUB) 3. Auxiliary Inverter (Controller -AXINV) 4. Blower Control System Warning LEDs 5. Auxiliary Power Filter Capacitor Bank (AXCAP) 6. Capacitor Fuses 7. Propulsion System Controller (PSC) 8. Cover 9. Input Fuses (F1 & F2) 10. 3- Pin Connector

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-39

Subcode 09: Description: An overcurrent condition was detected after the phase controller power up sequence. 1. Check Capacitor Bank and Controller connections. 2. Verify the inductor connections match-up (+ and -) from the Auxiliary Inverter and to the Auxiliary Capacitor bank (PH+ to IV+ and PH- to IV-). 3. If a problem was found and corrected in step 1 or 2, restart and check operation again. 4. If problem still exists, disconnect AM101, AM201 and AM301 wires connecting the Auxiliary Inverter to the blower motor. 5. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 6. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 7. If no problem was found in above steps, replace the Controller.

Subcode 12: Description: A sustained overload exists due to low DC bus voltage. 1. Check the 3-phase input connections and fuses F1 and F2. 2. Check Capacitor Bank and Controller connections. 3. After performing checks in step 1 and 2, attempt to restart. 4. If problem still exists, replace the controller.

Subcode 13: Description: IGBT protection circuit detected an overcurrent condition. 1. Disconnect AM101, AM201 and AM301 wires connecting the Auxiliary Inverter to the blower motor. 2. Using an ohmmeter, check for shorts between blower motor cables and between blower motor cables and chassis ground. 3. Using an ohmmeter, check for shorts between AM101, AM201 and AM301 wires and between IV+ and IV-. 4. If no problem was found in above steps, replace the Controller.

Subcode 10: Description: A sustained current overload exists that is below component safe operating range. 1. Verify the inductor connections match-up (+ and -) from the Auxiliary Inverter and to the Auxiliary Capacitor bank (PH+ to IV+ and PH- to IV-). 2. Check the blower fan for blockage or damage. 3. If no problem was found in step 1 or 2, the blower motor may be damaged.

Subcode 14: Description: Zero input voltage detected. 1. Check the 3-phase input connections and fuses F1 and F2. 2. If no problems were found in step 1, replace the controller.

Subcode 11: Description: An overcurrent condition exists due to a low DC bus voltage. 1. Check the 3-phase input connections and fuses F1 and F2. 2. Check Capacitor Bank and Controller connections. 3. After performing checks in step 1 and 2, attempt to restart. 4. If problem still exists, replace the controller.

E3-40

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

Auxiliary Inverter (Controller) Troubleshooting

7. Whenever it is determined that an Aux Inverter input SCR has failed, both AC Input fuses must be replaced and the old ones discarded. 8. Check pin and wire continuity between Aux controller CNX connector (7, Figure 3-12) and appropriate PSC & TCI connectors.

The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (4, Figure 3-9) are OFF before working on Auxiliary Blower Control circuits. The following items should be checked if an auxiliary Inverter failure is suspected. 1. Observe the two LEDs on top of the Auxiliary Power Filter Capacitor Bank (AXCAP); Both LEDs should be ON (lit) when the Aux. Inverter is running and OFF after the circuit has discharged. 2. Check for loose wires and check resistance between the terminals on the Aux Snubber panel. Measurements from 1 to AF1, 2 to AF2, & 3 to AF3 should all be 0 ohms. Measurements from 1 to either AF2 or AF3 and similarly from 2 & 3 should be 2 ohms. 3. Check continuity from PH+ to INV+ and from PHto INV-. These circuits connect the Aux Phase Control, Aux Inductor, Aux Capacitors, & Aux Inverter. The resistance should be 0 ohms for these two measurements to verify continuity through the Aux Inductor. 4. Check the fuses on the Aux Capacitor panel. (The fuses must be removed from the circuit to check.) 5. Check for loose connections on all wires associated with the Aux Inverter circuits. 6. Check Aux Inverter Phase Control SCRs (see Table below). Measure between AC input terminals 1, 2, & 3 and DC output terminals PH+ & PH-. A reading of less than 100 ohms indicates a shorted SCR. Good SCRs will measure more than 100K ohms. Replace at least the connected pair of SCRs if one is shorted (preferably replace all 6 SCRs). Measurement Points AC Input 1 AC Input 2 AC Input 3 Term 1 PH+ Term 2 PH+ Term 3 PH+ Term 1 PH- Term 2 PH- Term 3 PH-

9. Disconnect the blower motor cables from AM101, 201, & 301 (4) and megger the Aux Blower motor and its wiring. Be sure to reconnect properly to assure proper rotation direction. 10. Check the Gate Drive Power Supply AC input fuses GDFU1 & 2 and replace if necessary. 11. Disconnect the main rectifier Filter Panel wires T103, T203, & T303 at the rectifier bus bars. Using an analog VOM on the ohms scale, measure between T103 & T203, between T203 & T303, and between T303 & T103. A capacitance deflection should show on each measurement. 12. Disconnect the main rectifier from the circuits and perform a standard diode check with a VOM and back-bias each diode with a 1000 volt megger. 13. After all checks are made, and repairs completed if required, reconnect all wiring to their proper terminals and reinstall fuses.

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-41

Auxiliary Snubber Panel Troubleshooting

The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (6, Figure 3-12) are OFF before working on Auxiliary Blower Control circuits.

1. After verifying capacitor charge warning LEDs (6, Figure 3-12) are not lit, disconnect external wiring from snubber panel terminals (3, Figure 3-10) to isolate the panel from other system components before making measurements. 2. Using an ohmmeter and capacitance meter, verify Snubber Panel components by measuring resistance values between points shown in Table below. Refer to Figure 3-10 and 3-11 for test point locations. Measuring Point
From To

FIGURE 3-16. AUXILIARY SNUBBER PANEL 1. Capacitor 2. Choke 3. Terminals

Specified Value
Minimum Maximum

1 1 2 3 C1-2 3 C1-4 C2-4 C3-4

C2-4 C1-4 C3-4 C2-2 R1-1 C3-2 C1-2 C2-2 C3-2

23.75 23.75 23.75 0 0 0 0.10 F 0.10 F 0.10 F

26.25 26.25 26.25 0 0 0 0.17 F 0.17 F 0.17 F

3. After all measurements have been made and repairs completed if needed, reconnect wiring removed in step 1.

FIGURE 3-17. AUXILIARY SNUBBER SCHEMATIC

E3-42

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

IGBT Troubleshooting
7. After all circuits have been tested, reconnect all cables to their proper terminals. Reconnect J1, J2, J3, J4, J7 and J8. The Auxiliary Capacitor Panel remains charged for at least 15 minutes after engine shutdown. Be certain LEDs D1 and D2 (6, Figure 3-12) are OFF before working on Auxiliary Blower Control circuits. 1. After verifying capacitor charge warning LEDs (6, Figure 3-12) are not lit, remove cable attached at CNX connector (7). 2. Remove 6 screws retaining cover (2). Remove cover. 3. Disconnect cables at AM101, AM201, and AM301 connection studs (4) and isolate from other circuits. 4. Disconnect wires at IV+ and IV- terminals (5). 5. Remove connectors J1, J2, J3, J4, J7 and J8. Refer to Figure 3-12 for pin numbers when viewing face of harness end of connector. 6. Using an ohmmeter and the specifications in the Table below, measure by probing the pins in the harness connectors. All circuit test points listed in the Table should show continuity. Note: All #3 pins in connectors should show an open circuit to all other test points. All IGBTs should be free of cracks or leaks.
Connector From Pin To Measurement

8. Reinstall cover (2) and attach harness connector at CNX receptacle.

J1 J2 J3 J4

1 2 1 2 1 2 1 2

IV+ AM101 AM101 IVIV+ AM201 AM201 IVIV+ AM301 AM301 IV-

Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity Continuity FIGURE 3-18. IGBT CHECK TEST POINTS 1. Auxiliary Inverter 5. IV+, IV- Terminals (Controller) 6. Blower Control System 2. Cover Warning LEDs 3. 3-Pin Connectors 7. CNX Connector 4. AM101, AM201, AM301 Connection Studs

J7

1 2

J8

1 2

E03015 3/01

AC Drive System Electrical Checkout Procedure (Release 17 Software)

E3-43

NOTES

E3-44

AC Drive System Electrical Checkout Procedure (Release 17 Software)

3/01 E03015

SECTION G REAR AXLE, SPINDLES AND WHEELS INDEX


TIRES AND RIMS . . . . . . . FRONT TIRES AND RIMS . Removal . . . . . . . . Installation . . . . . . REAR TIRES AND RIMS . Removal . . . . . . . . Installation . . . . . . RIM . . . . . . . . . . . . Tire Removal . . . . . Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2 G2-2 G2-2 G2-3 G2-3 G2-3 G2-4 G2-6 G2-6 G2-7

FRONT WHEEL HUB AND SPINDLE . . . . WHEEL HUB AND SPINDLE . . . . . . Removal . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . Cleaning and Inspection . . . . . . Assembly . . . . . . . . . . . . . . Wheel Bearing Adjustment . . . . . Seal Assembly Gap Check . . . . . STEERING CYLINDERS AND TIE ROD Removal . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . Bearing Replacement . . . . . . . TOE-IN ADJUSTMENT . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . . . . . .

. . . . . . . . . .

. G3 G3-1 G3-1 G3-4 G3-5 G3-5 G3-7 G3-7 G3-9 G3-9 G3-10 G3-11 G3-11 G3-12

REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . G4 Pivot Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1 Electric Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4

G01017

Index

G1-1

NOTES

G1-2

Index

G01017

TIRES AND RIMS


The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure. Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in tire damage. If a tire becomes deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems; water, sand, dirt and other foreign materials work into the tire through a cut, eventually causing tread or ply separation. Tires should be stored indoors if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be in a cool, dry , dark, draft free location. Tires should be stored vertically. If they must be laid on their sides for a short period, avoid distortion by stacking no more than three tires on top of one another. Avoid contact with oil, grease and other petroleum products. Before storing used tires, clean thoroughly and inspect for damage. Repair as necessary. When a truck is placed in storage, it should be blocked to remove the weight from the tires. If a stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.

When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 13,200 lbs. (5993 kg). Be certain tire handling equipment is capable of lifting and maneuvering the load.

Due to the size and weight of the tire and rim assemblies, special handling equipment such as a modified fork lift (tire handler) as shown in Figure 2-1 is desirable. Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.

DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Remaining gases inside the tire may ignite causing explosion of tire and rim. DO NOT go near a tire if a brake or wheel motor has experienced a fire until the tire has cooled. FIGURE 2-1. TYPICAL TIRE HANDLER

G02015

Tires and Rims

G2-1

FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector 5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring 9. O-Ring 10. Clamp Bracket 11. Flanged Nut

FRONT TIRES AND RIMS


Removal 1. Apply parking brake and block rear wheels to prevent movement of truck. 2. Following normal shutdown procedures, place REST switch in the ON position, shut down the engine and verify the Link Voltage lights are OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to be sure no pressure remains. As a safety precaution, bleed down brake accumulators. 3. Place jack under spindle or under frame at the front cross tube. 4. Raise front end of truck until tire clears ground and block up securely under frame. 5. Inspect hydraulic brake lines for damage or leaking fittings. 6. Grip tire and wheel assembly with tire handler. Remove nuts (11) securing wheel assembly. 7. Care should be taken not to damage the inflation hose during tire removal. Move wheel assembly away from wheel hub and into clean work area.

Do not attempt to disassemble wheel assembly until all air pressure is bled off. Always keep personnel away from a wheel assembly when it is being removed or installed.

G2-2

Tires and Rims

G02015

Installation NOTE: Remove all dirt and rust from mating parts before installing wheel assembly. 1. Grip wheel assembly with the tire handler and align tire inflation hose and wheel hub (1, Figure 2-2). Position rim onto wheel hub studs. 2. Lubricate all stud threads and nut seating flanges with lithium base grease. Install and tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque. 3. Remove blocking etc. and lower jack. 4. Operate truck for one load and retighten wheel nuts to the specified torque.

REAR TIRES AND RIMS


Removal 1. Park truck on level ground and block front wheels. Position a jack under rear suspension mounting plates as shown in Figure 2-3. 2. Raise rear axle housing of truck until tires clear ground. Securely block up rear axle housing near the wheel motor mounting flange. 3. If rear, inner tire is to be removed, remove inner tire inflation hose at clamp on outer wheel and disconnect from inner extension (7, Figure 2-5). 4. Grip outer wheel and tire with tire handler arms as shown in Figure 2-4. Remove flanged nuts (10, Figure 2-5) from adaptor ring (9) securing outer rim to wheel motor hub. 5. Pull straight out on outer wheel assembly and remove. 6. If inner wheel removal is necessary, disconnect inner tire inflation extension (7) and remove. 7. Position tire handler to grip inner wheel. Remove flanged nuts (6).

FIGURE 2-4. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Tire 3. Inner Rear Tire

FIGURE 2-3. REAR AXLE JACK LOCATION

G02015

Tires and Rims

G2-3

FIGURE 2-5. REAR WHEEL ASSEMBLY 1. Wheel Motor Mounting Flange 2. Inner Wheel Rim 3. Disc Brake Assembly 4. Extension 5. Wheel Hub 6. Flanged Nut 7. Inner Extension 8. Clamps 9. Adaptor Ring 10. Flanged Nut 11. Flanged Nut 12. Wheel Motor Transmission 13. Extension 14. Bracket 15. Outer Wheel Rim

8. Pull straight out to remove from wheel hub.

2. Grip inner wheel assembly with tire handler and install onto wheel hub (5, Figure 2-5). Use care to align tire inflation extension line (4) for mating with inner extension (7). 3. Lubricate all stud threads and nut seating flanges with lithium base grease. Install and tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque.

NOTE: If the wheel motor is to be removed from the truck for service, install approximately 8 flanged nuts with appropriate spacers in place of the outer wheel adaptor ring and nuts removed in step 4. This will provide additional support for the wheel motor transmission (12) during removal and transportation. Installation Always keep personnel away from a wheel assembly when it is being removed and installed.

NOTE: Clean all mating surfaces and check stud threads before installing wheel assemblies. 1. If either wheel motor has been removed, bleed the disc brakes before installing the rear tires. Refer to Section J.

G2-4

Tires and Rims

G02015

4. If the adaptor ring (9) requires installation, install adaptor onto wheel hub/wheel motor. Lubricate the studs and nut flanges with lithium base grease. 5. Using the procedures in step 3, install flanged nuts (10) in the sequence described and tighten to the same torque value as the inner wheel. 6. Grip outer wheel assembly with tire handler and position onto wheel motor hub. NOTE: Position outer dual wheel to align tire valve bracket with inner wheel inflation line. 7. Lubricate all stud threads and nut seating flanges with lithium base grease. Install and tighten nuts in the following sequence: a. Install six (6) nuts at the 12 Oclock and six (6) nuts at the 6 Oclock positions. Tighten each nut to 1715 100 ft. lbs. (2326 136 N.m) torque. b. Install three (3) nuts directly below the 3 Oclock and three (3) nuts directly above the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. c. Install three (3) nuts directly above the 3 Oclock and three (3) nuts directly below the 9 Oclock positions. Tighten these nuts to 1715 100 ft. lbs. (2326 136 N.m) torque. d. Install the remaining nuts and torque in a clockwise direction to 1715 100 ft. lbs. (2326 136 N.m) torque. e. Retorque all nuts in a clockwise direction to the required 1715 100 ft. lbs. (2326 136 N.m) torque.

8. Secure inner and outer dual tire inflation lines to bracket (14) on outer rim. 9. Remove blocks from under truck and lower truck to the ground. Operate truck for one load and retighten outer wheel nuts to 1715 100 ft. lbs. (2326 136 N.m) torque.

Recheck torque after each load for first day and then intermittently thereafter until all nuts hold torque.

NOTE: Inner flanged nuts (6) and studs should be visually inspected for breakage or missing nuts during scheduled maintenance checks by inserting a mirror between the rear tires.

G02015

Tires and Rims

G2-5

RIM
Tire Removal

3. Following tool manufacturers instructions, move tire bead in far enough to permit placing a wedge between tire and flange at side of tool. 4. Repeat this procedure at locations approximately 90 from the first application. Continue this procedure until tire bead is free from rim.

DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire. When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. 1. Place tire and wheel assembly in safety cage and discharge all air pressure from tire. 2. Attach a hydraulic bead breaker to the rim by slipping the jaws of frame assembly over the outer edge of flange (7, Figure 2-6). Make sure the jaws of the frame are as near to the bead seat band (6) as possible.

5. After bead is broken loose, insert flat of tire tool in beading notch on lockring (8). Pry lockring up and out of groove on rim. 6. Pry in on bead seat band (6) until O-ring (9) is exposed. Remove O-ring. 7. Remove bead seat band (6) from rim (5) and remove flange (7). 8. Reposition wheel assembly and repeat removal procedure on opposite side of tire. Remove tire from rim.

FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector 5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring 9. O-Ring 10. Clamp Bracket 11. Flanged Nut

G2-6

Tires and Rims

G02015

Tire Installation 1. Before mounting tire to rim, remove all dirt and rust from rim parts, particularly the O-ring groove and bead seats. It is advisable to touch up all metal parts with a good anti-rust paint to prevent bare metal from being exposed to the weather. NOTE: Do not allow paint, rust or other contamination to cover mating faces of lockring (8, Figure 2-6) and rim (5).

4. Position tire over rim and work tire on as far as possible without prying against the beads. Any damage to tire bead will destroy air seal and cause air leaks at these points. 5. Install outer flange (7, Figure 2-6) in position and install bead seat band (6). Push in on bead seat band to expose O-ring groove in rim. 6. Lubricate new O-ring (9) with soap solution and install in groove of rim. 7. Install lockring (8) and tap into place with lead hammer. Lockring lug must fit into slot of rim. 8. With tire inside safety cage, remove valve core from valve stem and inflate tire to seat beads of tire and O-ring as specified by tire manufacturer.

Check to be sure that proper rim parts are used for reassembly, use of noncompatable parts may not properly secure the assembly resulting in violently flying parts upon inflation.

2. If tire inflation hose and hardware were removed, reinstall in rim. Position hose assembly for proper routing. 3. Install inner flange on rim. Coat beads of tire with tire mounting soap solution.

Use a safety cage whenever possible. Stand to one side as tire is being inflated. Never start inflating unless lockring is securely in place. DO NOT stand in front of or over lockring when inflating.

9. If beads of tire and O-ring do not seat within one minute, raise tire slightly and tap bead seat band. This will help the air pressure to push the tire bead out into position. Prying against tire bead may cause damage to tire bead and will cause air leaks. 10. As soon as seating has been accomplished, install valve core and inflate tire to recommended tire pressure.

G02015

Tires and Rims

G2-7

NOTES

G2-8

Tires and Rims

G02015

FRONT WHEEL HUB AND SPINDLE


WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of front wheel hub and spindle. If only brake service is to be performed, refer to Section J, Brake Circuit. PREPARATION 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Verify the steering accumulators have bled down by attempting to steer. 6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 7. Open the battery disconnect switches.

Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, Key switch is Off for 90 seconds and drain valves on brake accumulators are opened.

Removal Refer to the Front Tire and Rim Removal instructions and remove front tire and rim assembly. 1. Close hydraulic pump shut-off valves. 2. Disconnect speed sensor cable(s) (5, Figure 3-1) at connector. Tie cables back away from spindle to prevent damage during spindle removal. NOTE: The left brake assembly has two speed sensors installed. 3. Disconnect disc brake cooling oil hoses (4) at inlet and outlet ports on brake housing. Also disconnect brake apply line. Cap hoses and ports to prevent contamination. Remove the oil in the brake housing and hub bearings by removing the hex plug (2) and draining into a suitable container. FIGURE 3-1. FRONT WHEEL & SPINDLE INSTALLATION 1. Spindle 2. Brake Housing Drain 3. Disc Brake Housing 4. Brake Cooling Hose 5. Speed Sensor Connector 4. Remove lubrication lines from tie rod and steering cylinder. 5. Disconnect tie rod and steering cylinder rod from spindle being removed. Refer to Steering Cylinder and Tie Rod Removal in this section.

G03017 02/01

Front Wheel Hub and Spindle

G3-1

8. Remove 15 of the arm attachment capscrews (5) as follows: The front spindle, brake and wheel hub assembly weighs approximately 10,250 lbs. (4654 Kg). Be certain lifting device is capable of lifting the load. a. Refer to Figure 3-5 (spindle removal tool ) and remove the capscrews in the spindle arm designated by an an X. b. Remove the capscrews using a circular pattern in torque increments of 500 ft. lbs. (678 N.m). Do not attempt to remove each capscrew in one sequence! 9. Run a tap (1.25" UNF) in the threads after capscrews are removed. 10. Using several 1.25" UNF x 8.00" long , grade 8 capscrews and hardened flatwashers (see Figure 3-4 for Komatsu part numbers), install the pusher tool on the bottom of the steering arm. NOTE: Multiple washers may be required to allow the pusher capscrews to be effective. One or two washers can be installed with the pusher tool in place to gauge the washer height required to prevent capscrews from bottoming out. The minimum recommended thread engagement is 1.62 in. (41 mm).

6. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 3-2. Use blocking as necessary to prevent applying pressure to disc brake housing when assembly is lowered from suspension. 7. Remove capscrews and washers (1, Figure 3-3) securing retainer plate (2) to spindle structure and suspension. To prevent thread damage, loosen capscrews in a circular pattern, in torque increments of 500 ft. lbs. (678 N.m). Remove retainer plate.

NOTE: A tool may be fabricated locally to aid in spindle removal. Refer to Tool Group, Section M for fabrication information. Usage of this tool is described below.

FIGURE 3-3. WHEEL HUB AND SPINDLE REMOVAL FIGURE 3-2. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL) 1. Capscrews 2. Retainer Plate 3. Spindle 4. Spindle Arm 5. Arm Retainer Capscrews

G3-2

Front Wheel Hub and Spindle

G03017 02/01

FIGURE 3-4. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (Part No. KC7095) 2. Hardened Washer (Part No. WA0366) 3. Removal Tool 4. Spindle Arm 5. Spindle 6. Suspension Piston

FIGURE 3-5. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (X) 2. Tool Structure

11. Install the remaining capscrews in the holes marked X (Figure 3-5). Progressively increase the torque in a circular pattern until the tapered piston breaks loose, or 1580 ft. lbs. (2142 N.m) torque is reached. 12. If the specified torque is reached and the tapered parts have not separated, apply heat to the spindle at two places, 180 apart. Do not exceed 850F (454C) saturated temperature of the spindle. 13. Tighten the capscrews again to the maximum specified torque, and using a large hammer and heat applied as above, carefully tap the spindle on the top surface.

NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force.

14. Lower wheel hub and spindle assembly away from suspension piston rod. Use care during removal to prevent damage to suspension piston rod taper and tapered spindle bore. 15. Move spindle and hub assembly to clean work area for repair.

G03017 02/01

Front Wheel Hub and Spindle

G3-3

Installation 1. Clean spindle bore and suspension rod taper to be certain they are free of rust, dirt, etc. 2. Lubricate spindle bore and suspension rod taper with multi-purpose grease Number 2 with 5% Molybdenum Disulphide. 3. Position spindle and wheel hub assembly on fork lift or similar lifting device as shown in Figure 3-2. 4. Raise the spindle and wheel hub assembly into position. 5. Secure spindle to suspension using retainer plate (2, Figure 3-3) and capscrews (1). Tighten capscrews using the following procedure: a. Tighten capscrews uniformly to 500 ft. lbs. (678 N.m) torque. b. Continue to tighten capscrews in increments of 250 ft. lbs. (339 N.m) to obtain a final torque of 1995 100 ft. lbs. (2705 135 N.m). 6. If removed, install spindle arm. Tighten capscrews to 1995 100 ft. lbs. (2705 135 N.m) torque. 7. Install steering cylinder into steering arm. Use EH4638 sleeve alignment tool (included in tool group) to position spacers and bearing during pin insertion. Tighten pin retaining nut to 750 ft. lbs. (1017 N.m) torque. 8. Install tie rod on steering arm using EH4638 alignment tool. Tighten pin retaining nut to 750 ft. lbs. (1017 N.m) torque. 9. Connect lubrication lines. 10. Install brake system cooling hoses using new O-rings in the flange fittings. Install brake apply line. Be certain drain plug (2, Figure 3-1) is installed. 11. Reconnect speed sensor cables. 12. Install wheel and tire as described in Front Wheel and Tire Installation. 13. Be certain hydraulic pump shut-off valves are open. 14. Start the engine. With the hoist control lever in the float position, allow hydraulic oil to circulate through the brake cooling system, allowing the front wheel hub and disc brake assembly to fill with oil. 15. Bleed air from brake apply line as described in Section J, Wet Disc Brake Assembly, Brake Bleeding Procedure. 16. Shut down the engine. Check hydraulic tank oil level and refill if necessary. Inspect brake assembly and hose connections for leaks.

G3-4

Front Wheel Hub and Spindle

G03017 02/01

Disassembly 1. Remove wheel hub and spindle as covered in Removal before proceeding to Step 2. Clean assembly to remove dirt accumulation. 2. To aid in complete disassembly of wheel hub and spindle assembly, support assembly in a vertical position using a fabricated spindle stand. 3. Install six, .50 in. diameter x .75 in. long socket head capscrews (34, Figure 3-6) through the disc brake back plate into the mating holes in the seal retainer. Tighten securely. NOTE: The capscrews installed in step 3 will secure the seal carrier and face seal assembly to the brake housing during brake removal. DO NOT ROTATE WHEEL HUB. 4. Disconnect speed sensor cables. Loosen sensor clamping capscrews and remove speed sensors (16). 5. Remove capscrews (20) and hardened flatwashers (21) securing brake adaptor (19) to brake housing. 6. Remove cover (5) and discard O-ring seal. 7. Remove capscrews (11) and hardened flatwashers (12). Remove bearing retainer (13) and shims (8). 8. Attach a lifting device to the wheel hub/brake assembly and carefully lift it straight up and off the spindle. Remove outer bearing cone (7) and retainer pin (40). 9. Rotate hub vertically 180 and place on blocking to prevent damage to wheel studs and machined surfaces. 10. Remove capscrews (14) and washers (15) securing seal carrier (37) sensor gear (35) and shims (36) to wheel hub. 11. Remove capscrews (23) and hardened washers (24) securing brake assembly inner gear to wheel hub. 12. Attach lifting eyes to brake assembly, attach overhead hoist and carefully lift off hub. Refer to Section J for brake assembly rebuild instructions. 13. Remove and discard seal carrier O-ring (38) 14. If bearings require replacement, remove cups (6 & 29) from wheel hub. 15. Remove capscrews (31) and hardened flatwashers (32). Remove brake adaptor and discard Orings (22 & 25). 16. Remove inner bearing cone (28) and retainer pin (39). 17. Remove bearing spacer (27).

Cleaning and Inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Inspect wheel hub studs (2, Figure 3-6) and replace if damaged or broken. NOTE: If new studs are installed, coat the hole in the hub and serrated portion of the stud with an anti-seize compound prior to installation. DO NOT coat threads. 3. Inspect tapped hole threads and re-tap if necessary. 4. Inspect bearing seating surfaces in hub and on spindle. Inspect bearing spacer. Use a stone to carefully dress high spots that may interfere with re-assembly. 5. Inspect all other machined surfaces for damage. 6. Always use new O-ring seals during assembly.

G03017 02/01

Front Wheel Hub and Spindle

G3-5

FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY 1. Wheel Hub 2. Stud 3. Capscrew 4. Washer 5. Cover 6. Outer Bearing Cup 7. Outer Bearing Cone 8. Shims 9. O-ring 10. Spindle Cap 11. Capscrew 12. Hardened Washer 13. Bearing Retainer 14. Capscrew 15. Washer 16. Speed Sensor 17. Sensor Bracket 18. Disc Brake Assembly 19. Brake Adaptor 20. Capscrew 21. Hardened Washer 22. O-ring 23. Capscrew 24. Hardened Washer 25. O-ring 26. Spindle 27. Bearing Spacer 28. Inner Bearing Cone 29. Inner Bearing Cup 30. Seal Assembly 31. Capscrew 32. Hardened Washer 33. Drain Plug 34. Socket Head Capscrew (Temporary) 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. O-ring 39. Bearing Retainer Pin 40. Bearing Retainer Pin 41. O-ring

G3-6

Front Wheel Hub and Spindle

G03017 02/01

Assembly

8. Install a new O-ring (9) onto spindle cap (10). Lubricate the O-ring with clean hydraulic oil. Install the cap into the end of spindle (26). The tapped holes on the spindle cap must face the outside for disassembly purposes.

NOTE: All mating surfaces of wheel and brake components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically. 2. Check bearing cones (7 & 28, Figure 3-6) for free fit on the spindle (26). 3. Check threads in holes in end of spindle to be certain capscrews will thread freely into spindle. If not, re-tap threads. 4. Install bearing cups (6 & 29) in the wheel hub (1)as follows: a. Preshrink cups by packing them in dry ice, or by placing them in a deep-freeze unit. NOTE: Do not cool below -65F (-54C). b. Install cups in wheel hub bores. c. After cups have warmed to ambient temperature, press the cups tight against hub shoulder as follows: 1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force. 2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force. 5. Install spacer (27). If necessary, tap lightly to seat spacer against spindle. Spacer must fit tightly against spindle shoulder. 6. Install pin (39) in groove in spindle and install inner bearing cone (28) over pin and against the spacer. (Cone is a loose fit on spindle.) 7. Install wheel hub (1) onto spindle (26). Install outer pin (40) and outer bearing cone (7). NOTE: To assure bearing lubrication during initial operation lightly lubricate the bearings with hydraulic oil.

Wheel Bearing Adjustment: 9. Install bearing retainer (13) onto the spindle without any shims. The thickness of the retainer is etched on the surface of the retainer. This side should be facing outward. Use 4, equally spaced capscrews in order to secure the retainer. Two capscrews must be positioned adjacent to the 0.50 in. (12.7 mm) diameter access holes in the retainer. 10. Seat the wheel bearings using the following procedure: a. Tighten the 4 capscrews to 80 ft. lbs. (108 N.m) torque. Rotate the wheel hub at least 3 full revolutions. b. Tighten the 4 capscrews to 160 ft. lbs. (217 N.m) torque. Rotate the wheel hub at least 3 full revolutions. c. Repeat step 10-b until torque is maintained. d. Loosen the 4 capscrews and rotate the hub at least three revolutions. e. Tighten the 4 capscrews to 60 ft. lbs. (81 N.m) torque. Rotate the wheel hub at least 3 full revolutions. f. Tighten the 4 capscrews to 100 ft. lbs. (136 N.m) torque. Rotate the wheel hub at least 3 full revolutions. g. Repeat 10 - f until torque is maintained. 11. Using a depth micrometer, measure and record the distance between the face of bearing retainer (13) and spindle (26) through each of the two 0.50 in (13 mm) diameter access holes. 12. Add the two dimensions measured in step 11 and divide the sum by 2 to obtain the average depth. 13. Subtract the retainer plate thickness (etched on the surface of the retainer plate (13) from the result calculated in step 12.

The brake assembly should not be installed at this time in order to facilitate the bearing adjustment procedure.

14. Assemble a shim pack to equal the dimension calculated in step 13 within 0.001 in (0.0254 mm).

G03017 02/01

Front Wheel Hub and Spindle

G3-7

NOTE: Measure the shims individually for accuracy. The above procedure results in a shim pack which will provide a nominal 0.020 in. (0.508 mm) preload for the bearings after assembly. Example: Step 19 (average depth) 1.416 in. Step 21 subtract etched dim - 1.375 in. Step 22 Required shim pack = 0.041 in. NOTE: After a shim pack has been determined, the shim pack, spindle, wheel hub, spacer, and bearings are now an interdependent group. If any of the parts are replaced, the shim pack is no longer valid, and a new pack must be calculated. 15. Remove bearing retainer (13), outer cone (7), outer retainer pin (40), and wheel hub (1) from spindle (26) for installation of the brake assembly. Brake Installation 16. Position the wheel hub vertically, on blocking with the inner bearing bore at top. 17. Assemble brake to hub as follows: a. Install nine 0.020 in. (0.51 mm) thick shims (36) on top of the wheel hub flange at each of the six gear/seal retainer mounting locations. b. Install speed sensor gear (35). c. Install new O-ring (38) in groove in hub. Be certain O-ring is not twisted. Apply lubricant to O-ring. d. Install lift eyes in brake assembly and attach to overhead hoist. e. Align hub and seal carrier (37) mounting holes and lower brake assembly onto hub. NOTE: Do not remove shipping bars until inner gear ring of brake assembly is attached to hub f. Install capscrews (14) and washers (15) from under hub flange to secure the seal carrier and gear. Tighten capscrews to standard torque. g. Align the brake hub holes with the wheel hub and install hardened flatwashers (24) and capscrews (23). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. h. Remove shipping bars from brake assembly. 18. Install a new O-ring (25) to brake adapter (19). Place the assembly into position on the spindle. 19. Install hardened flatwashers (32) and capscrews (31). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. Socket head capscrews (34) are installed to position the seal carrier on the brake back plate after assembly and prior to installation on the Hub/spindle. In the next step, it may be necessary to loosen the socket head capscrews slightly to align the brake assembly holes with the brake adaptor.

NOTE: The following instructions must be performed carefully to prevent damage during assembly to brake adaptor O-ring seal (22). 20. Prior to installing the hub and brake assembly on the spindle, install four alignment studs, spaced 90 apart, in the brake adaptor (in place of capscrews (20) to ensure the brake assembly is properly aligned during the following steps. a. Install a new O-ring (22) on brake adaptor shoulder. Be certain the O-ring is not twisted and properly seated. b. Lubricate the O-ring with petroleum jelly or chassis grease. 21. Attach an overhead hoist to wheel hub and brake assembly. Rotate hub 180 in preparation for lowering onto spindle. NOTE: The hoist must be rigid enough to prevent springing or jerking as the hub and brake assembly is lowered into position. 22. Lift hub over spindle and slowly lower, aligning the brake mounting holes with the alignment studs. a. When the brake piston housing is approximately 0.50 in. (13 mm) from the adaptor, install four capscrews (20) and flatwashers (21) spaced evenly in between the alignment studs. b. Carefully pull the brake and wheel hub assembly into position by tightening the capscrews evenly and in small increments. c. DO NOT allow the assembly to "cock" (stick at an angle). If the assembly is cocked, lift the assembly, and inspect O-ring (22) for damage. Replace the O-ring if necessary, and repeat the assembly procedure.

G3-8

Front Wheel Hub and Spindle

G03017 02/01

23. After the brake assembly is properly positioned on the adaptor, remove the alignment studs and install the remaining brake adaptor/brake assembly mounting capscrews (20) and hardened flatwashers (21). Tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. 24. Install bearing retainer pin (40) in groove in spindle. Align and slide outer bearing cone (7) over pin. Lubricate the bearing with clean hydraulic oil. 25. Install the shim pack, retainer, capscrews, and hardened washers. Tighten capscrews alternately to 750 75 ft. lbs. (1017 100 N.m) torque in several successive increments while rotating the hub. 26. Install a new O-ring (41) on cover (5). Install the cover, capscrews, and washers. Tighten the capscrews to standard torque. 27. Remove socket head capscrews (34) securing seal retainer (37) to brake assembly (18). Seal Assembly Gap Check: After the assembly of the wheel and brake is complete, the gap between seal carrier (3, Figure 3-7) and the brake assembly back plate (6) must be measured and adjusted if necessary. The ideal gap is 0.433 in (11.0 mm). If necessary, the gap must be adjusted, using shims as required to maintain a minimum gap of 0.423 in (10.75 mm) to 0.443 in (11.25 mm) maximum. 28. Measure seal gap as follows: a. Measure gap, dimension A, Figure 3-7 at three, equally spaced places and record the result. b. Add the three dimensions and divide the result by 3 to obtain the average gap width 29. If average gap width is not between the minimum and maximum allowable range, loosen the seal retainer capscrews (4, Figure 3-6) and add shims (5) as required to reduce the gap or remove shims to increase the gap. The quantity and thickness of shims at each of the six locations must be equal. 30. Re-tighten seal retainer capscrews to standard torque and measure gap as described in step 26. If necessary, repeat step 27 until the proper gap is maintained. 31. Install speed sensor(s) (16, Figure 3-6) in support bracket(s) (17). Adjust sensor gap as follows: a. Rotate hub to position the top of a gear tooth directly under the sensor tip. b. Insert a 0.060 in (1.5 mm) feeler gauge between sensor tip and gear tooth and adjust sensor clearance. c. Tighten capscrew to lock sensor in place. d. Rotate hub 180 and verify clearance remains within 0.040 in (1.0 mm) minimum to 0.080 in (2.0 mm) maximum. 32. Install speed sensor cables. 33. Install hub and spindle assembly on suspension per instructions in "Installation".

FIGURE 3-7. MEASURING SEAL GAP 1. Spindle 2. Wheel Hub 3. Seal Carrier 4. Capscrews 5. Shims 6. Brake Back Plate

STEERING CYLINDERS AND TIE ROD


The steering cylinders and tie rod mounting arrangements are similar. The removal and installation instructions are applicable to both.

Always install pin retaining capscrews from the top with the locknut on the bottom side at spindle arm as shown in Figure 3-8.

G03017 02/01

Front Wheel Hub and Spindle

G3-9

Removal 1. With engine shut down and key switch Off, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to make sure no hydraulic pressure is present. Block front and back of rear wheels. 2. Disconnect hydraulic and lubrication lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of hydraulic system.

3. Remove locknuts (9, Figure 3-8) capscrews, (3) and retainers (10) from both ends of assembly. 4. Remove pins (16) from each end of assembly and move assembly to clean work area.

The bearing spacers and the washers are secured by the pin. Take measures to prevent components from falling during removal of pin. Damage to the components and/or personal injury may result.

FIGURE 3-8. STEERING CYLINDER AND TIE ROD INSTALLATION 1. Steering Cylinder 2. Tie Rod Assembly 3. Capscrew 4. Spacer 5. Tie Rod End 6. Capscrew 7. Locknut 8. Washer 9. Locknut 10. Retainer 11. Bearing 12. Spindle Arm 13. Bearing Retainer 14. Capscrew 15. Washer 16. Pin 17. Frame

G3-10

Front Wheel Hub and Spindle

G03017 02/01

Installation NOTE: Sleeve alignment tool, part number EH4638 included in tool group, should be used to hold bearing spacers (4, Figure 3-8) and spherical bearings (11) in position when pins are inserted during assembly. 1. Align steering cylinder (1) or tie rod end (5) bearing bore with pin bores in spindle or frame. Insert bearing spacers (4) and washer (8) if used. NOTE: Tie rod is to be installed with clamping bolts toward the rear of the truck. 2. Install pins (16), capscrews (3) and retainers (10) and secure with locknut (9). Tighten to 750 ft. lbs. (1017 N.m) torque. 3. Connect hydraulic and lubrication lines to their respective ports. Operate steering and check for leaks and proper operation.

Bearing Replacement 1. Remove capscrews (2, Figure 3-9) and lockwashers (3). Remove bearing retainer (4). 2. Press bearing (1) out of bore in steering cylinder or tie rod end. 3. Press new bearing into bore. 4. Install bearing retainers with capscrews and lockwashers. Tighten capscrews to standard torque.

FIGURE 3-9. TYPICAL BEARING INSTALLATION (Steering Cylinder Shown for Reference) 1. Bearing 2. Capscrew 3. Lockwasher 4. Bearing Retainer 5. Rod End

G03017 02/01

Front Wheel Hub and Spindle

G3-11

TOE-IN ADJUSTMENT
1. The steering system must first be centered in the straight ahead position. Shut down engine and turn key switch OFF. Allow at least 90 seconds for the accumulators to bleed down. DO NOT turn the steering wheel. Block front and back of rear wheels. 2. Check toe-in by measuring the distance between the centers of the front tires. These measurements should be taken on a horizontal centerline at front and rear of tires. Refer to Figure 3-10. 3. Radial tires should have equal measurements (zero toe-in). 4. Loosen clamp locknuts on tie rod and rotate tie rod as necessary to obtain correct toe-in setting. 5. When adjustment is complete, tighten clamp locknuts (7, Figure 3-8) on tie rod to 310 ft. lbs (420 N.m) torque. 6. Remove blocks from rear wheels.

930E TOE-IN DATA Nominal tie-rod length, radial tires. (Zero toe-in)

in. (cm) FIGURE 3-10. MEASURING TOE-IN 144.37 (366.7)

G3-12

Front Wheel Hub and Spindle

G03017 02/01

REAR AXLE HOUSING ATTACHMENT


PIVOT PIN
Removal 1. Park truck on firm level surface and block front and rear of all tires.

Truck body must be empty and down against frame before attempting this procedure.

2. Release all brakes. 3. Charge rear suspensions with nitrogen until pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.

FIGURE 4-1. PIVOT PIN ASSEMBLY Blocks must be securely in place before lowering the frame. Check blocks on wheels to make sure they are in place. 1. Truck Frame 2. Capscrew 3. Lockwasher 4. 12 Pt. Capscrew 5. Lock Plate 6. Sleeve 7. Pivot Pin 8. Spacer 9. Cover Ring 10. 12 Pt. Capscrew 11. Locknut 12. Puller Holes 13. Bearing 14. Bearing Retainer 15. Pivot Eye Structure 16. Bearing Carrier 17. Clamp

5. Release nitrogen out of front suspensions. 6. Release nitrogen out of rear suspensions. 7. Attach a hoist to lift eye at top of the pivot eye to control downward movement of front of axle housing. 8. Disconnect pivot eye bearing lube line. Remove ground wire between pivot eye and frame. 9. Remove capscrew (2, Figure 4-1) and lockwasher (3). Remove capscrews (4). Remove lock plate (5). 10. Install puller using tapped holes (12) in head of pin. Remove pin (7).

Installation 1. Raise pivot eye (15, Figure 4-1) into position. 2. Be certain spherical bearing inner race is aligned. Install cover rings (9) and spacers (8). Install pin (7). 3. Position lock plate (5) by lining up capscrews with capscrew holes in pin. Install capscrews. 4. Rotate pin and lock plate to align capscrews (2) with holes in frame mounting structure. a. Install capscrews (2) and lockwashers (3). b. Tighten capscrews (2) to 175 ft. lbs. (237 N.m) torque. c. Tighten capscrews (4) to 1715 ft. lbs. (2325 N.m) torque. 5. Install ground wire and lubrication line. Pressurize lube line to assure bearing (13) receives grease.

NOTE: Placement of a pry bar or jack between mounting structure and pivot eye may be necessary to push pivot eye down and away from mount structure. Spacers (8) and cover rings (9) will fall free.

G04014

Rear Axle Housing Attachment

G4-1

6. Install clamps (17) on cover rings (9). Tighten clamps just enough to hold covers in place. 7. Charge front suspension as described in Oiling and Charging Procedure, Section H. 8. Charge rear suspensions with nitrogen to fully extend pistons. 9. Remove blocks or stands from beneath the frame. 10. Release nitrogen from rear suspension and charge according to procedure in Oiling and Charging Procedure, Section H.

Assembly 1. Setup an appropriate tool to press spherical bearing (4, Figure 4-2) into bearing carrier (3). Be certain bearing outer race is flush with bearing carrier sides. 2. Install bearing retainers (2) with 12 point capscrews (5) and locknuts (6). Tighten capscrews to 575 ft. lbs. (779 N.m) torque.

Before removing blocks from the wheels, make sure parking brake is applied. 11. Remove blocks from wheels.

PIVOT EYE BEARING


Disassembly 1. Remove capscrews and locknuts (5 and 6, Figure 4-2). Remove bearing retainers (2). Setup an appropriate tool to press spherical bearing (4) from bearing carrier (3). 2. Inspect all parts and bearing for wear or damage. Replace parts showing excessive wear or damage. Spherical bearing outer race O.D.: 8.7500 - 8.7488 in. (222.25 - 222.22 mm) Bearing bore I.D.: 5.9990 - 6.0000 in. (152.37 - 152.40 mm)

3. If bearing carrier (3) is damaged or worn, refer to Pivot Eye Repair for repair procedure.

FIGURE 4-2. PIVOT EYE BEARING INSTALLATION 1. Pivot Eye Structure 2. Bearing Retainer 3. Bearing Carrier 4. Spherical Bearing 5. 12 Pt. Capscrew 6. Locknut

G4-2

Rear Axle Housing Attachment

G04014

PIVOT EYE REPAIR If damage occurs to the pivot eye (4, Figure 4-3), it may be necessary to remove it from the rear axle structure (1) to facilitate repair and bearing replacement. Removal To remove the axle housing pivot eye: 1. Follow all preceding instructions for Pivot Pin Removal. Be certain axle housing (1) and wheels are blocked securely. 2. Attach a lifting device to the pivot eye (4). 3. Remove capscrews (2) and flatwashers (3). Remove pivot eye. Disassembly 1. Remove spherical bearing (4, Figure 4-2) as described in Pivot Eye Bearing, Disassembly. 2. If bearing carrier (3) is damaged or worn, setup an appropriate tool to press bearing carrier out of the pivot eye structure bore. Bearing carrier (new): I.D. = 8.7484 0.0005 in. (222.209 0.013 mm) O.D.= 9.7520 0.0005 in. (247.701 0.013 mm) 3. Inspect pivot eye structure bore for excessive wear or damage. Pivot eye bore (new): 9.7500 0.0005 in. (247.650 0.013 mm)

Assembly 1. Setup an appropriate tool to press bearing carrier (3, Figure 4-2) into the bore of the pivot eye structure. NOTE: With parts to correct size, the fit of the bearing carrier into the bore of the pivot eye structure may be 0.001 - 0.003 in. (0.025 - 0.08 mm) interference fit. Freezing the bearing carrier will ease installation.

Lubrication groove in bearing carrier outer diameter must align with lubrication fitting hole in pivot eye structure.

2. Press bearing carrier into bore. Be certain the carrier is pressed fully into the pivot eye bore, flush with the sides. 3. Install spherical bearing (4) as described in Pivot Eye Bearing, Assembly.

Installation 1. Be certain mating surfaces of axle housing (1, Figure 4-3), and pivot eye (4) are clean and not damaged. 2. Lift pivot eye into position on front of axle housing. Insert several capscrews (2) and flatwashers (3) to align the parts. Remove the lifting device. 3. Install the remaining capscrews and flatwashers. Tighten alternately until the pivot eye is properly seated. Tighten capscrews to 1715 ft. lbs. (2325 N.m) final torque.

FIGURE 4-3. PIVOT EYE ATTACHMENT 1. Rear Axle Structure 2. Capscrew 3. Flatwasher 4. Pivot Eye

G04014

Rear Axle Housing Attachment

G4-3

ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is identical at each end. Removal 1. Position frame and rear axle housing to allow use of a puller arrangement to remove anti-sway bar pins (4, Figure 4-4) on the rear axle housing and the frame. 2. Block securely between frame and axle housing. 3. Disconnect lubrication lines. Position a fork lift or attach lifting device to anti-sway bar (11) for removal from truck. 4. Remove capscrews (9) and locknuts (10) at each mount. 5. Attach puller and remove pin (4) from each end of anti-sway bar. 6. Remove anti-sway bar from mounting brackets. 7. Remove bearing spacers (6). FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY Installation 1. Start pin (4, Figure 4-4) in through the front of the frame mount and one spacer (6). Rotate pin to align retaining capscrew (9) hole with the hole in the mounting structure (1). 2. Raise the anti-sway bar into position and push pin through spherical bearing, insert second spacer and continue pushing into other ear of bracket. If necessary, realign pin with retainer capscrew hole. Install capscrew (9) and locknut (10). 3. Repeat above procedure to install remaining pin, spacers, capscrew and locknut at opposite end of bar. Start the pin into the bore of the axle housing mount from the rear of the truck. 4. Attach lubrication lines. Pump grease into bearing to verify line and system is operational. 5. Remove blocking. 6. If necessary, recharge suspensions. Refer to Section H for charging procedure. 1. Mounting Structure 2. Capscrew 3. Lockwasher 4. Pin 5. Sleeve 6. Bearing Spacer 7. Retainer Ring 8. Bearing 9. Capscrew 10. Locknut 11. Anti-Sway Bar

Disassembly 1. Remove retainer rings (7, Figure 4-4) from bores of both ends of anti-sway bar (11). 2. Press out spherical bearings (8). Cleaning and Inspection 1. Inspect bearing bores of anti-sway bar. If bores are damaged, repair or replace anti-sway bar. 2. Inspect bearing spacers (6) for damage or wear. Assembly 1. Press in new bearings. 2. Install retainer rings. Be certain rings are properly seated in grooves.

G4-4

Rear Axle Housing Attachment

G04014

REAR AXLE HOUSING


REAR AXLE HOUSING
Read and observe the following instructions before attempting any repairs on propulsion system components! 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Verify the steering accumulators have bled down by attempting to steer. 6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 7. Open the battery disconnect switches. Do not step on or use any power cable as a handhold when the engine is running. All removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started. Front wheels must be securely blocked to prevent movement as brakes will be released. All electrical cables and hydraulic hoses should be marked prior to removal. Close the shut-off valves on the hydraulic pumps to reduce amount of oil loss from brake system.

Removal 1. Remove the dump body as outlined in Section B. Block up truck and remove rear tires as described in this Section of the manual. 2. Loosen hose clamps and disconnect wheel motor cooling air duct from connection on front center of housing. 3. With the pump shut-off valves in the closed position, remove drain plugs at bottom of brake assemblies and drain oil from disc brakes. 4. Disconnect hydraulic hoses at manifold (4, Figure 5-1). Cap fittings and plug hoses to prevent contamination. 5. Remove covers from access holes (17). 6. Remove cable grips at right front corner from wheel motor cables (7), air pressure sensor/rear light (8) and speed sensor (9) harnesses. Slide cable grips forward on cables. 7. Remove cable grip mounting cover and slide forward for access to brake cooling line clamp inside axle housing. 8. Disconnect brake system cooling lines (2 & 10) at each brake back plate. Disconnect brake apply lines (11). Cap and plug openings. 9. Remove clamps (3) securing brake hoses to spindles. 10. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube.

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the area of the wheel motors, and possibly the electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. PREPARATION 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use the shutdown switch on the center console. Place the GF Cutout Switch in the CUTOUT position. (See Figure 3-1, page E3-2, Propulsion System, for GF switch location.)

G05015 9/99

Rear Axle Housing

G5-1

FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS 1. Disc Brake Assembly 2. Brake Cooling Oil Return 3. Clamp 4. Manifold 5. Cooling Air Duct 6. Relay Valve 7. Wheel Motor Power Cables 8. Air Sensor/Rear Light Harness 9. Speed Sensor Harness 10. Brake Cooling Oil Supply 11. Brake Apply Line 12. LH Wheel Motor 13. Park Brake Line 14. RH Wheel Motor 15. Capscrew 16. Hardened Flatwasher 17. Access Hole

11. Open access covers inside axle housing. 12. Disconnect parking brake supply line (13). Disconnect and remove RH parking brake supply line at tee. 13. Disconnect air sensor hose from duct. 14. Remove wheel motor cooling air exhaust duct (5) from between wheel motors. 15. Disconnect wheel motor power cables (7) at wheel motor terminals. Remove cable clamps and pull cables from axle housing.

16. Disconnect air pressure sensor/rear light harness (8) inside axle housing and remove clamps. Disconnect speed sensor harness (9) connectors and remove clamps. Pull both harnesses from axle housing. 17. Remove automatic lube system hoses and clamps attached to housing. Secure hoses to frame to prevent interference during axle housing removal. 18 Remove rear suspensions. Refer to Section H. 19. Remove anti-sway bar as described in this Section. 20. Remove pivot pin as described in this Section. 21. Remove wheel motors as described in this Section.

G5-2

Rear Axle Housing

9/99 G05015

22. Attach overhead hoist or crane to lift eyes on rear axle housing and move from rear of frame.

4. Install rear suspensions, as described in Section H. 5. Connect auto lube system hoses and clamps.

Cleaning and Inspection 1. Thoroughly clean the capscrew holes and wheel motor mounting faces. Re-tap holes if threads are damaged. 2. Check wheel motor mounting faces for nicks, scratches or other damage. Inspect all welds and repair as necessary. 3. Inspect pivot pin bearing. If worn or damaged, refer to Pivot Eye Bearing, this Section, and repair as required. 4. Inspect brake system relay valve (6, Figure 5-1) and hoses for leaks. Inspect manifold (4) hose connections and repair leaks or damaged hoses. Installation 1. Position axle housing under frame. 2. Align pivot pin bores and install pivot pin. Refer to installation procedure earlier in this Section. 3. Install anti-sway bar. Refer to installation procedure earlier in this Section.

6. Route wheel motor cables (7, Figure 5-1) into housing and clamp in place. Install cable grip mounting plate and cable grips. 7. Install speed sensor harness (9, Figure 5-1) through housing. Install cable grip. 8. Install air sensor/light harness through housing, clamp in place and install connectors. Install cable grip. 9. Install wheel motors, cables, brake lines and tires as described on the following pages. 10. Connect hoses to manifold (4) at front of housing. 11. Install air duct (5). Close duct inspection covers and install duct tube in rear opening of axle housing. 12. Reconnect wheel motor cooling air duct and clamp securely. 13. Open pump shut-off valves. Service hydraulic system.

G05015 9/99

Rear Axle Housing

G5-3

WHEEL MOTOR
Read and observe the following instructions before attempting removal of the wheel motors or any repairs on the propulsion system components! Front wheels must be securely blocked to prevent movement as brakes will be released. All electrical cables and hydraulic hoses should be marked prior to removal. Close the shut-off valves on the hydraulic pumps to reduce amount of oil loss from brake system. Do not step on or use any power cable as a handhold when the engine is running. All removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started. After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the area of the wheel motors, and possibly the electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started. Removal NOTE: If suitable equipment is available to lift wheel motor assembly from the axle housing it is not necessary to remove the truck body. The equipment used must be capable of lifting and supporting the weight of the complete wheel motor assembly, 35,050 Lbs. (15,913 kg.), must be mobile and must be capable of aligning the wheel motor to the axle housing mounting flange during installation. If the wheel motor must be removed by use of a crane or overhead hoist, refer to Section B for body removal instructions.

1. Raise the rear of truck as described in this Section, until tires clear the ground. Use support stands or cribbing to block under rear housing. 2. Remove the inner and outer wheels from wheel motor. Refer to tire and wheel removal instructions in this Section. Be certain additional capscrews have been installed to provide support for the wheel motor transmission housing while the rear tires are removed. 3. With the pump shut-off valves in the closed position, remove the drain plug at bottom of brake assembly and drain oil from disc brake housing. 4. Remove covers from access holes (17, Figure 5-1) 5. Disconnect brake system cooling lines (2 & 10) at brake back plate. Disconnect brake apply lines (11). Cap and plug openings. 6. Remove clamps (3) securing brake hoses to spindles. 7. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube. 8. Open access covers inside axle housing. 9. Disconnect parking brake supply line for the motor to be removed. Disconnect air sensor hose if necessary. 10. Remove wheel motor cooling air exhaust duct (5) from between wheel motors.

PREPARATION 1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake. Be certain the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel ON. Be certain the REST warning lamp is illuminated. 3. Shut down the engine using the keyswitch. Place the GF Cutout Switch in the CUTOUT position. 4. Verify the LINK VOLTAGE lights are OFF. If they remain on longer than 5 minutes after shutdown, notify the electrical department. 5. Verify the steering accumulators have bled down by attempting to steer. 6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. 7. Open the battery disconnect switches.

G5-4

Rear Axle Housing

9/99 G05015

11. Disconnect wheel motor power cables (7) at wheel motor terminals. Disconnect speed sensor cable at connector in center of housing. 12. Tie up cables and hoses as necessary to prevent damage during wheel motor removal.

Installation 1. Install two guide pins 180 apart in the rear housing.

The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely. 13. Attach lifting device to wheel motor assembly. DO NOT allow lifting device to contact brake housing. 14. Remove capscrews (15) and hardened flatwashers (16) securing wheel motor to rear housing. 15. Move wheel motor assembly out of axle housing, using care to prevent damage to brake hoses if not removed previously. 16. Refer to appropriate GE service information for wheel motor repair instructions. Cleaning and Inspection 1. Thoroughly clean the capscrew holes and mounting faces of the rear housing and the wheel motor. 2. Re-tap holes if threads are damaged. 3. Check mounting faces of wheel motor and rear housing for nicks, scratches or other damage. 4. Check components inside axle housing. Inspect brake system relay valve (6, Figure 5-1) and hoses for leaks. Inspect manifold (4) hose connections and repair leaks or damaged hoses. 5. Inspect wheel motor power cables, terminals, cable grips, and clamps. Replace any cables or hardware that is damaged or worn.

The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely.

2. Lift wheel motor into position on the rear housing. Refering to Figure 5-2, align wheel motor mounting capscrew hole in mounting flange nearest the brake hose hole with the top hole of the oval access plate. Make sure all cables and lines are clear before installation. If brake system hoses (2, 10, & 11, Figure 5-1) have not been removed, guide hoses through spindle holes during installation. 3. Install lubricated capscrews and flat washers securing wheel motor to rear axle housing. Snug up all capscrews until wheel motor is seated against axle housing flange at all points. Final tighten (alternating capscrews 180 apart) to 1480 ft. lbs. (2007 N.m) torque. 4. Connect power cables (7) to their appropriate location on the wheel motor. Connect speed sensor cable.

All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged.

FIGURE 5-2. WHEEL MOTOR ALIGNMENT (Left Side Shown)

G05015 9/99

Rear Axle Housing

G5-5

8. Connect air sensor hose, if removed. Install park brake apply hose (13). 9. Install inspection covers on access holes (17). All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged. 5. Connect Brake apply line (11) to port on brake assembly back plate. 6. Using new O-rings, install brake cooling lines. 7. Seal gap around brake cooling hoses (see sealant specification below) where cooling hoses pass through spindle holes. Install clamps (3). NOTE: Brake system hoses must be sealed where they pass through axle spindle holes to prevent cooling air loss. 10. Install air duct (5). Close duct inspection covers and install duct tube in rear opening of axle housing. 11. Open pump shut-off valves. 12. Check wheel motor oil level. Check hydraulic tank oil level before and after engine start-up and brake bleeding procedure. Service as necessary. 13. Bleed the brake apply line according to the instructions in Wet Disc Brake Assembly, Brake Bleeding Procedure, Section J. 14. Remove temporary capscrews previously installed in wheel motor transmission housing mounting flange. Install tires and rims using procedures outlined earlier in this section. 15. Raise truck, remove support stands. Lower truck and remove jack.

MASTIC SEALANT Vendor Product Name: Uniseal 310S Sealant Description: 2.00 in wide x .125 in. thick x 120 in. long roll Vendor Source: Uniseal 1800 W. Maryland Street Evansville, IN 47712 Other sources may be available throughout the world.

G5-6

Rear Axle Housing

9/99 G05015

SECTION H HYDRAIR II SUSPENSIONS INDEX

FRONT SUSPENSION . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . "TURN OF THE NUT" Tightening Procedure Minor Repair (Lower Bearing and Seals) . . Major Suspension Rebuild . . . . . . . . . Disassembly . . . . . . . . . . . . Assembly . . . . . . . . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. . . . . . . .

. H2 H2-1 H2-2 H2-4 H2-5 H2-6 H2-6 H2-7

REAR SUSPENSION . . Removal . . . . . Installation . . . Disassembly Assembly . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. H3 H3-1 H3-3 H3-4 H3-4

OILING AND CHARGING PROCEDURES . . GENERAL . . . . . . . . . . . . . . . . . EQUIPMENT LIST . . . . . . . . . . . . FRONT SUSPENSION . . . . . . . . . . Front Suspension Oiling . . . . . . . Front Suspension Nitrogen Charging REAR SUSPENSION . . . . . . . . . . . Rear Suspension Oiling . . . . . . . Rear Suspension Nitrogen Charging

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. H4 H4-1 H4-1 H4-2 H4-2 H4-3 H4-4 H4-4 H4-5

OIL AND NITROGEN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6

H01013 04/01

Index

H1-1

NOTES

H1-2

Index

H01013 04/01

FRONT SUSPENSION
The HYDRAIRII suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and rear axle assembly. The front suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. Check valves and orifice dampening holes control suspension travel to provide good ride qualities on haul roads under loaded and empty conditions. The front suspension rods also act as kingpins for steering the truck. The HYDRAIRII suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. Removal 1. Park unloaded truck on hard level surface. Block wheels and set parking brake. Remove front wheel and tire according to Removal instructions in Section G, Front Tire and Rim. Remove front wheel hub and spindle as covered in Section G. 2. Remove boot clamp and boot from around suspension. 3. Discharge nitrogen pressure from suspension by removing cap from charging valve (5, Figure 2-1). Turn the charging valve swivel nut (small hex) (2, Figure 2-2) counterclockwise 3 full turns to unseat valve seal (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (4) (see DANGER below). Wearing face mask or goggles, depress valve stem until all nitrogen pressure has been relieved.

Make certain only the swivel nut (2) turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 4. After all nitrogen pressure has been relieved, loosen large hex (3) and remove charging valve assembly. Discard O-ring seal.

FIGURE 2-1. SUSPENSION CHARGING VALVE 1. Suspension Housing 2. Cap Structure 3. Pressure Sensor Port 4. Vent Plug 5. Charging Valve FIGURE 2-2. CHARGING VALVE INSTALLATION 1. Valve Cap 4. Vent Plug 2. Swivel Nut (Small Hex) 3. Charging Valve Body (Large Hex)

H02013 2/01

Front Suspensions

H2-1

5. Place a suitable container under suspension cylinder. Remove bottom drain plug (19, Figure 2-8) and allow cylinder to drain completely. NOTE: Front HYDRAIRII suspensions are equipped with lower bearing retainer puller holes. If only rod wiper, rod seals, bearing, O-ring and backup ring replacement is required, it will not be necessary to remove suspension from truck. Refer to Minor Repair Only (Lower Bearing & Seals) for bearing retainer removal and installation. 6. If major suspension rebuild is required, continue removal procedure. 7. Attach fork truck or suitable lifting device to suspension. Secure suspension to lifting device.

The front HYDRAIRII suspension weighs approximately 6150 pounds (2790 kg). Be certain the lifting device to be used is of sufficient capacity to handle load. 8. Remove capscrews and washers (1, Figure 2-3) and nuts and washers (2). 9. Remove capscrews and washers (8), and nuts and washers (10). 10. Remove capscrews and washers (6), and spacers (9). 11. Move suspension to a clean work area for disassembly. Installation Use the following procedure for preparing mounting surfaces and mounting hardware. 1. The mounting surface of both the suspension and the frame must be clean and dry. Use a cleaning agent that does not leave a film after evaporation, such as trichlorethylene, tetrachlorethylene, acetone or lacquer thinner. 2. Inspect suspension and frame mounting surfaces and spotfaces for flatness. Surface finish must not exceed 250 (RMS) (medium tool cut). Surface flatness must be within 0.010 in. (0.254 mm). 3. Clean and dry all capscrews, nuts and washers as stated in Step 1, above. FIGURE 2-3. SUSPENSION INSTALLATION 1. Capscrew & Washers 2. Nuts & Washers 3. Housing 4. Mounting Surface 5. Shear Bar 6. Capscrew & Washers 7. Piston 8. Capscrews & Washers 9. Spacer 10. Nuts & Washers

When using a cleaning agent, follow the manufacturers instructions for use, proper ventilation and/or use of breathing apparatus.

NOTE: The use of dry threads in this application is not recommended. Due to the high tightening forces required to load these capscrews, dry threads may cause damage to tools.

H2-2

Front Suspensions

H02013 2/01

4. Lubricate capscrew threads, capscrew head seats, washer face, and nut seats with a rust preventive compound. Approved sources are: AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Division of American Oil Company. RUSTOLENE D grease from Sinclair Oil Company. GULF NORUST #3 from Gulf Oil Company. RUST BAN 326 from Humble Oil Company. 1973 RUSTPROOF from the Texas Company. RUST PREVENTIVE GREASE-CODE 312 from the Southwest Grease and Oil Company. NOTE: If none of the rust preventive greases listed above are available for field assembly, use one of the following lubricants: SAE 30 weight oil. 5% Molybdenum - Disulphide Grease

replaced. Replace all suspension mounting hardware, if the truck was operated with the suspension mounting in a loose joint condition.

FIGURE 2-4. INSTALLATION OF HARDENED FLAT WASHER 1. Hardened Flat Washer 2. Capscrew NOTE: Special hardened flat washers are punched during the manufacturing process, therefore when used under the capscrew head they must be assembled with the inside diameter radius of the hole toward the head (punch lip away from head) to prevent damage to the fillet between capscrew head and shank. See illustration above.

High tightening force is required to load front suspension mounting capscrews. Repeated tightening operations will cause capscrew material to fatigue and break. DO NOT reuse mounting hardware (capscrews, hardened washers, and nuts) more than twice after original installation (3 total see NOTE below). Replace capscrews, washers and nuts after third use. NOTE: The following method is suggested to control the 3 - Use maximum: Punch mark the capscrew heads with a center punch after each tightening as follows: Initial Installation. . . . . . . . . . . No (0) marks. Second Installation . . . One (1) punch mark. Third Installation . . . . Two (2) punch marks. Suspension mounting capscrews are specially hardened bolts to meet or exceed Grade 8 specifications. Replace only with bolts of correct hardness. Refer to the Komatsu Parts Catalog for correct part number. Before installation, inspect each capscrew for any defects and number of punch marks. Replace capscrew and related hardware if two punch marks are evident; do not reuse if any defect is suspected. Hardware showing signs of rust, corrosion, galling or local yielding on any seat or thread surfaces should be

5. Attach fork truck or lifting device to suspension and mount suspension to the truck frame making certain shear bar (5, Figure 2-3) is flush with end of suspension keyway. Install fourteen capscrews (1, 6, 8) with hardened washers and nuts. (A flatwasher is used under each capscrew head and each nut.) The four bottom holes tapped into suspension housing require capscrews (6) with hardened washers, and spacers (9) only. 6. The capscrews are now ready for tightening using the Turn-of-the-Nut Tightening Procedure described on the following page.

NOTE: The Turn-of-the-Nut tightening procedure was developed for high strength capscrews (grade 8 or better) in this joint application only. Do not use this tightening method for other joint types or capscrews of lesser grade/size.

H02013 2/01

Front Suspensions

H2-3

TURN-OF-THE-NUT Tightening Procedure a. Tighten all fourteen capscrews (1, 6, 8, Figure 2-3) to 400 40 ft .lbs. (542 5 N.m) torque. Use a torque wrench of known calibration. b. Maintain this torque on the top two corner capscrews and the bottom outer four capscrews (item 8, the 4 bottom capscrews with nuts). c. Loosen the 8 remaining capscrews and then tighten again using turn-of-the-nut tightening procedure as follows: d. For the four, 6.0 in. (15 cm) long capscrews (1, Figure 2-3) at the upper mount, tighten capscrews initially to 70 ft. lbs. (95 N.m) torque; then advance capscrew head 60 using steps d-1.) through d-3.). Refer to Figure 2-5.

1.) Mark a reference line on a corner of the hexagonal capscrew head or nut and the mounting surface opposite this corner as shown. Then mark the position located 60 or 120 clockwise relative to the first reference line on the mounting surface. Refer to Figures 2-5 and 2-6. 2.) To insure that the opposite end of the turning member, either the capscrew head or nut remains stationary, scribe a reference mark for this check. 3.) Each corner of a hexagon represents 60. The turning member, either the capscrew head or nut, is turned until the marked corner is adjacent with the marked reference line. Check to make sure that the opposite end of the turning member has NOT turned during the tightening procedure. NOTE: Do not exceed 4 RPM tightening speed. Do not hammer or jerk wrench during the tightening procedure. e. Loosen the top two corner capscrews (1) and the bottom outer four capscrews (8, the 4 bottom capscrews with nuts). 1.) Tighten the top, two corner 6.0 in. (15 cm) capscrews to 70 ft. lbs. (95 N.m) torque, then use turn-of-the-nut method to advance capscrew heads 60. 2.) Tighten the bottom, outer four 14.0 in. (36 cm) capscrews to 200 ft. lbs. (271 N.m) torque, then use turn-of-the-nut method to advance capscrew heads 120.

FIGURE 2-5. REFERENCE MARKS FOR 60 DEGREE ADVANCE (6.0 in. (15 cm) Capscrews) For the four inner, 14.0 in. (36 cm) long capscrews (6, Figure 2-3), tighten capscrews initially to 100 ft. lbs. (136 N.m) torque; then advance capscrew head 120 using steps d-1) through d-3). Refer to Figure 2-6.

NOTE: If for any reason, these fasteners need to be checked for tightness after completing the above procedure; loosen and inspect all 14 capscrews and repeat entire process, starting with cleaning and lubricating capscrews, washers, and nuts. In addition, the capscrew head will need to be appropriately marked to show an additional use.

7. Charge suspension with dry nitrogen to fully extend suspension piston before installing front wheel hub and spindle. FIGURE 2-6. REFERENCE MARKS FOR 120 DEGREE ADVANCE (14.0 in. (36 cm) Capscrews) 8. Install wheel, spindle, and tire according to instructions in Section G. 9. Service the suspension. For instructions refer to HYDRAIRII Oiling and Charging Procedure. 10. Install suspension boot and secure with clamp.

H2-4

Front Suspensions

H02013 2/01

MINOR REPAIR ONLY (LOWER BEARING & SEALS) Bearing Retainer Removal If only rod wiper, rod seals, bearing, O-ring and backup rings are to be replaced, refer to steps below for lower bearing retainer removal. 1. Remove lower bearing retainer capscrews and hardened washers (20 & 21, Figure 2-6). Install pusher bolts into tapped holes in retainer flange. 2. Tighten pusher bolts evenly and prepare to support bearing retainer as it exits the suspension housing. Remove retainer assembly (18). 3. Remove wiper (29), rod seal (28), step seal (27), O-ring (22), backup ring (23) and lower bearing insert (24).

Bearing Retainer Installation 1. Install new rod seal (28), step seal (27) and rod wiper (29).

When installing backup rings with rod seal (28) and step seal (27), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 2-8. FIGURE 2-7. PISTON ROD REMOVAL 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in the lower bearing retainer (18). Install new bearing (24). NOTE: Backup rings must be positioned toward the flange of bearing retainer as shown in Figure 2-9. 3. Install temporary, guide bolts to ensure bolt hole alignment as bearing retainer is seated. Lift lower bearing retainer (18) assembly into place and carefully start into suspension housing. 4. Install capscrews and hardened washers (20 & 21). Tighten capscrews to 500 ft. lbs. (678 N.m) torque. 5. Install wheel, tire and spindle assembly. Refer to steps in Section G, Wheel, Tire and Spindle Installation for installation instructions. 1. Capscrew 2. Hardened Flatwasher 3. Capscrew 4. Hardened Flatwasher 5. Upper Bearing Retainer 6. Housing 7. Piston 8. Mounting Holes 9. Steel Ball (2 ea.) 10. Roll Pin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring & Backup Ring 16. Cap Structure

H02013 2/01

Front Suspensions

H2-5

FIGURE 2-8. FRONT SUSPENSION 1. Housing 2. Cap Structure 3. Capscrew 4. Hardened Washer 5. O-Ring 6. Backup Ring 7. Capscrew 8. Hardened Washer 9. Charging Valve Assy. 10. Vent Plug 11. Plug (Pressure Sensor Port) 12. Upper Bearing Retainer 13. Piston Stop 14. Nut 15. Roll Pin 16. Steel Check Ball 17. Piston 18. Lower Bearing Retainer 19. Plug 20. Capscrew 21. Hardened Washer 22. O-Ring 23. Backup Ring 24. Lower Bearing 25. Key 26. Upper Bearing 27. Step Seal 28. Rod Seal 29. Rod Wiper

MAJOR SUSPENSION REBUILD Disassembly NOTE: Refer to your Komatsu Distributor for HYDRAIRII repair information and instructions not covered in this manual. 1. With suspension held in a vertical position (end cap up), remove capscrews (1, Figure 2-7) and hardened washers (2). Attach hoist to end cap structure (16) and lift end cap out of suspension housing (6) until piston stop (12) contacts upper bearing retainer (5). Remove capscrews (3) and hardened washers (4). Lift cap structure and bearing from housing. 2. Remove roll pin (10), nut (11), piston stop (12) and key (13). Separate cap and bearing. Remove O-rings and backup rings (15). Remove bearing (14). 3. Rotate the suspension 180o. NOTE: Steel balls (9) will fall free when the housing is rotated. 4. Attach lifting device to the piston (7) and carefully lift out of housing. 5. Remove capscrews and washers (20 & 21, Figure 2-8). Install pusher bolts and remove lower bearing retainer (18). 6. Remove and discard rod seal (28) step seal (27) and rod wiper (29). Remove and discard O-rings (22) and backup rings (23). Remove lower bearing (24).

H2-6

Front Suspensions

H02013 2/01

Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean HYDRAIR suspension oil (see Oil Specification under Oiling and Charging Procedure). Take care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly.

4. Install new backup rings and O-rings (15, Figure 2-7) in end cap grooves. Backup rings must be positioned toward the flange on the end cap. 5. Install new bearing (14) on upper bearing retainer (5). 6. Slide upper bearing retainer assembly over cap structure rod (16). 7. Install key (13) and piston stop (12) on cap structure rod. Make sure piston stop is fully seated against the rod shoulder. Install locknut (11) against piston stop. Tighten locknut one half turn further, until hole for the roll pin (10) is in alignment. Install roll pin. 8. Attach a lifting device to top side of end cap assembly. Lower assembly down on piston (7). Insert steel balls (9) in holes in piston prior to fully seating bearing on top of piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly. 9. Install upper bearing retainer (5) onto piston rod. Secure bearing in place with NEW capscrews (3) and hardened washers (4). Tighten capscrews to 500 ft. lbs. (678 N.m) torque. NOTE: ALWAYS use new capscrews (3, Figure 2-7) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation. 10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With suspension housing in a vertical position, carefully lower the piston rod and end cap assembly into the bore of the cylinder housing to its fully retracted position 11. Install capscrews and hardened washers (1 & 2) and tighten to 500 ft. lbs. (678 N.m) torque. 12. Install bottom plug (19, Figure 2-8) and tighten to 13 ft. lbs. (17.5 N.m) torque. NOTE: If suspension is to be stored, put in two pints (1.0 l) of a rust preventive oil. This oil must be drained when suspension is put into service. 13. Install charging valve and new O-ring (5, Figure 2-1). Lubricate O-rings with clean HYDRAIR oil before threading into end cap. Tighten large hex of charging valve to 16.5 ft. lbs. (27.4 N.m) torque.

1. Install new rod seal (28, Figure 2-8), step seal (27), and rod wiper (29).

When installing backup rings with rod seal (28) and step seal (27), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 2-8. 2. Install new O-rings (22) and backup rings (23) in their appropriate grooves in the bearing retainer (18). NOTE: Backup rings must be positioned toward bearing retainer bolt flange as shown in Figure 2-9.

FIGURE 2-9. BACK-UP RING PLACEMENT 1. O-Ring 2. Backup Ring 3. Bearing Retainer

3. Install lower bearing (18) into lubricated suspension housing. Install capscrews and hardened lockwashers (20 & 21) through bearing flange and into tapped holes in housing. Tighten to 500 ft. lbs. (678 N.m) torque.

H02013 2/01

Front Suspensions

H2-7

NOTES

H2-8

Front Suspensions

H02013 2/01

REAR SUSPENSIONS
The HYDRAIR II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil an gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components; a suspension housing attached to the rear axle housing, and a suspension rod attached to the frame. The HYDRAIR II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly. Removal 1. Remove capscrews, washers, and metal shield (2, Figure 3-1) from the suspension. 2. Remove charging valve cap, (1, Figure 3-2) loosen small hex (4) on charging valve and turn counterclockwise three full turns to unseat valve seal. Connect suspension charging kit.

Make certain only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside.

3. If necessary, charge the suspension to be removed with dry nitrogen until the rod is exposed approximately 5.0 in. (127 mm). 4. Place stands or cribbing under the truck frame at each hoist cylinder mount.

FIGURE 3-2. 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

FIGURE 3-1. REAR SUSPENSION INSTALLATION 1. Mounting Pins 2. Piston Rod Shield 3. Suspension Cylinder

H03013

Rear Suspensions

H3-1

5. Open valve on suspension charging kit to release nitrogen from the suspension. Disconnect charging kit. 6. Disconnect lubrication lines. Disconnect pressure sensor cable. 7. Position a fork lift under the suspension housing, above the lower mounting pin. Secure suspension to fork lift.

The rear HYDRAIRII suspension weighs approximately 2,400 pounds (1088 kg.). Be certain the capacity of the lifting device used is sufficient for lifting this load.

NOTE: The mounting arrangement for the top and bottom pins is identical. 8. Remove pin retainer locknuts (3, Figure 3-3) and capscrews (2) at upper and lower pins (1). 9. Install a puller and pull the lower mounting pin from the bore in the rear axle housing. Remove both spacers (4). 10. With the fork lift positioned under the suspension, install a puller and remove upper mounting pin from the bore in the truck frame. Remove pin and spacers. 11. Clean the exterior of the suspension thoroughly and move to a clean work area for disassembly.

FIGURE 3-3. SUSPENSION MOUNTING PIN (Typical, Top and Bottom) 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retainer Ring 6. Bearing 7. Capscrew 8. Washer 9. Sleeve

H3-2

Rear Suspensions

H03013

Installation 1. Inspect mounting bore sleeves (9, Figure 3-3) and bearing spacers for damage or wear. Check fit of pins in bores prior to installing suspension. 2. Secure suspension to fork lift and raise into position. (Suspension assembly should be retracted as far as possible prior to installation.) 3. Position top suspension eye with its spherical bearing, between the ears on the frame as shown in Figure 3-3. Be certain the upper and lower mounting eyes are aligned and the vent plugs are positioned to the rear. 4. Lubricate the pin (1), align the retaining capscrew hole with the hole in the mounting bore and drive in far enough to hold pin in position. 5. Insert the spacer (4) and continue to drive the pin in through the spherical bearing. Insert the remaining spacer and continue to drive the pin in until the retaining capscrew hole is aligned with the hole in the pin. 6. Install capscrew (2, Figure 3-3) and locknut (3). Tighten to 343 ft. lbs. (465 N.m) torque. 7. Lower the suspension housing until the lower mount bearing aligns with the bore in the rear axle housing and repeat the above procedure to install the bottom pin. The parts in the top and bottom joint are identical. 8. Install the nitrogen charging kit and add nitrogen to raise frame off stands or cribbing, or use a lifting device if available. 9. Connect lubrication lines. Connect pressure sensor. 10. Service the suspension. For instructions, refer to HYDRAIR II Oiling and Charging Procedure, this section. 11. Install piston rod shield (2, Figure 3-1) with the capscrews, flat washers, and lockwashers.

H03013

Rear Suspensions

H3-3

Disassembly NOTE: The suspension should be placed in a fixture which will allow it to be rotated 180 vertically. 1. Depress charging valve stem to insure all nitrogen gas pressure has been released prior to removing charging valve. Wear face mask or goggles while relieving nitrogen gas. 2. Remove charging valve cover. Remove charging valve (12, Figure 3-4). Remove and discard charging valve O-ring. Remove vent plug (14). 3. Place the suspension in a vertical position (piston rod down). Suspension will contain oil which will drain through the vent port. Remove piston protection shields (8), if installed. 4. Rotate the suspension 180. Remove socket head capscrews (18) and pull suspension piston assembly (5) from housing (1). The housing bearing (21) will be removed with the piston assembly. 5. Remove capscrew and hardened washers (2 & 3). Remove piston bearing (4) from piston rod. Remove ball checks (22) from piston. Slide the housing bearing (21) off of the piston. 6. Remove and discard wiper seal (15), rod seal (16), step seal (17), O-ring (20), and backup ring (19) from housing bearing. 7. Remove vent plug (7). 8. If the spherical bearings (6, Figure 3-3) require replacement, remove the retainer rings (5). Press bearing out of bore. Cleaning and Inspection 1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation, such as Trichlorethylene, Acetone or Laquer Thinner.

NOTE: If other repairs are necessary, refer to your local Komatsu Distributor for repair information and instructions not covered in this manual.

Assembly Assembly must be accomplished in a clean, dust free work area. All parts must be completely clean, dry and free of rust or scale. Lubricate all interior parts and bores with fresh suspension oil. (See Oil Specifications under Oiling and Charging Procedure, this section). 1. Install the spherical bearing (6, Figure 3-3) in the eye of the piston rod and of the cylinder housing. 2. Place the ring retainers (5) in position to secure the bearings. 3. Install the piston rod vent plug (7, Figure 3-4). 4. Install the wiper seal (15), rod seal (16), and step seal (17). When installing backup rings with rod seal (16) and step seal (17), be certain radius is positioned toward the seal and the white dot is positioned away from the seal as shown in Figure 3-4. 5. Install O-ring (20) and backup ring (19) on the bearing (21). Backup rings must be positioned toward the flange of the bearing. 6. Slide the bearing (21) onto the lubricated piston rod (5). 7. Place the ball checks (22) in the piston and install the piston rod bearing (4) with the capscrews and hardened washers (2 & 3). Tighten the capscrews to standard torque. 8. With the lubricated housing (1) held in a vertical position, slide the piston assembly part way into the housing. Slide the loose housing bearing down onto the housing and fasten with socket head capscrews (18). Tighten the capscrews to standard torque. Use care during piston installation to prevent damage to machined and chrome surfaces. 9. Install vent plugs (11 & 14). Install shield (8).

When using cleaning agents follow the solvent manufacturers instructions. 2. Dry all parts completely using only dry, filtered compressed air and lint free wiping materials. 3. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches, nicks or other defects. Replace or repair any damaged parts.

NOTE: If suspension is to be stored, put in two pints (1.0 l) of a rust preventive oil. This oil must be drained when suspension is put into service. 10. Using new O-ring, install charging valve. Tighten large hex of charging valve to 16.5 ft.lbs. (22.4 N.m) torque.

H3-4

Rear Suspensions

H03013

FIGURE 3-4. REAR SUSPENSION ASSEMBLY

1. Housing 2. Capscrews 3. Hardened Flatwashers 4. Piston Bearing 5. Piston Rod 6. Bleeder Screw 7. Vent Plug 8. Shield 9. Capscrew 10. Washers 11. Vent Plug 12. Charging Valve 13. Plug (Sensor) 14. Vent Plug 15. Wiper Seal 16. Rod Seal 17. Step Seal 18. Socket Head Capscrew 19. Backup Ring (See note) 20. O-Ring 21. Housing Bearing 22. Ball Check

H03013

Rear Suspensions

H3-5

NOTES

H3-6

Rear Suspensions

H03013

OILING AND CHARGING PROCEDURE


GENERAL
These procedures cove the Oiling and Charging of HYDRAIRII suspensions on Komatsu Trucks. 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 chart in the operator cab will extend the service life of the truck main frame and allow the HYDRAIRII suspensions to produce a comfortable ride.

EQUIPMENT LIST
HYDRAIR Charging Kit Jacks and/or Overhead Crane Support Blocks (Front and Rear) for: Oiling Height Dimensions Nitrogen Charging Height Dimensions HYDRAIR Oil (See Specifications Chart) Dry Nitrogen (See Specifications Chart)

HYDRAIR CHARGING KIT


Assemble service kit as shown in Figure 4-1 and attach to container of pure dry nitrogen (8). Installation of Charging Kit 1. Remove protective covers and charging valve caps from suspensions to be charged. 2. Turn T handles (1, Figure 4-1) of adapters (2) completely counterclockwise.

All HYDRAIRII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all safety instructions, cautions, and warnings provided in the following procedures to prevent any accidents during Oiling and Charging. Proper charging of HYDRAIRII suspensions requires that three (3) basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct and this dimension be maintained during nitrogen charging. 3. Nitrogen charge pressure must be correct. For best results, HYDRAIR II suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first. FIGURE 4-1. HYDRAIR CHARGING KIT NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N. 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 (Specifications Figure 4-5)

NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.

H04005 9/99

Oiling and Charging Procedures 730E, 830E, and 930E

H4-1

3. Be certain outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 4. Turn swivel nut (small hex) on charging valve 3 full turns counterclockwise to unseat valve. 5. Attach charging valve adapters (2) to each suspension charging valve stem. 6. Turn T handles (1) clockwise (this will depress core of charging valve and open gas chamber of suspension). 7. Open both outlet valves (3). By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together.

FRONT SUSPENSION
1. Park unloaded truck on a hard level surface. Block wheels, apply parking brake. 2. Thoroughly clean area around charging valve on the suspensions. Remove protective covers from charging valves.

All HYDRAIRII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging.

Removal of Charging Kit 1. Close both outlet valves (3). 2. Turn T handles (1) counterclockwise to release charging valve cores. 3. Remove charging valve adapters (2) from charging valves. 4. Tighten swivel nut (small hex) on charging valve. 5. Install charging valve caps and protective covers on both suspensions. When blocks are in place on a suspension, they must be secured with a strap or other means to insure the blocks stay in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released! 1. Position and secure oiling height dimension blocks in place (Figure 4-2). When nitrogen pressure is released, suspensions will lower to rest on the blocks. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. Place 2 blocks (180 apart) on each side of suspension to provide stability. Front Suspension Oiling

SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS


Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the correct exposed piston rod extensions. Exposed piston rod extensions are specified for both oil level and nitrogen charging for HYDRAIRII suspensions. These dimensions are listed in the Tables below Figures 4-2 and 4-4. Measure dimensions from face of cylinder gland to machined surface on spindle on front suspension. Measure from face of cylinder gland to piston flange on rear suspension. Do NOT include capscrew heads in measurements. Support blocks may be made in various forms. Mild steel materials are recommended. Square stock or pipe segments [1 in. (25 mm) minimum] may be used. Blocks must be capable of supporting the weight of the truck during oiling and charging procedures while avoiding contact with plated surfaces and seals on the suspension. Refer to Figure 4-2 for front suspension support block placement and Figure 4-4 for rear support block placement.

Wear a face mask or goggles while relieving nitrogen pressure.

H4-2

Oiling and Charging Procedures 730E, 830E, and 930E

H04005 9/99

2. Remove charging valve cap. Turn the charging valve swivel nut (4, Figure 4-3) counterclockwise three full turns to unseat valve. DO NOT TURN LARGE HEX (6). The valve body must not be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen has been vented to atmosphere, the suspension should have collapsed slowly and be seated solidly on the support blocks. Remove top fill plug next to charging valve (Figure 4-2).

4. Fill the suspension with clean HYDRAIR oil until the cylinder is full to top of fill plug bore. Drip pans should be used and all spillage cleaned from outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Replace fill plug using a new O-ring. Front Suspension Nitrogen Charging

Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging blocks at hand (Figure 4-2), use crane or jacks to raise the truck to provide clearance for the blocks. 2. Remove oiling blocks and install nitrogen charging blocks. Secure blocks so they will not fly free. Lower truck frame until the blocks are firmly and squarely seated between the spindle and the cylinder housing. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals.

FIGURE 4-2. FRONT SUSPENSION FRONT SUSPENSION DIMENSIONS (EMPTY)


TRUCK MODEL & OPTIONS OILING HEIGHT in. (mm) CHARGING HEIGHT in. (mm) CHARGING PRESSURE psi (kPa)

730E* 830E* 830E** 930E* 930E-2*

1.5 (38.1) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4)

9.0 (229) 400 (2758) 9.0 (229) 390 (2689) 9.0 (229) 410 (2827) 9.0 (229) 440 (3034) 9.0 (229) 425 (2930) FIGURE 4-3. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer 6. Valve Body 7. O-Ring 8. Valve Stem 9. O-ring

* with Standard Rock Body ** with Combination Body /Tailgate Note: If truck starts to lift off blocks before charging pressure is attained, STOP CHARGING.

H04005 9/99

Oiling and Charging Procedures 730E, 830E, and 930E

H4-3

3. If removed, install charging valve with new Oring(9, Figure 4-3). Lubricate O-ring with clean HYDRAIRoil. 4. Tighten valve body (large hex, 6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (small hex, 4) must be unseated counterclockwise three full turns.

REAR SUSPENSION
1. Park unloaded truck on a hard, level surface. Apply parking brake. 2. Thoroughly clean area around charging valve on suspensions. Remove protective covers from charging valves and metal covers from the suspension piston. NOTE: If suspensions are collapsed, it will be necessary to raise the truck frame with a crane or jacks to install oiling dimension blocks. Insure lifting apparatus capacity is adequate to hold truck weight.

Dry nitrogen is the only gas approved for use in HYDRAIRII suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-5). 5. Install HYDRAIR Charging Kit and bottle of pure dry nitrogen. Charge the suspension with nitrogen gas to the pressure shown in Figure 4-2. DO NOT use an overcharge of nitrogen to lift the suspension off the blocks. 6. Shut off gas and remove charging kit components. 7. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque. 8. If a new charging valve is being used, tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then loosen and retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque. Again loosen swivel nut and retighten to 4 ft. lbs. (5.4 N.m) torque. Replace valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight). 9. Replace protective guard over charging valve. 10. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove these blocks. The front HYDRAIR suspensions are now ready for operation. Visually check extension with truck both empty and loaded. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.

When the blocks are in place on a suspension, they must be secured in place with a strap or other means to insure the blocks staying in place while being used. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury and/or damage.

Rear Suspension Oiling 1. If suspensions are extended, position and secure oiling height dimension blocks (supports) in place (See Figure 4-4) so the blocks are seated between the piston flange and the cylinder housing. Take care that blocks do not mar or scratch plated surface of the piston nor damage the wiper seals in the cylinder barrel.

Make certain all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen. 2. Remove charging valve cap. Turn the charging valve swivel nut (small hex) counterclockwise three full turns to unseat valve seal. DO NOT TURN 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 vented from the suspension. !WARNING! Wear a face mask or goggles while venting nitrogen pressure.

H4-4

Oiling and Charging Procedures 730E, 830E, and 930E

H04005 9/99

3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to atmosphere, loosen and remove the charging valve. The suspension should have collapsed slowly as gas pressure was released. Truck weight is now supported by the support blocks. 4. Use a plastic tube to help bleed off trapped air inside the piston. Remove vent plugs and the bleeder screw. Service the suspension with clean HYDRAIR Oil until clean oil comes out of the port where the bleeder screw and plug were removed from the side of the housing. Drip pans should be used and all spillage cleaned from outside of suspension. Allow suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or air bubbles from the oil. Add oil if necessary. Loosely install charging valve.

Rear Suspension Nitrogen Charging

Lifting equipment (overhead or mobile cranes, or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. 1. With nitrogen charging support blocks at hand (see Figure 4-4), proceed as follows: a. With overhead crane or jacks raise the truck frame to provide clearance for blocks. b. Install nitrogen charging dimension blocks; secure blocks so they will not fly free. c. Lower truck frame until the blocks are firmly and squarely seated between the piston flange and cylinder housing. NOTE: Prevent damage to plated surface, oil seals and capscrew heads.

Dry nitrogen is the only gas approved for use in HYDRAIR II suspensions and accumulators. 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 on the Nitrogen Specifications Chart. FIGURE 4-4. REAR SUSPENSION REAR SUSPENSION DIMENSIONS (EMPTY)
TRUCK MODEL & OPTIONS OILING HEIGHT in. (mm) CHARGING HEIGHT in. (mm) CHARGING PRESSURE psi (kPa)

730E* 830E* 830E** 930E*, E-2*

1.0 (25.4) 1.0 (25.4) 1.0 (25.4) 1.0 (25.4)

9.0 (229) 9.5 (241) 9.5 (241) 7.5 (190)

280 (1931) 250 (1724) 315 (2172) 215 (1482)

2. Install charging valve, with a new lubricated sealing O-ring (9, Figure 4-2) (use fresh HYDRAIR oil). Tighten valve body (large hex) (6) to 16.5 ft. lbs. (22.4 N.m) torque. The valve swivel nut (4) (small hex) must be unseated (counterclockwise) about three full turns. 3. Install HYDRAIR Charging Kit and bottle of pure dry nitrogen. Following previous instructions, charge the suspensions with nitrogen gas to the pressure shown in Figure 4-4 for the truck being serviced. DO NOT use an overcharge of nitrogen gas to lift the suspension off the blocks. 4. Shut off gas pressure and remove charging kit components.

* with Standard Rock Body ** with Combination Body /Tailgate Note: If truck starts to lift off blocks before charging pressure is attained, STOP CHARGING.

H04005 9/99

Oiling and Charging Procedures 730E, 830E, and 930E

H4-5

5. Turn charging valve swivel nut clockwise to tighten. a. If the charging valve is being reused, tighten swivel nut (small hex) to 4 ft. lbs. (5.4 N.m) torque. b. If a new charging valve was installed: 1). Tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque and then loosen. 2). Retighten swivel nut to 10.5 ft. lbs. (14.2 N.m) torque and then loosen. 3). Retighten swivel nut to 4 ft. lbs. (5.4 N.m) torque. 4). Replace valve cap and tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger tight).

6. Raise truck frame with crane or jacks to release the nitrogen charging dimension blocks and remove blocks. Lower frame and remove lifting equipment. 7. Replace protective guard over charging valve and replace the metal covers over the piston rod. 8. The rear HYDRAIR suspensions are now ready for operation. Visually check piston extension both with truck loaded and empty. Record extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.

OIL AND NITROGEN SPECIFICATIONS CHARTS


HYDRAIR II OIL SPECIFICATIONS Ambient Temperature Range Part No. Approved Sources Mobil 424 Sunfleet TH Universal Tractor Fluid Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid -30F & above (-34.5C & VJ3911 Texaco TDH Oil Conoco Power Tran III Fluid above) AMOCO ULTIMATE Petro Canada Duratran Fluid Motor Oil 5W30 Shell Canada Donax TDL -55F & above (-48.5C & above) VJ5925 Emery 2811, SG-CD, 5W30 Mobil Delvac I, 5W30 Petro Canada Super Arctic Motor Oil, 0W30 Conoco High Performance Synthetic Motor Oil, 5W30

NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension. VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans. NITROGEN GAS (N2) SPECIFICATIONS Property Nitrogen gas used in HYDRAIR II Nitrogen Suspension Cylinders must meet or Water exceed CGA specification G10.1 for Dew Point Type 1, Grade F Nitrogen Gas Oxygen FIGURE 4-5. SPECIFICATIONS CHART

Value 99.9% Minimum 32 PPM Maximum -68F (-55C) Maximum 0.1% Maximum

H4-6

Oiling and Charging Procedures 730E, 830E, and 930E

H04005 9/99

SECTION J BRAKE SYSTEM INDEX


BRAKE CIRCUIT . . . . . . . . . . . . . . . . Service Brake Circuit . . . . . . . . . . . Secondary Braking and Automatic Apply Parking Brake Circuit . . . . . . . . . . . Brake Lock Circuit . . . . . . . . . . . . Warning Circuit . . . . . . . . . . . . . . Brake Valve Cut-Away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2 J2-1 J2-3 J2-3 J2-4 J2-4 J2-5 . J3 J3-1 J3-2 J3-2 J3-3 J3-6 J3-6 J3-9 J3-10 J3-11 J3-13 J3-13 J3-15 J3-17 J3-17 J3-17 J3-18 J3-19 J3-21 J3-22 J3-22 J3-22 J3-22 J3-22 J3-22 J3-23 J3-24 J3-25 J3-26 J3-26 J3-26 J3-27 J3-27 J3-28 J3-29 J3-30 J3-30 J3-30 J3-31 J3-31 J3-31

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Pressure Switch . . . . . . . . . . . . . . . . . . Valve Bench Test and Adjustment . . . . . . . . . . . . . . . Differential Pressure Switch Adjustment . . . . . . . . . Installation of Brake Pedal Actuator Assembly to Brake Valve Installation of Retard Pedal to Brake Valve . . . . . . . . . . Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Differential Pressure Switch . . . . . . . . . . . . . . . . . . Valve Test and Adjustment . . . . . . . . . . . . . . . . . . . Differential Pressure Switch Adjustment . . . . . . . . . Hydraulic Brake Accumulators . . . . . . . . . . . . . . . . . . . Brake Accumulator Bleeddown Procedure . . . . . . . . . . Accumulators (Hydraulic Components Cabinet) . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Charging Procedure . . . . . . . . . . . . . . . . . . . . . . Accumulators (Frame Mounted) . . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulator Charging Procedure . . . . . . . . . . . . . . . Retarder Control Lever (Steering Column-mounted) . . . . . . . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Disassembly and Adjustment . . . . . . . . . . . . . . . . . Potentiometer Checks . . . . . . . . . . . . . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J01027 03/01

Index

J1-1

BRAKE CIRCUIT CHECKOUT PROCEDURE Equipment Required . . . . . . . . . Initial System Setup . . . . . . . . . Brake System Checkout . . . . . . . . . Failure Modes Check-out . . . . . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. . . . .

. J4 J4-3 J4-4 J4-5 J4-6

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-8 HYDRAULIC BRAKE SYSTEM CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . J4-13 WET DISC BRAKE ASSEMBLY (Front and Rear) . . . Operation . . . . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . Brake Disc Wear Indicator . . . . . . . . . . Brake Rebuild . . . . . . . . . . . . . . . . . . . Disassembly . . . . . . . . . . . . . . . . Cleaning and Inspection . . . . . . . . . Assembly . . . . . . . . . . . . . . . . . Seal Gap Adjustment (Rear Brake Assembly) Floating Ring Seal Assembly/Installation . . . Wet Disc Brake Bleeding Procedure . . . . . . . PARKING BRAKE . . . . . . . . . . . Operation . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . Inspection . . . . . . . . . . . Removal . . . . . . . . . . Installation . . . . . . . . . Disassembly . . . . . . . . Cleaning and Inspection . Assembly . . . . . . . . . Parking Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5 . J5-1 . J5-2 . J5-2 . J5-4 . J5-4 . J5-7 . J5-8 . J510 J5-11 J5-14 . . . . . . . . . . . J7 J7-1 J7-2 J7-2 J7-2 J7-3 J7-4 J7-4 J7-4 J7-6

J1-2

Index

J01027 03/01

BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic actuated wet disc service brake system. The brake system utilizes Type C-4 hydraulic oil provided by the brake/steering pump from the main hydraulic tank for brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through the hoist valve. A disc type parking brake, located in the rear axle housing, is attached to each wheel motor. The fundamental function of the brake system is to provide an operator the control he needs to stop the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that Komatsu Division 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 proper action can be taken to stop the truck before the secondary system is exhausted of power. Provide secondary brake circuits such that any single failure leaves the truck with sufficient stopping power. Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease. Wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. Spring applied park brake for holding, not stopping, the truck during periods other than loading or dumping. Brake system that is easy to diagnose and perform necessary service. cabinet (Figure 2-1) behind the cab. The hydraulic components cabinet is easily accessible for brake system diagnostic and service work. The dual relay valve for the rear brakes is located in the rear axle housing. Two additional 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 brake lock, park brake and automatic apply functions. All of these components are screw-in cartridge type valves. In the Komatsu truck, there are two independent means of brake actuation by the operator; the service brake pedal and brake lock switch. Additionally, the brakes will apply automatically if the brake system supply drops below a predetermined pressure.

SERVICE BRAKE CIRCUIT


This portion of the system provides the operator the precise control he needs 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 treadle operated, dual circuit brake valve. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes. There are two valves in the dual brake valve. One supplies pressure to a dual relay valve to provide apply pressure for the brakes on the front axle. The other supplies pressure to a dual relay valve to provide apply pressure for the brakes on the rear axle. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers fluid from its respective accumulators to the dual relay valves which deliver fluid to the wheel brakes at a pressure proportional to both pedal position and force. The further the pedal is depressed, the higher the brake force, giving a very positive feel of control. Brake accumulators have two functions; storing energy for reserve braking in the event of a failure and, provide rapid oil flow for good brake response. Depression of the brake pedal also actuates the stop light pressure switch, which in turn actuates stop and service brake indicator lights and propulsion interlock.

The following brake circuit description should be used in conjunction with the hydraulic brake system schematic, refer to Section R. The brake system consists of several major valve components; the foot operated dual circuit treadle valve, hydraulically operated dual relay valves, and the brake manifold. The dual circuit treadle valve is the only component located in the operators cab. The remainder of the system, including the dual relay valve for the front brakes, brake manifold, two accumulators, and electrical components, are located in a weatherproof

J02027

Brake Circuit

J2-1

FIGURE 2-1. HYDRAULIC COMPONENTS CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Relief Valve (Hoist-Power Down) 6. Hoist Pilot Valve 7. Dual Relay Valve 8. Differential Pressure Sw. 9. Park Brake Release Press (PK2) 10. Brake Cabinet 11. Brake Lock Shuttle Valve 12. Brake Manifold 13. Pressure Reducing Valve (PR) 14. Brake Lock Solenoid (SV1) 15. Park Brake Solenoid (SV2) 16. Front Brake Accum. Bleed Valve 17. Automatic Apply Valve 18. Low Accum. Test Port (LAP1) 19. Rear Brake Accum. Bleed Valve 20. Low Brake Pressure Switch 21. Park Brake Pressure Switch 22. Stop Light Pressure Switch 23. Brake Lock Degradation Switch 24. Rear Brake Pressure Test Port (BR) 25. Front Brake Pressure Test Port (BF) 26. Manifold 27. Brake Warning Delay Timer 28. Brake Warning Relay

J2-2

Brake Circuit

J02027

SECONDARY BRAKING AND AUTOMATIC 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, two 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 four brake accumulators perform two functions; to provide rapid flow for good response and to store energy for secondary braking. The check valves assure this energy is retained should a failure occur in the brake system supply or an accumulator circuit. An additional check valve located between the supply line from the brake/steering pump and the brake manifold, provides additional protection against pressure loss if the oil supply is interrupted. If a failure occurs in the pump, steering or either brake accumulator circuit, a low brake pressure warning light (on the overhead display panel in the cab) and an audible alarm will actuate and the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is less than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by the Automatic Apply Valve (PS), located in the brake manifold. This valve senses the lower brake accumulator pressure, and when the pressure is less than 1650 psi (11.4 MPa), the valve shifts, operating the brake treadle valve hydraulically which in turn applies pressure to the dual relay valves and applying all the brakes. Regardless of the nature of location of a failure, sensing the lowest brake accumulator circuit pressure assures two to four full brake applications after the low brake warning light and buzzer, and before automatic apply. This allows the operator the opportunity to safely stop the truck after the warning has turned on.

Normal Operation (key switch on, engine running) Parking brake switch ON The parking brake solenoid (15, Figure 2-1) is de-energized. The oil pressure in the parking brake lines return to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (21) will close, completing a path to ground, and illuminating the parking brake light on the overhead display panel. Parking brake switch OFF The parking brake solenoid is energized. The oil flow is routed from the park brake solenoid, to the park brake calipers for release. The parking brake circuit is protected against accidental application by monitoring a wheel motor speed sensor to determine truck ground speed. The park brake will not apply until the truck is virtually stopped. This eliminates park brake damage and will extend brake adjustment intervals. If the key switch is turned OFF (park brake switch ON or OFF), the park brake will not apply until vehicle speed is less than 1/3 MPH (0.5 km/h). If a loss of hydraulic supply pressure occurs, with the parking brake switch OFF, the parking brake solenoid will still be energized. The supply circuit (that lost pressure) is still open to the parking brake calipers. To prevent park brake pressure oil from returning to the supply circuit, a check valve (in the park brake circuit) traps the oil, holding the parking brake in the released position. NOTE: Normal internal leakage in the parking brake solenoid may allow leakage of the trapped oil to return back to tank, and eventually allow park brake application.

PARKING BRAKE CIRCUIT


The parking brakes are spring applied and hydraulically released. NOTE: Whenever the park brake solenoid is de-energized, a spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank.

If 24 volt power to the solenoid is interrupted, the park brake will apply at any vehicle speed. The spring in the solenoid will cause it to shift, opening a path for the oil pressure in the park brake line to return to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (21) will close, completing a path to ground, illuminating the parking brake light on the overhead display panel and interrupting propulsion.

J02027

Brake Circuit

J2-3

BRAKE LOCK CIRCUIT


The primary function of the brake lock is to provide a means for the operator to hold the vehicle while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a second means to stop the truck in the event the primary means (brake valve) malfunctions. By turning on the dash mounted toggle switch, a solenoid valve (14, Figure 2-1) and pressure reducing valve (13) will apply unmodulated pressure oil at 2000 psi (13.8 MPa) to fully actuate the rear brakes. A shuttle valve (11) in the rear brake line provides the independence from the brake treadle valve for brake application.

WARNING CIRCUIT
The brake warning circuit is equipped with a low brake pressure warning light (on the overhead display panel) and an audible alarm (in the cab) to alert the operator of low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems. (See Figure 2-1 for the following component references.) Pressure sensor, system supply pressure Located on the pump pressure sensing manifold. When system supply pressure drops below 2300 psi (15.8 MPa), the low steering pressure light, low brake pressure light and buzzer will turn on. Pressure sensor, low brake pressure (20) Located on the brake manifold. When the accumulator with the lower pressure falls below 1850 psi (12.7 MPa), the low brake pressure light and buzzer will turn on. Differential pressure switches (8) Located on the dual controller valve (foot treadle) and on each dual relay valve. During brake application, if the difference in brake apply pressure between the front and rear circuits is greater than a preset level, the differential pressure switch located on the dual controller valve will turn on the low brake pressure light and buzzer. If the difference in brake apply pressure between the left and right circuits of the front or rear wheel brakes is greater than a preset level, the differential pressure switch located on the dual relay valve at either the front or rear wheels will turn on the low brake pressure light and buzzer. The pressure differential switches complete a path to ground in order to turn on the low brake pressure light and buzzer. The differential pressure switches provide detection of faults such as a brake line rupture, poor brake valve tracking, line blockage, excessive brake displacement or air trapped in the system.

Brake Lock Degradation Switch (23) Located on the junction block (26) in the hydraulic components cabinet. When the brake lock switch is turned on, the brake lock solenoid (14) and brake warning relay are energized. The brake warning relay switches the electrical connection from the differential pressure switch to the brake lock degradation switch (23). If the brake lock apply pressure is less than 1000 psi (6.9 MPa), a path to ground will be completed and the low brake pressure light and buzzer will turn on. Brake Warning Relay (28) Located on the RH wall of the hydraulic components cabinet. When the brake lock switch is turned on, the brake warning relay is energized and switches the electrical connection from any of the differential pressure switches to the low brake lock degradation switch. When the brake lock switch is turned off, the relay is de-energized and switches the connection from the brake lock degradation switch to the differential pressure switches. Brake Warning Delay Timer (27) Located on the RH wall of the hydraulic components cabinet. The delay timer is connected in series between the low brake pressure light/buzzer and the brake warning relay. If any of the differential pressure switches or the brake lock degradation switch completes a path to ground, the delay timer will not complete the circuit for 1.2 seconds. This will allow sufficient time for the hydraulic brakes to reach the proper pressures after actuation to avoid false warnings.

J2-4

Brake Circuit

J02027

FIGURE 2-2. BRAKE VALVE (FULL CUT-AWAY) 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

J02027

Brake Circuit

J2-5

Rear Axle Brake Lines For reference to the brake lines that connect to the rear axle housing, refere to Figure 2-3. NOTE: If hoses (4, Figure 2-3) and (10) are switched, the rear brakes will be slow to apply and slow to release.

FIGURE 2-3. REAR BRAKE HOSES 1. BS - Left & Right Brake Cooling Oil Supply 2. LBR - Left Brake Cooling Return Line 3. T - Return To Tank 4. P1 - Pressure Inlet From Accumulator 5. Axle Housing 6. Wheel Motor 7. RBR - Right Brake Cooling Return Line 8. RBP - Right Brake Pressure Test Port 9. LBP - Left Brake Pressure Test Port 10. PX - Pilot Inlet/Brake Apply Line 11. PB - Parking Brake

J2-6

Brake Circuit

J02027

BRAKE CIRCUIT COMPONENT SERVICE


BRAKE VALVE
The brake pedal assembly combines the dynamic retarding control with service brake control functions. As the pedal is depressed, the first portion of pedal travel actuates an internal potentiometer which provides an electrical signal to the propulsion system, signalling a request by the operator for retarding. The electrical signal is modulated by the operator as he continues to depress the pedal, increasing the level of retarding effort from minimum to maximum. Further pedal depression after maximum retarding request is achieved, results in service brake application from minimum to maximum when the pedal is fully depressed. A slight increase in pedal resistance can be felt when service brake actuation occurs. Additionally, indicator lights on the overhead display panel in the cab will turn on as dynamic retarding is applied. A second lamp will turn on when service brakes are applied. NOTE: The following information discusses the operation, test and repair of the hydraulic brake valve assembly only. Refer to Section E for information concerning the retarding control portion of the pedal. The Brake Valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically through the automatic apply valve (8, Figure 3-1). The Brake Valve controls the pressure delivered to the front and rear service brake dual relay valves which provide the apply pressure for the front wheel and rear wheel disc brake assemblies. Apply pressure can be modulated from zero to maximum braking effort by use of the foot pedal. Rebuild Criteria If any one of the following conditions exist, the brake valve should be removed and repaired: Excessive cam rock in pedal actuator. Any sign of external leakage. Internal leakage at the tank port must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the P1 and P2 inlet ports. Tank port leakage must be less than 250 cc/minute with valve pilot or manual applied at 2750 psi (18,960 kPa) system pressure. Failure of the pedal to return to full release position. FIGURE 3-1. BRAKE ACCUMULATOR BLEED DOWN 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Brake Manifold 6. Accumulator Bleed Down Valve (Front) 7. Accumulator Bleed Down Valve (Rear) 8. Automatic Apply Valve

Valve holds pressure when in the neutral position. Varying output pressure with pedal fully depressed.

J03019 1/99

Brake Circuit Component Service

J3-1

Removal If the Brake Valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly. NOTE: Minor repairs and service adjustment may not require the removal of the brake valve.

Installation 1. Place the brake valve assembly into position and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 2. Remove plugs from brake valve assembly and hydraulic lines. Install fittings and connect lines to brake valve assembly and tighten. Connect differential pressure switch to harness. NOTE: Prior to checking the brake valve operation, the steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section L, Hydraulic System for steering accumulator precharge procedure). In addition, the brake system lines must be bled of air and the brake accumulators must also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section).

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves (6 & 7, Figure 3-1) located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away. 1. Securely block the wheels to prevent possible roll-away. 2. Place selector switch in NEUTRAL, turn the rest switch ON. Turn key switch OFF to shut down engine and allow 90 seconds for steering system accumulators to bleed down. Open valves (6 & 7, Figure 3-1) to bleed down all four brake accumulators. 3. Remove access panel in front of operators cab. 4. Tag and remove all hydraulic lines from brake valve. Plug lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port PX. Disconnect wiring harness at differential pressure switch connector. 5. Disconnect retard pedal harness. 6. In the cab at the brake valve, remove capscrews and lockwashers securing the brake valve assembly to the mounting structure. 7. Slide brake valve downward and remove from cab. 8. Move brake valve assembly to a clean work area for disassembly.

3. Connect electronic retard pedal connector to truck harness. 4. With the engine shut down and key switch OFF, open both brake accumulator bleed down valves (6 & 7, Figure 3-1). Precharge both accumulators mounted on brake manifold (5) to 1400 psi (9.65 MPa). 5. Remove charging kit from brake manifold accumulators and install on external accumulators located behind right front tire. Precharge both accumulators to 1400 psi (9.65 MPa). NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow temperature of the nitrogen gas to come into equilibrium with the ambient temperature.

6. Close both accumulator bleed down valves after all four accumulators have been properly charged. 7. Start the engine. Partially apply the brakes and open the supply plug at each wheel to bleed air from brake lines and brakes. Close supply plug after bubbles disappear. 8. Check for fluid leaks at the brake valve.

J3-2

Brake Circuit Component Service

J03019 1/99

Disassembly NOTE: If not already removed, remove electronic retard pedal (16, Figure 3-2) from brake pedal by removing pivot shaft (8). NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All items must be placed back into the bores from which they were removed. 1. Match mark each section of the brake valve prior to disassembly. 2. Drain all oil from all ports of the valve by rotating the valve over a suitable container. 3. Secure brake valve in an upright position in a vice. 4. Remove the brake pedal actuator (17, Figure 3-2) by removing the retaining clips (2), then remove the pivot shaft (3) with a punch and hammer. 5. Remove the four button head allen screws (3, Figure 3-3) securing the boot retainer plate (4). 6. Remove the boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve body.

FIGURE 3-2. BRAKE VALVE/RETARD PEDAL ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft 9. Place 0.025 in. Shim Here 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retard Pedal Assembly 17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut 23. Differential Pressure Switch

J03019 1/99

Brake Circuit Component Service

J3-3

NOTE: The spools (12), reaction plungers (21, 22) and spool return springs (20) may fall out at this time. Keep parts separate so they may be installed in the same bores from which they were removed. 17. Remove and discard the O-ring (30) from the counterbore in the base of the valve body. 18. With the controller upright on the work bench, hold the valve with one hand and push the B1 actuator plunger (3) down with the other hand until the regulator sleeve (19) pops loose. 19. Repeat the above procedure to loosen the B2 regulator sleeve. 20. Turn the valve on its side on the work bench and remove the regulator sleeves (19) from the valve body. NOTE: Throughout the following steps, it is important to keep the circuits and circuit components identified as to which side of the unit they came from. For a given circuit, all the components have a tolerance stack which could vary. Keep the B1 and B2 parts separate. 21. Remove the spools (12), reaction plungers (21, 22) and spool return springs (20) from the regulator sleeves (19). 22. Remove the plunger return springs (10), regulator springs (8 & 10), and spring seats (11) from the valve body. 23. Remove the actuator plungers (3) by pushing down (toward the bottom of the valve) on the actuator plunger with your hand until the actuator plunger slides out. 24. Remove the staging seat (6). Remove and discard packing (5). 25. Remove the Glyde ring assembly (7) from the actuator plunger. 26. Remove the O-rings (14, 16 & 18) and teflon back-up rings (13, 15 & 17) from the regulator sleeves and discard. 27. Remove the wiper seals (23), poly-pak seals (25), and the orange back-up rings (24) from the actuator section of the valve and discard.

FIGURE 3-3. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate 5. Capscrew 6. Actuator Base 7. Threaded Insert

7. Remove capscrews (36, Figure 3-4) and the differential pressure switch (35). Refer to Differential Pressure Switch for further switch repair instructions. 8. Remove and discard the seals (27 & 28). 9. Loosen the plunger locknuts (2). Loosen the socket head capscrew from the adjustment collars (1). 10. Unscrew and remove the adjustment collars. 11. Remove the two socket head capscrews (5, Figure 3-3) that retain the actuator base (6) to the valve body. 12. Remove the actuator base from the valve body. 13. Remove controller from vice. 14. Remove the four capscrews (34, Figure 3-4) and washers (33) from the base of the valve. 15. Remove the base plate (32). 16. With the valve upright, the retaining plug (31) should fall out. If the plug does not fall out, lightly tap to dislodge the plug.

J3-4

Brake Circuit Component Service

J03019 1/99

FIGURE 3-4. BRAKE VALVE 1. Adjustment Collar 2. Nut 3. Actuator Plunger 4. Stud 5. Packing 6. Staging Seat 7. Glyde Ring Assembly 8. Regulator Spring 9. Regulator Spring 10. Plunger Return Spring 11. Spring Seat 12. Regulator Spool 13. Back-up Ring 14. O-Ring 15. Back-up Ring 16. O-Ring 17. Back-up Ring 18. O-Ring 19. Regulator Sleeve 20. Spool Return Spring 21. Reaction Plunger (B1) 22. Reaction Plunger (B2) 23. Wiper Seal 24. Back-up Ring 25. Poly-Pak Seal 26. Valve Body 27. Seal 28. Seal 29. Set Screw Orifice Plug 30. O-Ring 31. Retaining Plug 32. Base Plate 33. Washer 34. Capscrew 35. Differential Pressure Switch 36. Capscrew

J03019 1/99

Brake Circuit Component Service

J3-5

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect the plunger (3, Figure 3-4) for wear on the sides where it moves through the seals. If axial grooves are seen or if any wear is apparent, replace the plunger. 3. Place the regulating spool (12) into its sleeve (19). Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect the threaded inserts (7, Figure 3-3) in the actuator base. If any of the threads are damaged, the inserts must be replaced. 6. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep components protected from contamination.

3. Apply a thin bead of Loctite Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends, these must not be sealed to allow the boot to breath. 4. Carefully position the cap into the new boot groove wiping off the excess glue. 5. Position the boot such that it conforms to the contour of the cap, then set aside. Adhesive requires about 30 minutes to cure. Valve Body Seal Installation 1. Install the poly-pak seal (3, Figure 3-5) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure the internal O-ring is still seated inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak seal to the bottom of the groove.

ASSEMBLY Actuator Base Threaded Inserts 1. If any inserts (7, Figure 3-3) were removed from the actuator base (6), position the actuator base upside down on the work bench and support directly under each of the four floor mounting holes. 2. Install the threaded inserts into the actuator base by tapping lightly with a small hammer until the insert flanges become flush with the actuator base. Be sure the base is supported to avoid breaking the base. 3. Thoroughly clean the actuator base and set aside. Boot and Cap 1. Examine the boot (2, Figure 3-3) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. To replace the boot, follow the procedure below. 2. Remove the boot from the actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot. Use a knife or suitable scraper. Clean thoroughly to remove all adhesive or particles of the old boot.

FIGURE 3-5. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal 4. Back-Up Ring 5. Wiper Seal 6. Actuator Base

J3-6

Brake Circuit Component Service

J03019 1/99

3. Install the orange back-up ring (4) on top of the poly-pak seal. Start by hand and then continue to work into the groove either by hand or by using an O-ring installation tool. 4. Install the wiper seal (5) in the top counterbore. Position the seal in the groove so that the register lip is facing up toward the actuator. 5. Repeat Steps 1- 4 for the second bore. Regulator Sleeve O-Ring Installation 1. Install an O-ring (2, Figure 3-6) onto the smallest groove (on the top) of the regulator sleeve (3). Install O-ring (5) onto the middle groove on the regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator sleeve. 2. Install a split nylon back-up ring (4) onto each side of the O-ring (5) located in the middle of the regulator sleeve. 3. Install one split nylon back-up ring behind the O-ring (2) located at the top end of the sleeve. This O-ring is the smallest of the three O-rings. Position the back-up ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. 4. Repeat Steps 1-3 for the second regulator sleeve. Actuator Plunger O-ring Installation 1. Install an O-ring (7, Figure 3-4) into the O-ring groove located at the large diameter end of the actuation plunger (3). 2. Install a split Glyde ring over the O-ring. (Twist and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the Oring). 3. Repeat Steps 1 & 2 for the second plunger.

FIGURE 3-6. SLEEVE SEAL PLACEMENT 1. Back-Up Ring 2. O-Ring 3. Regulator Sleeve 4. Back-Up Ring 5. O-Ring 6. O-Ring

4. Install the B1 actuation plunger (3) into the B1 circuit. Be careful not to damage or cut the Glyde ring during installation. Observe the Glyde ring assembly through the tank port as the plunger is being installed. (Refer to Figure 3-7) It may be necessary to work the Glyde rings past the sharp edge in the body to prevent damage to the seal. Make sure the actuation plunger is completely seated and bottomed.

Assembly of Valve NOTE: Start with either side (circuit) of the valve and build that side complete through Step 4. before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed. 1. If removed, install stud (4, Figure 3-4) in plunger (3). Tighten nut (2). 2. Install new packing (5) on staging seat (6) and insert in plunger bore. 3. Lightly lubricate the actuation plunger Glyde ring (7).

FIGURE 3-7. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Glyde Ring 4. Sharp Edges

J03019 1/99

Brake Circuit Component Service

J3-7

5. Repeat Steps 1 through 4 for the B2 actuation plunger. 6. Install the plunger return spring (10, Figure 3-4), regulator springs (8 & 9) and spring seat (11) into the appropriate circuit. If spring seat does not seat correctly on top of the control spring, lightly shake the valve to correctly position the spring seat. 7. Lightly lubricate the regulator spool (12). 8. Install the regulator spool into the regulator sleeve (19). The spherical end of the spool should be at the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. NOTE: Check to insure that the spool will slide smoothly and freely. Replace the entire sleeve assembly and spool, if the spool does not slide smoothly and freely. 9. Remove spool from sleeve before installing sleeve into body. 10. Lightly lubricate the O-rings (14, 16, & 18) on the regulator sleeve. 11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push sleeve into bore until sleeve retaining flange at the base of sleeve contacts the valve body. 12. Install the spool return spring (20) into spool (12). 13. Insert reaction plunger (21 or 22) into regulator spool. 14. Install regulator spool (12) into regulator sleeve (19). 15. Repeat Steps 6 through 14 for the second circuit. 16. Lightly lubricate the large retainer plate O-ring (30) and install into the counter bore in the bottom end of the valve. 17. Install the retainer plug (31) into the counter bore on the bottom of the valve. Make sure steps on the retainer plug are facing the counter bore or toward the top of the valve. 18. Install the base plate (32) on top of the retainer plug. Tighten the four allen screws (34) evenly, alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque.

19. Using new seals (27 & 28, Figure 3-4), install pressure differential pressure switch assembly (35) on valve body. Install socket head capscrews (36). Tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque. 20. Install the actuator base (6, Figure 3-3) on top of the valve. Make sure to position properly for correct port direction. Tighten the two socket head capscrews (5) and tighten to 180 - 190 in. lbs. (20.3 - 21.5 N.m) torque. 21. Screw the adjustment collars (1, Figure 3-4) onto the top of the actuation plungers. Screw all the way down until they bottom on the threads.

J3-8

Brake Circuit Component Service

J03019 1/99

DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (1, Figure 3-8) on the brake valve detects an imbalance in the brake apply pressure between the front and rear brake circuits. If the pressures differ more than shown in Table I, "Differential Pressure Switch Adjustment", the switch (3) will activate a warning horn and lamp in the cab to alert the operator of a potential brake system problem. Disassembly 1. Remove the four socket head capscrews attaching the differential pressure switch body (1, Figure 3-8) to the valve body (2). 2. Remove switch assembly (3) and O-ring (12). 3. Remove plugs (5, 6 & 11). 4. Insert a hex wrench through bottom port and remove screw plug (7). 5. Remove spring (8) and piston (9). 6. Carefully push spool assembly (10) out of its bore. Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect spool assembly (10, Figure 3-8) for scoring and other evidence of damage. Inspect spool bore in body (4). If seals are damaged, entire differential switch assembly should be replaced. 3. Lightly lubricate spool assembly and carefully insert in bore. Spool must slide freely and smoothly in bore. If there is binding, the entire differential pressure switch assembly must be replaced. 4. Lubricate piston (9) and insert in its bore. Piston must move freely with no binding. 5. Inspect spring (8) for cracks, distortion, etc. 6. Attach an ohmmeter to switch assembly (3) center terminal and switch body. Actuate the switch plunger to verify contacts close when plunger is depressed and contacts open when released. Plunger must operate freely in switch body. Assembly 1. Install plug (11, Figure 3-8). Tighten plug to 190 210 in. lbs. (21.5 - 23.7 N.m) torque. 2. Lightly lubricate Glyde rings on spool assembly (10) and carefully insert in body (4) until it bottoms on plug (11). 3. Install plug (5). Tighten plug to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 4. Using new O-ring (12), install switch assembly (3). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque.

NOTE : In the following assembly, make a note of the color (red or green) of spring (8). The spring color will determine final adjustment of the switch. Refer to Table I, "Differential Pressure Switch Adjustment". In addition, for future service reference, the outside of the valve should be marked to indicate the color (red or green) of spring (8). 5. Turn valve over and install piston (9), spring (8) and screw plug (7). Plug should be inserted approximately 0.5 in. (13 mm) below edge of body. Temporarily install plug (6) in screw plug port. NOTE : The adjustment of screw plug (7) controls the switch actuation point. Refer to Valve Bench Test and Adjustment, Differential Pressure Switch Adjustment for calibration procedure.

FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH 1. Differential Pressure 7. Screw Plug Switch Assembly 8. Spring 2. Valve Body 9. Piston 10. Spool Assembly 3. Switch Assembly 4. Body 11. Plug 12. O-Ring 5. Plug 6. Plug J3-9

J03019 1/99

Brake Circuit Component Service

VALVE BENCH TEST AND ADJUSTMENT


The following parts and test equipment will be required to completely bench test and adjust the brake valve. The differential pressure switch can also be calibrated and operation tested. Pressure gauges (3), 0-to-3000 psi (20,680 kPa). Hydraulic pressure supply, regulated to 2750 psi (18,960 kPa). Hydraulic test stand, Refer to Figure 3-9. Hose fittings for valve ports: Port PX:................................... 7/16 in., # 4 SAE Ports P1, P2, B1 and B2: .......... 3/4 in. , #8 SAE Port T: ................................. 1 1/16 in., #12 SAE Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.

FIGURE 3-9. TEST BENCH SET UP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve 5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves 9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve

NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking. NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.

J3-10

Brake Circuit Component Service

J03019 1/99

Test Set Up Procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer to Figure 3-9). 2. Attach the pilot input supply pressure to the pilot port labeled PX on the rear of the valve. 3. Attach the main supply input pressure to the 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 3000 psi (20,680 kPa). Connect all ports. The connections should be according to the diagram shown in Figure 3-9. 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 persons 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 hydraulic pump and regulate output pressure to 2750 psi (18,960 kPa) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Pilot supply circuit pressure must also be 2750 psi (18,960 kPa). 8. Return line pressure during this test is not to exceed 5 psi (34 kPa). 9. Test the valve with ISO 32 grade hydraulic oil at 120 10 F (49 3 C).

Brake Valve Output Pressure Adjustment 1. Install the pedal pivot shaft pin in the actuator base by itself without installing the pedal assembly. 2. By taking a screw driver or pry bar and placing it under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 3-9. 3. Gradually apply pressure on each circuit (one at a time) to check for leaks around the plunger. Make sure the adjustment collar is screwed all the way down on the threads. 4. B1 Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port B1 is 2400 75 psi (16,545 517 kPa) 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 (counter-clockwise) starting with one turn increments until the output pressure at port B2 is 2400 75 psi (16,545 517 kPa) 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 setscrews in the adjustment collars to 25 - 30 in.lbs. (2.8 - 3.4 N.m) torque. The entire plunger may have to be rotated to get to the capscrews. 7. Check 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) and opening needle valve (4). Read pressure on gauges (7 & 10). Close valve (4) and open valve (5). The pressure gauges (7 & 10) should read 0 psi. 9. Recheck pressures after cycling. If they have changed, re-adjust pressures. Differential Pressure Switch Adjustment 10. Attach an ohmmeter or continuity tester lead to connector on the differential pressure switch wire. Attach the other lead to the valve body. Verify that switch contacts are open. 11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7). 12. Insert pry bar under pivot pin to actuate the B1 section of valve.

J03019 1/99

Brake Circuit Component Service

J3-11

13. Slowly depress plunger to obtain pressure shown in Table I on the B1 pressure gauge: Adjust screw plug in bottom port of differential pressure switch counterclockwise until switch contacts just close. Table I - Differential Pressure Switch Adjustment Spring Color Red Green Pressure - Switch Contacts Closing B1 Valve Spool B2 Valve Spool 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa) 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa)

Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body prior to final test and adjustment. Refer to Installation of Brake Pedal Actuator to Brake Valve. NOTE: The Final Test and Adjustment procedure can also be performed with the brake valve installed in the truck. To perform final test with brake valve mounted in the truck, install valve per instructions in Installation. Install 3000 psi (20 682 kPa) gauges at the B1 and B2 diagnostic test connectors in the brake cabinet. Follow steps 21. - 33. below for final test. 21. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through 9. under Test Setup Procedure. 22. With test stand pump adjusted for 2750 psi (18,960 kPa) or with engine running and brake system supply pressure at or above 2750 psi (18, 960 kPa), depress the pedal as quickly as possible. The pressure on the output circuits must reach the minimum pressure listed below at port B1 and port B2 within 1.0 second. Measurement of time begins the moment force is applied to move the pedal. Rear Brake - B1: 2400 75 psi (16,545 517 kPa) Front Brake - B2 : 2400 75 psi (16,545 517 kPa) 23. 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 the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. Pressures must remain within specification at B1 and B2 for 20 seconds. 24. Adjust set screw (21, Figure 3-10) until the set screw is not touching the actuator cap. Apply Loctite 242 to the adjustment screw prior to setting the deadband. 25. Set the deadband by placing a 0.010 in (0.254 mm) thick shim at location (9) between the pedal structure and return stop boss on pivot structure. 26. Adjust the set screw (21) until the set screw is just touching the cap.

14. Release plunger and depress again while observing B1 gauge and ohmmeter to verify switch contacts close at the pressure in Table I. If not, repeat step 13. 15. Insert pry bar under pivot pin to actuate the B2 section of valve. 16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure in Table I on the B2 gauge. A slight adjustment may be necessary. 17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch contacts must remain open. 18. Install plug (6) and tighten to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 19. Shut down the test bench and relieve all hydraulic pressure from the lines.

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 persons 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.

20. Remove hoses from valve and remove valve from test stand. Refer to instructions below for pedal actuator installation prior to final test.

J3-12

Brake Circuit Component Service

J03019 1/99

27. Continue turning the set screw until pressure begins to rise on one of the brake apply pressure gauges. 28. Back-off the set screw 1/8 turn. 29. Tighten the jam nut (22) and remove the shim stock inserted in step 25. 30. Fully stroke the brake pedal actuator to check that output pressure at port B1 and B2 are within specifications. NOTE: If pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel. 31. If pressure is not within specifications, re-adjust. If pressure is within specifications, apply a few drops of Loctite to the jam nut. 32. Check 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. 33. T port leakage must be less than 250 cc/minute with valve pilot pressure or manual applied.

Installation Of Brake Pedal Actuator Assembly to Brake Valve 1. Install jam nut (22, Figure 3-10) and set screw (21) to brake pedal actuator (17). 2. Insert nylon bushings (4) into brake pedal actuator. 3. Install one retaining clip (2) to one end of pivot shaft. 4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to the B2 side of valve and insert shims (5) between pedal structure and brake valve ear to fill gap. Fully insert the pivot shaft (3). Install the remaining retainer clip (2). 5. Assemble spring assembly (19) and install complete assembly to brake pedal actuator as shown.

Be sure to install spring assembly correctly, with larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly. NOTE: When pedal is adjusted properly, the spring assembly will not interfere with pedal travel.

Installation of Retard Pedal To Brake Pedal 1. Install nylon bearings (7, Figure 3-10) in retard pedal. 2. Install retard pedal (16) to brake pedal actuator (17) with pivot shaft (8). Install two retainer clips (6). 3. With jam nut (10) loose, adjust capscrew (11) until roller on retard pedal just contacts the brake pedal actuator. Tighten jam nut (10).

J03019 1/99

Brake Circuit Component Service

J3-13

FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft 9. Place 0.010 in. Shim Here 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retard Pedal Assembly 17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut 23. Differential Pressure Switch

J3-14

Brake Circuit Component Service

J03019 1/99

DUAL RELAY VALVE


The dual relay valves (one for front and one for rear brake circuits) supply the apply pressure for each disc brake assembly. When the operator depresses the brake valve, hydraulic pressure, proportional to the amount of brake valve application, is applied to the pilot pressure circuit of each dual relay valve. Regulated pressure (proportional to the pilot pressure applied) is then delivered from the B1 and B2 ports of each dual relay valve to each wheel. The regulated pressures supplied to each wheel are equal. If a malfunction occurs, causing a pressure differential greater than 300 psi (2068 kPa) between the right and left brake apply circuit, a differential pressure switch (3, Figure 3-11) mounted on the valve activates a warning horn and lamp in the cab. If a pressure differential greater than 300 psi (2068 kPa) occurs in the pilot circuit supplying the front and rear dual relay valves, a differential pressure switch mounted on the brake valve activates the warning horn and lamp in the cab. The dual relay valve for the front brake circuit is located in the hydraulic components cabinet behind the cab. The dual relay valve for the rear brake circuit is located in the rear axle housing and requires removal of the wheel motor cooling air duct components for access to the valve as described below.

Removal 1. Securely block the wheels to prevent possible roll-away. 2. Place selector switch in NEUTRAL, turn the rest switch ON. Turn key switch OFF to shut down engine and allow 90 seconds for steering system accumulators to bleed down. Open valves (6 & 7, Figure 3-1) to bleed down all four brake accumulators. Close valves after all pressure is released. NOTE: Follow steps 3 & 4 below for the front valve or steps 5 through 9 for rear valve removal. Front Brake Circuit: 3. Tag and remove all hydraulic lines from dual relay valve. Plug lines and ports to prevent possible contamination. Disconnect wiring harness at differential pressure switch connector. 4. Remove two capscrews and washers securing valve to rear wall of cabinet. Remove valve and move to clean work area for disassembly. Rear Brake Circuit: 5. Open rear access cover and remove wing nuts securing duct tube to axle housing. Remove tube. 6. Open access covers inside axle housing. 7. Remove wheel motor cooling air exhaust duct from between wheel motors. 8. Tag and remove all hydraulic lines from dual relay valve. Plug lines and ports to prevent possible contamination. Disconnect wiring harness at differential pressure switch connector. 9. Remove two capscrews and washers securing valve to mounting bracket. Remove valve and move to clean work area for disassembly. Installation. 1. Install dual relay valve in hydraulic components cabinet (front brake circuit) or rear axle housing (rear brake circuit). Install the two mounting capscrews and lockwashers to secure valve. Tighten capscrews to standard torque. 2. Remove hose and fitting caps and plugs and attach hoses to the proper valve ports. Connect differential pressure switch connector to wire harness. 3. Start engine and check for leaks and proper brake operation. Shut down engine. 4. For the rear valve, reinstall the wheel motor cooling air duct between wheel motors. Close access covers and reinstall tube in axle access opening.

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves (6 & 7, Figure 3-1) located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.

J03019 1/99

Brake Circuit Component Service

J3-15

FIGURE 3-11. DUAL RELAY VALVE & DIFFERENTIAL PRESSURE SW. 1. Manifold Body 2. Valve Body 3. Differential Pressure Switch Assembly 4. Packing 5. Plug 6. Sleeve Retainer 7. Capscrews & Washers 8. Reaction Plunger 9. Sleeve 10. Seal 11. Spool Spring 12. Regulator Spool 13. Lower Spring Seat 14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Plug 20. Capscrew 21. Backup Ring 22. O-Ring 23. Backup Ring 24. O-Ring 25. O-Ring 26. Switch 27. Body 28. Plug 29. Screw Plug 30. Spring 31. Piston 32. Spool Assembly

J3-16

Brake Circuit Component Service

J03019 1/99

Disassembly The parts installed in the valve body for the B1 and B2 bores are identical, however the parts must not be interchanged between the two bores. 1. Thoroughly clean valve to remove dirt accumulation. Drain all oil from all ports of the valve by rotating the valve over a suitable container. 2. Use a felt tip pen to mark manifold body (1, Figure 3-11) and valve body (2) to ensure correct reassembly. NOTE: As the valve is disassembled, lay out parts in order of disassembly, being certain to note the valve body bore from which they are removed. Parts must be reinstalled in the same bore from which they are removed. 3. Secure valve in an upright position in a vice. 4. Remove capscrews securing the differential pressure switch (3) to the valve body. Remove and discard seals behind differential pressure switch ports. Refer to Differential Pressure Switch for disassembly. 5. Remove the two socket head capscrews (20) retaining the manifold body (1) to the valve body (2). Remove manifold body and discard O-rings (18). 6. Remove plungers (16) and sleeves (17). 7. Remove controller from vice. 8. Remove the four capscrews and washers (7) from the base of the valve. 9. Remove the sleeve retainer (6). 10. With the valve upright, the plug (5) should fall out. If not, tap lightly to dislodge. 11. Remove the spools (12), reaction plungers (8) and spool return springs (11). Keep parts separate so they may be installed in the same spool from which they were removed. 12. Remove and discard the packing (4) from the counterbore in the base of the valve body. 13. Turn the valve on its side on the work bench and remove the sleeves (9) from the valve body. 14. Remove seal (10), O-rings (22 & 24), and backup rings (21 & 23) and discard. 15. Remove spring seats (13 & 15) and regulator springs (14).

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Apply a light film of type C-4 hydraulic oil to plungers (14, Figure 3-11) and insert in sleeves (15). Sleeves must slide smoothly and freely in sleeve bores. If parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and plunger. 3. Apply a light film of oil to regulator spools (12) and slide into bore of sleeves (9). Spools must slide smoothly and freely in sleeve bores. If parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. If the valve was not reaching proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep components protected from contamination.

Assembly 1. Install sleeves (17, Figure 3-11) in bores in top of valve body (2). 2. Install plungers (16) in sleeves as shown in Figure 3-11. 3. Apply film of oil to O-rings (18) and position in grooves on top of valve body. 4. Position manifold body (1) on valve body, aligning marks made during disassembly. 5. Secure manifold to valve body with two socket head capscrews (20). Only finger tighten capscrews. 6. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert assembly into bore from bottom of valve. Be certain upper spring seat is positioned against plunger (16). Repeat for other bore. 7. Install sleeve packing seal (10). Refer to Detail A and B, Figure 3-11 and install O-rings (22 & 24) and backup rings (21 & 23) in the sleeve (9) grooves. 8. Apply a light film of oil to sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until flange at base of sleeves contact valve body. 9. Preassemble regulator spool (12) as follows: a. Insert spool springs (11) into spool bore. b. Insert reaction plungers (8) into spool bores and springs.

J03019 1/99

Brake Circuit Component Service

J3-17

10. Install regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push into bore until contact is made with lower spring seat. 11. Install sleeve retainer plug packing (4) in valve body. 12. Check to be certain spring seats (13 & 15) are properly positioned into the regulator springs (14) and the reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in valve body counterbore. 13. Position sleeve retainer (6) on valve body. Install the four capscrews and washers (7), tightening capscrews evenly to properly seat plug (5) in counterbore. Final tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque. 14. Tighten the two capscrews (20) holding the manifold body (1) to the valve body (2) to 180 - 190 in. lbs. (20.3 - 21.5 N.m) torque. 15. Install plugs (19) in manifold body ports. Tighten the larger (#8 SAE) plugs to 275 - 300 in. lbs. (31.1 - 33.9 N.m) torque. Tighten the smaller (#4 SAE) plugs installed in the TC1 and TC2 ports to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 16. Install differential pressure switch on valve body using new seals. Tighten capscrews to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque.

Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect spool assembly (32, Figure 3-11) and bore for scoring and other evidence of damage. If spool seals are damaged, the entire switch assembly should be replaced. 3. Lightly lubricate spool assembly and insert in bore. Spool must slide freely and smoothly in bore. If there is binding, the entire differential pressure switch assembly must be replaced. 4. Lubricate piston (31) and insert in its bore. Piston must move freely with no binding. 5. Inspect spring (30) for cracks, distortion, etc. 6. Attach an ohmmeter to switch assembly (26) center terminal and switch body. Actuate the switch plunger to verify contacts close when plunger is depressed and contacts open when released. Assembly 1. Install one plug (28, Figure 3-11) in the spool assembly bore. Tighten plug to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 2. Lightly lubricate Glyde rings on spool assembly (32) and carefully insert in valve body bore until seated against the plug. 3. Install plug in other end of spool bore. Tighten to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque. 4. Using new O-ring (25), install switch (26). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque. 5. Turn valve over and install piston (31), spring (30) and screw plug (29). Plug should be inserted approximately 0.5 in. (13 mm) below edge of valve body. Temporarily install plug in screw plug port. NOTE: Screw plug (29) adjustment controls switch actuation point. Refer to Valve Test and Adjustment, Differential Pressure Switch Adjustment for calibration procedure.

DIFFERENTIAL PRESSURE SWITCH The differential pressure switch (3, Figure 3-11) mounted on the dual relay valve detects an imbalance in brake apply pressure between the left and right wheels on the front or rear brake circuits. If the regulated output pressures at the B1 and B2 ports differ more than 300 psi (2068 kPa), the switch (26) activates a warning horn and lamp in the cab to alert the operator to a potential brake system problem. Disassembly 1. Remove the four socket head capscrews attaching the differential pressure switch body (3, Figure 3-11) to the dual relay valve body (2). 2. Remove switch assembly (26) and O-ring (25). 3. Remove plugs (28). 4. Remove screw plug (29). 5. Remove spring (30) and piston (31). 6. Carefully push spool assembly (32) out of its bore.

J3-18

Brake Circuit Component Service

J03019 1/99

VALVE TEST AND ADJUSTMENT


The following parts and test equipment will be required to completely bench test the dual relay valve. The differential pressure switch can be calibrated and its operation tested. Pressure gauges (4), 0-to-3000 psi (20,680 kPa). Hydraulic pressure supply, regulated to 2750 psi (18,960 kPa). Hydraulic test stand, Refer to Figure 3-12. Hose fittings for valve ports: Port PX: ..................... 7/16 in.,#4 SAE O-ring. Ports B1 and B2: .... 3/4 in., #8 SAE O-ring. Port T: ................. 1 1/16 in., #12 SAE O-ring. Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the dual relay valve installed on the truck by using the brake treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake apply pressure lines.

FIGURE 3-12. 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. Shut-off Valves 14. Simulated Brake Volume 15. Relief Valve

J03019 1/99

Brake Circuit Component Service

J3-19

Test Set Up Procedure 1. Setup valve on test stand as shown in Figure 3-12. 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 3,000 psi (20,680 kPa). Connect all ports. The connections should be according to the diagram shown in Figure 3-12. All ports must be used and connected.

Brake Valve Output Pressure Adjustment 1. With pump operating and supply and pilot pressure adjusted as described in setup instructions, inspect valve for leakage. 2. With 2400 psi (16,545 kPa) pilot pressure applied, verify the following regulated output pressures: B1 port gauge (10) reads 2400 75 psi (16,545 517 kPa) B2 port gauge (9) reads 2400 75 psi (16,545 517 kPa) 3. Close the pilot supply needle valve (5) and open the pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) should drop to 0 psi (0 kPa).

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 persons 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 hydraulic pump and regulate output pressure to 2750 psi (18,960 kPa) at pressure gauge (3). Pressure gauges (9 & 10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 2400 psi (16,545 kPa) on gauge (7). 8. Return line pressure during this test is not to exceed 0 psi (0 kPa). 9. Test the valve with ISO 32 grade hydraulic oil at 120 10 F (49 3 C).

Regulated output pressure lines B1 and B2 should drop to 0 psi (0 kPa) on gauges (10) and (9) respectively. 4. Repeat steps 2 and 3 approximately 50 times to cycle valve from minimum to maximum apply pressure. 5. Verify output pressure remains within specification. If not, the valve must be rebuilt. 6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9 & 10), apply pilot pressure slowly and steadily until 2400 psi (16,545 kPa) (maximum) pilot pressure is obtained. Pilot pressure and regulated output pressure must track within 50 psi (345 kPa) after the pilot pressure reaches 100 psi (690 kPa). 7. Reduce pilot pressure to 0 psi (0 kPa). Apply 2400 psi (16,545 kPa) pilot pressure as quickly as possible. Regulated output pressure must increase to 2400 75 psi (16,545 517 kPa) within 1.0 second after pressure is applied to pilot line. 8. Check 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 2400 psi (16,545 kPa) pilot pressure applied, leakage must not exceed 150 cc/minute. 9. Adjust differential pressure switch using the following procedure.

J3-20

Brake Circuit Component Service

J03019 1/99

Differential Pressure Switch Adjustment 10. Attach an ohmmeter or continuity tester lead to connector on differential pressure switch wire. Attach other lead to valve body. Verify switch contact is open. 11. Remove plug on bottom of valve body for access to adjustment screw plug (29, Figure 3-11). 12. Open the B1 regulated output circuit needle valve (11) to bleed the pressure back to tank. Adjust pilot pressure regulator for 0 psi (0 kPa) on gauge (7). 13. Slowly adjust regulator valve to obtain 300 psi (2,068 kPa) on the B2 circuit pressure gauge (9). a. If switch contact has not closed, turn differential pressure switch adjustment screw (29) counterclockwise until switch contact just closes. b. If switch contact closed before reaching 300 psi (2,068 kPa), turn screw plug counterclockwise and repeat previous step. 14. Reduce pilot pressure until switch opens. 15. Slowly increase pilot pressure and verify switch contact closes at 300 30 psi (2,068 207 kPa).

16. Reduce pilot pressure. Close B1 needle valve (11) and open B2 circuit needle valve (12). 17. Slowly increase pilot pressure and verify switch contacts close at 300 30 psi (2,068 207 kPa) as read on B1 circuit gauge (10). 18. If necessary, adjust screw plug (29) and repeat steps 12 through 17. 19. Install plug in switch adjustment port. Tighten to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 20. Shut down the test bench and relieve all hydraulic pressure from the lines.

Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. 21. Remove hoses from valve and remove valve from test stand.

J03019 1/99

Brake Circuit Component Service

J3-21

HYDRAULIC BRAKE ACCUMULATORS


Four hydraulic brake accumulators are installed on the truck. Two identical accumulators are located on the brake manifold in the brake control cabinet behind the operators cab. The left accumulator supplies the pressure necessary for actuation of the rear service brakes. The right accumulator supplies pressure to activate the front service brakes. Two larger volume accumulators, located on the RH frame rail behind the tire, supplement the above accumulators, one for the front and one for the rear brake circuits.

ACCUMULATORS HYDRAULIC COMPONENTS CABINET Removal 1. Shut down engine to bleed steering accumulators. Exhaust all pressure from the brake system by opening accumulator manual drain valves. 2. Remove the valve guard and Dyna-seal from top of accumulators. 3. Depress valve core to release gas precharge pressure from accumulator bladder. (Refer to Figure 3-13). 4. Remove accumulator mounting bracket. Loosen and remove accumulator from the brake manifold. Plug opening on brake manifold to prevent contamination. 5. Transfer accumulator to work area. Installation 1. After service repairs or bench test has been completed, move the accumulators to the brake control cabinet. DO NOT precharge accumulators on the bench test. 2. Position the accumulators on the brake manifold. Tighten fittings securely. Install mounting brackets. Secure mounting brackets in place with capscrews and lockwashers. Tighten capscrews to standard torque. 3. Refer to Charging Procedure in this section. 4. Replace Dyna-seal and valve guard on top of accumulators. Disassembly 1. Securely clamp accumulator (preferably in a chain vise). Make sure accumulator shell is suitably protected by strips of padding or soft metal on vise base. 2. Remove core from gas valve using valve core tool. (Refer to Figure 3-13). 3. Remove pipe plug from plug & poppet assembly. 4. Remove locknut from plug and poppet assembly using a spanner wrench and an adjustable wrench. One for torque and one for countertorque. (Refer to Figure 3-14). 5. Remove spacer, Figure 3-15. 6. With palm of hand, push plug and poppet assembly into the shell. 7. Insert hand into shell and remove O-ring, washer and anti-extrusion ring from plug. Fold anti-extrusion ring to enable removal. (Refer to Figure 3-16).

Accumulators maintain high pressure. DO NOT disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear accumulators is identified as NV1. The manual bleeddown valve for the front accumulators is identified as NV2.

Brake Accumulator Bleed Down Procedure The four brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2) counterclockwise. The valves are located on the brake manifold in the hydraulic brake cabinet. 1. Turn handles counterclockwise to open valves. 2. Confirm accumulators are bled down by applying the Brake Lock switch (key switch On, engine shut down) and applying service brake pedal. The service brake light should not come on. 3. Close the bleeddown valves by rotating clockwise.

FIGURE 3-13. VALVE CORE REMOVAL

J3-22

Brake Circuit Component Service

J03019 1/99

FIGURE 3-17. PLUG AND POPPET REMOVAL 8. Remove plug and poppet assembly from shell. (Refer to Figure 3-17.) 9. With wrench on valve stem flats, remove the nut from the valve stem. 10. Insert hand into shell fluid opening. Depress bag and eliminate as much gas pressure as possible.

FIGURE 3-14. LOCKNUT REMOVAL

FIGURE 3-15. SPACER REMOVAL FIGURE 3-18. BLADDER REMOVAL 11. Grasp heel of the bladder and withdraw from shell. (Refer to Figure 3-18).

FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL

Cleaning and Inspection 1. After disassembly, clean all parts with an approved cleaning solution. 2. Blow all parts dry with air and keep free from foreign matter. 3. Check all rubber items for deterioration, abrasion marks, cracks, holes, bubbles or any similar defects. 4. Replace all O-rings and any other items deemed unsuitable for further usage.

J03019 1/99

Brake Circuit Component Service

J3-23

5. Bladder may be checked by inflating to normal size and checking with a soapy solution. After testing, deflate immediately. 6. Check plug and poppet valve for proper functioning. Assembly 1. Replace shell in vise, if removed. 2. Pour a liberal amount of clean C-4 hydraulic oil into shell to serve as a cushion. 3. With bladder assembly on bench, expel all air to completely collapse bladder and fold bladder longitudinally into a compact roll. To maintain rolled condition of bladder, install gas valve core into the valve stem, thereby preventing air from entering the bladder. 4. Attach bladder pull rod to bladder valve stem.

7. Position name plate over valve stem and install valve stem nut by hand (Figure 3-20). Remove bladder pull rod. 8. Grasp threaded section of plug and insert poppet end into shell mouth. 9. Install anti-extrusion ring inside shell. Fold anti-extrusion ring to enable insertion into shell. Place anti-extrusion ring on plug and poppet assembly with its steel collar toward shell mouth. 10. Withdraw threaded end of plug through shell mouth. (Refer to Figure 3-21).

FIGURE 3-21. PLUG ASSEMBLY

FIGURE 3-19. BLADDER INSTALLATION 5. Pass bladder pull rod through shell oil port and out through valve stem opening. (Refer to Figure 3-19). 6. Pull bladder pull rod out of shell with one hand while feeding bladder into shell with other hand.

11. Pull plug until seated solidly into position on shell mouth opening. 12. Install valve core. Using dry nitrogen, slowly pressurize bladder with sufficient pressure [approximately 5 psi (34 kPa)] to hold plug and poppet assembly in place.

FIGURE 3-22. WASHER INSTALLATION FIGURE 3-20. VALVE STEM INSTALLATION

J3-24

Brake Circuit Component Service

J03019 1/99

13. Install washer onto plug and poppet assembly and push until seated against anti-extrusion ring. (Refer to Figure 3-22). 14. Install O-ring over plug and poppet assembly and push until seated. DO NOT TWIST O-RING. 15. Install spacer with smaller diameter of the shoulder toward shell. 16. Install locknut on plug and poppet assembly and tighten securely. This will squeeze O-ring into place. (Refer to Figure 3-23).

Charging Procedure 1. Mount hose assembly gland nut on pressure regulator.

Pure dry nitrogen is the only gas approved for use in brake accumulators. Accidental charging of oxygen or any other gas in this component may cause an explosion. Be sure pure dry nitrogen gas is being used to charge accumulators. NOTE: Remove Dyna-seal or O-ring (if equipped) prior to attaching connector to accumulator gas valve. Refer to Figure 3-24. 2. Attach swivel connector of hose assembly to gas valve. Hand tighten sufficiently to compress gasket swivel connector in order to prevent gas leakage. NOTE: If leakage is still present, replacement of the small copper washer in the swivel connector may be necessary. 3. Precharge bladder slowly to about 10 psi (69 kPa) before completely tightening the valve stem nut. With wrench on valve stem flats, tighten valve stem nut. 4. Proceed to inflate accumulator to 1400 50 psi (9653 345 kPa) pressure by slowly opening the pressure regulator valve on nitrogen cylinder, closing it occasionally to allow needle on pressure gauge to stabilize (thus giving accurate reading of precharge pressure). When correct precharge has been reached, close pressure regulator valve on nitrogen cylinder securely. 5. Bleeder valve can be used to release any gas pressure in excess of desired precharge. 6. Replace Dyna-seal and valve guard over valve stem. NOTE: For recharging only: Bleed all hydraulic pressure from the system using the bleed valves on the brake manifold. Remove valve guard and Dyna-seal. Then, follow Charging Procedure, Steps 1 thru 6.

FIGURE 3-23. LOCKNUT INSTALLATION 17. Replace pipe plug into plug and poppet assembly. 18. Install accumulator on truck and charge according to Charging Procedure.

FIGURE 3-24. INSTALLATION/REMOVAL OF "DYNA-SEAL" 3. Accumulator 1. Dyna-Seal 2. Accumulator Charging Valve

J03019 1/99

Brake Circuit Component Service

J3-25

ACCUMULATORS - FRAME MOUNTED Figure 3-26 illustrates the (RH) frame mounted brake circuit accumulators which provide additional oil storage for the front and rear brake circuits. Removal 1. Place the selector switch in NEUTRAL, turn the rest switch ON. Turn key switch OFF to shut down engine and allow at least 90 seconds to allow steering accumulator oil to drain back to tank. 2. Open Needle valves (6 & 7, Figure 3-1) on brake manifold (5) and allow the four brake system accumulators to bleed completely. 3. Remove charging valve guard (2, Figure 3-25) and loosen small hex on charging valve (3) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.

FIGURE 3-25. CHARGING VALVES 1. Accumulator 2. Charging Valve Guard 3. Charging Valve

Make certain only the small swivel hex nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. Wear protective face mask when discharging nitrogen gas. 4. Remove oil line (5, Figure 3-26) from bottom of the accumulator. Plug all hoses and openings to prevent possible contamination of the system. 5. Attach a lifting device to the accumulator to be removed. 6. Remove the mounting band capscrews, washers, and nuts (3)and remove the mounting bands (4). 7. Raise the accumulator until clear of mounting bracket and move to a clean work area for disassembly. Installation 1. Lift accumulator into position on the mounting bracket. Accumulator should be positioned with the antirotation block positioned between the two stop blocks on the lower mounting bracket. 2. Secure the accumulator to the mounting bracket using mounting bands (4, Figure 3-26), capscrews, lockwashers and nuts. Do not overtighten nuts, as this could distort the accumulator. 3. Reconnect oil line to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen as outlined in Frame Mounted Brake Accumulator Charging Procedure.

FIGURE 3-26. BRAKE ACCUMULATOR INSTALLATION 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Capscrews, Washers & Nuts 4. Mounting Bands 5. Oil Line

J3-26

Brake Circuit Component Service

J03019 1/99

Disassembly 1. Remove charging valve (3, Figure 3-27). 2. Remove gland (4). Note: Figure 3-28 illustrates a tool that can be fabricated locally to aid in removing the gland. 3. Remove plugs and/or adaptor (10 & 11). Using a round rod, push piston (6) out of accumulator. 4. Remove piston rings (7) and seal (8). Cleaning and Inspection 1. Clean parts using fresh cleaning solvent, lint free wiping cloth and filtered compressed air. All parts must be absolutely free of any foreign matter larger than 3 microns. 2. Inspect piston for damage. If scored or otherwise damaged, replace with a new part. 3. Minor defects in the housing bore may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements, 90 apart at each point to verify tube is not out-of-round.

FIGURE 3-27. ACCUMULATOR ASSEMBLY 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-ring & Backup Ring 6. Piston 7. Bearing 8. T Ring Seal 9. Housing 10. Plug 11. Plug

FIGURE 3-28. GLAND REMOVAL TOOL (Fabricate Locally)

J03019 1/99

Brake Circuit Component Service

J3-27

b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.

TESTING To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 5000 psi (35 MPa) hydraulic pressure and nitrogen pressure of 1400 psi (9.65 MPa) will be required. A small water tank with the necessary safety guards in place will be necessary for a portion of the test.

Repair of the housing by welding, machining or plating to salvage a worn area is NOT APPROVED. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.

Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test. 1. Fill each end of the accumulator with approximately 3.75 gallons (14.2 Liters) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect to hydraulic power source. Plug remaining ports. a. Apply 5000 psi (35 MPa) oil pressure. b. Verify no external leakage exists. c. Verify no structural damage exists. 2. Release pressure and remove oil side fitting. 3. Drain oil. Leave port open. 4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water. 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 3 pints (1.5 L) of rust preventive oil in the nitrogen side of the accumulator. Add 1 pint (0.5 L) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).

Assembly

Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Install a new seal (8, Figure 3-27) on piston. Install new bearings (7). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (9). Push the piston to the center of of the housing. 3. Install new O-rings and backup rings (5) on gland (4). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 850 ft. lbs. (1152 N.m) torque using tool as shown in Figure 6-5. 5. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 16.5 ft.lbs. (22.3 N.m) torque. 6. Install pressure switch. Install pressure test fittings in bottom of housing. (See Testing below.)

J3-28

Brake Circuit Component Service

J03019 1/99

ACCUMULATOR CHARGING PROCEDURE


(Frame Mounted Brake Accumulators)

Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been Off for at least 90 seconds and the brake accumulators have been manually bled down. Pure dry nitrogen is the only gas approved for use in the brake accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulators. When charging or discharging the nitrogen gas in the accumulators, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. 1. With engine shut down, the Rest switch ON and key switch in the OFF position, allow at least 90 seconds for steering accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators. 2. Open the bleed valves (6 & 7, Figure 3-1) located on the brake manifold in the hydraulic components cabinet to completely bleed the pressure from all brake system accumulators. 3. Remove charging valve guards.

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

FIGURE 3-29. CHARGING VALVE 7. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.8 MPa). NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 8. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1400 psi (9.7 MPa) continue charging procedure until pressure is stabilized. 9. Remove the charging kit and tighten small hex nut on charging valve to 4 ft.lbs. (5.4 N.m) torque. NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut to 10.5 ft.lbs. (14.2 N.m) torque.

If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 4. Remove charging valve cap (1, Figure 3-28). Turn small swivel hex nut (4) three complete turns counterclockwise. 5. Depress the valve stem and hold down until all nitrogen has been released. 6. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure.

b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m) torque. 10. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft.lbs. (33.9 N.m) torque. 11. Close brake accumulator bleed valves. 12. If necessary, recharge the smaller brake accumulators. Refer to Accumulators, Hydraulic Components Cabinet, Charging Procedure. 13. Operate truck and check brake system operation.

J03019 1/99

Brake Circuit Component Service

J3-29

RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)


Due to wear, the Retarder Control Lever assembly (4, Figure 3-30) may occaionally require adjustment or repair. Lever Assembly Removal Adjustment of the lever assembly or replacement of the potentiometer requires removal of the assmbly from the steering column. 1. In the operator cab, remove the capscrews (1, Figure 3-30) and lockwashers (2) from steering column (3). 2. Disconnect harness connecter (5) from lever assembly (4). Lever Assembly Installation 1. Connect harness connecter (5, Figure 3-30) to lever assembly (4). Install lever assembly to steering column (3). 2. Install capscrews (1) and lockwashers (2). Tighten socket head capscrews to 36 in. lbs. (4.1 N.m) torque.

FIGURE 3-30. COLUMN-MOUNTED RETARDER CONTROL LEVER 1. Capscrew, Socket Hd. 2. Lockwasher 3. Steering Column Assy. 4. Retarder Control Assy. 5. Harness Connector 9. Locknut 13. Bracket 6. Capscrew, Socket Hd. 10. Washer, Tanged 14. Shaft 7. Lockwasher 11. Spring, Disc 15. Lever 8. Potentiometer (Switch Assy.) 12. Washer, Internal Tang 16. Handle

J3-30

Brake Circuit Component Service

J03019 1/99

Disassembly and Adjustment 1. Remove the capscrews (6, Figure 3-30) and lockwashers (7) from lever assembly. 2. Remove potentiometer (8). 3. Bend tangs on washer (10) away from slots in locknut (9). a. If the lever assembly is to be completely disassembled, loosen and remove locknut (9), along with tang washer (10), spring (11), and washer (12). Remove handle and shaft assembly (14). Wash parts in clean solvent and inspect for excessive wear, burrs, or scratches. Replace defective parts. b. If the lever assembly only requires adjustment, loosen or tighten locknut (9) as follows: The lever assembly should be adjusted such that the frictional forces will hold the lever firmly in the position selected by the operator. At the same time, the adjustment should not be so tight as to cause the operator to use undue force to move the lever. The position of the lever should remain stationary without moving down (applying the retarder) from its own weight or due to machine vibrations during truck operation. When the desired adjustment is obtained, bend tang on washer (10) into slot on locknut (9). Potentiometer Check The potentiometer (8, Figure 3-30) is spring-loaded to the "OFF" position. With the switch assembly removed from the lever assembly, make the following checks: 1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to the "OFF" position. 2. Using a reliable volt-ohm meter, 0 ohms should be read in the "OFF" position. 3. Rotate the "pot" clockwise to full "ON" and hold. 2500 500 ohms should be recorded. Replace the potentiometer if it does not meet these specifications.

Assembly 1. If handle (16, Figure 3-30) or lever (15) has been removed from shaft (14), assemble as follows: a. Apply Loctite #271 to lever (15) and install lever fully into shaft (14). b. Apply Loctite #271 to opposite end of lever (15) and install handle (16) onto lever. Hand Tighten Only! 2. Inspect the shaft bore and interior friction faces of bracket (13) and remove any scratches or burrs, or replace bracket. Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease. 3. Insert the lever, handle, and shaft assembly into bracket (13), and install washer (12), new spring (11) [with the outer spring diameter against washer (12)], tang washer (10), and locknut (9) onto shaft (14). 4. Tighten and secure locknut (9) as described in step 3.b. "Disassembly and Adjustment". 5. Move lever to the "UP" position as far as travel permits. Align slot in potentiometer (8) with key on shaft (14) and rotate pot until capscrew holes line up with bracket. Install washers (7) and capscrews (6) to secure pot to bracket. Tighten the socket head capscrews to 36 in. lbs. (4.1 N.m) torque. 6. Install lever assembly to steering column.

J03019 1/99

Brake Circuit Component Service

J3-31

NOTES

J3-32

Brake Circuit Component Service

J03019 1/99

BRAKE CIRCUIT CHECK-OUT PROCEDURE


The brake circuit hydraulic pressure is supplied from the steering circuit at the bleed down manifold. Some brake system problems, such as spongy brakes, slow brake release, or abnormal operation of the overhead display panel mounted Low Brake Pressure warning light can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test. NOTE: If internal leakage within the steering circuit is excessive, this also may contribute to problems within the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake circuit. For Steering Circuit Test Procedure, refer to Section L, Hydraulic System.

FIGURE 4-1. HYDRAULIC COMPONENTS CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Relief Valve (Hoist-Power Down) 6. Hoist Pilot Valve 7. Dual Relay Valve 8. Differential Pressure Sw. 9. Park Brake Release Press. (PK2) 10. Brake Cabinet 11. Brake Lock Shuttle Valve 12. Brake Manifold 13. Pressure Reducing Valve (PR) 14. Brake Lock Solenoid (SV1) 15. Park Brake Solenoid (SV2) 16. Front Brake Accum. Bleed Valve 17. Automatic Apply Valve 18. Low Accum. Test Port (LAP1) 19. Rear Brake Accum. Bleed Valve 20. Low Brake Pressure Switch 21. Park Brake Pressure Switch 22. Stop Light Pressure Switch 23. Brake Lock Degradation Switch 24. Rear Brake Pressure Test Port (B1) 25. Front Brake Pressure Test Port (B2) 26. Manifold 27. Brake Warning Delay Timer 28. Brake Warning Relay

J04025

Brake Circuit Checkout

J4-1

The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleeddown manifold. Plug the brake supply line and cap the port in the bleeddown manifold. (see WARNING below)

The steering accumulator can be bled down with engine shut down, turning key switch Off, and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open both bleed down valves on brake manifold to bleed down all four brake accumulators.

Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately.

Before disabling brake circuit, be sure truck wheels are blocked to prevent possible rollaway.

FIGURE 4-2. BRAKE MANIFOLD

J4-2

Brake Circuit Checkout

J04025

BRAKE CIRCUIT ABBREVIATIONS AA AF2 AF1 AR2 AR1 BF BL BR CP1 CV, CVR, CVF DSV LS LAP1 LAP2 NVF NVR PK1 PK2 PK3 PR PSV SP1 SV1 SV2 T1 Automatic Apply Pressure Accumulator, Front Brake Supply Pressure to Brake Valve for Front Brakes Accumulator, Rear Brake Supply Pressure to Brake Valve for Rear Brakes Brake Pressure, Front Brake Lock Apply Pressure Brake Pressure, Rear Cavity Plug, One Direction Flow No specific function in this application. Check Valve High Pressure Shuttle Valve Low Pressure Shuttle Valve Pressure Tap Test Port Low Accumulator Pressure Low Brake Pressure Switch N.C., 1850 75 psi (12.95 MPa) Front Accumulator Manual Drain Valve Rear Accumulator Manual Drain Valve Park Brake Release Pressure Park Brake Release Pressure Park Brake Pressure Switch N.C., 1250 psi (8.75 MPa) Brake Lock Pressure Regulator 2000 psi (13.8 MPa) Automatic Apply Valve 1650 psi (11.55 MPa) Supply Oil Inlet Brake Lock Solenoid Park Brake Solenoid Return To Tank

EQUIPMENT REQUIRED
Included on the last page of this module is a data sheet to record the information observed during the hydraulic brake system check-out procedure. The data sheet can be removed, copied, and used during the checkout procedure. * Steps indicated in this manner should be recorded on the data sheet for reference.

The following equipment will be necessary to properly check-out the hydraulic brake circuit: Hydraulic brake schematic, refer to Section R this manual. Calibrated pressure gauges: > One 0-5000 psi (0-34,475 kPa) range. > Three 0-3000 psi (0-20,685 kPa) range. One PB6039 female quick disconnect and hose long enough to reach from brake cabinet to the inside of the operators cab for each gauge. Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen.

J04025

Brake Circuit Checkout

J4-3

INITIAL SYSTEM SET-UP


Prior to checking the brake system, the hydraulic steering system must be operating properly, have correct accumulator precharge and be up to normal operating temperatures. Refer to Section L, Hydraulic System, for steering system operation troubleshooting procedures and specifications. Be certain brakes have been properly bled to remove trapped air. Refer to Wet Disc Brake Bleeding Procedure in this Section. Also, prior to checking the brake system, make certain the parking brake is functioning properly. Refer to parking brake this section. 1. Apply the parking brake, put selector switch in NEUTRAL, place the Rest switch in the ON position, turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - no movement should occur. Block the truck wheels. NOTE: Leave Rest switch in the ON position and the GF Cutout Switch in the CUTOUT position throughout brake tests. (See Figure 3-1, page E3-2, Propulsion System, for GF switch location.) 2. Open each brake accumulator bleeddown valve and precharge both brake manifold accumulators (1 & 3, Figure 4-1) to 1400 psi (9,652 kPa). Move the charging kit to the frame mounted accumulators (behind right front tire) and precharge both accumulators to 1400 psi (9,652 kPa). Allow gas temperature to approach ambient temperature before completing precharge process. * Record on data sheet. NOTE: For best performance, charge accumulators in the ambient conditions in which the machine will be operating. 3. Close both accumulator bleeddown valves. 4. Install pressure gauges at: a) Front brake test port B2 (in brake cabinet) 3000 psi (20,685 kPa) gauge. b) Rear brake test port B1 (in brake cabinet) 3000 psi (20,685 kPa) gauge. c) Park brake release pressure PK2 (9, Figure 4-1). (in brake cabinet) - 3000 psi (20,685 kPa) gauge. d) Low accumulator pressure test port LAP1" (front side of brake manifold) - 5000 psi (34,475 kPa) gauge.

FIGURE 4-3. BRAKE CABINET PORT IDENTIFICATION (Viewed from Bottom of Cabinet) 1. AR1: Rear Brake Oil Supply to Brake Valve 2. AA: Automatic Apply Oil Supply to Brake Valve 3. AF1: Front Brake Oil Supply to Brake Valve 4. PK1: Oil Supply to Park Brake 5. T1: Oil Return to Hydraulic Tank 6. SP1: Brake System Oil Supply from Bleeddown Manifold and filter 7. To B1 Port on Brake Valve 5. Set park brake. Release brake lock. 6. Start engine. Observe rising brake pressures as system charges. Brakes should release at approximately 1650 psi (11,375 kPa) both front and rear. 7. Actuate brake lock. Turn parking brake switch OFF. Rear brake pressure should not exceed 2000 100 psi (13,788 690 kPa). Release brake lock. * Record on data sheet. 8. Slowly depress brake pedal and note brake valve pressures. If the rear brake circuit exceeds 2400 psi (16,545 kPa) at the B1 test port or front brake circuit exceeds 2400 psi (16,545 kPa) at the B2 test port, correct the problem before proceeding. This brake valve may require adjustment or a dual relay valve may be malfunctioning. Refer to repair procedures, this section. * Record on data sheet.

J4-4

Brake Circuit Checkout

J04025

BRAKE SYSTEM CHECKOUT


NOTE: Unless otherwise specified, perform the following checks with engine running, Rest switch in the ON position, park brake ON and brake lock released. 9. Apply brake lock. Turn the parking brake switch to the OFF position: Verify park brake indicator lamp is off. Verify park brake release pressure (gauge installed in PK2 port in hydraulic cabinet) is 2700 100 psi (18,615 690 kPa). Record on data sheet.

18. Quickly and completely depress pedal. Verify that within 1 second after brake is applied: Left front brake pressure reads 2400 75 psi (16,545 517 kPa) Right front brake pressure reads 2400 75 psi (16,545 517 kPa). Both pressures must remain above their minimum values for a minimum of 20 seconds. Record on data sheet.

19. Release pedal, assure that each circuits pressure is zero. 20. Remove gauges from front brake test ports and install at the B1 and B2 test ports in the hydraulic cabinet. 21. Disconnect circuit #52B wire on the coil of the brake lock solenoid (SV1) (14, Figure 4-1). Install a jumper wire between circuits #33 and #33W at the brake warning delay timer (27, Figure 4-1). 22. Apply the brake lock; the brake lock degradation switch should close: Verify the warning buzzer turns on. Verify the low brake pressure warning lamp illuminates. 23. Depress the brake pedal until the warning stops. 24. Very slowly, release the brake pedal while observing the B1 pressure gauge: Verify warning resumes when pressure drops to 1000 25 psi (6,895 172 kPa). Record pressure reading when alarm resumes.

10. Cycle park brake several times to assure crisp application and release of oil pressure when switch is OFF. 11. Place parking brake switch in the ON position and release the brake lock. 12. Install a 3000 psi (20,685 kPa) pressure gauge at the LBP (9, Figure 4-5) and RBP (8) test ports on the junction block at the left front corner of the rear axle housing. 13. Very slowly depress brake pedal. Force feedback of pedal on foot should be smooth with no abnormal noise or mechanical roughness. 14. Slowly depress brake pedal: Verify brake indicator lamp and stop lights illuminate at 75 5 psi (517 34 kPa) rear brake pressure. Record on data sheet.

15. Quickly and completely depress pedal. Verify that within 1 second after brake is applied: Left rear brake pressure (LBP, 9) reads 2400 75 psi (16,545 517 kPa). Right rear brake pressure (RBP, 8) reads 2400 75 psi (16,545 517 kPa). Both pressures must remain above their minimum values for a minimum of 20 seconds. Record on data sheet.

25. Reconnect #52B wire at brake lock solenoid coil. Remove jumper between circuits #33 and #33W. 26. Cycle brake lock several times to assure crisp shift of solenoid valve and release of oil pressure. Verify stop lights illuminate when brake lock is ON. 27. Apply brake lock and read brake pressure at B1 gauge: Pressure should be 2000 100 psi (13,788 690 kPa). Record on data sheet.

16. Release pedal, assure that each circuits pressure is zero. 17. Move the two 3000 psi (20,685 kPa) gauges to the test ports on the front brake backplates.

28. If above pressure is not correct, remove plug on end of PR valve (13, Figure 4-1) and adjust to obtain correct pressure. Reinstall plug after adjustment.

J04025

Brake Circuit Checkout

J4-5

Failure Modes Check-Out


29. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 30. Turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. 31. Disable the steering pressure switch by unplugging the diode between circuits #33 and #33F on diode board DB1 in the auxillary control box or by disconnecting the wires at the steering pressure switch. 32. Turn the key switch ON. After 2 minutes, record the low accumulator pressure (LAP1) gauge reading. If pressure decreases to less than 2100 psi (14,480 kPa), internal system leakage is excessive. The source of the leakage must be identified and repaired. Record on data sheet.

36. Turn key switch ON. Very slowly, open the rear brake accumulator bleeddown valve a small amount ([NVR] 19, Figure 4-1) while observing LAP1 decreasing pressure. Verify the low pressure warning lamp and buzzer activate within 100 psi (690 kPa) of the pressure recorded in step 33. Record on data sheet.

Verify the brake pressures B1 and B2 begin to rise within 100 psi (690 kPa) of the auto apply set point pressure recorded in step 33. Record on data sheet.

37. Reinstall diode on diode board DB1 or connect wire harness at steering pressure switch. 38. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 39. Shut down engine but do not turn key switch OFF. (Do not allow steering accumulators to bleed down.) 40. While observing pressure gauges, make repeated, slow, brake applications until auto apply comes on. Auto apply must not actuate prior to the sixth pedal application. Record on data sheet.

33. Very slowly, open the front brake accumulator bleeddown valve a small amount ([NVF] 16, Figure 4-1) while observing LAP1 decreasing pressure. The low brake pressure lamp and buzzer must activate when pressure drops to 1850 75 psi (12,755 517 kPa). Record on data sheet.

When the LAP1 pressure reaches 1650 psi (11,375 kPa) brake pressures B1 and B2 should begin to rise (auto apply). Record on data sheet.

41. Turn the key switch OFF and allow the steering accumulators to bleed down. 42. Open both accumulator bleeddown valves and bleed down the entire brake system. Close valves after all pressure is released. 43. Disconnect the hose (4, Figure 4-4) that supplies oil to the brake valve (P2 port), front brake circuit, by removing at the tee attached to the bottom of the hydraulic cabinet (brake manifold port AF1). Cap the tee fitting, but hose must be vented to atmosphere. 44. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa).

34. Close the front brake accumulator bleeddown valve. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 35. Turn key switch OFF to shut down engine and allow the steering accumulators to bleed down completely.

J4-6

Brake Circuit Checkout

J04025

45. Depress the brake pedal very slowly until the brake differential pressure switch activates the low brake pressure lamp and buzzer. Verify fault indicators are activated at: Refer to Table I Pressures. * Record Pressure on data sheet. Table I - Differential Pressure Switch Adjustment Spring Color Red Green Pressure - Switch Contacts Closing B1 Valve Spool B2 Valve Spool 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa) 300 30 psi (2 068 207 kPa) 600 50 psi (4 137 345 kPa)

! WARNING ! DO NOT attempt to adjust a "red" spring to 600 50 psi (4 137 345 kPa). This will cause the spring to "bottom out" and the warning switch will not function properly. For more specific details regarding Table I, refer to previous chapter: BRAKE CIRCUIT COMPONENT SERVICE, BRAKE VALVE, "Differential Pressure Switch Adjustment". 46. Shut down the engine and turn key switch OFF. Allow steering accumulators to bleed down. 47. Open both accumulator bleeddown valves and bleed entire brake system. Close valves after all pressure is released. 48. Reconnect hose (4, Figure 4-4) to Tee at AF1 port, bottom of hydraulic cabinet

FIGURE 4-4. HYDRAULIC COMPONENTS CABINET 1. Operators Cab 5. To Brake Valve, Port P1 9. To Front, Frame Mounted 2. Hoses to Brake Valve & Steering 6. To Brake Valve, Port B1 Brake Accumulator Control Valve 7. To Rear, Frame Mounted Brake 10. To Brake Valve, Port B2 3. Hydraulic Components Cabinet Accumulator 4. To Brake Valve, Port P2 8. To Rear Axle Junction Block, Port P1

J04025

Brake Circuit Checkout

J4-7

49. Disconnect the hose (5, Figure 4-4) that supplies oil to the brake valve (P1 port), rear brake circuit, by removing at the tee attached to the bottom of the hydraulic cabinet (brake manifold port AR1). Cap the tee fitting, but hose must be vented to atmosphere. 50. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or above 2700 psi (18,613 kPa). 51. Depress the brake pedal very slowly until the brake differential pressure switch activates the low brake pressure lamp and buzzer. Verify fault indicators are activated at: Refer to Table I Pressures. * Record Pressure on data sheet.

52. Shut down the engine and turn key switch OFF. Allow steering accumulators to bleed down. Open both accumulator bleeddown valves and bleed entire brake system. Close valves after all pressure is released. 53. Reconnect hose (5, Figure 4-4) to Tee at AR1 port, bottom of hydraulic cabinet. 54. Remove all test equipment and verify all hoses have been reconnected.

FIGURE 4-5. REAR BRAKE HOSES 1. BS - Left & Right Brake Cooling Oil Supply 2. LBR - Left Brake Cooling Return Line 3. T - Return To Tank 4. P1 - Pressure Inlet From Accumulator 5. Axle Housing 6. Wheel Motor 7. RBR - Right Brake Cooling Return Line 8. RBP - Right Brake Pressure Test Port 9. LBP - Left Brake Pressure Test Port 10. PX - Pilot Inlet/Brake Apply Line 11. PB - Parking Brake

NOTE: If hoses (4, Figure 4-5) and (10) are switched, the rear brakes will be slow to apply and slow to release.

J4-8

Brake Circuit Checkout

J04025

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING


POSSIBLE CAUSES TROUBLE: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized. Connections to tank and pressure ports reversed. Parking brake solenoid coil defective. Parking brake solenoid valve defective. Tank line is plugged or restricted. Check power to solenoid Correct the plumbing. Replace coil. Replace solenoid valve. Remove restriction. SUGGESTED CORRECTIVE ACTION

TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure. Pedal set screw out of adjustment; residual pressure. Ensure tank line has no back pressure. Adjust pedal deadband with set screw.

TROUBLE: One Brake Circuit is Dragging Obstruction in the brake valve subassembly. Brake valve is out of balance. Actuator piston defective. Brake valve is defective. A dual relay valve is defective Remove obstruction. Adjust balance according to instructions. Replace piston. Rebuild or replace brake valve assembly. Rebuild or replace dual relay valve assembly.

TROUBLE: The Brakes are Not Going to Full Pressure Internal malfunction of modulating section of Brake Valve. Supply pressure is low. Improper collar adjustment on brake valve. Remove, disassemble, clean, and inspect brake valve. Check steering/brake pump system and accumulators. Adjust collars according to instructions.

TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied Short in electrical system. Brake accumulator bleeding down. Differential pressure switch defective. Brake warning relay defective. Check wiring. Valve Open; close valve. Check brake valve and dual relay valves; replace switch assembly. Replace relay.

J04025

Brake Circuit Checkout

J4-9

POSSIBLE CAUSES

SUGGESTED CORRECTIVE ACTION

TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released Brake valve out of balance (not tracking). Differential pressure switch is defective or improperly adjusted. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. NOTE: If the differential pressure switch is O.K. and the differential pressure is 300 30 psi (2 068 207 kPa), replace "red" spring in Differential Pressure Switch Assembly with "green" spring and re-adjust differential pressure to: 600 50 psi (4 137 345 kPa). Accumulator precharge/leak. Problem in brake valve subassembly. Dual relay valve defective Air in one brake circuit. Small leak in one circuit. Brake warning delay timer defective Check accumulators and recharge if necessary. Remove, disassemble, clean, and inspect brake valve assembly or replace it. Inspect and repair dual relay valve(s) Bleed brakes. Inspect brake system and repair leaks. Replace timer.

Adjust collars according to instructions. TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied Leak or other malfunction in one brake circuit. Brake valve balance is out of adjustment. Differential pressure switch is defective or improperly adjusted. Inspect brake system and repair leaks. Adjust collars according to instructions. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. See NOTE: above. Inspect and repair dual relay valve(s)

A dual relay valve is defective

TROUBLE: The Differential Pressure Warning Circuit is not Operating Low Brake Pressure lamp is burned out. Electrical problem. Differential pressure switch is defective or improperly adjusted. Replace bulb. Check switch circuit wiring. Check the switch and replace if defective. Check differential pressure switch adjustment. Refer to Table I - Differential Pressure Switch Adjustment. See NOTE: above. Remove, disassemble, clean, and inspect, or replace brake valve. Inspect and repair dual relay valve(s) Replace relay.

Problem in brake valve assembly. Dual relay valve defective Brake warning relay defective.

J4-10

Brake Circuit Checkout

J04025

POSSIBLE CAUSES

SUGGESTED CORRECTIVE ACTION

TROUBLE: The Low Pressure Warning Circuit Not Operating Properly The Low Brake Pressure lamp is burned out. The electrical circuit is open. Pressure switch defective. Replace the bulb. Check switch circuit wiring. Replace the pressure switch.

TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system. Pressure switch is defective. Check wiring. Replace the switch.

TROUBLE: Low Pressure Warning Comes On and Pressure is Low Steering circuit is malfunctioning. The pump is worn. Check steering circuit pressures. Rebuild or replace pump.

TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open. Accumulator precharge is low. Leak in one circuit. Malfunction in brake valve. Close valve, check precharge. Recharge accumulator Check plumbing. Remove, disassemble, clean, reassemble; or replace.

TROUBLE: A Squeal is Heard When Controller is Operated Rapid operation of controller. Brake Valve assembly is damaged. Hydraulic oil is too hot. Normal Replace the brake valve assembly. Check entire hydraulic system for restriction etc.

TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying Brake lines are blocked or improperly connected. Check plumbing.

TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady Contamination in brake valve assembly. Damage in brake valve assembly. Dual relay valve malfunctioning Remove, disassemble, clean, reassemble; or replace. Repair or replace brake valve assembly. Repair or replace dual relay valve assembly.

J04025

Brake Circuit Checkout

J4-11

POSSIBLE CAUSES

SUGGESTED CORRECTIVE ACTION

TROUBLE: Oil is Leaking Around the Pedal Base Defective seal on top of brake valve. Replace the seal.

TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Excessive internal leakage in a component. Steering accumulator precharge too high or too low. Brake Valve plumbed incorrectly. Internal leakage in brake valve assembly. Internal leakage in dual relay valve assembly. Steering/Brake pump is worn. Pump unloader or compensator not adjusted correctly. Check all steering and brake system components. Check steering accumulator precharge. Correct plumbing. Replace brake valve assembly. Rebuild or replace dual relay valve Rebuild or replace pump. Adjust pump pressure controls.

J4-12

Brake Circuit Checkout

J04025

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET


MACHINE MODEL UNIT NUMBER SERIAL NUMBER

I.

INITIAL SYSTEM SET-UP

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures. STEP 2 STEP 7 STEP 8 All brake Accumulators charged to 1400 psi (9.65 MPa). Maximum rear brake pressure (brake lock). Maximum rear brake pressure. Maximum front brake pressure.

II.

SERVICE BRAKE SYSTEM CHECK-OUT

Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes. STEP 9 Park brake indicator light off. Park brake circuit pressure. Pressure at which brake indicator light comes on. Pressure at which stop lights come on. Left rear brake pressure within one second (LBP). Right rear brake pressure within one second (RBP). Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds. Left front brake pressure within one second. Right front brake pressure within one second. Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds.

STEP 14

STEP 15

STEP 18

J04025

Brake Circuit Checkout

J4-13

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET


STEP 24 STEP 27 Brake lock degradation switch actuation pressure. Rear brake pressure with brake lock applied.

Failure Modes Check-out


STEP 32 STEP 33 Low accumulator pressure after 2 minutes. Pressure when warning systems actuate (front brakes). Pressure at which auto apply actuates. Pressure when warning systems actuate (rear brakes). Pressure at which auto apply actuates. Number of brake applications before auto apply actuates. Front brake pressure at which differential switch actuates low brake pressure buzzer and lamp. Rear brake pressure at which differential switch actuates low brake pressure buzzer and lamp.

STEP 36

STEP 40 STEP 45

STEP 51

Name of Technician or Inspector Performing Check-Out ...............................................................

J4-14

Brake Circuit Checkout

J04025

WET DISC BRAKE ASSEMBLY


The oil cooled, wet disc brake assemblies mounted on the front and rear wheels are similar in design. The rear wheel brakes differ from the front in their mounting arrangement only. The rear brake assembly requires an adapter hub (1, Figure 5-1) for installation on the wheel motor wheel hub. Each disc brake assembly consists of the following basic components: Ten friction discs Nine separator plates Two damper discs Piston assembly Stationary ring gear Rotating inner gear Floating ring oil seal assembly

OPERATION The ring gear (4, Figure 5-1) is internally splined to retain the dampers (8) and separator plates (12). The separator plates are alternately placed between the friction faced discs (7) which are splined to the inner gear (6). The inner gear mounts directly to the wheel hub on the front wheel brakes. On the rear, the inner gear requires an adapter hub which mounts on the wheel hub on the wheel motor. The inboard side of the assembly contains the piston (9) which is activated by hydraulic pressure supplied by the dual relay valves (controlled by the brake valve). As hydraulic pressure is applied, the piston moves to compress the rotating friction faced discs against the stationary steel discs. The friction forces generated resist the rotation of the wheels. As hydraulic pressure increases, friction forces are increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped. The complete brake disc pack is cooled by hydraulic oil. The low pressure cooling circuit is completely isolated from the high pressure, piston apply circuit. Cooling oil flows from the hydraulic tank to the hoist pump, through the hoist circuit high pressure filters, through the hoist valve, and into the brake housings. A parallel circuit from the hoist valve outlet is connected to relief valves at the hydraulic tank which limit brake cooling circuit pressure to 35 psi (241 kPa). Oil routed to the front brakes passes through the oil cooler before entering the front brake housings. In addition, the brake cooling oil provides lubrication for the front wheel bearings. Oil exiting the brake housings returns to the hydraulic tank. FIGURE 5-1. WET DISC BRAKE ASSEMBLIES 1. Hub Adapter (Rear Only) 2. Capscrew & Lockwasher 3. Socket Head Screw (Temporary) 4. Ring Gear 5. Capscrew & Hardened Washer 6. Inner Gear 7. Friction Disc 8. Damper 9. Piston Assembly 10. Seal Carrier 11. Back Plate

J05018 03/01

Disc Brake Assembly

J5-1

MAINTENANCE
Brake disc wear should be checked every 1000 hrs. using the wear indicator tool (Part Number EF9302), included in the tool group shipped with the truck. Refer to Figure 5-2.

BRAKE DISC WEAR INDICATOR The brake disc wear indicator tool is inserted in a port which is open to cooling oil. Removal of the inspection hole plug to insert the brake disc wear indicator will cause the loss of some of this oil. Advance planning will help to minimize oil loss. Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change of hydraulic oil and filters. Rear brakes should be inspected for wear whenever the rear tires are removed. Also consider obtaining additional brake disc wear indicator tools for permanent installation on truck. If all brake assemblies are equipped with disc wear indicators, future checks will not require installation and removal. FIGURE 5-2. BRAKE WEAR INDICATOR 1. Cover 2. Indicator Pin Face (Ref.) 3. Housing Face (Ref.) 4. O-Ring 5. O-Ring 6. Tool Housing 7. O-Ring 8. Indicator Pin

Removal/Installation 1. Place the selector switch in NEUTRAL, apply the park brake, turn the rest switch ON, turn the key switch OFF and allow the steering accumulators to bleed down completely. Block truck wheels. 2. Open the bleeddown valves on the brake manifold (in the hydraulic components cabinet) and bleed all pressure from the brake accumulators. Close valves after pressure is released. 3. Thoroughly clean the brake assemblies, especially the area surrounding cooling oil lines. 4. Remove the hex head O-ring plug from the port (5, Figure 5-3) next to the cooling line opposite the cooling line (3) with the adjacent brake apply line (2) port. Quickly insert the brake wear indicator tool and tighten securely. NOTE: The front wheel brakes have a diagnostic connector installed for measuring brake apply pressure. The rear brakes do not have a diagnostic connector installed on the brake backplate, but instead have an O-ring plug installed. Do not attempt to install the brake wear indicator in this port. 5. Start the engine and allow the steering system to stabilize and the brake accumulators to fill.

Before removing test port plugs, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves located on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.

J5-2

Disc Brake Assembly

J05018 03/01

6. While fully applying the service brake pedal, check brake wear as follows: a. Remove wear indicator cover (1, Figure 5-2). b. Push pin (8) in until it stops against brake piston. c. Measure the distance from indicator pin end face (2) to housing face (3). If pin end face (2) is even with the housing face (3) or below, disc pack is worn to maximum safe wear limits. Brakes should be scheduled for rebuild. If pin end face (2) extends out beyond housing face (3), brake disc wear is still within allowable limits. 7. Pull pin (8) out until it stops against tool housing (6) and install protective cover (1). 9. Release brakes. Shut down engine, allow steering accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure from the brake sytem. Close valves after all pressure is released. 10. Remove the brake disc wear indicator tool and reinstall O-ring plug in port. 11. To check the remaining brake assemblies, repeat steps 4. through 10. NOTE: Checking disc wear in all brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to dissimilar operation of parts and/or haul profiles which require repeated braking while steering in one direction only.

FIGURE 5-3. BRAKE WEAR INDICATOR INSTALLATION (Left Front Brake Shown) 1. Brake Assembly 2. Brake Apply Line 3. Brake Cooling Line 4. Diagnostic Coupler 5. Wear Indicator Installation Port

12. Refill hydraulic tank as required. 13. If brake repairs are necessary, refer to Brake Rebuild , this section.

NOTE: If any leakage is observed around the brake disc wear indicator tool, replace O-rings (4, 5 and 7 Figure 5-2).

J05018 03/01

Disc Brake Assembly

J5-3

BRAKE REBUILD
The brake assembly should be disassembled and reassembled on a clean, dry work surface. The surface should be wooden or if metal, covered with padding to prevent damaged to machined surfaces. Match mark individual parts for correct orientation prior to disassembly. If a rear wheel brake is to be disassembled, start with step 1 below. If a front wheel brake is to be disassembled, start the disassembly procedure at step 5.

The front brake assembly weighs approximately 3210 lbs. (1460 kg) The rear brake assembly weighs approximately 4000 lbs. (1820 Kg). Be certain lifting devices are rated to handle the load. Disassembly Rear Wheel Brake Only: Refer to Wheel Motor Rebuild instructions for rear wheel brake assembly removal. 1. Verify socket head capscrews (3, Figure 5-1) are installed at each of the six locations on the back plate (11). These capscrews are required to retain the seal carrier (10) to the back plate when the brake assembly is not installed on the truck. Shipping bars (4, Figure 5-4) must be installed. 2. Remove the 12-point capscrews and hardened washers (5, Figure 5-1). 3. Remove capscrews and lockwashers (2) used to retain the hub to the seal carrier. 4. Be certain hub and other parts are marked to ensure proper orientation during reassembly. Lift the hub adaptor (1) from brake assembly. Be certain to note shim packs installed at six locations on between seal carrier and hub. Both Front and Rear Wheel Brakes: Remove the front wheel brake assembly according to the instructions in Front Wheel Hub and Spindle, Section G. 5. Position brake assembly on work surface with ring gear retainer bars on bottom as shown in Figure 5-5.

FIGURE 5-4. BRAKE ASSEMBLY (Shown Prepared for Shipping or Storage) 1. Ring Gear 2. Back Plate 3. Capscrew 4. Shipping/Storage Bar 5. Inner Gear

6. Remove socket head capscrews (2, Figure 5-5). Lift seal retainer (1) off brake assembly. NOTE: Socket head capscrews (2) are required to retain and position seal carrier on brake back plate when the brake assembly is not installed on the wheel hub or during brake assembly shipping or storage. Shipping bars (4, Figure 5-4) must be installed to retain the inner gear inside the brake assembly. 7. Remove capscrews (4, Figure 5-5) and hardened flatwashers (5) from backplate (3). 8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of the three tapped holes in the back plate. Tighten bolts evenly to lift back plate from ring gear (7). Remove and discard O-ring (6). 9. Noting order of assembly of discs, remove the damper (10) from top of stack. Remove friction discs (11), separator plates (9) and remaining damper at bottom of stack. 10. Rotate the brake assembly to position shipping bars on top as shown in Figure 5-4. 11. Remove capscrews (3) retaining shipping bars (4) to housing.

J5-4

Disc Brake Assembly

J05018 03/01

FIGURE 5-5. INITIAL DISASSEMBLY 1. Seal Carrier 2. Capscrew 3. Back Plate 4. Capscrew 5. Hardened Washer 6. O-Ring 7. Ring Gear 8. Piston Housing 9. Separator Plate 10. Damper 11. Friction Disc 12. Inner Gear

FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL 1. Piston Housing 2. Capscrew 3. Hardened Washer 4. O-Ring 5. Ring Gear

1. Capscrew 2. Spring Guide

FIGURE 5-7. PISTON REMOVAL 3. Piston Retract Spring 4. Piston Assembly 5. Piston Housing

6. Seal Assembly 7. Seal Assembly

J05018 03/01

Disc Brake Assembly

J5-5

12. Attach a lift strap through bars and lift inner gear (5) out of brake assembly. Remove shipping bars and spacers. 13. Remove capscrews (2, Figure 5-6) and hardened washers (3) from piston housing (1). 14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of the three tapped holes in the piston housing. Tighten bolts evenly to lift housing from ring gear (5). Remove and discard O-ring (4).

15. Position piston assembly with retract springs on top as shown in Figure 5-7. 16. Remove capscrews (1, Figure 5-7), spring guides (2), and piston retract springs (3). NOTE: Capscrew (1) threads are coated with Loctite during assembly. A small amount of heat applied to the piston housing may be required for easier removal. 17. Loosen or remove plugs installed in piston housing ports. Carefully lift piston (4) out of housing (5). Remove seal assemblies (6 & 7).

J5-6

Disc Brake Assembly

J05018 03/01

Cleaning and Inspection

5. Inspect piston retract springs (3, Figure 5-7). Check springs for free height and test for height under load. Replace if not within approximately 10% of specification. Free Height: . . . . . . . . . . . 4.00 in. (101.6 mm)

If the brake wear indicator test indicates internal brake components are worn to the maximum allowable limit, it is recommended that all friction discs, separator plates and dampers should be replaced with new parts. Always replace seal assemblies and O-rings with new parts. 1. Clean all parts thoroughly prior to inspection. 2. Remove and discard toric rings from floating ring oil seal assembly (6, Figure 5-1) in seal retainer and back plate. Inspect seal ring polished (mating) surfaces for scratches or other damage. Inspect the contact band of the mating faces to determine amount of wear. NOTE: A new seal will have a contact band (dimension A, Figure 5-8) approximately 0.06 in. (1.6 mm) wide. As wear occurs, the contact band will widen slightly (dimension B) and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the contact band. 3. Inspect piston housing for nicks or scratches in piston seal area. If nicks or scratches cannot be removed by polishing, replace housing. 4. Inspect piston seal assembly grooves for damage.

Height @ 225 lb. (1000N) working load: . . . . . . . . . . . 3.351 in. (85.12 mm) Height @ 600 lb. (2669N) working load: . . . . . . . . . . . 2.750 in. (69.9 mm) 6. Inspect friction disks for warping, tooth wear, and excessive friction material wear. Replace if wear exceeds minimum groove depth. Disc thickness including friction material: . . . 0.30 0.01 in. (7.7 0.3 mm) Friction material thickness (new) . . . . . . . . . . . . . 0.04 in. (1.1 mm) Nominal friction material groove depth: . . . . . . . . . . . 0.025 in. (0.63 mm) Minimum allowable friction material groove depth: . . . . . . . . 0.010 in. (0.25 mm) Flatness over friction material (new) . . . . . . . . . . . . 0.018 in. (0.45 mm) 7. Inspect separator plates for warping and tooth wear. Disc thickness (new) . . . . . 0.146 0.004 in. (3.7 0.1 mm) Flatness (new) . . . . . . . . . . . . 0.020 in. (0.5 mm) 8. Inspect damper plate for warping, tooth wear and excessive facing material wear Disc thickness, including facing material (new) . . . . . 0.323 0.020 in. (8.2 0.5 mm) Disc thickness, steel plate only (new) . . . . . 0.146 0.004 in. (3.7 0.1 mm) Flatness, steel plate (new) . . . . . . . . . . . . 0.020 in. (0.5 mm) 9. Inspect ring gear for excessive tooth wear and nicks and scratches in O-ring seal grooves. 10. Inspect inner gear for excessive tooth wear and damage at capscrew holes.

FIGURE 5-8. SEAL WEAR PROGRESSION

J05018 03/01

Disc Brake Assembly

J5-7

Assembly

The work area must be clean! Handle all parts carefully to avoid damage to polished sealing surfaces. 1. Check piston housing (5, Figure 5-7) bore for nicks, scratches or dirt particles. Position housing on work surface with bore facing up. 2. Lubricate square section O-ring portion of piston seal assemblies (6 & 7) with type C-4 hydraulic oil and install in piston (4) grooves. Be certain O-ring is not twisted. 3. Lubricate piston groove and outer piston seal rings. Install in grooves over O-rings, using fingers or a smooth rounded object to push seal into groove. 4. Install two equally spaced 1/2 UNC x 5.0 in. guide studs in the housing at the piston retract spring mount tapped holes. 5. Lubricate housing bore. Install lift eyes and attach an overhead hoist to piston. Position piston over housing with retract spring cavity holes aligned with studs installed in previous step. Place a spring guide over each stud to aid alignment. Carefully lower straight into bore until seated against housing. If necessary, seat piston by tapping with a soft mallet. 6. Assemble twelve capscrews (1), spring guides (2) and retract springs (3). Apply Loctite to capscrew threads and install assembled parts through piston into tapped holes in housing. Tighten capscrews to 90 ft. lbs. (122 N.m) torque. Piston Pressure Test: 7. Test piston/housing assembly as follows: a. Install a plug in one brake apply pressure port (2, Figure 5-8). b. Install a fitting into remaining port and attach a hydraulic pressure test device. c. Slowly apply pressure and loosen the apply port plug to bleed air from piston cavity. d. Cycle piston to full stroke ten times by applying 300 psi (2070 kPa) hydraulic pressure. Observe piston for leakage. NOTE: Minor oil seepage (non-measurable) is permissible. If leakage is greater, disassemble piston assembly and determine cause.

8. After completion of piston leakage test, release pressure, remove hydraulic source and drain oil from piston apply cavity. Plug ports to prevent contamination. 9. Install O-ring (4, Figure 5-6) in groove of ring gear (5). 10. Attach lifting eyes to piston/housing assembly and lower into position over ring gear. Install capscrews (2) and hardened washers (3). Alternately tighten capscrews to 575 ft. lbs. (780 N.m) torque. 11. Insert inner gear (5, Figure 5-9) into assembly. Orient gear as shown. 12. Place shipping (retainer) bars over piston housing as shown in Figure 5-9. Attach bars using 1/2 UNC x 1.75 in. capscrews and lockwashers (7) at outer ends of bars (4). Insert spacers (9) and 1/2 UNC x 8.0 in. capscrews and lockwashers (8) as shown to retain inner gear in position. 13. Attach lift eyes to assembly, lift and rotate to place piston housing on the bottom. 14. Install discs as follows: a. Insert a damper disc (1, Figure 5-10) into the ring gear and inner gear with the friction material (down) facing the piston (5). b. Insert a friction disc (2) on top of the damper. c. Install a separator plate (3). d. Continue installing the remaining friction discs and separator discs, alternating each type as installed. NOTE: The disc pack contains a total of ten (10) friction discs, nine (9) separator plates, and two (2) damper discs. e. Install the remaining damper on top of the last friction disc with its facing material on top. (Unfaced side toward top friction disc.) 15. Using a new O-ring (6, Figure 5-5), install back plate (3) over ring gear. Be certain back plate is oriented properly according to the match marks made during disassembly. NOTE: A seal carrier socket head capscrew hole on the back plate should be aligned with the drain plug on the piston housing. 16. Install capscrews (4) and hardened washers (5). Alternately tighten capscrews to 575 ft. lbs. (780 N.m) torque.

J5-8

Disc Brake Assembly

J05018 03/01

17. Follow procedures in Floating Ring Seal Assembly/Installation to install seal assembly in cavities in the back plate and seal carrier.

18. Install seal carrier on back plate. Secure in place with six 1/2 UNC x .75 in. socket head capscrews to retain seal carrier in position until brake assembly is installed on the truck.

FIGURE 5-9. INNER GEAR INSTALLATION 1. Cooling Oil Port 5. Inner Gear 9. Spacer 2. Brake Apply Pressure ports 6. Drain Plug 10. Wear Indicator Installation Port 3. Piston Housing 7. Capscrew & Washer 11. Ring Gear 4. Shipping Bar 8. Capscrew and Washer

1. Damper 2. Friction Disc

FIGURE 5-10. DISC PACK INSTALLATION 3. Separator Plate 4. Piston Housing

5. Piston

J05018 03/01

Disc Brake Assembly

J5-9

NOTE: After a front wheel brake assembly is installed, the seal must be setup for proper seal compression. Refer to Seal Assembly Gap Check in Section G, Front Wheel Hub and Spindle. 19. Assembly is now complete if the brake assembly is to be installed on a front wheel. If the brake assembly is to be installed on a rear wheel, follow the additional steps below. Rear Wheel Brake Assembly Only: 20. Install a new O-ring (1, Figure 5-11) in hub groove. 21. Position hub over seal carrier. Orient the hub according to the marks made during disassembly. to align hub flange holes with seal retainer tapped holes. 22. Insert the following shims between hub flange and seal retainer at each pair of capscrews (3) (six places): Ten . . . . . . . 0.020 in. (0.51 mm) thick One (1) . . . . . 0.010 in. (0.25 mm) thick 23. Install capscrews and lockwashers (3) and tighten securely.

Seal Gap Adjustment: 24. Refer to Figure 5-12 and adjust seal gap: a. Measure seal gap A at three equally spaced locations. Add the three dimensions and divide by 3 to determine an average dimension. b. Add 21.470 in. (545.34 mm) to the average dimension determined in previous step. c. Measure dimension B at three equally spaced locations. Add the three dimensions and divide by 3 to determine the average dimension. d. Subtract the dimension in step c. from the dimension in step b. to determine change in shim pack. e. Add or remove equal quantities and thicknesses of shims to the original shim pack as determined in step d. at the six shim locations. The shim pack must provide a final dimension B within .005 in. (0.13 mm) of the dimension calculated in step b. Example: Step a: average gap A = .................... 0.600 in. Step b: add A + 21.470 = ................ 22.070 in. Step c: average dimension B = ........ 22.034 in. Step d: (A + 21.391) - (B)= ............. 0.036 in. Step e: In this example, adding two 0.020 in. shims would result in a dimension B of 22.074 in., and is within the tolerance limit of 0.005 in. 25. Final tighten capscrews (3, Figure 5-11) to 90 ft. lbs. (122 N.m) torque. 26. Install capscrews and hardened washers (8). It will be necessary to remove the shipping bars from the inner gear to access some capscrews. Alternately tighten capscrews to 1995 ft. lbs. (2705 N.m) torque. Replace shipping bars.

FIGURE 5-11. REAR BRAKE, HUB INSTALLATION 1. O-Ring 2. Hub Adapter 3. Capscrews & Washers 4. Shims 5. Seal Carrier 6. Socket Head Capscrew 7. Ring Gear 8. Capscrew & Hardened Washer 9. Inner Gear

FIGURE 5-12. SEAL GAP ADJUSTMENT

J5-10

Disc Brake Assembly

J05018 03/01

Floating Ring Seal Assembly/Installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: ASSEMBLY ERROR! Floating ring seals should ALWAYS be installed in MATCHED pairs: that is, two new rings OR two rings that have previously run together. NEVER assemble one new ring and one used ring; or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!! 1. Inspect seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if required. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane #111 which is a non-petroleum base, rapid drying solvent leaving no film. Allow surfaces to dry completely. Use clean, lint-free material such as Micro-Wipes #05310" for cleaning and wiping.

When using tri-chloroethane or any solvent, avoid prolonged skin contact. Use solvents only in well ventilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame or welding operations or other heated surfaces exceeding 900F (482C). Do not smoke around solvents. Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping. NOTE: Oil from adjacent bearing installations or seal ring face lubrication MUST NOT get on the ramp or toric until after both seal rings are together in their final assembled position. 2. Install the rubber toric on the seal ring.

Make sure it is STRAIGHT! Make sure the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist.The flash line should be straight and uniform around the toric. NOTE: Handle seal carefully; nicks and scratches on the seal ring face cause leaks.

FIGURE 5-13. SEAL TERMINOLOGY 1. Seal Ring 6. Seal Ring Face 2. Rubber Toric 7. Seal Ring Ramp 3. Housing Retainer Lip 8. Seal Ring Retainer 4. Housing Ramp Lip 5. Seal Ring Housing

J05018 03/01

Disc Brake Assembly

J5-11

3. Place installation tool onto seal ring with toric. Refer to Special Tools, Section M for installation tool. Lower the rings into a container of tri-chloroethane until all surfaces of toric ring are wet.

6. If small adjustments are necessary, DO NOT PUSH DIRECTLY ON THE SEAL RING. Make any required adjustments with installation tool.

ALTERNATE PROCEDURE: After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying with tri-chloroethane #111. DO NOT USE Stanosol or any other liquid that leaves an oily film or does not evaporate quickly. 4. With all surfaces of toric ring wet, use installation tool to position seal ring and toric ring squarely against the seal housing. APPLY SUDDEN AND EVEN PRESSURE to pop (push) toric under housing retaining lip. 7. Toric can twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual failure.

NOTE: Toric ring must not slip on ramps of either seal ring or housing. To prevent slippage, WAIT at least two minutes. Let all tri-chloroethane evaporate before further assembly. Once correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat steps 3 through 6.

5. CHECK WITH SIGHT GAGE. Check variation in seal ring assembled height in four places, 90 apart. Height variation around the assembled ring should not exceed 0.51 0.05 in. (1.30 0.01 mm) for brake assembly floating seal or 0.45 0.04 in. (1.14 0.01 mm) for the hub seal.

J5-12

Disc Brake Assembly

J05018 03/01

10. Be certain both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other.

8. Wipe the polished metal seal surfaces with clean tri-chloroethane to remove any foreign material or fingerprints. No foreign particles of any kind should be on the seal ring faces. Something as small as a paper towel raveling will hold the seal faces apart and cause leakage.

Make certain seals are square and concentric NOTE: Do not slam, bump or drop seals together. High impact can damage the seal face and cause leakage.

9. Apply a thin film of clean oil on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. Make sure no oil comes in contact with the rubber toric rings or their mating surfaces. Before assembling both seals & housing together WAIT at least two minutes. Let all tri-chloroethane evaporate. (Some may still be trapped between toric and housing ramp.)

J05018 03/01

Disc Brake Assembly

J5-13

WET DISC BRAKE BLEEDING PROCEDURE


NOTE: Rear wheel brakes must be bled prior to rear tire installation. 1. Be certain the hydraulic brake supply (steering circuit) is operating properly. 2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators, earlier in this Section of the manual. 3. Be certain bleeddown valves on brake accumulator manifold are closed. 4. Check hydraulic tank oil level and correct if necessary. 5. With the wheels securely blocked, start the engine and allow 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 plug after oil runs clear and free of bubbles. Repeat for remaining wheel. 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 and used to direct the oil into a container during the bleeding process. 8. Attach a hose to the diagnostic coupler on the brake backplate (brake apply pressure circuit). 9. Slowly depress the brake pedal until the service brake is partially applied. 10. After oil stream is clear of air, remove hose from coupler. Release brake pedal. 11. Repeat steps 8 through 10 for the remaining wheel. 12. Shut down engine, allow steering accumulators to bleed down and check hydraulic tank oil level.

J5-14

Disc Brake Assembly

J05018 03/01

PARKING BRAKE
The Model 930E truck is equipped with a dry disc type parking brake assembly mounted on each wheel motor rotor shaft. The parking brake assemblies are inboard mounted and can be accessed through the rear axle housing door. The parking brake is intended to prevent truck movement after the vehicle has stopped, the engine is shut down, and when the truck is left unattended. The parking brake is not for use during truck loading or dumping operations. Refer to the Operation and Maintenance Manual for additional brake system operation instructions. When the parking brake switch is placed in the ON position, the parking brake solenoid valve (SV2) located on the brake manifold in the hydraulic components cabinet is de-energized, removing hydraulic pressure from the parking brake assemblies. Internal belleville springs in the park brake assemblies act on the piston to compress the disc pack, preventing rotation of a gear (4, Figure 7-1) mounted on the wheel motor rotor shaft. When the parking brake is switched to the OFF position, pressurized oil is supplied to the brake assemblies through the (energized) parking brake solenoid valve. Oil pressure applied to the parking brake piston compresses the belleville springs, releasing the discs to allow the wheel motor rotor gear to rotate. System interlocks prevent application of the parking brake if the truck is in motion.

OPERATION
The parking brake is a spring applied, hydraulically released, multiple disc type brake, actuated by the parking brake switch mounted on the instrument panel in the operators cab.

FIGURE 7-1. PARKING BRAKE INSTALLATION (RH Shown) 1. Wheel Motor Mounting Flange 2. Wheel Motor 3. Parking Brake Assembly 4. Gear (Motor Rotor Shaft) 5. Retainer Plate 6. Capscrew & Hardened Washer 7. Park Brake Supply Hose 8. Cooling Air Duct Mount 9. Capscrew & Lockwasher

J07010 12/98

Parking Brake

J7-1

MAINTENANCE
The parking brake system requires periodic inspection to determine the amount of wear incurred to insure adequate brake torque is available. The following inspection should be made at 500 hour intervals. Inspection 1. Apply the parking brake, put selector switch in NEUTRAL, place the Rest switch in the ON position, turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - no movement should occur. Block the truck wheels. 2. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate time for the accumulators to bleed down completely. 3. Open the rear axle housing access door and remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside axle housing. 4. Observe for signs of oil leakage or damage. 5. Measure amount of disc wear as follows: a. With the parking brake applied, insert a depth micrometer through one of the piston position holes (18, Figure 7-2) and record the dimension. b. Repeat step a., measuring through the other two holes and recording the dimensions. c. Add the three measurements and divide the total by 3 to determine the average. d. If the resulting average of the three measurements is greater than 0.969 in. (24 mm), the parking brake assembly must be removed and rebuilt. 6. Repeat step 5 for the other parking brake assembly. 7. After inspection is complete, close duct access covers and reinstall duct outlet tube.

Removal Parking brake repairs should be performed when the wheel motor is removed from the truck whenever possible. If repairs are necessary when the wheel motor is installed, it will be necessary to setup a lifting device inside the rear axle housing to support the weight of the brake assembly when it is removed from the wheel motor. If repairs are made when the wheel motor is removed, follow the appropriate procedures below. If repairs must be accomplished with the wheel motor installed on the truck, follow all procedures listed below.

The parking brake assembly weighs approximately 350 lbs. (159 kg). Be certain a lifting device capable of supporting the weight is used to support the brake assembly when removed. 1. Apply the parking brake, put selector switch in NEUTRAL, place the Rest switch in the ON position, turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - no movement should occur. Block the truck wheels. 2. Block wheels securely to prevent truck movement during parking brake repair. 3. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate time for the accumulators to bleed down completely. 4. Open the rear axle housing access door and remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside axle housing. Remove ducts as required to setup a lifting device for brake removal. 5. Disconnect park brake apply supply hose (7, Figure 7-1). 6. Remove capscrews and lockwashers (9). Install guide studs in two of the mounting holes to support brake assembly when removed from wheel motor frame. 7. Slide parking brake assembly out of wheel motor frame and off inner gear (4). Remove from axle housing

J7-2

Parking Brake

J07010 12/98

Gear Removal: If the rotor shaft gear (4, Figure 7-1) is worn, damaged or otherwise requires removal, follow the procedures below: NOTE: The gear is a shrink fit on the splined motor shaft. 1. Remove capscrew and hardened washer (6, Figure 7-1) from shaft. Remove retainer plate (5). 2. Install a gear puller using tapped holes provided in gear (4). 3. Apply heat around gear hub area while tightening puller until gear is removed from shaft. Installation Gear Installation: If the wheel motor rotor shaft gear was removed, install gear prior to parking brake installation. 1. Thoroughly clean gear (4, Figure 7-1) and shaft. Inspect splines and remove burrs, etc. that may interfere with installation. 2. Heat gear to 536F (280C). Install immediately on shaft; gear must be fully seated against shoulder on rotor shaft. 3. Install retainer plate (5) , washer and capscrew (6). Tighten capscrew to 440-495 ft. lbs. (595-670 N.m) torque.

Park Brake Installation: NOTE: Two oil supply ports are provided on the lower half of the parking brake assembly. Install the O-ring fitting for attaching the supply hose (7, Figure 7-1) to the lowest port, depending on whether the brake is to be installed on the right or left wheel motor. Install an O-ring plug in the unused port. 1. Install two guide studs in wheel motor end frame to guide brake assembly into position. Be certain mating surfaces are clean and free of burrs. 2. Lift parking brake into position for installation. Note proper orientation depending on whether brake is to be installed on a left or right wheel motor. (Bleeder screw at top of brake will be tilted toward front of truck.) 3. Slide assembly over guide studs and gear on wheel motor rotor shaft. 4. Install capscrews and lockwashers (9, Figure 7-1) Tighten evenly to be certain brake housing is properly seated on the wheel motor. Tighten to 220 ft. lbs. (298 N.m) final torque. 5. Install brake oil supply hose (7). Remove lifting equipment. 6. Refer to Park Brake Bleeding Procedure and bleed air from brake apply line and housing. 7. Reinstall all ducts removed.

J07010 12/98

Parking Brake

J7-3

Disassembly 1.Match mark housing (3, Figure 7-2), piston housing (4), and cap structure (5).

The following procedure is necessary to properly relieve the pressure exerted by the belleville springs on the cap structure. Failure to follow this procedure could result in capscrew failure and personal injury during disassembly! 2. Loosen the 12-point capscrews (10, Figure 7-2) evenly, in 20 ft. lbs. (27 N.m) increments. a. Alternate the loosening procedure by selecting successive capscrews located approximately 180 from the previous. b. Continue loosening procedure until spring pressure is released and capscrews and washers can be removed by hand. 3. Remove cap structure (5). Lift belleville springs (7) out of piston (6) counterbore. 4. Lift piston/housing assembly off housing (3) dowels. 5. Remove springs (1), separator discs (12), and friction discs (13). 6. Remove piston (6) from piston housing (4). Remove piston seals (8 & 9) and discard. Cleaning and Inspection 1. Clean all parts thoroughly. 2. Inspect dowel pins (2, Figure 7-2). If pins are grooved from excessive wear or otherwise damaged, press defective pin out of housing. 3. Inspect compression springs (1, Figure 7-2). Check springs for free height and test for height under load. Replace if not within approximately 10% of specification. Free Height: . . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm) Height @ 36.4 lb. (162N) working load: . . . . . . . . . . . . . . . . . . . 0.350 in. (8.89 mm) 4. Inspect belleville springs for cracks or damage. 5. It is recommended the separator discs and friction discs be replaced if wear is indicated. 6. Check piston and piston housing bore for scratches, nicks, pitting or other defects than may cause seal leakage. Slight defects may be repaired by polishing.

Assembly 1. If dowel pins (2, Figure 7-2) have been removed, press new dowel pins into holes in housing until fully seated against shoulder. 2. Install a separator disc (12) over dowel pins. Insert a spring (1) over each dowel pin. Insert a friction disc (13). Insert springs (1) over dowels. 3. Install another separator disc, the 2nd friction disc and the remaining separator disc. NOTE: The internal teeth of the two friction discs must be aligned and must be concentric with the pilot diameter machined on the rear of the housing to enable the completed assembly to be installed properly. If available, a mating gear as installed on the wheel motor rotor shaft (4, Figure 7-1) should be used to simplify alignment. 4. Assemble the seals (8 & 9) on the piston. a. Install O-ring seal in bottom of each groove. Be certain O-rings are not twisted. b. If available, use an expander to expand the O.D. of each seal enough to allow it to slide onto piston. NOTE: If an expander tool is not available, the seals may be heated to 400F (204C) MAXIMUM. This will allow ring to be manually expanded until it will fit over piston. c. When each seal is over the groove, re-size by compressing the seal ring. Use a full circle clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces. d. Install the quad ring in each seal. 5. Lubricate the piston seals and insert piston (6) into piston housing (4). 6. Install piston/housing assembly over dowels on housing (3). 7. Place belleville springs (7) in piston counterbore as shown in Figure 7-2. 8. Place cap structure (5) on assembly and insert capscrews (10) with hardened washer (11). Do not tighten capscrews.

The following procedure is necessary to properly compress the belleville springs. Failure to follow this procedure could result in capscrew failure and personal injury during assembly!

J7-4

Parking Brake

J07010 12/98

FIGURE 7-2. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Housing 4. Piston Housing 5. Endcap Structure 6. Piston 7. Belleville Springs 8. Piston Seal Assembly 9. Piston Seal Assembly 10. Capscrew 11. Hardened Washer 12. Separator Disc Pressure Test: 10. Install the O-ring plug and bleeder (17). Install a fitting in one of the pressure supply ports and attach a hydraulic power source. Install an O-ring plug in the remaining port. a. Slowly apply pressure and open the bleeder valve to bleed air from the piston cavity. Close the bleeder and apply 300 psi (2068 kPa) hydraulic pressure and hold for one (1) minute. b. Observe for oil leakage. NO leakage is permitted. c. If leakage occurs, the brake assembly must be disassembled and repaired. 13. Friction Disc 14. Gear (Armature) 15. Plug 16. Oil Supply Port 17. Bleeder & O-Ring Plug 18. Piston Position Holes

9. Select three capscrews 120 apart and mark them. a. Tighten the marked capscrews to 30 ft. lbs. (41 N.m) torque. (Snug the remaining capscrews after each of the marked capscrews are torqued in the following steps.) b. Re-tighten the marked capscrews until the gap between the cap structure and piston housing is equalized. c. Re-tighten the marked capscrews in 20 ft. lbs. (27 N.m) increments until fully tight - 90 ft. lbs. (122 N.m) torque. d. Tighten the remaining capscrews to 90 ft. lbs. (122 N.m) torque.

J07010 12/98

Parking Brake

J7-5

PARKING BRAKE BLEEDING PROCEDURE 1. Apply the parking brake, put selector switch in NEUTRAL, place the Rest switch in the ON position, turn the key switch OFF to shut down the engine, and allow approximately 90 seconds for the steering accumulators to bleed down. Confirm the steering pressure is released by turning the steering wheel - no movement should occur. Block the truck wheels. 2. Block the truck wheels securely to prevent movement when the parking brake is released. 3. Open the rear axle housing access door, remove the cooling air duct tube and open access covers. 4. Be certain the brake accumulator bleeddown valves are closed. 5. Start the engine and allow the steering system to fully charge (pump unloads). Turn the parking brake to the OFF position. 6. Connect a clear plastic hose to the parking brake bleeder screw. Place the other end of hose in a container. 7. Slowly open bleeder valve and allow hydraulic fluid to run until clear and free of bubbles. Close bleeder screw securely. 8. Repeat steps 6 & 7 for the other parking brake. 9. Shut down engine. 10. Remove brake bleed equipment, close axle housing cooling air ducts and reinstall duct tube at door.

J7-6

Parking Brake

J07010 12/98

SECTION L HYDRAULIC SYSTEM INDEX


HYDRAULIC SYSTEM . . . . . . . . . HOIST CIRCUIT OPERATION . . STEERING CIRCUIT OPERATION DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2 L2-2 L2-4 L2-6

HYDRAULIC SYSTEM COMPONENT REPAIR HOIST PUMP . . . . . . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . Disassembly . . . . . . . . . . . Assembly . . . . . . . . . . . . . TROUBLESHOOTING GUIDE . . . . . . HYDRAULIC TANK . . . . . . . . . . . . Filling Instructions . . . . . . . . . . Removal . . . . . . . . . . . . . Installation . . . . . . . . . . . . Strainers . . . . . . . . . . . . . . . Breathers . . . . . . . . . . . . . . . STEERING CIRCUIT . . . . . . . . . . STEERING CIRCUIT OPERATION COMPONENT DESCRIPTION . . Steering Control Valve . . . . Bleed Down Manifold Valve . Accumulators . . . . . . . . . Flow Amplifier . . . . . . . . . Steering Pump . . . . . . . . STEERING CONTROL UNIT . . . . Removal . . . . . . . . Installation . . . . . . . REBUILD PROCEDURE . . . . Disassembly . . . . . . Cleaning and Inspection Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. L3 L3-1 L3-1 L3-3 L3-4 L3-8 L3-13 L3-14 L3-14 L3-14 L3-15 . L3-15 . L3-16 . . . . . . . . . . . . . . . . . . . . . L4 L4-1 L4-2 L4-2 L4-3 L4-5 L4-6 L4-16 . L5 L5-1 L5-1 L5-2 L5-2 L5-3 L5-5 . L6 L6-1 L6-2 L6-5 L6-6 L6-10

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . STEERING ACCUMULATORS . . . . . . . . . . . . . . STEERING ACCUMULATOR CHARGING PROCEDURE FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . STEERING CYLINDERS . . . . . . . . . . . . . . . . .

L01033

Index

L1-1

STEERING AND BRAKE PUMP Removal . . . . . . . . Installation . . . . . . Disassembly . . . . . . Assembly . . . . . . . TROUBLESHOOTING CHART . HOIST CIRCUIT . . . . . . . . . . HOIST CIRCUIT OPERATION COMPONENT DESCRIPTION HOIST CIRCUIT OPERATION . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . .

L6-12 L6-12 L6-12 L6-14 L6-20 L6-23

. . L7 . L7-1 . L7-2 . . L7-5 . . L8 . L8-1 . L8-9 . L8-12 . L8-20 . . . . . . . . . . . . . . . . . . L9 L9-1 L9-3 L9-4

HOIST CIRCUIT COMPONENT REPAIR . . . . . HOIST VALVE . . . . . . . . . . . . . . . . HOIST PILOT VALVE . . . . . . . . . . . . . HOIST CYLINDERS . . . . . . . . . . . . . DISABLED TRUCK DUMPING PROCEDURE HIGH PRESSURE FILTERS . . . HOIST CIRCUIT FILTER . . . STEERING CIRCUIT FILTER . Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE . . . . . Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . Steering Control Unit Flow Amplifier Leakage Test . . . . . . . . . . . . . Shock and Suction Valves . . . . . . . . . . . . . . . . . . . . . . . . . . HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . . . . . . . . . .

. L10 L10-1 L10-2 L10-3 L10-5 L10-6 L10-6 L10-7 L10-8 L10-10 L10-13

L1-2

Index

L01033

HYDRAULIC SYSTEM
The following is a general description of the Model 930E hydraulic system. Additional information concerning individual component description and operation can be found under the different system circuits such as the hoist circuit, steering circuit, and hydraulic brake circuit.

FIGURE 2-1. HYDRAULIC SYSTEM COMPONENTS AND PIPING 1. Hoist Cylinders 2. Hoist Valve 3. Hydraulic Tank 4. Bleeddown Manifold 5. Steering Accumulators 6. Hydraulic Components Cabinet 7. Flow Amplifier Valve 8. Heat Exchanger (Brake System Cooling) 9. Steering Cylinders 10. Brake System Auxiliary Accumulators 11. Hoist Circuit Filters 12. Steering Circuit Filter

L02028

Hydraulic System

L2-1

Note: Figure 2-1 illustrates the general location of the hydraulic components on early production models. Refer to Figure 2-2 through 2-5 for components installed on current production trucks. The hoist, steering and brake circuits share a common hydraulic tank (3, Figure 2-1). The tank is located on the left side of the frame, forward of the rear wheels. Service capacity of the tank is 250 gal. (947 l). Type C-4 hydraulic oil is recommended for use in the hydraulic system. NOTE: It is highly recommended that any hydraulic oil to be used for filling or adding to the hydraulic system is routed through a 3 micron filter device prior to use. Oil used in the hoist, steering and brake circuits flows from the bottom of the tank through 100 mesh wire suction strainers.

Hoist Circuit Operation Hydraulic oil from the tank (8, Figure 2-2) is supplied to a gear type hoist circuit pump, rated at 246 GPM (931 l/min.) @ 1900 RPM and 2500 psi (17.2 MPa). Oil from the pump outlet port is directed to high pressure filters (7) and then enters the hoist valve (4). The hoist pump (and steering/brake pump) is driven by a driveshaft (6) off the rear of the traction alternator. The hoist valve directs oil flow to the hoist cylinders (1) when the operator moves the body dump control lever. The body dump lever is connected to the hoist pilot valve located in the hydraulic components cabinet by a flexible control cable. If the control lever is in the float position, oil is returned to the hydraulic tank through the Brake/Hoist Return Oil manifold (2, Figure 2-2) and also flows through the disc brake circuit to cool the wet disc brake system. Heat generated during service brake application is removed by an oil-to-water heat exchanger (1, Figure 2-5). Hoist system pressure is limited to 2500 psi (17.2 MPa) maximum pressure.

Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before starting truck. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines are capped while the component is removed from the truck.

L2-2

Hydraulic System

L02028

FIGURE 2-2. HOIST PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Valve 5. Bleeddown Manifold 6. Pump Drive Shaft 7. Hoist Circuit Filters 8. Hydraulic Tank 9. Hoist Valve Pilot Circuit Hoses

L02028

Hydraulic System

L2-3

Steering Circuit Operation Hydraulic oil from the tank is supplied to a piston type, pressure compensated steering and brake circuit pump (16, Figure 2-3), rated at 66 GPM (257 l/min.) @ 1900 RPM. An unloader valve (15) maintains system pressure between 2750 psi (18.9 MPa) and 3025 psi (20.9 MPa) . Oil from the pump is directed to a high pressure filter (10, Figure 2-4) before entering the bleed down manifold (4). The bleed down manifold provides several functions in the steering, brake, and hoist systems. It is used to route oil flow to the steering system and hydraulic brake system. (Refer to Section J for brake system operation.)

Steering system oil is directed to the accumulators (5), used to store pressurized oil in the event of loss of pump pressure. Oil is also directed to the flow amplifier valve (3) for use by the cab mounted steering control unit and steering cylinders (1). A relatively small volume of oil is supplied from the flow amplifier to the steering control unit, mounted on the steering column in the cab. When the operator moves the steering wheel, oil is routed from the steering control unit back to the flow amplifier based on the direction and rate of speed of rotation of the steering wheel. The flow amplifier provides a large volume of oil to the steering cylinders to turn the front wheels determined by input from the steering control unit.

FIGURE 2-3. HYDRAULIC PUMP MODULE 1. Hoist Valve Tank Return (To Brake/Hoist Return Manifold) 2. Supply to Pilot Valve 3. Hoist Valve 4. From Pilot Valve 5. To Brake/Hoist Return Manifold 6. Work Port Outlet 7. Supply From Hoist Pump & Filter 8. Counterbalance Valve 9. Needle Valve 10. Overcenter Manifold 11. Hoist Cylinder Supply Tubes 12. Hoist Quick Disconnects 13. Pump Case Drain Line 14. Steering Pump Inlet Port 15. Unloader Valve 16. Steering/Brake Pump 17. Hoist Pump Inlet Hoses 18. Hoist Pump 19. Pump Driveshaft

L2-4

Hydraulic System

L02028

FIGURE 2-4. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Flow Amplifier Valve 4. Bleeddown Manifold 5. Steering Circuit Accumulators 6. Hoist Circuit Pump 7. Steering/Brake Pump 8. Hydraulic Tank 9. Shut-off Valve 10. Steering/Brake Circuit Filter

L02028

Hydraulic System

L2-5

Disc Brake Cooling System When the hoist control valve is in the float or hold position, oil is supplied by the hoist valve to the disc brake assemblies located at each wheel to remove heat generated during service brake application. Oil supplied to the rear wheel brakes flows from the hoist valve (10, Figure 2-6) to the Brake/Hoist Return Oil Manifold (8), to the brake assemblies and is then returned to the Brake/Hoist Return Oil Manifold and the hydraulic tank (7). Oil supplied to the front wheel brakes is routed from the hoist valve to an oil/water heat exchanger (1) before entering the brake assemblies. The front brake oil is then returned to the Brake/Hoist Return Oil Manifold and then the hydraulic tank. In addition, the front brake cooling oil is used to lubricate the front wheel hub bearings. Brake cooling circuit pressure is limited by orificed regulator valves located in the Brake/Hoist Return Oil Manifold. Figure 2-5 shows the piping and flow of oil through the Brake/Hoist Return Oil Manifold. The internal check valves crack open at 35 PSI (241 kPa). Their opening pressure will be slightly higher as flow through it increases. Refer to Section J for information regarding operation of the brake system. FIGURE 2-5. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 10. Rear Brake Return 2. Rear Brake Supply Press. 3. Rear Brake Supply Press. 11. Hoist Return Press. 4. Front Brake Supply Press. 12. Front Brake Return 5. Rear Brake Cooling Oil Press (From Hoist Valve) 13. Rear Brake Return 6. Return From Hoist Vlv. 14. Rear Brake Return 7. Return From Hoist Vlv. 15. Hoist Return to Tank 8. Manifold 16. Front Brake Return 9. Front Brake Bypass 17. Front Brake Return 18. Front Brake Return

L2-6

Hydraulic System

L02028

FIGURE 2-6. DISC BRAKE COOLING SYSTEM 1. Heat Exchanger 2. Front Brake Cooling Oil Supply From Hoist Valve 3. Left Front Brake Cooling Outlet Hose 4. Right Front Brake Cooling Inlet Hose 5. Right Front Brake Cooling Outlet Hose 6. Left Front Brake Cooling Inlet Hose 7. Hydraulic Tank 8. Brake/Hoist Return Oil Manifold 9. Rear Brake Cooling Supply & Return Lines 10. Hoist Valve 11. Rear Axle Housing

L02028

Hydraulic System

L2-7

NOTES:

L2-8

Hydraulic System

L02028

HYDRAULIC SYSTEM COMPONENT REPAIR


HOIST PUMP
Removal NOTE: The hoist pump can be removed without removing the steering pump from the truck if desired. 1. Turn keyswitch Off and allow ample time (approximately 90 seconds) for the accumulators to bleed down. 2. If necessary, drain the hydraulic tank by use of the drain valve located on the rear side of the tank. NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valves can be closed and both pump inlet lines can be drained, eliminating the need to completely drain the tank. Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines and components are capped while the component is removed from the truck. 3. Remove the rear axle blower duct to allow the hoist pump to be lowered from the pump module mounting bracket for removal. Remove duct support bracket. 4. Close the pump supply shut-off valves.

FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View) 1. Hoist Cylinders 2. Brake/Hoist Return Oil Manifold 3. Overcenter Manifold 4. Hoist Valve 5. Bleeddown Manifold 6. Pump Driveshaft 7. Hoist Circuit Filters 8. Hydraulic Tank 9. Hoist Valve Pilot Circuit Hoses

L03027

Hydraulic Component Repair

L3-1

5. Loosen the capscrews securing the inlet and outlet hoses (1, Figure 3-2) on the hoist pump and allow oil to drain. Remove inlet and outlet hoses. Cap or cover all lines and pump inlets and outlets to prevent contamination. 6. Remove the capscrews securing the hoist pump drive flange to the drive shaft.

FIGURE 3-2. HYDRAULIC PUMPS 1. Pump Outlet Hoses 5. Steering/Brake Pump 2. Pump Mount Capscrews 6. Pump Mount Bracket 3. Hoist Pump 7. Outlet Hose 4. Pump Mount Capscrews

The hoist pump weighs approximately 250 lbs (113 kg). The hoist and steering pump together weigh approximately 500 lbs (227 kg). Use a suitable lifting or support device that can handle the load safely.

FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL 1. Hoist Pump 2. Nut & Washer 3. Dowel 4. O-ring 5. Capscrew 6. Bearing Plate 7. O-ring 8. Transition Plate 9. Coupling 10. Capscrew 11. Steering & Brake Pump 12. Pump Case Return Fitting (Pump Drain) 13. Inlet Port 14. Compensator Adjustment 15. Unloader Adjustment 16. O-ring 17. Nut

L3-2

Hydraulic Component Repair

L03027

7. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 250 lbs (113 kg). Attach a support to the front end of the steering pump to hold it in place during removal of the hoist pump. 8. Remove the four capscrews (2, Figure 3-2) securing the hoist pump to the front support bracket. Remove the six capscrews holding the support bracket (6) to the pump module support. Remove support bracket. 9. Make sure the lifting and support devices are in place on both pumps. Loosen (but do not remove) the rear support bracket capscrews holding the steering pump. Lower the pumps allowing hoist pump to come down further than steering pump. 10. Remove the four steering/brake pump mounting capscrews (4). Slide hoist pump forward to disengage the splines of drive coupling (9, Figure 3-3) from the steering pump. 11. Move pump to a clean work area for disassembly.

Installation NOTE: The following assumes the steering pump is already in position on the truck. 1. Install O-ring (16, Figure 3-3) to steering pump (11). Install coupler (9) to hoist pump.

The hoist pump weighs approximately 250 lbs (113 kg). The hoist and steering pump together weigh approximately 500 lbs (227 kg). Use a suitable lifting or support device that can handle the load safely. 2. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 250 lbs (113 kg). Move pump into position in truck. 3. Lubricate the steering pump spline shaft and align with coupling (9). Install hoist pump to steering pump and install capscrews (10) with hardened washers and tighten to standard torque. Raise pumps up into position. 4. Attach front support bracket to the pump module support structure and to the pump with capscrews, lockwashers and nuts. Tighten capscrews to standard torque. 5. Connect hoist pump drive flange to drive shaft with capscrews, lockwashers and nuts. Tighten to standard torque. 6. Tighten steering pump support bracket (7, Figure 3-2) capscrews to standard torque. 7. Uncap inlet and outlet hoses and install to pumps using new O-rings. Tighten capscrews securely. 8. Service the hydraulic tank with C-4 type hydraulic fluid. Refer to Hydraulic Tank this section for filling instructions. 9. Open the three suction line shut-off valves. Loosen capscrews (at the pump) on suction hoses to bleed trapped air. Then loosen capscrews (at the pump) on pressure hoses to bleed any trapped air. Tighten all capscrews securely. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. 10. Reinstall blower duct and support bracket.

L03027

Hydraulic Component Repair

L3-3

Disassembly NOTE: As parts are removed they should be laid out in a group in the same order in which they are removed. 1. Clean the exterior of the pump assembly thoroughly. If the steering pump is attached, remove capscrews (10, Figure 3-3) and pull the steering pump free of transition plate (8). Remove O-ring (16). 2. Remove coupling (9). Remove dowels (3) if damaged, or if replacement of the bearing plate is necessary.

3. The pump may be supported by placing on wood blocks with the input drive shaft pointing down. Mark each section nearest the input drive gear to facilitate reassembly 4. Remove nuts (17, Figure 3-3). Remove bearing plate (20, Figure 3-4) with transition plate (22) and O-ring (26). Remove capscrews securing the bearing plate to the transition plate and remove O-ring (23). Remove dowels if damaged, or if replacement of the transition plate is necessary.

FIGURE 3-4. HOIST PUMP 1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Stud 5. Steel Ball 6. Flange 7. Dowel 8. Gear Plate 9. O-ring 10. Connector Plate 11. O-ring 12. Bearing Plate 13. Gear Plate 14. Connector Plate 15. Washer 16. Nut 17. Stud 18. Idler Gear 19. Dowel 20. Bearing Plate 21. Dowel 22. Transition Plate 23. O-ring 24. (Not Used) 25. Coupler 26. O-ring 27. Drive Gear (Rear) 28. Snap Ring 29. Coupler 30. Steel Ring 31. Backup Ring 32. O-ring 33. Pressure Plate 34. Isolation Plate 35. Plug 36. Snap Ring

L3-4

Hydraulic Component Repair

L03027

5. Remove connector plate (9, Figure 3-5). Remove O-ring (8) and steel rings (10) and (14). Remove dowels (6) if damaged, or if connector plate replacement is necessary. NOTE: If the connector plate is stuck, tap lightly with a plastic hammer to loosen.

7. Remove gear plate (5) and pressure plate (19). Remove steel rings, backup ring, O-ring and retainer and isolation plate. Remove O-ring (3) and stud O-ring (4). 8. Remove bearing plate (2, Figure 3-5). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if damaged or replacement of the bearing plate is necessary. 9. Remove coupling (21). Remove snap ring (22) if damaged or replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove thru studs at this time as the studs serve as guides for disassembly.

6. Remove backup ring (15), O-ring and retainer (16) and isolation plate (17). Grasp the drive gear (12) and idler gear (11) and pull straight up and out of the gear plate (5) bore. Remove pressure plate (18) from gears.

FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section) 1. O-ring 2. Bearing Plate 3. O-ring 4. O-ring 5. Gear Plate 6. Dowel 7. Stud 8. O-ring 9. Connector Plate 10. Steel Ring 11. Idler Gear 12. Drive Gear (Rear) 13. Bearings 14. Steel Ring 15. Backup Ring 16. O-ring & retainer 17. Isolation plate 18. Pressure Plate 19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-ring

L03027

Hydraulic Component Repair

L3-5

10. Remove bearing plate (10, Figure 3-6). If the bearing plate is stuck, tap lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11). 11. Remove steel rings (13), backup ring (14), O-ring and retainer (15) and isolation plate (17). Remove dowels (16) if damaged or if replacement of the bearing plate (10) is necessary. 12. Unthread the thru studs (12) and remove. Remove flange (5), if stuck tap flange lightly with a plastic

hammer to loosen. Remove O-ring (8). Remove dowels (6) if damaged or if replacement of the flange (5) or gear plate (7) is necessary. 13. Remove steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from gear plate (7). Remove both pressure plates (18).

FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section) 1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate 8. O-ring 9. O-ring 10. Bearing Plate 11. O-ring 12. Thru Studs 13. Steel Rings 14. Backup Ring 15. O-ring & Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring

L3-6

Hydraulic Component Repair

L03027

FIGURE 3-7. PREPARATION FOR SEAL REMOVAL 1. Flange 2. Bearings 3. Wooden Blocks

FIGURE 3-8. SHAFT SEAL REMOVAL 14. Remove outboard shaft seal (2), snap ring (21) and inboard shaft seal (20). 1. Flange 2. Punch 3. Bearings

NOTE: To aid in shaft seal removal place the flange on two small wooden blocks as shown in Figure 3-7.

15. Use a punch and hammer and tap the outboard shaft seal out of the flange bore. (Refer to Figure 3-8.) Use care not to mar, scratch or damage the seal bore surface, or bearings. 16. After the seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper (only).

L03027

Hydraulic Component Repair

L3-7

INSPECTION OF PARTS
1. Examine the gear bores in both gear plates, reference Figure 3-9. During the initial break-in, the gears cut into the aluminum gear plates. The nominal depth of this cut is 0.008 in (0.203 mm) and should not exceed 0.015 in (0.381 mm). As the gear teeth cut into the gear plates, metal is rolled against the pressure plates. Using a knife or sharp pointed scraper, remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.

NOTE: Replacing new bearing in the flange, connector plates or bearing plate is not recommended due to close tolerances and special tooling required for crimping the bearing in place to prevent bearing spin. 6. Inspect the flange seal bore for scratches or gouges which may interfere with shaft seal installation. 7. For additional pump and system inspection refer to the Troubleshooting Guide. Assembly 1. A suitable seal press ring or plug and two small wood blocks should be available.

When removing the rolled up metal, do not attempt to remove the gear track-in grooves. 2. Examine the pressure plates. They should not show excessive wear on the bronzed side. If deep curved wear marks are visible, discard and replace with new. 3. Examine the gears. If excessive wear is visible on the journals, sides, or face of the gears, or at the point where the drive gear rotates in the lip seal, discard and replace with new. 4. If any of the internal parts show excessive wear, replace with new. Replace all O-rings and seals with new. 5. Inspect the bearings, if they are worn beyond the gray teflon into the bronze material, the complete flange connector plates or bearing plate should be replaced.

2. The following seal installation procedures are outlined for use with a vise, but they can be adapted for use with a press if one is available. 3. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring. 4. Place the wood blocks flat against the fixed jaw of the vise. Place the flange plate against the blocks in such a position that the bearing projections are between the blocks and clear of the vise jaw, refer to Figure 3-10. 5. Lubricate the seals with hydraulic oil. Position the inboard shaft seal (3, Figure 3-11) with the metal face toward the outboard end of the flange.

FIGURE 3-9. GEAR BORE INSPECTION 1. Gear Track-in 2. Gear Plate

FIGURE 3-10. SHAFT SEAL INSTALLATION 1. Flange 2. Wood Blocks 3. Bearing Projection

L3-8

Hydraulic Component Repair

L03027

6. Position the press ring over the seal. Make sure the seal stays centered and true with the bore, and start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore. 7. Install snap ring (2, Figure 3-11) with the snap ring opening over the weep hole (10). 8. Install the Outboard seal (metal face out), until it just contacts the snap ring. 9. Lubricate the thru stud threads (14, Figure 3-11) with hydraulic oil. Thread the studs into flange until snug. There are 4 long studs and 4 short studs. Reference Figure 3-12 for proper stud location. Lubricate and install O-ring (7). Install dowel pins (12), if removed. Install gear plate (13). Make sure the recess in the gear plate will be toward the connector plate, or facing up when the gear plate is installed. 10. Install steel rings (5, Figure 3-12). Lubricate and install backup ring (8), O-ring (7) and ring retainer (6) as shown in Figure 3-12. 11. Install the isolation plate (9) on the suction side of the gear plate. The isolation plate has a relief area

milled on one side; turn that side up or toward the pressure plate. 12. With the bronze side up and the milled slot facing toward the discharge side, slide pressure plate (2, Figure 3-13) down into the gear bores until it rests on the backup ring and O-ring. Do not force the plate down the gear bores. If it hangs up on the way down, work it back and forth until it slides freely into place. 13. Coat the inside of the gear plate and the gears with clean hydraulic oil. NOTE: To ensure the gear pump is correctly timed during reassembly, place a mark on the end of the input shaft to indicate the location of the valley between any two gear teeth. Refer to Figure 3-16 which illustrates gear timing.

14. With the extension end of the drive gear facing toward the shaft seals, install the drive gear. Do not drop the gear in the bore as damage to the bronze face of the pressure plate could result. Use care when pushing the drive gear extension thru the shaft seals. Install the idler gear.

FIGURE 3-11. SHAFT SEAL INSTALLATION 1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-ring 8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Thru Studs

FIGURE 3-12. PUMP REASSEMBLY 1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer 7. O-ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Thru Studs

L03027

Hydraulic Component Repair

L3-9

15. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side. 16. Install steel rings (11, Figure 3-14), backup ring (12), O-ring and retainer (13). Install isolation plate with its relief toward the pressure plate. 17. Lubricate and install thru stud O-rings (5) and connector plate O-ring (7). Install dowel (14) if removed. Lubricate the I.D. of the bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).

FIGURE 3-13. PRESSURE PLATE INSTALLATION 1. Gear Plate 2. Pressure Plate 3. Slot

FIGURE 3-14. HOIST PUMP REASSEMBLY 1. Drive Gear & Shaft 2. Idler Gear 3. Gear Plate 4. Relief 5. O-ring 6. Connector Plate 7. O-ring 8. Snap Ring 9. Coupling 10. Thru Studs 11. Steel Ring 12. Backup Ring 13. O-ring & Retainer 14. Dowel 15. Isolation Plate 16. Pressure Plate 17. Bearings

L3-10

Hydraulic Component Repair

L03027

18. Lubricate O-ring (3, Figure 3-15) and install in bearing plate (7). Lubricate O-rings (4) and install over studs (12). Replace dowel (2) if removed. Install bearing plate (7). 19. Repeat steps 10, 11 and 12 for installation of the steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate.

20. Lubricate I.D. of bearings (26). Install O-rings (8 & 9) and dowel (25) if removed. Install gear plate (10). Make sure relief in gear plate is toward bearing plate (7).

FIGURE 3-15. HOIST PUMP REASSEMBLY 1. Drive Gear (Rear) 2. Dowel 3. O-ring 4. O-ring 5. Coupling 6. Connector Plate 7. Bearing Plate 8. O-ring 9. O-ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear 14. Capscrew 15. Bearing Plate 16. Transition Plate 17. O-ring 18. (Not Used) 19. Coupling 20. Nut 21. O-ring 22. Dowel 23. Dowel 24. O-ring 25. Dowel 26. Bearings

L03027

Hydraulic Component Repair

L3-11

21. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear. This is accomplished by lining up a tooth on the rear drive gear with the valley of two teeth on the front drive gear, as shown in Figure 3-16.

26. Lubricate the thru stud threads and install two opposite stud nuts and hardened washers. Tighten nuts to 240 to 250 ft lbs (325 to 339 N.m) torque. 27. Using an 18 inch (45 cm) adjustable wrench, check pump drive shaft rotation. The drive shaft will be tight but should turn freely with a maximum of 5 to 10 ft lbs (7 to 14 N.m) torque, after the initial surge. (Figure 3-17.)

FIGURE 3-16. PUMP GEAR TIMING

22. Repeat steps 15 and 16 for installation of the remaining pressure plate, steel rings, backup ring, O-ring, and retainer and isolation plate. 23. Lubricate and install O-ring (24, Figure 3-15) in connector plate (11). Install dowel (23) if removed. Lubricate I.D. of bearing in the connector plate (11). Install connector plate (11) with flat washers and nuts. 24. Install dowel (22) if removed. Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) to transition plate and install capscrews (14). Tighten capscrews to standard torque. 25. Lubricate O-ring (21) and position on bearing plate (15). Install the assembled bearing plate and transition plate (15 & 16) to the connector plate (11) and secure in place with nuts (20). Tighten nuts to standard torque.

FIGURE 3-17. PUMP ROTATION CHECK 1. Wrench 2. Input Shaft 3. Pump

28. If the shaft will not turn properly, disassemble the pump and examine the parts for burrs or foreign material causing buildup or interference between parts. 29. When the input shaft turns properly install the remaining hardened washers and nuts. Tighten nuts to 240 to 250 ft lbs (325 to 339 N.m) torque. 30. Install a new O-ring on steering pump flange and install steering pump to the transition plate (16, Figure 3-15). Install capscrews and tighten to standard torque.

L3-12

Hydraulic Component Repair

L03027

TROUBLESHOOTING GUIDE
(HOIST PUMP) TROUBLE POSSIBLE CAUSE SUGGESTED CORRECTIVE ACTION
1. Was clean oil used? 2. Was filter element change period correct? 3. Were correct filter elements used? 4. Hoist cylinder rod wiper and seals in good condition? 5. Cylinder rods dented or scored? 6. Was system flushed properly after previous failure? 1. Was system flushed properly after previous failure? 2. Contaminants generated elsewhere in hydraulic system? 3. Contaminants generated by wearing pump components? 1. Did shaft bottom in mating part? 2. Any interference between pump and machine? 1. Tank oil level correct? 2. Oil viscosity as recommended? 3. Restriction in pump inlet line? 4. Air leak in pump inlet line? 5. Loose hose or tube connection? 1. Was oil level correct? 2. Any leaks in piping inside tank? 1. Metal object left in system during initial assembly or previous repair? 2. Metal object generated by another failure in system? 1. Metal object left in system during initial assembly or previous repair? 2. Was relief valve setting too low? 3. Was oil viscosity correct? 4. Was oil level correct? 1. Relief valve setting correct? 2. Did relief valve function?

1. Sandblasted band around pressure 1. Abrasive wear caused by fine plate bores particles. 2. Angle groove on face of pressure a. Dirt (fine contaminants, not visible plate to the eye) 3. Lube groove enlarged and edges rounded 4. Dull area on shaft at root of tooth 5. Dull finish on shaft in bearing area 6. Sandblasted gear bore in housing 1. Scored pressure plates. 2. Scored shafts 3. Scored gear bore 2. Abrasive wear caused by metal particles a. Metal (coarse)contaminants, visible to the eye

1. Any external damage to pump 2. Damage on rear of drive gear and rear pressure plate only 1. Eroded pump housing 2. Eroded pressure plates

3. Incorrect installation

4. Aeration-Cavitation a. Restricted oil flow to pump inlet b. Aerated Oil

1. Heavy wear on pressure plate 2. Heavy wear on end of gear

5. Lack of oil

1. Housing scored heavily 6. Damage caused by metal object 2. Inlet peened and battered 3. Foreign object caught in gear teeth 1. Pressure plate black 2. O-rings and seals brittle 3. Gear and journals black 7. Excessive Heat

1. Broken shaft 2. Broken housing or flange

8. Over Pressure

L03027

Hydraulic Component Repair

L3-13

HYDRAULIC TANK
Filling Instructions NOTE: If filling is required, use only type C-4 hydraulic oil as specified on the truck Lubrication Chart. Filtering of oil with a 3 micron filtering system is recommended.

5. Continue to repeat steps 1 thru 4 until oil level is maintained in the top sight gauge with the engine stopped, key switch Off, and body down. NOTE: With engine running and oil at operating temperature, the oil should be visible in the lower sight glass. If not, shut down engine and add oil per Filling Instructions. NOTE: Minor adjustments to oil level can be made by using the drain cocks (5) next to filler neck.

Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulator to bleed down after engine shutdown and keyswitch Off. 1. With the engine stopped, body down, and the key switch Off, wait for at least 90 seconds. 2. Remove the fill cap (1, Figure 3-18) and add clean type C-4 hydraulic oil until oil is at the top sight gauge. 3. Replace fill cap. 4. Start engine, raise and lower the dump body three times. Removal 1. Turn keyswitch Off and allow at least 90 seconds for the steering accumulator to bleed down. NOTE: Be prepared to contain approximately 250 gal. (947 L) of hydraulic oil. If the oil is to be reused, clean containers must be used with a filtering (3 micron) system available for refill. 2. Thoroughly clean the outside of the hydraulic tank and attached equipment. 3. Drain the hydraulic tank by use of the drain valve located on the rear side of the tank. 4. Disconnect hydraulic lines. Plug lines to prevent possible contamination to the system. Tag each line at removal for proper identification during installation. Should a component fail in the hydraulic system, an oil analysis should be made before replacing any component. If foreign particles are evident, system must be flushed. Refer to Hydraulic System Flushing instructions.

Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 5. Attach a lifting device to the hydraulic tank. FIGURE 3-18. HYDRAULIC TANK 1. Fill Cap 2. Sight Gauges 3. Breather Filters (2) 4. Drain Valve 5. Drain Cocks 6. Remove the capscrews and lockwashers securing the hydraulic tank to the frame. 7. Move hydraulic tank to a clean work area for disassembly or repair.

L3-14

Hydraulic Component Repair

L03027

Installation 1. Install hydraulic tank and secure with capscrews and lockwashers. Tighten to 459 ft. lbs. (622 N.m) torque. 2. Uncap hydraulic lines and attach to the proper connections. 3. Replace breather filters if required. 4. Fill the hydraulic tank with clean, filtered C-4 hydraulic oil. Refer to Filling Instructions. 5. Bleed all air from hydraulic lines. 6. Bleed trapped air inside steering pump. Refer to Pump Pressure Setting, Section L for air bleeding procedure. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.

NOTE: If the oil is to be reused, clean containers must be used with a filtering (3-micron) system available for refill. 2. Be prepared to contain approximately 250 gal. (947 l) of hydraulic oil. Drain hydraulic oil from tank. 3. Disconnect pump suction hoses. (5, Figure 3-19). 4. Remove capscrews and lockwashers (3) securing cover (2) to the hydraulic tank. Remove and discard gasket. 5. Remove capscrews and lockwashers securing suction strainers. Remove suction strainers. Inspect and Clean NOTE: Inspect the strainers thoroughly for metallic particles and varnish build up (if oil has been overheated). The quantity and size of any particles may be an indication of excessive wear of components in the hydraulic system. 1. Clean the strainers with fresh cleaning solvent from the inside out. 2. Inspect the strainers for cracks or wear. Replace, if necessary.

HYDRAULIC TANK STRAINERS


Removal

Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulators to bleed down after engine shutdown with the key switch Off. 1. Shut down the engine and the key switch Off for at least 90 seconds.

3. Clean any sediment from bottom of hydraulic tank. Installation 1. Install suction strainers and secure in place with capscrews and lockwashers. Tighten capscrews to standard torque. 2. Using new cover gasket move cover (2, Figure 3-19) into place and install capscrews and lockwashers (3). Tighten capscrews to standard torque. 3. Install pump suction hoses. 4. Fill the hydraulic tank; refer to Hydraulic Tank Filling Instructions. Open both suction line shutoff valves (4). 5. Loosen suction line connections at both pumps to bleed any trapped air. Tighten hose connections. 6. Bleed trapped air inside steering pump. Refer to Steering and Brake Pump Installation, this Section, for air bleeding procedure. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.

FIGURE 3-19. STRAINER REMOVAL 1. Hydraulic Tank 2. Cover 3. Capscrews & Lockwashers 4. Shutoff Valve 5. Pump Suction Hoses

L03027

Hydraulic Component Repair

L3-15

HYDRAULIC TANK BREATHERS


There are two breather filters located on top of the hydraulic tank to allow air in and out of the tank. The filters should be replaced at the interval specified on the lubrication chart. Keep the area around the breather filters clean and free of debris build up. If there is any sign that the breather filters are oil soaked, replace the filters as soon as

possible and check for proper oil level. Once the breather filters become oil soaked, they will plug very quickly. NOTE: Plugged breather filters can cause pressure build up inside the hydraulic tank and can cause the service brakes to drag.

L3-16

Hydraulic Component Repair

L03027

STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The steering/brake pump (7, Figure 4-1) supplies oil to the bleeddown manifold (4) after passing through a high pressure filter (10). If the filter element becomes restricted, a warning indicator is activated at 40 psi (276 kPa) and oil will bypass the element at 50 psi (345 kPa). System pressure is regulated to between 2750 psi (19.0 MPa) and 3025 psi (20.9 MPa) by an unloader valve located on the bottom of the steering pump case.

FIGURE 4-1. STEERING SYSTEM COMPONENTS (Bottom View) 1. Steering Cylinders 2. Manifold 3. Flow Amplifier Valve 4. Bleeddown Manifold 5. Steering Circuit Accumulators 6. Hoist Circuit Pump 7. Steering/Brake Pump 8. Hydraulic Tank 9. Shut-off Valve 10. Steering/Brake Circuit Filter

L04031

Steering Circuit

L4-1

Oil pressure from the bleeddown manifold is routed back to the pump and sensed by the ACC port on the unloader valve. A steering pressure switch, mounted on the bleeddown manifold is connected electrically to a Low Steering Pressure warning lamp mounted in the cab and warns the operator if system pressure drops below 2300 psi (15.9 MPa). The bleeddown manifold performs many functions, including distribution of the steering circuit oil supply to the steering system accumulators (5), the flow amplifier valve (3), and to the brake apply system. Two accumulators, pre-charged with nitrogen, are mounted on the left frame rail behind the front tire. They provide a sufficient oil supply to allow the operator to steer the truck off the haul road and park in a safe area if a loss of steering circuit oil occurs. A steering circuit bleeddown solenoid mounted on the bleeddown manifold is electrically activated when the key switch is turned OFF and bleed the hydraulic oil back to the tank to release the pressurized oil when the truck is parked.

COMPONENT DESCRIPTION

FIGURE 4-2. STEERING CONTROL UNIT T: Tank Port LS: Load Sense Port L: Left Steer Port 1. Valve Assembly P: Pressure (Supply) Port R: Right Steer Port STEERING CONTROL UNIT

If a loss of steering pressure occurs during operation, the truck must be stopped immediately. The pressure in the accumulators allow the operator to steer the truck for a short period. Do not attempt further operation until the problem is located and corrected.

The steering control unit (Figure 4-2) is mounted inside the cab and is directly coupled to the lower end of the steering column. Operation of the steering control unit is both manual and hydraulic in effect. This component incorporates a hydraulic control valve; steering effort applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.

The bleeddown manifold and accumulators supply oil to the flow amplifier valve. The flow amplifier directs oil flow to the appropriate ports on the steering cylinders as determined by inputs from the steering control unit as the operator steers the truck (see Figure 4-2). Oil entering the steering control unit is blocked until the steering wheel is turned in a desired direction. The valve then directs oil to the flow amplifier which in turn, provides a high volume of oil to the steering cylinders. Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier, and bleeddown manifold to the hydraulic tank. Oil flow to the brake apply system flows through a check valve which will prevent loss of oil in the brake circuit if a loss of oil occurs in the steering circuit. (Refer to Section J for a detailed description of the brake apply system hydraulic circuit and components.)

L4-2

Steering Circuit

L04031

BLEEDDOWN MANIFOLD VALVE The bleeddown manifold valve (4, Figure 4-1) is located on the inside of the left hand frame rail just behind the flow amplifier. The bleeddown manifold is equipped with the following major circuit components as shown in Figure 4-3: Steering Pressure Switch (6) Steering accumulator bleeddown solenoid valve (7) 600 psi (4.1 MPa) Relief Valve (12) 4000 psi (28.0 MPa) relief valve (13) Body-Up Solenoid Valve (15) Pilot operated check valves (see Figure 4-4) The bleeddown manifold receives oil from the steering/brake pump through a high pressure filter and directs oil to the accumulators, brake circuit, flow amplifier and autolube system hydraulic pump. Oil supply for the steering control unit and steering cylinders is supplied via the flow amplifier. The manifold also provides hoist circuit control when the body is raised. The relief valves, accumulator bleed down solenoid, and body-up limit solenoid are factory preset and not individually rebuildable. Bleeddown Solenoid Each time the keyswitch is turned OFF, with the truck stopped, it energizes the steering system bleed down solenoid (7, Figure 4-3 & 27, Figure 4-4). When the bleed down solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back to the hydraulic tank. Brake pressure however, will not bleed down due to internal check valves in the brake manifold and bleeddown manifold check valve (see schematic). After approximately 90 seconds, the solenoid will deenergize to close the return port to tank. By this time all the oil in the accumulators should be returned to tank. At start-up, the steering circuit will be charged, including the brake circuit. The Low Steering Pressure light and buzzer will turn on until steering pressure reaches 2300 psi (15.9 MPa). This is controlled by the steering pressure switch (6, Figure 4-3). During operation, if steering pressure falls below 2300 psi (15.9 MPa), the Low Steering Pressure warning light will illuminate until pressure returns to normal.

FIGURE 4-3. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. Test Port 5. To Brake System 6. Steering System Pressure Switch 7. Steering Accumulator Bleed Solenoid 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 600 psi (4.1 MPa) 13. Relief Valve, 4000 psi (28.0 MPa) 14. Autolube Pump Supply Port 15. Hoist Up 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

L04031

Steering Circuit

L4-3

FIGURE 4-4. BLEEDDOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet 2. Steering Pump Pressure Test Port 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. Autolube 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, 4000 psi (28.0 MPa) 26. (Not installed) 27. Steering Accumulator Bleeddown Solenoid 28. Relief Valve, 600 psi (4.1 MPa) 29. Pilot Operated Check Valve 30. Pilot Operated Check Valve

L4-4

Steering Circuit

L04031

Relief Valves The 4000 psi (28. MPa) relief valve limits maximum steering circuit pressure by returning oil to the hydraulic tank through internal passages in the bleeddown manifold. The 600 psi (4.1 MPa) relief valve provides maximum pressure protection for the oil returning to the hydraulic tank. Hoist Limit Solenoid The body-up limit solenoid is a 3-way valve, activated by the hoist limit switch (refer to Section D for additional information) when the hoist cylinders approach the maximum extension limit. When activated, the solenoid will close the power up pilot line to the hoist valve from the hoist pilot valve mounted in the hydraulic cabinet. Pilot operated check valve (30, Figure 4-4) is opened by the power down pilot pressure line (19) to allow oil in the raise port to bypass the body-up limit solenoid (24) for the initial power down operation while the solenoid is activated by the hoist limit switch. Refer to Section "D", Electrical System (24VDC) for adjustment procedure of the hoist limit switches. ACCUMULATORS The steering accumulators (5, Figure 4-1) are a floating piston type. The top side of the accumulators are charged to 1400 psi (9.7 MPa) with pure dry nitrogen with the piston at the bottom. Oil entering the accumulators pushes the piston upward compressing the nitrogen on the top side of the piston. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 3025 psi (20.9 MPa) the unloader valve will unload the pump. The accumulators will contain a quantity of oil under pressure and held by check valves in the bleeddown manifold, available for steering the truck. When system pressure drops to 2750 psi (19.0 MPa) the pump output will again increase, to refill the accumulators and increase steering system pressure. The accumulators also provide oil, for a limited period of time, to be used in case the pump becomes inoperative.

The switches monitor nitrogen pressure when the key switch is turned ON and before the engine is started. If nitrogen pressure is too low, the warning lamp turns on - a latching circuit prevents the warning lamp from turning off when the engine is started and steering system pressure compresses the nitrogen remaining in the accumulator.

Do not operate the truck with less than 1100 psi (7.6 MPa) nitrogen precharge in the accumulator. Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning light remains ON, check accumulator precharge pressure and recharge if necessary.

HIGH PRESSURE FILTER The high pressure filter (10, Figure 4-1) filters oil for the steering and brake circuits. If the filter element becomes restricted, a warning indicator is activated at 40 psi (276 kPa) and oil will bypass the element at 50 psi (345 kPa). Refer to Section L9 for further information regarding the various system filters and maintenance procedures.

QUICK DISCONNECT PORTS Ports on the bleeddown manifold allow service personnel to connect an external hydraulic supply to allow operation of the truck steering and service brake systems if the steering/brake pump, engine etc. is not operational. The external supply is connected to port 13, Figure 4-4 and the return is connected to port 15. This feature should only be used for emergency use to allow operation of the truck to return to the shop for service or move the truck out of haul road traffic.

Low Precharge Warning Switch Pressure switches located in the top of each accumulator monitor nitrogen pressure and are used to activate the accumulator precharge warning light if the nitrogen pressure drops below 1100 psi (7.6 MPa).

L04031

Steering Circuit

L4-5

FLOW AMPLIFIER The flow amplifier (3, Figure 4-1, & Figure 4-5) is located on the left frame rail forward of the bleed down manifold valve and is used in the steering circuit to provide the high volume of oil required for the steering cylinders. The flow amplifier uses the amount of flow from the steering control unit to determine a proportional amount of flow to send from the bleed down manifold to the steering cylinders.

L4-6

Steering Circuit

L04031

FIGURE 4-5. FLOW AMPLIFIER VALVE

L04031

Steering Circuit

L4-7

FLOW AMPLIFIER SYSTEM OPERATION


Refer to figures 4-6 through 4-9 for oil flow paths during the following conditions: Neutral Steering Left Steering Right External shock load

No Steer (Refer to Figure 4-6): High pressure oil from the steering pump and steering accumulators is available through the steering bleeddown manifold to the HP port on the flow amplifier assembly. Upon entering the priority valve, it goes past the spool to the closed amplifier valve and also out port P through a hose to port P on the steering control unit. In the steering control unit, it 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 500 psi (3.5 MPa), the spool moves, compressing its spring and closes off oil supply through area A resulting in high pressure at PP, but only 500 psi (3.5 MPa) at the amplifier spool and steering control unit.

L4-8

Steering Circuit

L04031

FIGURE 4-6. FLOW AMPLIFIER - NO STEER

L04031

Steering Circuit

L4-9

Steering Left (Refer to Figure 4-7): When the operator turns the steering wheel 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 assembly and goes to a closed area B in the directional valve. As pressure in this area builds, it also passes into the spool through orifice C to the spring area on the end of the directional valve. The pressure then moves the spool compressing the springs on the opposite end. This movement allows the oil entering area B to pass through the directional valve to area D of the amplifier valve through sleeve E holes to a passage between sleeve E and valve F, through hole G in sleeve E where it initially is blocked by the valve body. As pressure builds up in this area, oil also flows from area D, around the outside of sleeve E, around pin H, through orifice J to build pressure on the end of the amplifier valve and opens hole G only enough to allow the flow of oil coming from the steering control unit to pass to the control area of the directional valve. At the same time, the movement of sleeve E opened the holes near the spring end to allow the oil from the priority valve to flow into the center of sleeve E.

This oil now inside sleeve E pushes valve F against its spring to give the oil access to a series of holes K, that are in the same plane as hole G. The passage of oil through holes K past the valve body is metered by holes K being opened the same proportion as is hole G. The number of holes K (7) in sleeve E determine the amount of additional oil that is added to the steering control unit oil passing through hole G. This combined oil going to the center area Q of the directional valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to steer the front wheels to the left. As the cylinders move, oil is forced to return out the opposite ends, enter port CR of the flow amplifier assembly, pass through the directional valve to area M, passes through the return check valve N, and exit port HT to the hydraulic reservoir. At the steering control unit, when the operator turned the steering wheel, supply oil from port P was also delivered through the control unit valve to port LS. This oil enters the flow amplifier assembly through its LS port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area A to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders. The flow amplifier valve includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 2750 psi (19.0 MPa) even though supply pressure coming in to port HP is higher. When 2750 psi (19.0 MPa) is obtained, the relief valve prevents the LS pressure from increasing and thereby allows the priority valve to compress the spring enough to close off the area A when 2750 psi (19.0 MPa) is present.

L4-10

Steering Circuit

L04031

FIGURE 4-7. FLOW AMPLIFIER - LEFT STEER

L04031

Steering Circuit

L4-11

Steering Right (Refer to Figure 4-8): Only a few differences occur between steer left and steer right. When the operator turns the steering wheel right, oil is supplied out ports R and LS of the steering control unit.

The oil enters the flow amplifier assembly at port R and shifts the directional valve the opposite direction. The oils flow through the amplifier valve exactly the same. The combined oil from the amplifier valve passes through the center area Q of the directional valve to port CR where it goes to the opposite ends of the steering cylinders to turn the wheels right. The returning oil comes back through port CL to go to the tank. The LS oil operates exactly the same as steer left.

L4-12

Steering Circuit

L04031

FIGURE 4-8. FLOW AMPLIFIER - RIGHT STEER

L04031

Steering Circuit

L4-13

No Steer, External Shock Load (Refer to Figure 4-9): When the operator is not turning the steering wheel, the steering control unit valve supply is closed. The directional valve remains centered by its springs thus closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction to cause a large shock load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected to port CR. The shock and suction relief valve inside the flow amplifier assembly at port CR will open at its adjusted setting (3100 psi (21.4 MPa) and allow oil to escape from the pressurized ends of the cylinders, preventing a higher pressure.

As the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port CL. This low pressure permits oil that is escaping through the CR port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port CL. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction merely reverses the above procedure.

L4-14

Steering Circuit

L04031

FIGURE 4-9. FLOW AMPLIFIER NO STEER - EXTERNAL SHOCK LOAD

L04031

Steering Circuit

L4-15

STEERING PUMP The steering/brake pump is mounted on the rear of the hoist system pump. The drive shaft mates with an internally splined coupling inside the hoist pump when the pump is bolted in place. The pump is a pressure compensated piston type with system operating pressure controlled by an unloader valve. The pressure compensator is adjusted to 3325 psi (22.9 MPa). The pump mounted unloader valve maintains system pressure between 2750 psi (19.0 MPa) and 3025 psi (20.9 MPa). Oil flow from the pump is routed through a high pressure filter then to the bleeddown manifold valve where the flow is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake apply system components mounted in the hydraulic components cabinet behind the cab.

Operation The driveshaft (35, Figure 4-10) runs through the centerline of pump housing (37) and valve plate (48). The cylinder barrel (45) is splined to the drive shaft. A ball bearing (33) supports the outboard end of the driveshaft and a bushing type bearing (47) supports the inboard end. The pump cylinder barrel is carried in a polymerous (journal type) bearing (41). The valve plate has two crescent shaped ports (inlet and outlet). Pumping pistons (44) in the cylinder barrel are held against a swashblock (28) by a shoe retainer (17). The shoe retainer is held in position by the fulcrum ball (40) which is forced outward by retainer springs (13). The springs act against the pump cylinder barrel (45) forcing it against the valve plate while also forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle bearings (21). The cradle is swiveled by the control piston (14).

High Altitude Operation The steering pump on later model trucks incorporates an adjustable stroke control device (25, Figure 4-10). If the truck is operating at high altitude locations (10, 000 feet (3,050 meters) above sea level or greater), it may be necessary to adjust the pump stroke to reduce oil flow to eliminate pump cavitation problems.

L4-16

Steering Circuit

L04031

FIGURE 4-10. STEERING PUMP 1. Plug 2. O-Ring 3. Spring 4. Back-Up Ring 5. O-Ring 6. Back-Up Ring 7. O-Ring 8. O-Ring 9. O-Ring 10. Back-Up Ring 11. Spring 12. Control Piston Sleeve 13. Spring 14. Piston 15. Pin 16. Control Piston Stop Pin 17. Shoe Retainer 18. Pin 19. Retainer Ring 20. Washer 21. Saddle Bearing 22. Roll Pin 23. Link 24. O-Ring 25. Stroke Adjuster 26. Retainer Ring 27. Pin 28. Swashblock 29. Dowel Pin 30. Saddle 31. Roll Pin 32. Retainer Ring 33. Bearing 34. Shaft Retainer Ring 35. Shaft 36. Seal Retainer 37. Pump Housing 38. Shaft Seal 39. O-Ring 40. Fulcrum Ball 41. Cylinder Bearing 42. O-Ring 43. Elbow Fitting 44. Piston/Shoe Assy. 45. Cylinder Barrel 46. Gasket 47. Bearing 48. Valve Plate 49. Capscrew 50. O-Ring 51. Cover 52. Seal 53 Cap

L04031

Steering Circuit

L4-17

PRINCIPLE OF OPERATION Full Pump Volume: Control piston (1, Figure 4-11) controls the angle of the swashblock (4). When control piston moves to the full right position, the pump is at maximum pumping capacity. The driveshaft turns the splined housing (2) which contains the pumping pistons (3). When the housing is rotated, the pistons move in and out of their bores and the piston shoes ride against the angled swashblock (4). As the cylinder rotates, the individual piston bores are connected, alternately to the left (port A) and right (port B) crescent shaped ports in the valve plate. While connected to left side (suction) port A, each piston moves outward, drawing fluid from port A into the piston bore until its outermost stoke is reached. At that point the piston bore passes from the left crescent port to the right crescent port. 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. FIGURE 4-11. PUMP AT FULL VOLUME 1. Control Piston 2. Housing 3. Piston 4. Swashblock

Half Pump Volume: Figure 4-12 shows that the position of the control piston (1) is near the center of its travel. The swashblock is not angled as steep as before, and therefore the pistons have a shorter stroke. As the piston stroke gets shorter, the pump output also decreases. FIGURE 4-12. PUMP AT HALF VOLUME 1. Control Piston 2. Housing 3. Piston 4. Swashblock

Neutral Position: Neutral position (Figure 4-13) results when the control piston (1) centers the swashblock (4). The swashblock angle is now zero and swashblock face is now parallel to cylinder face. Therefore, no inward or outward motion of the pump pistons exists as piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores to the crescents in the valve plate and subsequently no delivery from pump ports. FIGURE 4-13. PUMP IN NEUTRAL POSITION 1. Control Piston 2. Housing 3. Piston 4. Swashblock

L4-18

Steering Circuit

L04031

Steering Pump Figure 4-14 shows the steering pump and the location of the pressure control adjustments and stroke (flow) adjuster. Note: The Stroke adjuster (3, Figure 4-14) is set at the factory to provide maximum pump flow and adjustment is not normally required. If the truck is operated at high elevations, 10,000 ft. (3,050 meters) above sea level or more, 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 are experienced, consult the Komatsu Factory Representative for adjustment procedures.

Figure 4-15 shows the schematic of the pump and the pressure control valves.

FIGURE 4-14. STEERING PUMP ASSEMBLY 1. Outlet Port 2. Case Drain 3. Stroke Adjuster 4. Unloader Valve Press. Adjust 5. Compensator Press. Adjust 6. 4-Way Valve 7. GPA Port 8. GP2 Port

FIGURE 4-15. 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 Port

L04031

Steering Circuit

L4-19

NOTES

L4-20

Steering Circuit

L04031

STEERING CONTROL UNIT


Removal NOTE: Clean steering control unit and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. 1. Shut down engine and bleed down steering circuit. NOTE: To insure the hydraulic oil has completely drained from the accumulators, turn the steering wheel. If the wheels do not turn, all the hydraulic pressure has been drained from accumulators. 2. Disconnect hydraulic lines. Plug lines securely to prevent spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.

Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 3. Remove capscrews (3, Figure 5-1) from steering unit mounting bracket and remove valve assembly. Installation 1. Align steering control unit assembly with drive coupling (6, Figure 5-1) and holes in mounting bracket (2). 2. Install capscrews (3) and lockwashers (4). Tighten capscrews to standard torque. 3. Turn steering wheel to several different positioins and release to assure that springs in control valve FREELY return the steering wheel to neutral. If wheel is tight, loosen control unit mounting capscrews and realin valve. 4. Grease drive coupling through grease fitting (7) with a molybdenum disulphide or multi-purpose NLGI grease. 5. Remove plugs from four hydraulic lines. Be certain that the previously tagged hydraulic lines are connected to their respective ports according to the markings on the steering control valve assembly. (See Figure 5-2 & 5-3) Serious personal injury to the Operator or to anyone positioned near the front wheels may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed lines can result in uncontrolled steering and/or SUDDEN AND RAPID rotation of the steering wheel as soon as the steering wheel is moved. It will turn rapidly and cannot be stopped manually. After servicing the steering control assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.

FIGURE 5-1. STEERING CONTROL UNIT INSTALLATION 1. Steering Column 4. Lockwasher 2. Mounting Bracket 5. Steering Control Unit 3. Capscrew 6. Coupling 7. Grease Fitting

L05021

Steering Control Unit

L5-1

STEERING CONTROL UNIT REBUILD


Disassembly The steering control unit is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve assembly. Work in a clean area and use lint free wiping materials or dry compressed air. Clean type C-4 hydraulic oil should be used during reassembly to insure initial lubrication.

1. Allow oil to drain from valve ports. 2. Match mark gear wheel set and end cover to insure proper relocation during reassembly. Refer to Figure 5-4.

FIGURE 5-2. STEERING CONTROL UNIT 1. Brake valve 2. Steering Control Unit 3. LS Port Hose 4. L Port Hose 5. T Port Hose 6. P Port Hose 7. R Port Hose

FIGURE 5-4. MARKING VALVE COMPONENTS 1. Valve Assembly 2. Match Marks 3. Capscrew With Rolled Pin 4. End Cover

3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 5-4). Mark hole location of capscrew with rolled pin on end cover to facilitate reassembly.

FIGURE 5-3. VALVE PORT IDENTIFICATION 1. Steering Control Valve T - Return to Tank P - Supply from Pump L - Left Steering R - Right Steering LS - Load Sensing

L5-2

Steering Control Unit

L05021

4. Remove end cover (4) and O-ring (2, Figure 5-5).

13. Remove the dust seal (2, Figure 5-6) using a screwdriver. Take care not to scratch or damage the dust seal bore.

FIGURE 5-5. END COVER REMOVAL 1. Gear Wheel Set 2. O-ring FIGURE 5-6. DUST SEAL REMOVAL 5. Remove outer gear of gear wheel set (1) and O-ring between gear set and distribution plate. 6. Lift inner gear off cardan shaft. 7. Remove cardan shaft (11, Figure 5-7), distribution plate (15) and O-ring (14). 8. Remove threaded bushing (4) and ball (3). 9. With valve housing positioned with the spool and sleeve vertical, carefully lift spool assembly out of housing bore. 1. Screwdriver 2. Dust Seal 3. Housing

Cleaning and Inspection Note: If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore. 1. Clean all parts carefully with fresh cleaning solvent. 2. Inspect all parts carefully and make any replacements necessary. NOTE: All O-rings, seals and neutral position springs should be replaced with new. Prior to reassembly thoroughly lubricate all parts with clean type C-4 hydraulic oil.

10. Remove O-ring (5), kin ring (6) and bearing assembly (7). 11. Remove ring (8) and pin (9) and carefully push inner spool out of outer sleeve. 12. Press the neutral position springs (10) out of their slot in the inner spool.

L05021

Steering Control Unit

L5-3

FIGURE 5-7. STEERING CONTROL VALVE 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring 7. Bearing Assembly 8. Ring 9. Pin 10. Neutral Position Springs 11. Cardan Shaft 12. Spacer 13. Tube 14. O- ring 15. Distribution Plate 16. Gear Wheel Set 17. O-ring 18. O-ring 19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Pin 23. Capscrews

L5-4

Steering Control Unit

L05021

Assembly NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other on assembly so that the holes are partly visible through the slots in the spool, refer to Figure 5-8.

1. To install the neutral position springs, place a screwdriver in the spool slot as shown in Figure 5-9. 2. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove screwdriver. 3. Push two curved neutral position springs in between one side of the screwdriver blade and a flat spring. Repeat for the opposite side. Remove the screwdriver. 4. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs and push the neutral position springs in place in the sleeve. 5. Install the cross pin (9, Figure 5-7).

FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole 3. Spool 4. Sleeve

FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION

L05021

Steering Control Unit

L5-5

6. With neutral position springs (7, Figure 5-10) centered in spool and sleeve, install ring (3), rear bearing race (4), thrust bearing (5) and front bearing race (6) in that order. The chamfer on the rear bearing must be facing away from the bearing

FIGURE 5-11. SPOOL INSTALLATION 1. Housing 2. Spool Assembly

FIGURE 5-10. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer) 5. Thrust Bearing 6. Bearing race 7. Neutral Position Springs

NOTE: Cross pin must remain horizontal when spool and sleeve are pushed into bore to prevent pin from dropping out of spool.

7. Place the dust seal (1, Figure 5-7) in position. Using a flat iron block over the seal, tap into position. 8. Position the O-ring and kin ring on the spool. 9. Position the steering unit with the housing horizontal. Slowly guide the (lubricated) spool and sleeve with fitted parts, into the bore using light turning movements. Refer to Figure 5-11.

L5-6

Steering Control Unit

L05021

10. Install the check ball in the hole shown in Figure 5-12. Install threaded bushing and lightly tighten.

11. Grease the housing O-ring (3) with Vaseline and install in the housing groove. 12. Install the distribution plate (15, Figure 5-7) with plate holes matching the corresponding holes in the housing. 13. Guide the cardan shaft (11) down into the bore with the slot in the cardan shaft aligned with the cross pin (9). 14. Position inner gear wheel onto cardan shaft. It may be necessary to rotate the gear slightly to find the matching splines on the cardan shaft. (Splines are machined to insure proper alignment of cardan shaft and inner gear wheel.) 15. Grease the O-rings (17 & 18) on both sides of the outer gear wheel with Vaseline and install. 16. Align outer gear wheel bolt holes with tapped holes in housing and match marks. 17. Align cover (19) using match marks as a reference and install using capscrews (23) and washers (20).

FIGURE 5-12. CHECK BALL INSTALLATION 1. Check Ball hole 2. Check Ball 3. O-Ring 4. Housing

18. Install capscrew with pin (22) into proper hole. 19. Tighten cover capscrews in a criss-cross pattern to 2 0.4 ft. lbs. (3 0.5 N.m) torque.

L05021

Steering Control Unit

L5-7

NOTES

L5-8

Steering Control Unit

L05021

STEERING CIRCUIT COMPONENT REPAIR


BLEEDDOWN MANIFOLD VALVE

Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and keyswitch has been off for at least 90 seconds. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons 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. Removal NOTE: It may not be necessary to remove the bleeddown manifold from the truck for component replacement. If the problem area has been isolated, remove inoperative component and replace with a new one. 1. Perform normal truck shutdown procedures. Turn keyswitch Off and allow 90 seconds for the accumulators to bleed down. Manually bleed brake system accumulators located in hydraulic components cabinet. 2. Disconnect wires at the solenoids (7 & 15, Figure 6-1) and presssure switch (6). 3. Disconnect, identify and plug each hydraulic line to prevent contamination. 4. Remove mounting capscrews and remove the bleed down manifold. Clean exterior of manifold before starting disassembly. Installation 1. Install bleeddown manifold. Tighten mounting capscrews to standard torque. 2. Unplug lines and attach. Tighten connections securely. Install new O-rings at flange fittings. 3. Attach electrical leads to solenoids and pressure switch. If check valves or relief valves were removed, replace using new O-ring seals. 4. Start the engine and check for proper operation and leaks. Check steering and brake application. NOTE: Adjustment of the relief valves is not necessary or recommended. Relief valves are factory preset. Do not attempt to rebuild or repair if relief valves are defective. Replace as a unit. The check valves are also replaced only as units. FIGURE 4-1. BLEEDDOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. Test Port 5. To Brake System 6. Steering System Pressure Switch 7. Steering Accumulator Bleed Solenoid 8. Supply To Flow Amp 9. Return From Flow Amp 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 600 psi (4.1 MPa) 13. Relief Valve, 4000 psi (28.0 MPa) 14. Autolube Pump Supply Port 15. Hoist Up 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

L06021

Steering Circuit Component Repair

L6-1

ACCUMULATORS
Removal 1. Insure key switch has been Off for at least 90 seconds to allow accumulator oil to drain back to tank. Move steering wheel to be certain all pressurized oil is released. 2. Remove charging valve guard (3, Figure 6-2) and loosen small hex on charging valve (4) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.

FIGURE 6-2. CHARGING VALVES Make certain only the small swivel hex nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. Wear protective face mask when discharging nitrogen gas. 3. Remove oil line from bottom of the accumulator. Plug all hoses and openings to prevent possible contamination of the system. Disconnect and mark electrical wiring to pressure switch. 4. Attach a lifting device to the accumulator to be removed. 5. Loosen the mounting band (3, Figure 6-3) capscrews and remove the mounting bands. 6. Raise the accumulator until clear of mounting bracket and move to a clean work area for disassembly. Installation 1. Lift accumulator into position on the mounting bracket. Accumulator should be positioned with the antirotation block positioned between the two stop blocks on the lower mounting bracket. 2. Secure the accumulator to the mounting bracket using mounting bands (3, Figure 6-3), capscrews, lockwashers and nuts. Do not overtighten nuts, as this could distort the accumulator. 3. If pressure switches were removed, install at this time. Connect electrical wiring to pressure switches and reconnect oil line to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging Procedure. FIGURE 6-3. ACCUMULATOR INSTALLATION 1. Accumulator 2. Pressure Switch 3. Mounting Band 1. Accumulator 2. Pressure Switch Cover 3. Charging Valve Guard 4. Charging Valve

L6-2

Steering Circuit Component Repair

L06021

Disassembly 1. Remove charging valve (3, Figure 6-4). 2. Remove gland (4). Note: Figure 6-5 illustrates a tool that can be fabricated locally to aid in removing the gland. 3. Remove plugs and/or adaptor (10 & 11). Using a round rod, push piston (6) out of accumulator. 4. Remove piston rings (7) and seal (8). Cleaning and Inspection 1. Clean parts using fresh cleaning solvent, lint free wiping cloth and filtered compressed air. All parts must be absolutely free of any foreign matter larger than 3 microns. 2. Inspect piston for damage. If scored or otherwise damaged, replace with a new part. 3. Minor defects in the housing bore may be corrected by honing. a. Measure the bore at several places along the length of the housing. Make two measurements, 90 apart at each point to verify tube is not out-of-round.

FIGURE 6-4. ACCUMULATOR ASSEMBLY 1. Capscrew 2. Cover 3. Charging Valve 4. Gland 5. O-ring & Backup Ring 6. Piston 7. Bearing 8. T Ring Seal 9. Housing 10. Plug (or Adaptor) 11. Plug

FIGURE 6-5. GLAND REMOVAL TOOL (Fabricate Locally)

L06021

Steering Circuit Component Repair

L6-3

b. Verify housing I.D. does not exceed 8.002 in. (203.25 mm). c. Check dimensions frequently during honing operation to prevent removal of too much material. Do not hone gland seal area. 4. If housing defects can not be removed within the above limits, replace the housing.

TESTING To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 5000 psi (35 MPa) hydraulic pressure and nitrogen pressure of 1400 psi (9.65 MPa) will be required. A small water tank with the necessary safety guards in place will be necessary for a portion of the test.

Repair of the housing by welding, machining or plating to salvage a worn area is NOT APPROVED. These procedures may weaken the housing and result in serious injury to personnel when pressurized. 5. Clean parts thoroughly to remove abrasive residue after honing.

Do not stand near gland during test procedure. A box enclosure made of heavy steel plate is recommended to contain the accumulator during oil pressurization test. 1. Fill each end of the accumulator with approximately 8.5 gallons (32.2 Liters) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect to hydraulic power source. Plug remaining ports. a. Apply 5000 psi (35 MPa) oil pressure. b. Verify no external leakage exists. c. Verify no structural damage exists. 2. Release pressure and remove oil side fitting. 3. Drain oil. Leave port open.

Assembly

Assemble the accumulators in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. Install a new seal (8, Figure 6-4) on piston. Install new bearings (7). Coat seal and bearings with a small amount of petroleum jelly. 2. Install the piston with the concave side toward gas end (gland end) of accumulator cylinder housing (9). Push the piston to the center of of the housing. 3. Install new O-rings and backup rings (5) on gland (4). Coat seals with a small quantity of type C-4 hydraulic oil. 4. Install gland and tighten to 850 ft. lbs. (1152 N.m) torque using tool as shown in Figure 6-5. 5. Install charging valve (3) with new O-ring. Tighten charging valve large hex nut to 16.5 ft.lbs. (22.3 N.m) torque. 6. Install pressure switch. Install pressure test fittings in bottom of housing. (See Testing below.)

4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to move piston to bottom of housing. 5. Submerge oil end of assembly in water. 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to gas end and observe for 20 minutes. No leakage (bubbles) is permitted. 7. Release nitrogen pressure and remove assembly from water. 8. Drain any remaining oil or water. 9. If the accumulator is to be placed in storage, add 3 pints (1.5 L) of rust preventive oil in the nitrogen side of the accumulator. Add 1 pint (0.5 L) in the oil side. If the accumulator will be used immediately, type C-4 hydraulic oil may be used instead of rust preventive oil. Plug all open ports. 10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).

L6-4

Steering Circuit Component Repair

L06021

STEERING ACCUMULATOR CHARGING PROCEDURE

Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been Off for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulators. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulators. When charging or discharging the nitrogen gas in the accumulators, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. 1. With engine shut down and key switch in the Off position, allow at least 90 seconds for accumulators to bleed down. Turn steering wheel to be certain no oil remains in accumulators. 2. Remove charging valve guards.

FIGURE 6-6. 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

nitrogen charging procedure by turning the steering wheel back and forth or by actuating the bleed down solenoid by turning the key switch On and then Off. NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil has returned from the accumulators to the hydraulic tank. 7. Shut off charging kit and check pressure gauge reading. If gauge does not maintain 1400 psi (9.65 MPa) continue charging procedure until pressure is stabilized. 8. Remove the charging kit and tighten small hex nut on charging valve to 4 ft.lbs. (5.4 N.m) torque. NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. b. Loosen swivel nut. c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m) torque. d. Again, loosen swivel nut. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m) torque. 9. Install charging valve cap (1) and tighten finger tight. Install charging valve guard and tighten capscrews to 25 ft.lbs. (33.9 N.m) torque. 10. Operate truck and check steering.

If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 3. Remove charging valve cap (1, Figure 6-6). Turn small swivel hex nut (4) three complete turns counterclockwise. 4. Depress the valve stem and hold down until all nitrogen has been released. 5. If a loss in nitrogen pressure is the reason for recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as necessary, before charging procedure. 6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.65 MPa). NOTE: If a loss in nitrogen pressure occurred during operation, oil may still be present in the accumulator below the piston. This oil can be bled off during the

L06021

Steering Circuit Component Repair

L6-5

FLOW AMPLIFIER
Removal

Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.

1. Perform normal truck shutdown procedures. Turn key switch Off and allow 90 seconds for the accumulators to bleed down. Disconnect, plug, identify, and tag each hydraulic line. 2. Support the flow amplifier valve and remove the mounting capscrews. Remove valve. 3. Move valve to a clean work area for disassembly.

Installation 1. Support the flow amplifier and move into position. 2. Install mounting capscrews and tighten to standard torque. 3. Identify hydraulic line location, unplug lines and connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.

FLOW AMPLIFIER REBUILD The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior of the valve before disassembly. Clean solvent and type C-4 hydraulic oil should be used to insure cleanliness and initial lubrication.

FIGURE 6-7. FLOW AMPLIFIER VALVE 1. Capscrew 2. Lockwasher 3. Capscrews 4. Lockwasher 5. Cover 6. O-ring 7. O-ring 8. O-ring 9. (Not Used) 10. O-ring 11. O-ring 12. Shock/Suction Valve (Complete) 13. Orifice Screw 14. Valve Housing 15. Counterpressure Valve (Complete) 16. O-ring 17. Plug 18. Plug 19. Seal 20. Stop 21. Spring 22. Spring 23. Spring Control 24. Orifice Screw 25. O-ring 26. Shock/Suction Valve (Complete) 27. Main Spool 28. O-ring 29. Spring Control 30. Spring 31. Spring 32. Spring Stop 33. Orifice Screw 34. Capscrews 35. Capscrew 36. Lockwasher 37. Lockwasher 38. O-rings 39. Cover 40. O-rings 41. (Not Used) 42. Stop 43. Spring 44. Spool 45. Orifice Screw 46. Name Plate 47. Check Valve 48. Orifice Plug 49. Spring 50. Pins 51. O-ring 52. Spring 53. Amplifier Spool Assembly (Complete) 54. Relief Valve Assembly 55. Seal

L6-6

Steering Circuit Component Repair

L06021

L06021

Steering Circuit Component Repair

L6-7

Disassembly 1. Remove counterpressure valve plug (17, Figure 6-7), and O-ring (16). Remove counterpressure valve assembly (15). 2. Remove plug (18) and seal (19). Using an 8 mm hex allen head wrench, remove the relief valve assembly (54). Remove steel seal (55). 3. Remove capscrew (35) and capscrews (34) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (36 & 37). Remove end cover (39). 4. Remove spring stop (42) and spring (43). Remove spring stop (32) and springs (30 & 31). Remove O-rings (38 & 40). 5. Remove spring control (29) and main spool (27). Remove priority valve spool (44). Remove spring control (23), springs (21 & 22) and spring stop (20). 6. Remove amplifier valve spool assembly (53). Set amplifier valve spool assembly aside for further disassembly, if required. 7. Remove shock and suction valve (26). Set shock and suction valve aside for further disassembly, if required. 8. Remove capscrews (1 & 3) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (2 & 4). Remove end cover (5). 9. Remove O-rings (6, 7 & 8). Remove spring (52). 10. Remove shock and suction valve assembly (12). Set the shock and suction valve aside for further disassembly, if required. Remove orifice screw (13). 11. Remove orifice screw (45). Remove check valve (47). NOTE: If further disassembly is required for the shock and suction valves refer to Figure 6-8. NOTE: The flow amplifier valve is equipped with two, identical shock and suction valves. The shock and suction valves are only serviced as complete valve assemblies. O-rings 1 & 3, Figure 6-8 are replaceable. The check valve (47) and counterpressure valve (15) are also serviced only as assemblies. FIGURE 6-9. AMPLIFIER SPOOL ASSEMBLY 1. Check Valve 2. O-Ring 3. Spool 4. Pin 5. Pin 6. Retaining Ring 7. Retaining Ring 8. Inner Spool 9. Spring 10. Plug 11. Orifice Plug FIGURE 6-8. SHOCK AND & SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section 3. O-Ring

NOTE: Disassembly of the amplifier spool assembly is only necessary should O-ring (2, Figure 6-9), spring (9) or orifice plug (11) require replacement. Otherwise, replace the amplifier spool assembly as a complete unit. For complete disassembly refer to steps 12 & 13. 12. Remove retaining ring (7, Figure 6-9), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unthread check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Make any replacements necessary.

L6-8

Steering Circuit Component Repair

L06021

Assembly 1. Thoroughly lubricate each part prior to installation using clean, type C-3 hydraulic oil. 2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure 6-9 under disassembly. 3. Install orifice screw (13, Figure 6-7). Tighten orifice screw to 4 in. lbs. (.5 N.m) torque. 4. Install check valve (47). Tighten check valve to 8 in. lbs. (1 N.m) torque. 5. Install orifice screw (45). Tighten orifice screw to 8 in. lbs. (1 N.m) torque. 6. Install seal (55) and relief valve assembly (54). Install seal (19), and plug (18). Tighten plug to 22 in. lbs. (2.5 N.m) torque. 7. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16). 8. Install both shock and suction valves (12 & 26) as complete units. Install spring stop (20) springs (21 & 22) and spring control (23). Install orifice screws (24 & 33) if removed from main spool (27). Install main spool (27).

9. Install amplifier spool assembly (53). Install priority valve spool (44) and spring (43). Install spring (52). 10. Install spring control (29), springs (30 & 31) and spring stop (32). 11. Lubricate O-rings (6, 7 & 8) with molycote grease and position on cover (5). Install end cover (5). Install capscrews (3) with lockwashers (4). Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque. Install capscrew (1) and lockwasher (2). Tighten capscrew to 6 ft. lbs. (8 N.m) torque. 12. Lubricate O-rings (38 & 40) with molycote grease and install on cover (39). Install end cover (39). Install capscrews (34) with lockwashers (37). Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque. Install capscrew (35) with lockwasher (36). Tighten capscrew to 6 ft. lbs. (8 N.m) torque. 13. To prevent contamination, fit plastic plugs to each open valve port.

L06021

Steering Circuit Component Repair

L6-9

STEERING CYLINDERS
Figure 6-10 illustrates details of the steering cylinder mounting. Refer to Section G for removal and installation instructions. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.

FIGURE 6-10. STEERING CYLINDER MOUNTING 1. Steering Cylinder 2. Tie Rod 3. Capscrew 4. Locknut 5. Bearing Retainer 6. Capscrew 7. Lockwashers 8. Retainer 9. Mount Bracket (Frame) 10. Bearing Spacer 11. Bearing 12. Pin 13. Hardened Washer

L6-10

Steering Circuit Component Repair

L06021

1. Housing 2. Locknut 3. Piston Disassembly

FIGURE 6-11. STEERING CYLINDER ASSEMBLY 4. Piston Bearing 7. Backup Ring 5. Piston Seal Assembly 8. Gland 6. O-Ring 9. Capscrew Cylinder Assembly

10. Rod Structure 11. Rod Wiper 12. Rod Seal 13. Bearing

1. Remove capscrews (9, Figure 6-11) and pull rod (10) and gland (8) out of cylinder housing (1). 2. Remove locknut (2) and piston (3). Remove piston bearing (4) and piston seal (5) from piston. 3. Pull rod (10) free of gland (8). Remove O-ring (6) and backup ring (7). Remove rod seal (12) and rod wiper (11). Remove Bearing (13). 4. Inspect cylinder housing, gland, piston and rod for signs of pitting, scoring or excessive wear. Clean all parts with fresh cleaning solvent and lubricate with clean Type C-4 hydraulic oil. Piston Seal & Bearing Installation 1. Install new piston seal (5, Figure 6-11) on piston (3) as follows: a. Heat piston seal assembly (5) in boiling water for 3 to 4 minutes. b. Remove piston seal from water and assemble on piston. DO NOT take longer than 5 seconds to complete as seal will take a permanent set. The piston bearing (4) may be used to position seal assembly in groove. Apply pressure evenly to avoid cocking seal. c. If seal has taken a slightly larger set (loose on piston) a belt type wrench or similar tool can be used to compress O.D. of seal until it fits tightly on piston. 2. Install bearing (4) in piston groove.

1. Install new bearing (13, Figure 6-11), rod seal (12), rod wiper (11), backup ring (7) and O-ring (6) in gland (8). 2. Push rod (10) through top of gland, slowly advancing rod over rod seal and rod wiper. 3. Install piston assembly (3) on rod. Secure piston to rod with locknut (2). Tighten locknut to 2000 ft. lbs. (2712 N.m) torque. 4. Carefully install rod and gland assembly into cylinder (1). Insure backup ring and O-ring are not damaged during installation of gland. 5. Install capscrews (9). Tighten capscrews evenly to 310 ft. lbs. (420 N.m) torque.

Test After cylinder assembly rebuild, perform the following tests to verify performance is within acceptable limits. 1. Piston leakage must not exceed 1 in3/min. (1.6 cm3/min.) at 2500 psi (17.5 MPa), port to port. 2. Rod seal leakage must not exceed 1 drop in 8 cycles of operation. 3. Piston break-away force should not exceed 100 psi. (69 kPa).

L06021

Steering Circuit Component Repair

L6-11

STEERING AND BRAKE PUMP


Removal

steering pump can be closed, eliminating the need to completely drain the tank. 2. Drain the hydraulic tank by use of the drain located on the bottom side of the tank. NOTE: Be prepared to contain approximately 250 gal. (947 L) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill. 3. Disconnect the suction line and outlet (7, Figure 6-12) at the steering pump (5). Disconnect and cap pump case drain line from fitting at top of pump housing. Plug all lines to prevent oil contamination.

NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a persons body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Perform normal truck shutdown procedure. Turn keyswitch Off and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to be sure no oil remains under pressure. NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valve between the tank and

The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely. 4. Support the steering pump and the rear section of the hoist pump. Remove mounting capscrews and rear support bracket (6). Remove the four pump mounting capscrews (4). 5. Move the steering pump rearward to disengage the drive coupler splines from the hoist pump (3) and remove pump. 6. Clean exterior of steering pump. 7. Move the steering pump to a clean work area for disassembly.

Installation 1. Install a new O-ring on pump mounting flange. 2. Make certain the steering pump splined coupler is in place (inside hoist pump) prior to steering pump installation.

FIGURE 6-12. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump 4. Pump Mount Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet To Filter

The steering pump weighs approximately 250 lbs (113 kg). Use a suitable lifting device capable of handling the load safely.

L6-12

Steering Circuit Component Repair

L06021

3. Move the steering pump into position. Engage steering pump shaft with hoist pump spline coupler. 4. Install rear support bracket with capscrews (6, Figure 6-12). Do not tighten capscrews at this time. 5. Align capscrew holes and install steering pump mounting capscrews (4). Tighten mounting capscrews to standard torque. Tighten rear support capscrews to standard torque. 6. Remove plugs from pump inlet and outlet ports. Remove caps from inlet and outlet lines and install to steering pump using new O-rings. Tighten capscrews securely. Do not connect steering pump drain hose to the steering pump, at this time (see Step 7). 7. Remove case drain fitting from top of pump housing and add clean C-4 oil to pump through opening until steering pump housing is full. This may require 2 - 3 qt. (2 - 3 L) of oil. 8. Uncap the case drain line, connect to steering pump fitting and tighten case drain line. 9. Replace hydraulic filter elements. Refer to Hydraulic Filters, Section L9. If trapped air is not bled from steering pump, possible pump damage and no output may result.

13. If required, top-off the oil level in the hydraulic tank, to the level of the upper sight glass. 14. In the hydraulic components cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a reduced load. 15. Move the hoist pilot control valve to the Float position. 16. Start the truck engine and operate at low idle for one (1) to two (2) minutes.

Do not allow the engine to run with the needle valves in the open position for longer than this recommendation: excessive hydraulic system heating will occur. DO NOT start any hydraulic pump for the first time after an oil change, or pump replacement, with the truck dump body raised. Oil level in the hydraulic tank may be below the level of the pump(s) causing extreme pump wear during this initial pump start-up. 17. Shutdown the engine. Fully close both brake accumulator needle valves in the hydraulic components cabinet. 18. Verify that the oil level in the hydraulic tank is at the upper sight glass when the engine is off and the body is resting on the frame. If the hydraulic oil level is not at the upper sight glass, follow service manual instructions for filling/adding oil. 19. Start engine and check for proper pump operation. If necessary, refer to Steering Circuit Checkout Procedure, Pressure Check and Adjustment Procedure in Section L10, or the Trouble Shooting Chart at the end of this section.

NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. Open shut-off valve in steering pump suction line completely. 11. With the body down and the engine shut-off, fill the hydraulic tank with clean C-4 hydraulic fluid (as specified on the truck Lubrication Chart) to the upper sight glass level. 12. With suction line shut-off valve open, loosen suction (inlet) hose capscrews (at the pump) to bleed any trapped air. Tighten hose connection capscrews to standard torque.

L06021

Steering Circuit Component Repair

L6-13

DISASSEMBLY

When disassembling or assembling pump, choose a work area where no traces of dust, sand or other abrasive particles which could damage the unit are in the air. Do not work near welding, sand-blasting, grinding benches and the like. Place all parts on a CLEAN surface. To clean parts which have been disassembled, it is important CLEAN solvents are used. All tools and gauges should be clean prior to working with these units and new, CLEAN and threadless rags used to handle and dry parts. 1. Drain off excess hydraulic oil from pump inlet and discharge ports. It may be necessary to loosen the four valve plate capscrews (8, Figure 6-15) pull back on valve plate to allow fluid to seep out of the case. 2. Thoroughly clean and dry the outside surface of the pump housing. NOTE: Depending upon what part or parts are to be inspected, it may not be necessary to completely disassemble all components.

Stroke adjuster assembly (items 12, 13, 14, 15 and 16, Figure 6-13) MUST be removed BEFORE further disassembly of control piston. 8. Without disturbing jam nut (16), unscrew gland (15) and remove stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 6-15), then remove cap (4). 10. Remove bias control spring (1, Figure 6-14). Valve Plate Group NOTE: Valve plate (11, Figure 6-15) is a slight press fit in the pump housing. 11. Support valve plate (11) from an overhead hoist (lifting lug holes are provided) and remove four capscrews (8) from valve plate. 12. Remove valve plate from pump housing by tapping away from the housing with a mallet until valve plate pilot diameter disengages from the case 0.25 in (6.35 mm). 13. With the weight of the valve plate still suspended from the overhead hoist, slide valve plate back until it disengages from driveshaft and set valve plate aside. Care must be taken not to damage the wear face of the valve plate. 14. To further disassemble control piston assembly, move control piston (11, Figure 6-14) into sleeve (4) until control piston maximum stop pin (8) contacts the sleeve. Use a large mallet to drive piston and sleeve assembly outward from the valve plate. 15. When all sleeve seals (5, 6, & 7, Figure 6-14) are clear of the valve plate, re-extend control piston. While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 16. Remove pin (18) from control piston by pressing or tapping it out through the hole on opposite side. Control stop pin (8) can be removed and control piston (11) slipped out of sleeve (4). 17. Remove capscrews (12, Figure 6-16) and remove compensator block (10). 18. Remove capscrews (7, Figure 6-15) and cover plate (9).

Control Piston Group 3. Remove the two large plugs (24, Figure 6-13) with O-rings (25) from both sides of pump. 4. Control piston (11, Figure 6-14) must be in the neutral position. Control link pin (16) should be centered in the plug opening. 5. Using appropriate snap ring pliers, remove retaining rings (14) from both sides of the pin and remove control link washers (15). 6. For handling purposes, insert a 1/4-20 UNC capscrew into the threaded end of the control link pin (16). 7. Using a brass rod and hammer, tap on end opposite the capscrew to remove control link pin.

L6-14

Steering Circuit Component Repair

L06021

FIGURE 6-13. PUMP, FRONT HOUSING 1. Shaft 2. Bearing 3. Snap Ring 4. Retainer Ring 5. Lifting Eyes 6. Name Plate 7. Screw, Drive 8. Name Plate 9. Plug 10. O-Ring 11. Plate 12. O-Ring 13. Stem 14. O-Ring 15. Gland 16. Jam Nut 17. Pin 18. O-Ring 19. Pin 20. O-Ring 21. Housing 22. Seal Retainer 23. Elbow Fitting 24. Plug 25. O-Ring 26. Seal

L06021

Steering Circuit Component Repair

L6-15

FIGURE 6-14. PUMP, ROTATING GROUP 1. Springs 2. Seal 3. Piston Ring 4. Sleeve 5. Back-Up Ring 6. O-Ring 7. O-Ring 8. Pin 9. Back-Up Ring 10. Cylinder Barrel 11. Control Piston 12. Ball 13. Piston Shoe Assembly 14. Retainer Ring 15. Washer 16. Pin 17. Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-Ring 22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swash Block 26. Cylinder Bearing 27. Retainer 28. Spring

L6-16

Steering Circuit Component Repair

L06021

Rotating Group

Driveshaft Group 28. Remove bearing retaining ring (3, Figure 6-13). Use a mallet on the tail shaft and tap driveshaft (1) out from the front of the pump housing.

The rotating group weighs approximately 30 lbs. Extreme care must be taken not to damage cylinder wear face or cylinder wear plate face, bearing diameters or piston shoes. Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury.

29. Remove seal retainer (22) from pump housing. Use a mallet and tap saddle (20, Figure 6-14) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed and saddle O-ring (21) may also be removed at this time. INSPECTION

19. To remove rotating group, firmly grasp the cylinder barrel (10, Figure 6-14) and pull assembly outward until cylinder spline disengages from driveshaft spline about 2.5 in. (63.5 mm). Once clear, rotate cylinder barrel a revolution or two to break any contact between piston/shoe assemblies (13) and swashblock (25) wear face. 20. Slide rotating group off the driveshaft and out of the pump housing and place it on a clean, protective surface with piston shoes facing upward. 21. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly. 22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe retainer (27). 23. Remove fulcrum ball (12). 24. If shoe retainer springs (28) are removed, mark which spring came from which bore as they must be returned to that individual bore on assembly. 25. Remove the two pins (14, Figure 6-13) and pull the cylinder bearing (26, Figure 6-14) straight out of the pump housing. Swashblock Group 26. Remove the two swashblock retaining pins (19, Figure 6-13), tilt the bottom of the swashblock (25, Figure 6-14) outward and remove the swashblock from the pump case. 27. Saddle bearings (24) can be removed by using a very short screwdriver or back hammer to pry them loose; or continue to the next step for further disassembly which will make their removal easier.

Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury. 1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking or signs of fatigue. Control Piston Group 4. Control piston (11, Figure 6-14) must slide smoothly in sleeve (4). 5. Linkage to cradle should operate smoothly but not loosely (with slop). Check piston and bore in sleeve for signs of scratching or galling. Polish with fine emery if needed. Valve Plate Group 6. Closely examine mating faces of valve plate (11, Figure 6-15) and cylinder barrel (10, Figure 6-14) for flatness, scratches or grooves. If faces are not flat and smooth, the cylinder side will lift off from the port plate (valve plate) resulting in delivery loss and damage to the pump. Replace if necessary. Rotating Group 7. Check all pump piston assemblies (13, figure 6-14) for smooth action in their bores. 8. Check piston walls and bores for scratches or other signs of excessive wear (pistons should not have more than a few thousandths clearance). Replace if necessary. 9. Piston shoes must pivot smoothly, but end play must not exceed 0.003 in (0.076 mm). 10. Check end play as follows:

L06021

Steering Circuit Component Repair

L6-17

a. Place square end of piston on bench and hold down firmly. Pull on end of shoe with other hand and note end play. A good piston/shoe fit will have no end play, but the shoe may rotate and pivot on the piston ball. Inspect each shoe face for nicks or scratches.

b. Measure shoe thickness (the part held between retainer (27, Figure 6-14) and cradle. All shoes must be equal within 0.0001 in. (0.003 mm). If one or more piston/shoe assemblies (13) needs to be replaced, all piston/shoes assemblies must be replaced. c. Inspect cylinder bearing (26) and matching cylinder barrel bearing mating surface for galling, pitting or roughness. Replace if necessary.

FIGURE 6-15. PUMP, REAR HOUSING 1. Capscrew 2. O-Ring 3. Plug 4. Cap 5. Back-Up Ring 6. O-Ring 7. Capscrew 8. Capscrew 9. Cover Plate 10. O-Ring 11. Valve Plate 12. Gasket 13. Bearing

L6-18

Steering Circuit Component Repair

L06021

Swashblock Group 11. Inspect swashblock (25, Figure 6-14) for scratches, grooves, cracks or uneven surface. Replace if defective. NOTE: The wear face is coated with a gray colored epoxy based dry film lubricant for break-in purposes. Scratching or wear of this coating is not detrimental as long as the metal surface underneath the coating is not scored or picked-up.

12. Compare saddle bearing (24) thickness in wear area to thickness in a non-wear area. Replace saddle bearings if difference is greater than 0.004 in (0.102 mm). 13. Check mating surface of swashblock for cracks or excessive wear. Replace if necessary. 14. Swashblock movement in saddle and saddle bearing must be smooth.

FIGURE 6-16. UNLOADER & COMPENSATOR CONTROLS 1. Valve Plate 2. O-Ring 3. O-Ring 4. O-Ring 5. Plug 6. O-Ring 7. Plug 8. O-Ring 9. Orifice (0.062 in.) 10. Compensator Control Block 11. 4-Way Valve 12. Screw 13. Plug 14. O-Ring 15. Orifice (0.032 in.) 16. Compensator 17. Screw 18. Unloader Module 19. O-Ring

L06021

Steering Circuit Component Repair

L6-19

Driveshaft Group 15. Remove shaft seal (26, Figure 6-13). 16. Check shaft bearing (2) for galling, pitting, binding or roughness. Replace if necessary. 17. Check shaft and its splines for wear. Replace any parts necessary.

ASSEMBLY The procedures for assembling the pump are basically the reverse order of disassembly procedures. During assembly, install new gaskets, seals, and O-rings. 1. Apply a thin film of CLEAN grease or hydraulic fluid to sealing components to ease assembly. If a new rotating group is used, lubricate thoroughly with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces.

Compensator Block and Unloader Module 18. Remove screws (17, Figure 6-16) and separate unloader module (18) from compensator block (10). 19. Remove 4-way valve (11) and compensator (16) from compensator block. Remove all plugs and orifices (9 & 15). Clean block in solvent; inspect all passages and orifices for obstructions. 20. Remove unloader valve from block (18). Remove plugs and clean block passages. If unloader is inoperative, replace entire module. Swashblock Group 2. Press or tap roll pin (22, Figure 6-14) into pump housing (18, Figure 6-13). 3. Press new shaft seal (26) into saddle (20, Figure 6-14) using an arbor press. Install O-ring (21) into the groove in the saddle. 4. Press four roll pins (23) into saddle (20) until they bottom, then press saddle bearing (24) onto the pins to locate the bearing in the saddle.

Stroke Adjuster Assembly 21. Measure and record dimension A on stroke adjuster assembly as shown in Figure 6-17. 22. Loosen Jam nut (4). Separate stem (1) from gland (3). Remove and discard O-ring (2). 23. Inspect parts for damage or excessive wear. 24. Install new O-ring on stem and reassemble to gland. Adjust stem to gland to dimension A recorded in step 21. Tighten Jam Nut. Extreme care should be used not to damage saddle bearing surfaces while installing the saddle into the pump housing. 5. Use a long brass bar and a mallet (or an arbor press), to install saddle and bearing assembly into pump housing. Tap or press ONLY on the area of the saddle that is exposed between the saddle bearings (DO NOT tap on bearing surfaces). Saddle is fully seated when a distinct metallic sound is heard when installing saddle into pump housing. 6. Fasten control link (17, Figure 6-14) to swashblock (25) using link pin (16) and two retaining rings (14). 7. Be sure the two dowel pins (19), are pressed into swashblock (25). 8. Insert swashblock into pump housing until it engages in saddle bearing and allow swashblock to settle to its lowest natural position. 9. Retain by installing two swashblock retaining pins (19, Figure 6-13) and O-rings (20). Once pinned, make certain swashblock strokes SMOOTHLY in the saddle by pulling firmly on the free end of control link.

FIGURE 6-17. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-Ring 3. Gland 4. Jam Nut

L6-20

Steering Circuit Component Repair

L06021

Driveshaft Group NOTE: Be sure punch marks on cylinder bearing (26, Figure 6-14) will face toward shaft end of pump. 10. Insert cylinder bearing (26) straight into pump housing. Be sure bearing is positioned so bearing retainer pins (14, Figure 6-13) can be inserted in the case and into the bearing. 11. Install O-rings (18) on pins (17) and install pins. 12. An arbor press is required to install shaft bearing (2, Figure 6-13) onto driveshaft (1). IMPORTANT - press ONLY on the inner race of the bearing. Press bearing until it contacts the shoulder on driveshaft. 13. Use a long 6 in (153 mm) sleeve with an I.D. slightly larger than the retaining ring I.D. and press retaining ring (4) towards bearing until it seats in the groove. 14. Place seal retainer (22) over seal (26) inside the pump housing (21). Lubricate shaft seal with clean hydraulic oil. 15. Install entire driveshaft assembly through front of pump housing. A mallet will be required to install the driveshaft through shaft seal. 16. Once the driveshaft assembly is fully seated in the pump housing, install snap ring (3). The assembled rotating group weighs approximately (30 lbs.). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 21. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing. 22. When installing the rotating group, support the weight of the cylinder barrel (10, Figure 6-14) as cylinder spline is passed over the end of driveshaft to avoid scratching or damage. 23. Push cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage shaft splines. 24. Continue to slide cylinder barrel forward until it encounters the cylinder bearing (26). Lifting the driveshaft slightly helps cylinder barrel and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact swashblock (25). 25. At this point, the back of the cylinder barrel should be located approximately 0.25 in (6.3 mm) inside the back of the pump housing.

Rotating Group 17. Mating surfaces should be greased. Place cylinder assembly on clean table with the valve plate side down. 18. During disassembly, shoe retainer springs were referenced to individual bores. Assemble rotating group by inserting shoe retainer springs (28, Figure 6-14) into the same spring bores located in cylinder barrel (10) that they came from. 19. Slide fulcrum ball (12) over the nose of the cylinder barrel (10). 20. Place shoe retainer (27) over fulcrum ball and align holes in retainer with corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston/shoe assemblies (13) into corresponding (marked during disassembly) holes completing the rotating group.

Control Piston Group 26. Install seal and piston ring (2 & 3, Figure 6-14) into their respective grooves on control piston (11) using care to assure they are in proper location. 27. Insert control piston assembly into sleeve (4). 28. While supporting the control piston, press or slip in pin (8) and secure with cotter or roll pin (18). 29. Order of piston sleeve seal installation starts at widest end of sleeve. 30. Install backup ring (1, Figure 6-18) and O-ring (2) and back-up ring (3) in rear most groove on piston sleeve. Install O-ring (4) and back-up ring (5) in remaining groove. 31. Insert piston and sleeve assembly into valve plate (11, Figure 6-15). Install O-ring (6) with back-up ring (5) in seal groove of control cover cap (4).

L06021

Steering Circuit Component Repair

L6-21

39. Carefully maneuver valve plate assembly, supported by overhead hoist, over driveshaft and into pump housing so slot on control piston (11) engages control link (17). 40. With hole in control piston lined up with hole in the link, carefully insert control link pin (16).

Care should be taken during this next step to prevent the washer and retaining ring from falling into pump housing. 41. Install second control link washer (15) and control link retaining ring (14) onto pin. FIGURE 6-18. O-RING LOCATION ON PISTON SLEEVE 1. Back-Up Ring 2. O-Ring 3. Back-Up Ring 4. O-Ring 5. Back-Up Ring 42. Once assembled, remove capscrew from pin. NOTE: The valve plate is a slight press fit into pump housing. Make sure pilot diameter on valve plate is aligned with mating diameter on the pump housing prior to assembly. 43. Insert four capscrews (8, Figure 6-15) and alternately tighten until valve plate is drawn up to the pump housing. Tighten capscrews evenly to 244 ft.lbs. (330 N.m) torque. 44. Install cover plate (9) with new O-ring (10) and capscrews (7). 45. Install O-rings (2, 3 and 4, Figure 6-16) in proper location on top of valve plate. Install block (10) to valve plate with socket head capscrews (12) and tighten to 183 in lbs (20.7 N.m) torque. 46. Install 4-way valve (11), and compensator valve (16). 47. Install 0.062 in (1.575 mm) diameter orifice (9) and plug (7) with new O-ring (8) in side of compensator block as shown in Figure 6-15. Install 0.032 in (0.813 mm)