Professional Documents
Culture Documents
Shop
Manual
DUMP TRUCK
®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the
Komatsu product on the supplier and user. Komatsu will not in any case accept
responsibility for the failure or performance of non-OEM parts in its products,
including any damages or personal injury resulting from such use.
FOREWORD
This 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 per-
sonnel 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 accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major ser-
viceable 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 metric (SI) and U.S. standard units throughout and all references to “Right”,
“Left”, “Front”, or “Rear” are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 135 N·m (100 ft lbs) 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 desig-
nates 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. 830E). The three numbers
represent the basic truck model. The letter “E” designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing 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 compo-
nents. 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.
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
PARKING BRAKE
Each Rear Wheel . . . . . Integral with Service Caliper
. . . . . . . . . . . . Spring applied, hydraulically released
STEERING
Turning Circle (SAE). . . . . . . . . . . . . . 28.4 m (93 ft)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering. Emergency power
steering automatically provided by accumulators.
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40
PASSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-52
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-55
When Dumping
• Before dumping, check that there is no person or
objects behind the machine.
• Stop the machine in the desired location. Check
again for persons or objects 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 dumping on slopes, machine stability is
poor and there is danger of tip over. Always
perform such operations using extreme care.
• Never travel with the dump body raised.
GENERAL SAFETY
The following safety procedures, at a minimum, must
be followed to ensure safe operation and use of the
Retractable Ladder System (RLS).
1. DO NOT run or jump on the ladder.
2. DO NOT overload the ladder. Use the ladder
one person at a time.
3. Hold onto the handrail when using the ladder.
4. Always face the ladder when ascending or
descending.
5. DO NOT attempt to ride on the ladder while it is
being raised or lowered or while the truck is in
motion.
6. Always visually check the ladder before use to
ensure the unit has not been damaged.
7. Ensure the ladder is in the fully down position
before boarding.
FIGURE 3-6. CAB CONTROLS
8. Keep hands and fingers away from pinch points
(OPERATOR VIEW)
while the ladder is in motion.
1. In-cab Control Panel
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is
in motion.
10. The ladder must be kept clean and free of mois-
ture, grease and oil
11. When in the truck’s cab, always use the in-cab
control panel to raise the ladder.
12. Report defects to maintenance personnel
immediately.
• 645-4 Brake Test Switch stuck closed If the brake check light does not illuminate immedi-
ately after pressing the brake test switch, there is
most likely a problem with the setup. Refer to the
The Events Log will record when and which brake setup conditions and take action to prepare the truck
tests have been performed. for a brake test.
• Brake test requested, but not initiated by the • Dump body down
operator within 60 seconds after pressing the • No drive system warning lights ON
brake test switch (Can not be in LIMP mode.)
• Zero ground speed
4. Fully depress the accelerator pedal. The drive 4. Fully depress the retard pedal. The drive sys-
system controller will enter propel mode and tem controller will ramp up the engine speed,
generate torque up to the park brake limit. close RP1, close RP2, close RP3 (if present),
5. The DID panel will display: turn on the choppers, and test the retarding sys-
tem. The system will verify current flow through
Park Brake Test ACTIVE each grid leg and the grid blower motor.
Check Truck Movement when Light Flashes
5. The DID panel will display the current status of
the test.
6. Once the torque has reached the limit for the
parking brake test, the brake check light will Retard System Test ACTIVE
begin to flash. This is the indication for the oper- RP1 RP2 RP3 CHOP
ator to make a determination as to the status of (Elements are added as the test progresses.)
the parking brake system.
6. Upon successful completion of the test, the light
• If the truck did not move:
will flash for 10 seconds indicating a successful
The park brake system passed the test.
test. The DID panel will display:
• If the truck moved during the test:
The park brake test has failed. Release the Retard System Test PASSED
accelerator pedal. If the truck starts to roll, apply or
the service brakes to hold the truck stationary.
Notify maintenance personnel immediately. Retard System Test FAILED or Incomplete
NOTE: If the brake check light never flashes, but
turns off, the test has failed.
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose to the supply
disconnect coupling (4, Figure 3-10).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose to the return discon-
nect coupling (3).
NOTE: Because there are check valves incorporated
FIGURE 3-10. BLEEDDOWN MANIFOLD
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply 1. Bleeddown Manifold
disconnect coupling (4) will not supply oil to the brake 2. Brake Disconnect # 1
system. To enable brake system operation, a jumper 3. Return Disconnect
hose must be installed between the brake disconnect 4. Supply/Inlet Disconnect
fittings (2 & 5). Once the jumper hose is installed, 5. Brake Disconnect # 2
pressurized oil from the hydraulic pressure source
will be supplied to both the steering and the brake
circuits.
NOTE: The matching quick disconnect couplings for
items (2, 4 & 5) is PB4682. The matching quick
disconnect coupling for item (3) is PB4684.
Dumping Procedure
Changing Oil
1. Drain both the engine sump and the reserve
tank. Refill both the engine and reserve tank
with new oil to proper levels.
FIGURE 3-15. RESERVE ENGINE OIL SYSTEM
2. Change engine filters as required.
1. Oil Suction 8. Fill Cap
3. Start the engine and check for proper operation. 2. Oil Tank Fill 9. Reserve Oil Tank
3. Fill Valve 10. Engine Fill Line
4. Engine Fill Line 11. Pump Unit
5. Oil Level Sensor 12. Sight Gauge
6. Air Valve 13. Tank Return Line
7. Tank Fill Line
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1 Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
TABLE 2 Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . 12-3
TABLE 3 Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . 12-4
TABLE 4 Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 5 Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 6 Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 7 JIC 37° Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 8 Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 9 O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 10 O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 11 Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
TABLE 12 Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
TABLE 13 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Where the torque tables specify “Lubricated • Torques are calculated to give a clamping force
Threads” for the standard torque values listed, these of approximately 75% of proof load.
standard torque values are to be used with simple • The maximum torque tolerance shall be within
lithium base chassis grease (multi-purpose EP NLGI) ±10% of the torque value shown.
or a rust-preventive grease (see below) on the
• In the following table under “Cap Screw Size”, the
threads and seats unless specified otherwise. first number represents the shank diameter
NOTE: Ensure the threads of fasteners and tapped (mm). The second number represents threads
holes are free of burrs and other imperfections before per millimeter.
assembling. Example: M20 x 2.25
Suggested* Sources for Rust Preventive Grease: M20 = shank diameter (20 mm)
• American Anti-Rust Grease #3-X from Standard 2.25 = threads per millimeter
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.
TABLE 1.
• Rustolene B Grease from Sinclair Oil Co. Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
• Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company. Cap Screw Torque Torque Torque
Size N•m ft lb kg•m
NOTE: This list represents the current engineering M6 x1 12 9 1.22
approved sources for use in Komatsu manufacture. It
M8 x 1.25 30 22 3.06
is not exclusive. Other products may meet the same
specifications of this list. M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
TABLE 2.
Standard Tightening Torque
for SAE Hex Head Cap Screw And Nut Assembly
TABLE 3.
Standard Tightening Torque
for 12-Point, Grade 9 Cap Screws
Torque Torque Torque
Cap Screw Size*
N·m ft lb kg·m
0.250 - 20 16 12 1.7
0.312 - 18 33 24 3.3
0.375 - 16 57 42 5.8
0.438 -14 95 70 9.7
0.500 -13 142 105 14.5
0.562 - 12 203 150 20.7
0.625 - 11 278 205 28.3
0.750 - 10 488 360 49.7
0.875 - 9 780 575 79.4
1.000 - 8 1166 860 119
1.000 - 12 1240 915 126
1.125 - 7 1670 1230 170
1.125 - 12 1800 1330 184
1.250 - 7 2325 1715 237
1.250 - 12 2495 1840 254
1.375 - 6 3080 2270 313
1.375 - 12 3355 2475 342
1.500 - 6 4040 2980 411
1.500 - 12 4375 3225 445
* Shank Diameter (in.) - Threads per inch
TABLE 5.
Tightening Torque For
Split Flange Clamp Bolts
Cap Screw Thread Width Newton meters Foot Pounds Kilogram meters
Diameter Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
10 14 66 48 6.7
12 17 112 83 11.5
16 22 279 206 28.5
TABLE 6.
Tightening Torque For
Flared Tube And Hose Fittings
Thread Width Newton meters Foot Pounds Kilogram meters
Diameter of Nut Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
14 19 25 18 2.5
18 24 50 36 5
22 27 80 58 8
24 32 140 101 14
30 36 175 130 18
33 41 195 145 20
36 46 245 180 25
42 55 295 215 30
TABLE 8.
Torque Chart For
Pipe Thread Fittings
Size Pipe Thread With Sealant With Sealant Without Sealant Without Sealant
Code Size N·m ft lb N·m ft lb
–2 0.125 – 27 20 ± 4 15 ±3 27 ± 7 20 ± 5
–4 0.250 – 18 27 ± 7 20 ±5 34 ± 7 25 ± 5
–6 0.375 – 18 34 ± 7 25 ±5 48 ± 7 35 ± 5
–8 0.500 – 14 48 ± 7 35 ±5 61 ± 7 45 ± 5
– 12 0.750 – 14 61 ± 7 45 ±5 75 ± 7 55 ± 5
– 16 1.000 – 11.50 75 ± 7 55 ±5 88 ± 7 65 ± 5
– 20 1.250 – 11.50 95 ± 7 70 ±5 108 ± 7 80 ± 5
– 24 1.500 – 11.50 108 ± 7 80 ±5 129 ± 14 95 ± 10
– 32 2.000 – 11.50 129 ± 14 95 ±10 163 ± 14 120 ± 10
TABLE 10.
Torque Chart For
O-ring Face Seal Fittings
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.
g. Check and tighten the engine mounts. a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
6. Inspect and service the transmission according strainers are removed, inspect and clean the
to the Transmission service manual. interior of the tank thoroughly to remove all
NOTE: If a hydraulic pump or the engine is sediment and foreign material.
inoperative, the dump body should be raised with a b. Inspect all hydraulic lines for deterioration or
crane so body holding devices can be installed. damage. Replace suspect lines - don't risk
hose ruptures or blow outs.
6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
LADDERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
Removal
Before performing deck removal or repairs, 1. Shut down engine following all the procedures
ensure the battery disconnect switch is open and listed on page B2-3 in this section of the man-
all hydraulic pressure has been released prior to ual.
removing any hoses, electrical harness connec-
tors, etc. 2. Open battery disconnect switch located in the
isolation at the battery box on the front bumper.
Removal 3. Remove clamps and electrical cables.
1. Remove handrails (8, Figure 2-1) attached to a. Remove power cables routed to retarding
diagonal ladder handrail and the platform. grids (3, Figure 2-2).
2. Attach a lifting device to ladder structure (7). b. Remove all 24 volt wiring (clearance lights,
3. Remove all attaching hardware and lift diagonal ground straps, etc.) that will interfere with
ladder from mounts. deck and ladder removal.
4. If vertical ladder removal is necessary, attach a c. Remove hoses or wiring routed to optional
lifting device to ladder structure (6). equipment; fire suppression system etc.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
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 ejec-
tors 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 6.35 mm (0.25
in.).
2. With the truck parked on a level surface, the
arm structure (Refer to Figure 3-7) should be
approximately 88 mm (3.50 in.) from the wheel
spacer ring (3) when hanging vertical. FIGURE 3-7. ROCK EJECTOR
NOTE: With rock ejector arm (1, Figure 3-8) hanging 1. Rock Ejector Arm 3. Rear Wheel Spacer
vertical as shown, there must be NO GAP at stop 2. Wear Plate Ring
block (3). Adjust stop block as necessary to obtain
NO GAP.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
If a tank is to be weld repaired, special precau-
tions are necessary to prevent fire or explosion. 2. Disconnect the wires from terminals (18).
Consult local authorities for safety regulations 3. Remove sender mounting hardware (19). Care-
before proceeding. fully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
Cleaning
2. Install the fuel gauge sender in the tank. Ensure
The fuel tank is provided with a drain and a cleaning the float is oriented properly and moves freely.
port in the side that allows steam or solvent to be uti- 3. Install sender mounting hardware (19) and
lized in cleaning tanks that have accumulated foreign tighten the cap screws to the standard torque.
material.
4. Connect the wires to terminals (18).
It is not necessary to remove the tank from the truck 5. Fill the fuel tank and check for leaks.
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 con-
tact 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 tempo-
rary plugs can be removed.
A small amount of light oil must be sprayed into the
tank to prevent rust if the tank is to remain out of ser-
vice. All openings should be sealed for rust preven-
tion.
Disassembly
1. Remove fitting (1, Figure 4-2).
2. Remove ball cage (8), solid ball (9) and float
balls (10).
3. Unscrew end fitting (5) from body (2).
4. Remove stem (6) and valve spring (3).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (3) into position in body (2).
3. Insert stem (6) into end fitting (5).
4. Screw end fitting (5) into body (2). Ensure the
components are properly aligned and seated.
5. Install fitting (1).
6. Insert the balls into ball cage (8) with solid ball
(9) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
properly on the stem. If not, adjust the cage
accordingly. FIGURE 4-2. BREATHER VALVE
1. Fitting 6. Stem
2. Body 7. O-Ring
3. Valve Spring 8. Ball Cage
4. O-Ring 9. Solid Ball
5. End Fitting 10. Float Ball
ENGINE
INDEX
POWER MODULE
INDEX
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
4. It is not necessary to remove the grille or radia- d. Attach hoist to lifting eyes on blower inlet
tor prior to the removal of the power module. If duct assembly. Remove hardware attaching
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.
FIGURE 2-5. SUBFRAME ROLLERS Apply a light film of soap solution to each rubber
bushing (5, Figure 2-4) located at the rear of the
1. Roller Assembly 3. cap screws subframe.
2. Subframe
3. Check the subframe rollers making sure they
roll freely and are in the “roll-out” position. (Fig-
ure 2-5).
23. Attach lifting device to hoist and attach to 4. Attach a lifting device to engine/alternator cra-
engine/alternator cradle structure and front sub- dle structure and front subframe lifting points.
frame lifting points as shown in Figure 2-6. (Figure 2-6)
Remove safety chain.
14. Lower the rear portion of the subframe until the 25. Install transition structure (3) to alternator.
subframe rubber bushings are seated in the 26. Lift main alternator blower intake duct (2) into
rear mounting brackets located on the main position and install all mounting hardware at
frame of the truck. mounts.
15. After subframe is seated in frame mounts, the 27. Install control cabinet air hose (5), electrical
safety chain may be removed from the front cables and any other hoses and wiring removed
subframe member. during power module removal.
16. Install cap screws (9, Figure 2-4) and lockwash- 28. Connect all remaining electric, oil, and fuel
ers in the front mount and tighten cap screws to lines.
298 ±30 N·m (220 ±22 ft lbs) torque. Install
29. Attach hoist to the front center deck and lift into
ground strap between frame and subframe.
position. Align the rear center deck mounting
Reinstall air dam. Install cover (10) if grille is
holes with the support structure in front of the
installed.
electrical cabinet. Install cap screws and flat
washers. Do not tighten at this time.
30. Align the front center deck, front mounting holes
with both left and right fender supports. Install
cap screws and flat washers. Tighten all deck
mounting cap screws to standard torque values.
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda or chemical additives in their boil-out tanks,
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder. Otherwise, damage to the FIGURE 3-5. BREAKER TOOL (XA2307)
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank. 1. Start at the top row of tubes. Use the breaker
As an alternative to boil-out tanks, radiators can be tool (XA2307) to loosen the tube to be removed.
cleaned externally with a high pressure washer and When using the breaker tool, position it at the
soap. In most cases, it may be best to blow out any top or bottom of the tube. Never position it in the
dry dirt with a high pressure air gun prior to washing middle of the tube or damage may result. Use
the core with the high pressure washer. the breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-5.
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
4. Reach through the access opening and remove FIGURE 4-4. ALTERNATOR TO ENGINE
12 cap screws (6, Figure 4-4) joining the engine MOUNTING
drive ring (7) to the alternator rotor (8). (Rotate
crankshaft with barring tool to align each cap 1. Alternator 5. Cap Screw
screw with access hole.) 2. Flywheel Housing 6. Cap Screw (12 each)
Adapter 7. Engine Drive Ring
3. Cap Screw (16 each) 8. Alternator Rotor
4. Flywheel Housing
NOTE: The clearance between the head of the cap 8. Note shim location and quantity. Retain shims
screw (3) and the flywheel housing (4) will not permit for possible use during reinstallation.
complete removal of the cap screws at all locations. 9. For further disassembly instructions for the
Be sure all the cap screw threads are completely alternator refer to the General Electric Service
disengaged from the alternator housing (1). Manual.
Description T.I.R.
Max. Flywheel Housing Bore 0.66 mm
Eccentricity (0.026 in.)
Max. Face Runout, Flywheel 0.25 mm
Housing (0.010 in.) FIGURE 4-5. SHIM LOCATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
1. Orifice Fitting 16. External Snap Ring (Spacer) 32. Internal Snap Ring
2. Dowel Pin (Rear) 17. Seal Ring (Hook-Type) 33. Main Bearing (Front)
3. Pitot Tube 18. Bolt 34. O-Ring Seal
4. Wear Sleeve 19. Washer 35. Bearing Retainer (Front)
5. Retainer/Seal Assembly 20. Pulley 36. Oil Seal
6. Shaft Assembly 21. Pulley Adapter 37. Washer
7. Name Plate Kit 22. Seal Ring (Large) 38. Bolt
8. Washer 23. Piston 39. Wear Sleeve
9. Bolt 24. Seal Ring (Small) 40. Retainer/Seal Assembly
10. Oil Seal 25. Spring Washer 41. Sleeve Bearing (Rear, Short)
11. Bearing Retainer (Rear) 26. Shim 42. Fan Mounting Hub
12. Bearing Spacer 27. External Snap Ring 43. Dowel Pin (Front)
(External Snap Ring) 28. External Snap Ring 44. Sleeve Bearing (Front, Long)
13. O-Ring Seal 29. Clutch Hub 45. End Cap
14. Main Bearing (Rear) 30. Facing Plate
15. Internal Snap Ring 31. Steel Clutch Plate
1. Support the fan clutch on a bench with fan 3. Remove O-ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-6.
7. Remove front oil seal (36).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the
bearing retainer as close as possible to fan
mounting hub (42). Press the fan mounting hub
out of the front bearing using tooling (B).
FIGURE 7-13.
12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the 14. Remove the stack of facing plates (30) and
bearing, the more worn it is. If either bearing steel clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-17.
FIGURE 7-15. 15. Remove external snap ring (27), shim (26), and
spring washer (25).
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out
simultaneously.
FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22) and (24) from the
piston. 19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
FIGURE 7-25.
FIGURE 7-23.
21. Remove both seal rings (17). 23. Remove internal snap ring (15).
FIGURE 7-26. 26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
FIGURE 7-29.
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly.
2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter).
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.
FIGURE 7-34.
FIGURE 7-33.
FIGURE 7-39.
FIGURE 7-38.
FIGURE 7-42.
FIGURE 7-41.
FIGURE 7-43.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating 10. Turn the retainer over on the press bed. Coat
surfaces of front bearing (33) and front bearing the outside diameter of front oil seal (36) and
retainer (35). Place the bearing into position on the mating surface on the bearing retainer with
the retainer with the notch for the bearing pin Loctite Primer N and #242 (or equivalent).
facing downward.
Use tooling (E) to press the oil seal into the front
Press the front bearing into the bearing retainer bearing retainer until it is flush with the front
using tooling (E) or equivalent. Press ONLY on face. Ensure that the lip of the seal is dry.
the outer race of the bearing until it seats at the Wipe any excess Loctite from the seal area and
bottom of the bore. remove any rubber strings from the seal.
FIGURE 7-52.
FIGURE 7-55.
FIGURE 7-56. 17. Coat the outside diameter of rear bearing (14)
and the mating surface of bearing retainer (11)
with Loctite Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
Press ONLY on the outer race of the bearing
until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The inside diameter of the rear wear sleeve is
color coded blue.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
• Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the next step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the outside diameter of rear oil seal (10) 21. If a bearing spacer is used instead of a snap
with Loctite Primer N and #242 (or equivalent). ring (as explained in Step 19), place the spacer
Use tooling (E) or an equivalent to install the oil into position in the groove on shaft assembly
seal in the rear bearing retainer until it is flush (6). Note the location of the spacer in Figure 7-
with the rear face. 61.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
FIGURE 7-66.
FIGURE 7-65.
FIGURE 7-69.
FIGURE 7-68.
FIGURE 7-71.
FIGURE 7-73.
FIGURE 7-72.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate hook-type seal rings (17) on the shaft 37. If removed, install orifice fitting (1) in the “oil in”
assembly. Carefully lower the shaft sub- port of the bracket.
assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Use caution when lowering. Damage to the
sleeve bearings may result if the shaft is cocked
during installation.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 N•m (36 - 43 ft lbs).
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and
disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation
while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.
INDEX
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 FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures 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 possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Troubleshooting
Lead-acid storage batteries contain sulfuric acid Two most common problems that occur in the charg-
which, if handled improperly, may cause serious ing system are undercharging and overcharging of
burns on skin or other serious injuries to person- the truck's batteries.
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid An undercharged battery is incapable of providing
storage batteries. See the precautions in Section sufficient power to the truck's electrical system.
A of this manual to ensure proper handling of Some possible causes for an undercharged battery
batteries and accidents involving sulfuric acid. are:
During operation, the storage batteries function as an • Sulfated battery plates
electrochemical device that converts chemical
• Loose or corroded battery connections
energy into the electrical energy that is required for
operating the accessories when the engine is off. • Defective wire in electrical system
• Loose alternator drive belt
• Defective alternator
BATTERIES
Overcharging, which causes overheating, is first indi-
Maintenance and Service cated by excessive use of water. If allowed to con-
tinue, the cell covers will push up at the positive ends
The electrolyte level of each cell must be checked at
and, in extreme cases, the battery container will
the interval specified in Section P, Lubrication and
become distorted and cracked.
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the Leakage can be detected by continual wetness of the
plates. To ensure maximum battery life, use only dis- battery or excessive corrosion of the terminals, bat-
tilled water or other types of water recommended by tery carrier and surrounding area. (A slight amount of
the battery manufacturer. After adding water in freez- corrosion is normal in lead-acid batteries). Inspect
ing weather, operate the engine for at least 30 min- the case, covers and sealing compound for holes,
utes to thoroughly mix the electrolyte. cracks and other signs of leakage. Check the battery
hold down connections to ensure that the tension is
not great enough to crack the battery or loose
enough to allow vibration to open the seams. A leak-
ing battery must be replaced.
LED Lights
LED lights (7, Figure 2-2) provide a positive, visual
indicator when a selected switch is in the ON positon.
LED lights (8) provide a positive, visual indicator
when a selected switch is in the OFF position. FIGURE 2-3. AUXILIARY CONTROL CABINET
(LEFT WALL)
24VDC to 12VDC Converter
1. 24VDC to 12VDC Converter
24VDC to 12VDC converter (1, Figure 2-3) is used to 2. 50 Amp Circuit Breaker
convert the 24 volt battery system voltage to 12 volts
for various truck components such as the AM/FM
Radio / CD Player, cab power windows, and the aux-
iliary power receptacles in the cab.
Check Valve
Timer Solenoid Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
The timer solenoid (3, Figure 2-4) controls the prelu-
back to the prelube pump will cause extensive dam-
brication cycle. Current is supplied to the timer
age to the pump.
through the key switch. The ground path is com-
pleted by the normally closed pressure switch (2). If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
When the switch opens, current is redirected to the
engine, and NOT toward the pump.
engine cranking motor solenoids (8) for engine
cranking.
Timer Solenoid
Inspect timer solenoid for physical damage and to
verify wiring is in good condition.
• Starting circuit is irregular when in crank mode. a. Check for low or dead batteries.
b. Check alternator output.
c. Check ground connection at “G” terminal of
cranking motor bendix solenoid.
d. Check for defective cranking motor safety
relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for cranking motor control circuit.
• Cranking motor has no prelubrication, no delay If the cranking motor is totally inoperative and no pre-
and no crank. lubrication, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate the key switch for several seconds.
a. If the cranking motor delays - then cranks, the
Prelube Timer Solenoid is bad. Replace the
timer solenoid assembly.
b. If the cranking motor is still inoperative, check
the truck cranking motor switch circuit. Ensure
proper voltage is available to the Prelube
Timer Solenoid when the key is activated.
• Cranking motor prelubricates, delays, then does Indication is either a timer failure, or a cranking motor
not crank. problem.
a. Place a jumper wire to the cranking motor
solenoid “S” post. If the engine starts to crank,
replace the Prelube Timer Solenoid.
b. If the engine fails to crank when the "S" post
is energized with voltage, check out cranking
motor bendix solenoid and cranking motor
pinion drive.
Removal
Installation
1. Disconnect battery power:
1. Align cranking motor (2, Figure 2-7) housing
a. Open the battery disconnect switch to with the flywheel housing adaptor mounting
remove power from the system. holes and slide into position.
b. Disconnect the negative (-) battery cables 2. Insert cranking motor cap screws (1).
first. 3. Connect marked wires and cables to cranking
c. Disconnect the battery positive (+) battery motor and solenoid terminals.
cables last. 4. Install in the following sequence:
2. Mark wires and cables and remove from crank- a. Connect the battery positive (+) cables first.
ing motor (2, Figure 2-5) and solenoid (3) termi-
nals. b. Connect the battery negative (-) cables.
3. Remove cranking motor mounting cap screws 5. Close the battery disconnect switch.
(1).
4. Remove cranking motor assembly from fly-
wheel housing.
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-8. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole- FIGURE 2-9. SOLENOID HOLD-IN WINDING TEST
noid, switch terminal and to the second switch
terminal “G”, to check the hold-in winding
(Figure 2-9).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read cur-
rent.
The ammeter must read 6.8 amps
maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid
motor “M” or “MTR” terminal (Figure 2-10).
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. DO NOT attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. DO NOT cross-drill bearings. Because the
bearing is so highly porous, oil from the wick
touching the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
FIGURE 2-11. PINION CLEARANCE CHECK
a. Insert armature (45, Figure 2-7) into field CIRCUIT
frame (35). Pull the armature out of the field
frame just far enough to permit the brushes
to be placed over the commutator.
b. Place end frame (1) on the armature shaft.
Slide end frame and armature into place 5. Using a new gasket (72), install drive housing
against the field frame. (69) and secure with screws (70).
c. Insert screws (34) and washers (33) and 6. Assemble field coil connector (42) to solenoid.
tighten securely. 7. Adjust pinion clearance per instructions on the
2. Assemble lever (63) into lever housing (78) If following page.
removed. 8. After pinion clearance has been adjusted, install
3. Place washer (79) on armature shaft and install gasket (74) and plug (73).
new O-Ring (80). Position drive assembly (71)
in lever (63) in lever housing. Apply a light coat
of lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.
When the temperature is low and the resistance is NOTE: Some electronic engine controls monitor
high, Q1 is off and no high temperature indication coolant level. If the engine controls monitor the
occurs. When the coolant temperature is excessive, circuit, a 2KΩ resistor is installed to replace the probe
resistance decreases to a point where Q1 will turn on and disable the AID system circuit.
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.
1 - Flasher Power Light (Green): This light will be Parking Brake Status (K1)
illuminated when the turn signals or hazard Engine Cranking Oil Pressure Interlock
lights are activated. Relay (K2)
1 light will be illuminated during right turn Horn Relay (K3)
signal operation Body Up Relay (K4)
2 light will be illuminated during left turn
signal operation
3 light will be illuminated when clearance Relay Board 5 (RB5)
lights are activated.
1 - Light Display Module card
4 light will be flashing when the turn signals
or hazard lights are in operation. 1 - Lights Control Light (Green): This light is
illuminated when 24 volts is being supplied to
NOTE: If circuit breakers (CB13 & CB15) are in the the battery terminal of the light switch.
off position, no warning will be noticed until the
clearance light switch is turned ON. 5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
1 - Flasher Module card
4 - Relays
2 - 12.5 amp circuit breakers (CB13, CB14, CB15)
Left Low Beam Relay (K1)
4 - Relays
Right Low Beam Relay (K2)
Right Turn Light Relay (K1)
Left High Beam Relay (K3)
Left Turn Light Relay (K2)
Right High Beam Relay (K4)
Clearance Lights Relay (K3)
Flasher Relay (K4)
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 con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve, located in the hydraulic brake
cabinet, to prevent further oil flow to the hoist cylin-
ders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension “A”) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and actu-
ator arm (3). Tighten the cap screws.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit opera-
tion of the switch. If the switch is damaged or not
functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT
FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 15 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
13 20 Comm. Radio 12VREG
14 10 Radio Memory 65
17 15 Key Switch Supplemental Power 11SP
18 15 Payload Meter Lights 39J
19 5 Payload Meter System 39G
FUSE BLOCK #2
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 VHMS & Orbcomm Battery 11DISP
8 10 Interface Module Power 11IM2
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
13 10 Key Switch Power 11KS
17 20 Engine Battery Power 11E1
18 20 Engine Battery Power 11E2
19 20 Engine Battery Power 11E3
20 20 Engine Battery Power 11E4
FUSE BLOCK #4
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 10 VHMS Power 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
7 10 Hydraulic Bleeddown Signal 71BD
8 10 OP Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Temperature Gauge 15V
18 15 Pedal Voltage 15PV
19 5 Engine Interface 15VL
FUSE HOLDERS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 1 Left Rear Wheel Speed Sensor (15LRW) 77P
2 1 Right Rear Wheel Speed Sensor (15RRW) 714P
3 1 Left Front Wheel Speed Sensor (15LWS) 15SLW
4 1 Right Front Wheel Speed Sensor (15RWS) 15SRW
CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CBA 5 Pay Load Meter III 396 Auxiliary Control Cabinet
CBB 15 Pay Load Meter III 11S Auxiliary Control Cabinet
CB13 12.5 Clearance Lights 46 RB1, Auxiliary Control Cabinet
CB14 12.5 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 12.5 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 12.5 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 12.5 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 12.5 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 12.5 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB11 12.5 Backup Horn and Lights 79A RB3, Auxiliary Control Cabinet
CB20 12.5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 12.5 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 12.5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 12.5 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 12.5 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 12.5 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 12.5 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 12.5 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
CB60 50 12VDC Power Supply 11CB2 Battery Control Box
CB61 15 Battery Monitor Relay 11C1 Battery Control Box
Continued
NECESSARY SOFTWARE
NECESSARY TOOLS
VHMS CONTROLLER
VHMS TOOL BOX
Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing automati-
cally.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.
Setting Summary
8. Verify that all the setting information is correct
and click [Apply].
10. If this is the first time this laptop PC has con- 1. Open Windows Explorer by right-clicking on the
nected to the machine, you will need to down- Start button and choosing Explore.
load its definition file by clicking the [OK] button. 2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
11. Verify that a manual snapshot (MFAO) has
details for the folder that is highlighted in the left
been recorded. The display will show an item
frame.
named “Snapshot” with the code MFAO and
text “Manual Trigger”. 3. In the left frame, navigate to the download files.
7. Verify that the data showing is the data to be 9. Enter the correct Time Zone, Date and Time
loaded and then click the [Next] button. information. Check [DST (Summer Time)] if the
machine's location uses Daylight Savings Time.
Click the [Apply] button.
Necessary Equipment:
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
Preliminary
1. Turn the key switch to the OFF position to stop
the engine. With the key switch OFF, verify the
seven segment LED display on the VHMS con-
troller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to boot up. Watch
the red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display will start counting up
from 00 - 99 at a rate of ten numbers per sec-
ond.
4. Attach the VHMS serial cable to the machine's
VHMS diagnostic port (2, Figure 11-4), and the
other end to the laptop PC’s serial port. 10. Review the settings for accuracy.
5. Double-click on the VHMS Technical Analysis •If everything is correct, click the [Exit] button.
Tool Box icon on the computer's desktop. The checkout procedure is complete.
6. Enter the appropriate User Name and Pass- •If a setting is not correct, click the [Back] button,
word and click the [OK] button. select the appropriate category and reset the
information to the correct settings. Then
7. Check for any active fault codes. If any are
proceed to the next step.
found, these circuits must be analyzed to deter-
mine the cause of the fault and they must be
repaired before continuing.
8. Start the VHMS Setting Tool program by click-
ing on the icon on the laptop PC screen.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the VHMS controller to process and store
data.
2. Disconnect the battery using the battery discon-
nect switch.
3. Disconnect the wiring harnesses from the inter-
face module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire har-
nesses to the interface module.
2. Refer to the VHMS Software instructions to
install the flashburn program on a laptop PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 12-5). FIGURE 12-1. INTERFACE MODULE
4. Turn the key switch ON, but do not start the 1. Interface Module 3. Connector IM2
engine. 2. Connector IM1 4. Connector IM3
5. Run the flashburn program to install the appli-
cation code into the interface module. Make
sure the correct application code is installed for
the model and serial number range (if any) of
truck that is being serviced. After the application
code has been installed, proceed with to Step 6.
NECESSARY SOFTWARE
NOTE: There are two different versions of interface module software for the 830E-AC trucks. This software is
specific for each serial number range of trucks, and they are not interchangeable. Ensure the correct interface
module software is installed on each truck.
NECESSARY TOOLS
Necessary Equipment:
• System schematic
• Laptop personal computer (PC)
• Interface Module Real Time Data Monitor
software
FIGURE 12-4. INTERFACE MODULE
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end) 1. Interface Module 3. Connector IM2
2. Connector IM1 4. Connector IM3
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor
• 3/8 in. nut driver
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable
The coaxial cable carries the Radio Frequency (RF)
communications signal between the OrbComm
modem and the antenna. The coaxial cable consists
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
conductive dielectric material.
In an RF application such as VHMS, the communica-
tions signal sent over coaxial cable is very suscepti-
ble to changes in the cable. Physical damage, as
well as contaminants such as water, may affect the
ability of the cable to properly transmit the RF signal.
Bending the coaxial cable into a small loop may also
damage the inner conductor.
12. After the “data store in progress” LED has been • VHMS controller replacement
off for one minute, turn the key switch OFF. Wait • OrbComm controller replacement
three minutes before turning the key switch ON.
• Engine or alternator replacement
Customer Information
• Enter the customer information. All fields are
required.
Distributor Information
• Enter the distributor information. All fields are
required.
• All distributors are required to have one contact
person who is responsible for coordinating
VHMS, Payload, Komtrax and Fleet Manager
activities for all branches.
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization
Item Result
No. To be checked when Check Item Yes No
11. With engine running, perform quick While recording data, the white LED should be
PM with manual snapshot switch. illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
VHMS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
VHMS Controller Part Number
VHMS Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
The alternator supplies three phase AC power for the The PSC, which is mounted in the main control
gate driver power converters and rectifier diode cabinet, determines the optimum engine operating
modules. The rectifier diode modules convert the AC speeds based on what the operator requests,
power to DC power, then supply that DC power to propulsion system requirements, and efficient fuel
two AC power inverters via the DC link. Each AC usage. Interfaces between the PSC and the truck
power inverter inverts the rectified DC voltage, brake system allow the PSC to provide proper
delivering variable voltage, variable frequency power retarding, braking and wheel slide control.
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description. The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
The two AC induction traction motors, each with its
PSC. System status and control signals are
own inverter, are connected in parallel across the
transmitted and received between these two
rectified output of the alternator. The inverters
components to access real time data and event
change the rectified voltage back to AC by turning on
information that is stored in the PSC. This data is
and off (chopping) the applied DC voltage.
displayed on the Diagnostic Information Display
The output AC voltage and frequency are controlled (DID) panel located in the cab behind the operator's
to produce optimum slip and efficiency in the traction seat.
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
:01 normal No power Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts
021 TCI COMM. FAULT PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC No propel
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped for
No power
10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit & engine
RP command/ feedback don't agree.
:02 RP2 speed/RP
:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.
633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
SYS Event
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING Engine start request signal occured while engine RPM
SYS Event
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.
Initiated Tests
These tests are performed when requested by
EVENT LOGGING AND STORAGE
maintenance personnel. The truck must be in the
Test state for these tests to run. This software function is responsible for the
recording of event information. There are two basic
• Maintenance Tests - The purpose of these tests
levels of event storage: event history buffer and data
is to facilitate verification of system installation
packs. The event history buffer provides a minimum
and wiring, particularly the “digital” interfaces
(relays, contactors, etc). set of information for a large number of events, while
data packs provide extensive information for a limited
• Self-Load Test - Self-load testing is a means by number of events.
which the truck’s diesel engine can be checked
for rated horsepower output. The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten;
Periodic Tests it is not cleared out following a reset. This allows
the user to examine data associated with events
These automatic tests are run continuously during
that have been reset, as long as there have not
the operation of the truck to verify certain equipment. been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
A data pack is defined as an extended collection of To Record and Save a Data Pack to a Disk
information relevant to a given event.
PSC:
NOTE: The concepts of lockout, soft reset, and 1. With the PTU serial cable attached to the PSC
accept limit do not apply to data packs. port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each 2. Select “PTU TCI and PSC” and press {enter}
containing 100 frames of real time snapshot data. 3. Type your name and press {enter}.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The 4. Type your password and press {enter}.
purpose of each data pack is to show a little “movie” 5. Cursor to “Special Operation” and press {enter}.
of what happened before and after a fault. 6. Cursor to “Event Data Menu” and press {enter}.
The time interval between snapshots is default to 50 7. Cursor to “View Data Packs” and press {enter}.
ms, but each data pack may be programmed via the 8. Type FLTR number to be recorded and press
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 {enter}.
ms). The “TIME 0:00 frame #” at which the fault is 9. Watch the lower right of the screen as 100
logged is default to frame #60, but each data pack is frames are recorded. Press the F2 key.
programmable from 1 to 100.
10. Cursor to “Record Screen” and press {enter}.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2 11. Assign a file name for the data pack.
seconds after the fault. 12. Press {escape} until back to the DOS “C:>”
A data pack status structure is assigned to each data prompt.
pack plus any programmable settings. This status 13. Insert a blank disk in the appropriate drive.
structure is used by the TCI (or PTU) to check for
14. Type the following command: copy c:\geoh-
available data (event number, id, and status, should
vac\ptuaccur\f2data\filename
be set to zero if data pack is not frozen), as well as
for control of the data packs. NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames, 15. Press {enter} to copy the file to the disk.
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.
FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel pulses from the PSC.
AMBTS 2-6 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch Connects and disconnects the 24 VDC truck batteries.
BDI 2-4 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor Added to replace Battery line filter that was removed.
BM1, 2 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor Connected across the DC link to provide a voltage
Panels 1 and 2 attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating Illuminated when 50 volts or more is present on the DC
Lights 1 and 2 link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2 Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.
CMT 2-4 Alternator Tertiary Current Detects amount of current flowing through the Alternator
Sensing Module tertiary winding.
CM1, 2 2-3 Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
and 2 retarding.
FIG.
NO. COMPONENT FUNCTION
CM11A - 12C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
1A, 1B and 1C phases of Traction Motor 1.
CM21A - 22C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
2A, 2B and 2C phases of Traction Motor 2.
CPR 2-4 Control Power Relay Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4 Control Power Relay Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel Filters electrical noise on 3 phases of Alternator output.
GDPC1 2-4 Gate Driver Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFM1, 2 Gate Firing Module Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR 2-5 Alternator Field Relay Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GFS 2-5 Suppression Module Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.
FIG.
NO. COMPONENT FUNCTION
ICP 2-4 Integrated Control Panel The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Unit Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Unit Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
FIG.
NO. COMPONENT FUNCTION
R1 2-5 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3 2-6 Voltage Attenuation Module Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness. FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
3. Use the DID panel to calibrate the pedal
1. Cable Clamp 3. Potentiometer
potentiometer according to the instructions in
2. Wiring Harness
the AC Drive System Electrical Checkout
Procedure.
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode must be attached as close
TO EXIST AFTER SHUTDOWN IF THE REQUIRED as possible to the area to be welded. NEVER
SHUTDOWN PROCEDURES ARE NOT FOLLOWED. weld on the rear of the Electrical Control
Before attempting repairs or working near Cabinet or the retard grid exhaust air louvers.
propulsion system components, the following Power cables and wiring harnesses must be
precautions and truck shutdown procedure must protected from weld spatter and heat.
be followed:
• Prior to welding, disconnect Engine Control
• DO NOT step on or use any power cable as a System (ECS) harnesses and ground wire
handhold when the engine is running. (MTU engine). If equipped with DDEC or
• NEVER open any electrical cabinet covers or Komatsu engine, disconnect ECM harnesses.
touch the Retarding Grid elements until all GE cards must be pulled forward far enough
shutdown procedures have been completed. to disconnect card from backplane connector.
• ALL removal, repairs and installation of • Some power cable panels throughout the
propulsion system electrical components, truck are made of aluminum or stainless steel.
cables etc. must be performed by an electrical They must be repaired with the same material
maintenance technician properly trained to or the power cables may be damaged.
service the system.
• Power cables must be cleated in wood or After the truck is parked in position for the repairs, the
other non-ferrous materials. Do not repair truck must be shut down properly to ensure the safety
cable cleats by encircling the power cables of those working in the areas of the deck, electrical
with metal clamps or hardware. Always cabinet, traction motors, and retarding grids. The
inspect power cable insulation prior to following procedures will ensure the electrical system is
servicing the cables and prior to returning the properly discharged before repairs are started.
truck to service. Discard cables with broken
insulation.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician must
inspect the truck and verify the propulsion If a problem occurs in the AC drive system that
system does not have dangerous voltage prevents use of normal shutdown procedures,
levels present before repairs are started. ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ Measure at the 12VDC insulator in the auxiliary control cabinet.
Measure at the 24VDC insulator in the auxiliary control cabinet.
11 * ∞
All devices listed for the 11A circuit reading must be off.
15V TB21 ∞
71GE TB22 120Ω
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights must be turned off.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch must be deactivated.
The following devices must be turned off:
• Brake cabinet service light
• Operator cab dome light
11A TB30 ∞ • Hazard lights
• Headlights
• Ground level engine shutdown switch
• Left and right side engine service lights
712 TB32 ∞ Auxiliary control cabinet service lights must be turned off.
71 TB32 ∞
11KS * ∞ Measure at the key switch.
12M ∗ >10Ω Measure at AID Module terminal B-13.
12F ∗ >200Ω Measure at AID Module terminal B-12.
4. Remove the old battery and install the new To select the Configuration File, click “Browse”,
battery. Ensure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.
Ensure that the link voltage is drained down before Ensure that the link voltage is drained down and
servicing the propulsion system or performing the engine is not running before performing the
tests. following procedures.
1. Connect the serial communication cable from the 1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel PTU to the top ports on the ICP panel (CNG for
located on the back wall of the operator cab. inverters 11 and 12, CNH for inverters 21 and 22).
2. Ensure that the directional control lever is in 2. Turn GF cutout switch (2, Figure 3-1) to the
PARK and the rest switch is in the REST position. CUTOUT position.
3. Turn control power switch (1, Figure 3-1) and the To program the inverters:
key switch ON.
Click START > Programs > GEOHVPTU_2.0 >
To program the PSC CPU card: AC TOOLS > wPTU AC v21.01
Click START > Programs > GEOHVPTU_2.0 > Select “Normal” mode {enter}
AC TOOLS > wPTU AC v21.01 Type password “ok75e” {enter}
Select “Normal” mode {enter}
Click “Program Panel”.
Type password “ok75e” {enter}
Select the GE Panel to download.
Click “Program Panel”.
Click “Begin Download”.
Select the GE Panel to download.
After the download is complete, click “Exit” when
To select the Configuration File, click “Browse”, you see “Press exit to continue”.
then “Up One Level”, then select the file that
matches your truck’s wheels. CPU RESET
Click “Open”. After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
Click “Begin Download”.
supply turn off, then turn the control power switch to
After the download is complete, click “Exit” when ON. This allows for synchronization of all CPU
you see “Press exit to continue”. communication links.
PSC Digital Input Checks Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2. Select “Normal” mode {enter}
2. Connect the serial communication cable from the Type password “ok75e” {enter}
PTU to the PSC port (DIAG1) on the DID panel Under “Real Time”, double-click “PSC Real Time
located on the back wall of the operator cab. Data”.
3. Ensure that the directional control lever is in Verify that the analog values are similar to the
PARK and the rest switch is in the REST position. example in Figure 3-3. Also, ensure that the
correct truck ID is at the top of the screen and
4. Turn control power switch (1, Figure 3-1) and the
“COMMLINK” signal under “Modes” reads OK.
key switch ON.
The following normal power-on digital inputs
must be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO must be highlited with the GF cutout
switch in the NORMAL position.
2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.
3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.
4 GFR GFR Contactor Verify that the GFR relay picks up.
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
5 GF GF Contactor
GF Cutout Switch must be in the NORMAL (up) position to check.
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
6 GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch to the NORMAL (up) position.
With CPRL highlighted, turn off the Control Power Switch and verify that control
7 CPRL Control Power Relay
power is not lost. Turn the switch back on.
With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the
8 AFSE Alternator Field Static Exciter
AFSE terminal board.
9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
2 ENGCAUTION
panel. ENGCAUTION on the PTU will be highlighted.
CONTROLON
3 Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
WARM-UP
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
4 ENGWARN
center console.
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
5 ENGKILL
24VDC to 0VDC. Push down the switch to reset the system.
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
6 BODYDWN
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
7 RESTSW
illuminates when in the REST position.
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
8 REVREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
9 FORREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
10 NEUREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU will be
11 PRKBRKSW highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)
12 RSC Retard Speed Control Switch - Pull up the switch on the center console.
13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
16 RESET Override/Fault Reset Switch - Push the switch on the center console.
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel will
17 LAMPTEST illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.
19 AXLEP Axle Pressure Switch - Jumper across the air pressure switch in the rear axle housing.
LOCATION
STEP INPUT DESCRIPTION
(Fig. 3-11)
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
1 BATSEPC
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.
Row/ Row/
Indicator Description Color Indicator Description Color
Column Column
High Hydraulic Oil C4* 5 Minute Shutdown Timer Amber
A1* Red
Temperature
D4* Retard Speed Control Amber
B1* Low Steering Pressure Red
E4* Check Engine Amber
C1 Low Accumulator Precharge Red
A5 No Propel/Retard Red
D1 Not Used
B5 Propulsion System Warning Amber
E1 Low Brake Pressure Red
Propulsion System
C5 Amber
A2* Low Hydraulic Tank Oil Level Red Temperature
B2* Low Auto Lube Pressure Amber D5 System/Component Failure Red
C2* Circuit Breaker Tripped Amber Battery Charger System
E5 Red
Failure
D2* Hydraulic Oil Filter Restricted Amber
A6 No Propel Red
E2* Low Fuel Amber
B6 Propulsion System at Rest Amber
A3* Parking Brake Applied Amber
Propulsion System Not
B3* Service Brake Applied Amber C6* Amber
Ready
C3* Body Up Amber
Propulsion System at Reduced
D6* Amber
D3* Dynamic Retarding Applied Amber Level
E3 Stop Engine Red Retard System at Continuous
E6* Amber
A4* Starter Failure Amber Level
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON. Under the “Special Tasks” heading, double-click
Click START > Programs > GEOHVPTU_2.0 > “Erase PSC Events”.
AC TOOLS > wPTU AC v21.01 Click “YES”.
Select “Normal” mode {enter} Double-click “PSC Event Summary”.
Type password “ok75e” {enter} Only two events will be listed and active: Event
91 (Inverter 1 Cutout) and Event 92 (Inverter 2
Under “Real Time”, double-click “PSC Real Time
Cutout). Investigate any other events that are
Data”.
listed.
Verify the values in Table VI.
2. Ensure that all blower motor and alternator Under “Real Time”, double-click “PSC Real Time
brushes are installed correctly. Data”.
Verify that ENGSPD in the “Analog” field shows
3. Install locks on the contactor box door and left
the correct alternator speed value.
side compartment door of the control cabinet. The
right side compartment will be accessed. 9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
4. Use the DID panel to cutout both inverters:
the center console of the operator cab to stop the
a. Press F4 - MENU > F3 - Inv Cutout > engine.
F1 - Inv #1 > F4 - Toggle.
The display will show “Inverter #1 = cut-out”. Battery Boost Check
1. Connect an AC voltmeter to circuits 74X (TB22) 2. Move GF cutout switch (2, Figure 3-1) to the
and 74Z (TB22). CUTOUT (down) position.
2. Ensure that the GF cutout switch is in the 3. Verify that all link voltage lights are OFF.
CUTOUT (down) position and the rest switch is 4. Connect a voltmeter across resistor R1 located in
ON. the right side compartment of the control cabinet.
3. Start the engine and operate at low idle. a. Connect the positive lead to BAT
Verify approximately 4VAC on the meter. b. Connect the negative lead to F101.
Verify that the tachometer in the operator cab
5. Start the engine.
reads approximately 700 RPM.
6. Move the GF cutout switch to the NORMAL (up)
4. Remove the voltmeter.
position.
5. Ensure engine speed control by varying the
7. Turn the rest switch OFF.
position of the accelerator pedal.
The voltmeter will momentarily show a reading
6. To check the PSC alternator speed feedback, of approximately 18VAC, then drop to zero.
connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel 8. Turn the rest switch ON.
located on the back wall of the operator cab. 10. Move the GF cutout switch to the CUTOUT
7. Make sure that the directional control lever is in (down) position.
PARK and the rest switch is in the REST position. 11. Use the emergency stop switch on the center
8. Turn control power switch (1, Figure 3-1) and the console of the operator cab to stop the engine.
key switch ON. 12. Verify that all link voltage lights are OFF. Remove
the voltmeter.
6. Release the accelerator pedal just enough so that Manual Offset HP Output Adjustment:
contactor RP2 drops out but contactor RP1 is still 12. If it is necessary to troubleshoot HP problems, use
picked up. This will occur at approximately 1375 the following procedure:
rpm.
With loadbox initiated, enter a + or - offset value
NOTE: Some trucks are not equipped with contactor in the “HP Offset” field.
RP3. Click the “HP Offset” box.
7. Depress the accelerator pedal to pick up
13. Perform the load test again.
contactors RP1, RP2 and RP3. This will occur at
approximately 1550 rpm. Return the offset to 0.0
8. Warm up the engine until the engine coolant Click the “HP Offset” box.
temperature stabilizes. Then fully depress the Click “EXIT LDBX” to exit the Self Load Engine
accelerator pedal to pickup all the RP contactors. Test screen.
The CHOP value on the PTU must be 25% at 14. Allow the engine to cool down until the engine
approximately 1900 rpm. temperature and pressure gauges show normal
9. Record the PTU screen while viewing the screen operating values.
during full load. 15. Turn the rest switch ON.
Under the “Save” menu, select “Single 16. Turn the key switch OFF. Allow approximately 90
Snapshot”, then click “Save”. seconds for the steering accumulators to bleed
To view the recorded screen, under the “View” down.
menu, select “Screen Relay”, the highlight the 17. Remove the jumper from the fan clutch control
file and click “Open”. circuit
18. Record all data to create a truck record for future
comparison.
Before storing used tires, clean thoroughly and Manual tire removal and installation is possible, but
inspect for damage. Repair as necessary. When a due to the size and weight of the components, spe-
truck is placed in storage, it should be blocked to cial handling equipment is desirable. Consult local
remove the weight from the deflated tires. If stored tire vendors for sources of equipment designed
truck cannot be blocked, check air pressure and especially to remove, repair, and install large off-
inspect tires twice a month for proper inflation pres- highway truck tires.
sure. If the studs in the front wheel hub require replace-
ment, use a special stud installer tool and tighten
studs to 732 N·m (540 ft lbs) torque.
1. Shift directional control lever to PARK, then
block rear wheels to prevent movement of truck.
Installation
NOTE: Clean all mating surfaces before installing
wheel assembly.
1. Attach tire handler (or lifting device) to inner
dual and install inner dual onto wheel motor
hub. Use care not to damage tire inflation
extension line.
NOTE: During inner wheel installation be sure air
inflation line lays in channel on wheel hub assembly.
2. Using a lifting device, install spacer (6, Figure 2-
4) onto wheel motor hub. Tap spacer up against
FIGURE 2-3. TIRE LIFTING SLING
inner dual. Attach tire handler to outer dual and
(BODY REMOVED)
position onto wheel motor hub.
Tire Removal 1. Clean the rim base, bead seat band, and
flanges with a wire brush. Remove all paint from
knurling on bead seat band and back section.
b. Continue to tighten cap screws in increments 14. Install junction block (2) with the spacer, cap
of 339 N·m (250 ft lbs) to obtain a final screws, and flat washers.
torque of 2142 N·m (1580 ft lb). 15. Attach supply lines to brake calipers and con-
7. If removed, install steering arm (4, Figure 3-2). nect main supply lines to connection on frame.
Before installing steering arm, clean and check 16. Bleed brakes according to Bleeding Brakes,
the tapped holes in bottom of spindle for dam- Section "J".
aged threads. Retap holes, if necessary.
17. Install wheel and tires as described in "Front
Steering arm threads . . . . . .1.25 in. - 12NF tap Wheel and Tire Installation".
8. Lubricate cap screws (5, Figure 3-2) on the
threads and seats with lithium based chassis
grease (multi-purpose, EP NLGI).
9. Install cap screws (5) and tighten to 2705 ± 135
N·m (1995 ± 200 ft lb).
10. Install steering cylinder and tie rod in their
respective mounting holes on the spindle.
Tighten retaining nuts to 712 ± 71 N·m (525 ±
52 ft lb) torque. Connect lubrication lines.
Procedure
1. The truck must have been in operation for at
least one hour prior to taking an oil sample to
ensure that all contaminants are in suspension. OIL DRAIN AND REFILL PROCEDURE
2. Take the oil sample within five minutes of stop- 1. Position the drain plug at the lowest position.
ping the truck. Remove the drain plug and drain the oil from
the front wheel hub. Inspect and reinstall the
3. Clean the area around the magnetic plug before drain plug.
removing the plug.
2. If necessary, rotate the wheel hub to position
4. Obtain the oil sample at the lowest point possi- the fill plug at 12 o’clock.
ble inside the wheel hub.
3. Remove the fill plug.
5. Complete the oil sample form immediately and
submit it with the oil sample for analysis. 4. Fill wheel hub assembly with SAE 80W-90 oil.
The wheel hub holds approximately 21 liters
NOTE: For more information regarding oil sampling, (5.5 gal) of oil.
refer to the Komatsu Oil Wear Analysis (KOWA) 5. When properly filled, the floating ball in the sight
manual. gauge will be at its highest position.
6. Replace the fill plug.
NOTE: The oil may need to be changed more
frequently, depending on mine conditions and the
results of the oil sample tests.
Installation
TABLE 1. STEERING SPHERICAL BEARING 1. The steering cylinder weighs approximately 126
WEAR SPECIFICATIONS kg (278 lb). Use a suitable lifting device to lift
Spherical Bearing Ball 91.19 mm the cylinder into position on the truck.
Diameter (New) (3.59 in.) NOTE: Ensure bearing retainer (7) is installed facing
downwards.
1.01 mm
Maximum Allowable Wear 2. Align bearing spacers (4), seals (3) and the bar-
(0.040 in.)
rel end of the steering cylinder with pin bores on
truck frame.
3. Install pin (2), cap screw (1) and retainer (11)
and secure with locknut (12).
Removal 4. Align bearing spacers (4), seals (3), washer
1. With engine shut down and key switch OFF, (10) and rod end with pin bores on steering arm.
allow at least 90 seconds for the accumulator to 5. Install pin (2), cap screw (1) and retainer (11)
bleed down. Turn the steering wheel to ensure and secure with locknut (12).
no hydraulic pressure is present. 6. Tighten both locknuts (12) to 712 N·m (525 ft
2. Block front and back of rear wheels to prevent lb) torque.
truck movement. 7. Connect grease lines to their respective ports.
3. Disconnect hydraulic lines at the steering cylin- Operate steering and check for leaks and
ders. Plug all line connections and cylinder proper operation.
ports to prevent contamination of hydraulic sys-
tem.
4. Remove locknuts (12, Figure 3-13), retainers Bearing Replacement (Steering cylinder and tie
(11), and cap screws (1) from both ends of rod)
steering cylinder.
1. Remove cap screws (8, Figure 3-13) and lock-
washers (9). Remove bearing retainer (7).
2. Press bearing (5) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers (7) with cap screws and
lockwashers. Tighten cap screws to standard
torque.
Installation
1. The tie rod (5, Figure 3-14) weighs approxi-
mately 165 kg (364 lb). Use a suitable lifting
device to lift the tie into position on the truck.
FIGURE 3-14.STEERING CYLINDER
NOTE: Ensure both bearing retainers are installed
1. Cap Screw 5. Tie Rod Assembly
facing downwards, and the tie rod clamping bolts are
2. Pin 6. Washer
facing to the rear of the truck.
3. Seal 7. Retainer
2. Align bearing spacers (4), seals (3) and wash- 4. Spacer 8. Locknut
ers (6) with pin bores on both steering arms.
Installation
1. Be certain mating surfaces of axle housing (1, Assembly
Figure 4-3), and pivot eye (4) are clean and not 1. Setup an appropriate tool to press bearing car-
damaged. rier (3, Figure 4-2) into the bore of the pivot eye
2. Lift pivot eye into position on front of axle hous- structure (1). Be certain the bearing carrier is
ing. Insert several cap screws (2) and flatwash- pressed fully into the pivot eye bore, flush with
ers (3) to align the parts. Remove the lifting sides. Lube groove in bearing carrier outer
device. diameter must align with lube fitting hole in pivot
3. Install the remaining cap screws and flatwash- eye structure.
ers. Tighten alternately until the pivot eye is NOTE: With parts to correct size, the fit of the
properly seated. Tighten cap screws to 2007 bearing carrier into the bore of the pivot eye structure
N-m (1480 ft lbs) final torque. may be: 0.025 mm - 0.08 mm (0.0010 in. - 0.0030 in.)
interference fit.
Freezing the bearing carrier will ease installation.
Installation
1. If removed, install cap screw (5, Figure 4-4) and
lockwasher (6). Tighten cap screw (5) to stan-
dard torque.
2. Start pin (7) in through the front of frame mount
(10) and one spacer (3). Rotate the pin to align
the bolt hole with the hole in the mounting
bracket.
3. Raise anti-sway bar (9) into position and finish
pushing pin (7) through to the far side of the
spherical bearing. Position other spacer (3) and
finish pushing the pin into the other mounting
ear. If necessary, realign the bolt hole in the pin
with the mounting bracket bolt hole.
4. Install shoulder bolt (1), flat washer and locknut
(2). Tighten locknut (2) to a maximum torque of
68 N-m (50 ft lbs).
5. Repeat above procedure to install remaining
pin, spacers, and retainer cap screw and lock- FIGURE 4-4. ANTI-SWAY BAR INSTALLATION
nut. Start the pin into the bore of the rear axle (Typical, Both Ends)
housing from the rear of the truck.
1. Shoulder Bolt 6. Lockwasher
6. Attach lubrication lines.
2. Flat Washer & Locknut 7. Pin
7. Remove blocks or stands from under frame. 3. Bearing Spacer 8. Spherical Bearing
8. Charge suspensions if necessary. Refer to Sec- 4. Snap Ring 9. Anti-Sway Bar
tion H for suspension charging procedure. 5. Cap Screw 10. Mounting Structure
2. Loosen hose clamps and disconnect wheel 10. Reconnect wheel motor cooling air duct and
motor cooling flexible air duct from connection clamp securely.
on front center of housing. 11. Install wheels and tires.
3. Mark and disconnect lube and brake lines from
center case.
4. Mark electrical cables for identification and dis-
connect at wheel motors. Loosen cable grips
and pull cables free.
5. Remove rear tires as covered in this section.
6. Remove wheel motors as covered in this sec-
tion.
7. Block up truck frame and remove rear HYD-
RAIR® suspensions as outlined in Section H.
8. Remove pivot pin as outlined previously in this
Section.
9. Remove anti-sway bar as outlined earlier in this
Section.
10. Move housing from under truck for repair or
replacement.
Installation
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin. FIGURE 5-1. WHEEL MOTOR REMOVAL AND
3. Install anti-sway bar. INSTALLATION
4. Install rear suspensions, as covered in Section (Shown with the body removed.)
H, Suspensions.
5. Install wheel motors.
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
The HYDRAIR®II suspension cylinder requires only Ensure only the swivel nut (3) turns. Turning the
normal care when handling as a unit. However, after complete charging valve assembly may result in
being disassembled these parts must be handled the valve assembly being forced out of the sus-
carefully to prevent damage to the machined sur- pension by the gas pressure inside.
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Park unloaded truck on hard level surface.
Block wheels and apply 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 cov-
ered in Section G.
2. Remove boot clamp and boot from around sus-
pension. Disconnect pressure sensor and
wheel speed sensor, if equipped.
Installation
FIGURE 2-2. CHARGING VALVE INSTALLATION
Use the following procedure for preparing mounting
1. Valve Guard 4. Valve Body (Large surfaces and mounting hardware.
2. Valve Cap Hex)
3. Swivel Nut (Small Hex) 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
5. Place a suitable container under suspension evaporation, such as trichlorethylene, tetrachlo-
cylinder. Remove bottom drain plug and allow rethylene, acetone or lacquer thinner.
cylinder to drain completely.
Inspection
FIGURE 2-8. 90 DEGREE ADVANCE Visual inspections of the bolted joints are necessary
after the truck has been released for use. Inspect the
joints at each front suspension at the following inter-
11. Hold the nut stationary at the rear of the joint vals: 8 hours, 50 hours, 250 hours, and 500 hours.
(where applicable) while tightening. Then
If the reference lines on the hardware (Figure 2-7
advance the cap screw to the 90° advance
and Figure 2-9) have remained in alignment, the
mark.
truck may remain in use.
12. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown If at least one of the cap screws has shown signs of
in Figure 2-7. For the four cap screws with movement, the truck must be taken out of service.
spacers, refer to Figure 2-9. These reference The suspension mounting cap screws must be
lines will be used to verify the cap screws have removed, cleaned, and inspected. If any cap screws
maintained their torque. have any signs of damage, replace all cap screws.
Install the cap screws again, according to this instal-
lation procedure.
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”).
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
1. Inspect mounting bore sleeves (9, Figure 3-3) 12. Re-calibrate the payload meter system. Anytime
and bearing spacers for damage or wear. a suspension is serviced, the pressures inside
Check fit of pins in bores prior to installing sus- the cylinder changes, which will affect the accu-
pension. If necessary, replace sleeves (9). racy of the payload meter.
Install cap screw (7) and washer (8). Tighten
cap screw (7) to standard torque.
2. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.)
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
3. Position top suspension eye with its spherical (ROD UP)
bearing, between the ears on the frame as
shown in Figure 3-3. Ensure that the upper and 1. Housing
lower mounting eyes are aligned and the vent 2. Cap Screws
plugs are positioned to the rear. 3. Hardened Flatwashers
4. Lubricate the pin (1), align the shoulder bolt 4. Piston Bearing
hole with the hole in the mounting bore and 5. Piston Rod
drive in far enough to hold pin in position. 6. Bleeder Screw
7. Vent Plug
5. Insert the spacer (4) and continue to drive the
8. Shield
pin in through the spherical bearing. Insert the
9. Cap Screw
remaining spacer and continue to drive the pin
10. Washers
in until the retaining cap screw hole is aligned
11. Vent Plug
with the hole in the pin.
12. Charging Valve
6. Install bolt (2, Figure 3-3) and locknut (3). 13. Plug (or Pressure Sensor)
Tighten the locknut to 68 N-m (50 ft lbs). 14. Vent Plug
NOTE: Some trucks may be equipped with a 15. Wiper Seal
shoulder bolt (2) at this location. Tighten the locknut 16. Rod Lip Seal
to 68 N-m (50 ft lbs). The shoulder bolt should be 17. Buffer Seal
free to move, not tight after the nut is tightened. 18. Socket Head Cap Screw
19. Backup Ring (See note)
20. O-Ring
7. Lower the suspension housing until the lower 21. Housing Bearing
mount bearing aligns with the bore in the rear 22. Ball Check
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 nitro-
gen to raise frame off stands or cribbing, or use
a lifting device if available.
9. Connect lubrication lines. Connect pressure
sensor.
1. Collapse the suspension until the piston is fully 10. If the suspension is to be stored, add one liter
retracted in the housing. (two pints) of a rust preventive oil inside the
suspension. This oil must be drained when the
2. Ensure that the charging valve and all plugs are suspension is put back into service. Also apply
installed. rust preventative grease to any exposed
3. Place the suspension assembly in a machined surfaces.
containment device that will prevent rod
11. Store the suspension in a collapsed position to
extension during the pressure test. Attach the
protect the piston chrome surface until it is
pressurization line to the charging valve.
installed on a truck.
4. Submerge the entire assembly in the water
tank.
5. Pressurize the suspension with air or nitrogen
to 690 ± 138 kPa (100 ± 20 psi).
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
NOTE: For longer life of suspension components, a 1. Main Frame 3. Rear Axle Housing
Friction Modifier must be added to the suspension 2. Oiling Support Block
oil. See Specifications Chart, Figure 4-7 at the end of
this chapter.
Ensure the automatic apply circuit has not 6. Slowly release gas until the suspensions match
applied the service brakes during truck mainte- the charging height listed in Table 3.
nance. If the front brakes are applied during rear 7. Close inlet valve (4, Figure 4-1). Leave outlet
suspension charging, the axle cannot pivot for valves (3) open for five minutes in order to allow
frame raising / lowering, and the rear suspension the pressures in the suspensions to equalize.
may be unable to move up or down. 8. Ensure both of the suspension cylinders are
extended the same distance ± 10 mm (0.39 in.).
If the difference in the extension from side to
1. If removed, install charging valve with new O- side exceeds 10 mm (0.39 in.), check the front
ring (9, Figure 4-3). Lubricate the O-ring with suspensions for equal extension. Adjust the
clean HYDRAIR®oil. front as necessary.
2. Tighten valve body (large hex, 6) to 23 Nm (17
ft lb) torque. The valve swivel nut (small hex, 4)
must be unseated by turning counterclockwise NOTE: A low left front suspension will cause the right
three full turns. rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
9. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
Dry nitrogen is the only gas approved for use in 10. If the charging valve is being reused, tighten
HYDRAIR®II suspensions. Charging of these swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs)
components with oxygen or other gases may torque. Install valve cap (1) and tighten finger
result in an explosion which could cause fatali- tight.
ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the If a new charging valve is being used, tighten
specifications shown in chart (Figure 4-7). swivel nut to 15 N·m (11 ft lbs) torque, then
loosen and retighten the swivel nut to 15 N·m
(11 ft lbs) torque. Again, loosen the swivel nut
and retighten to 6 N·m (50 in. lbs) torque.
Replace valve cap (1) and tighten finger tight.
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
1. Actuator Cap
2. Adjustment Collar
3. Actuator Base
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Valve Body
8. Glyde Ring Assembly
9. Plunger Return Spring
10. Regulator Springs (B1)
11. Regulator Springs (B2)
12. Spring Seat
(B2 Parts 13-16)
(Front Brake)
13. Spool Return Spring
14. Regulator Spool
15. Regulator Sleeve
16. Reaction Plunger
1. Actuator Base
2. Brake Valve
3. Orfice Set-Screw
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL (Dual Function
Pedal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
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 20
685 kPa (3,000 psi) system pressure.
• Failure of the pedal to return to full release
position.
• Valve holds pressure when in the neutral
position.
• Varying output pressure with the pedal fully
depressed.
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. FIGURE 3-1. ACCUMULATORS AND BRAKE
NOTE: Minor repairs and service adjustment may not MANIFOLD
require the removal of the brake valve. 1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Brake Lock Shuttle Valve
Before disconnecting pressure lines, replacing 6. Brake Lock Pressure Reducing Valve (PR1)
components in the hydraulic circuits, or install- 7. Park Brake Reducing Valve (PR2)
ing test gauges, always bleed down hydraulic 8. Brake Lock Solenoid
steering and brake accumulators. The steering 9. Park Brake Solenoid
accumulators can be bled down with engine shut 10. Park Brake Test Port
down, turning the key switch OFF and waiting 90 11. Bleed Down Valve (Front Brake Accumulator)
seconds. Confirm the steering pressure is 12. Automatic Apply Valve
released by turning the steering wheel - No front 13. Bleed Down Valve (Rear Brake Accumulator)
wheel movement should occur. Open bleed down 14. Accumulator Test Port (LAP1)
valves (10 & 12, Figure 3-1) located on the brake 15. Brake Manifold
manifold and allow both accumulators to bleed 16. Low Brake Accumulator Pressure Switch
down. 17. Park Brake Pressure Switch
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.
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement.
NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.
1. Brake Valve 7. Nylon Bearing 13. Pad 18. Spring Pivot (Lower)
2. Retainer Clip 8. Pivot Shaft 14. Nut 19. Spring
3. Pivot Shaft 9. Insert 0.025 in. Shim 15. Cap Screw 20. Spring Pivot (Top)
4. Bushings 10. Jam Nut 16. Electronic Retard 21. Set Screw
5. Shims 11. Cap Screw Pedal Assembly 22. Jam Nut
6. Retainer Clip 12. Pedal Structure 17. Brake Pedal Actuator
Assembly
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
3. Bleed down brake accumulators by rotating the
manual bleeddown valves NV1 (13, Figure 3-
24) and NV2 (11) counterclockwise.
4. Confirm brake 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.
5. Close the bleeddown valves by rotating clock-
wise.
6. Remove the valve guard and Dyna-seal from
top of accumulators.
7. Depress valve core to release gas precharge
pressure from accumulators.
8. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect O-
ring and O-ring seat in the manifold. Replace O-
ring or defective part(s).
Installation
1. Install brake manifold in truck and tighten
mounting hardware to standard torque.
2. Connect all lines and electrical connections to
proper locations.
3. Install brake accumulators.
4. Charge brake accumulators with nitrogen.
Refer to Charging Procedure in the brake accu-
mulator service area for complete charging
instructions.
5. Start truck and check for leaks and proper oper-
ation.
6. Shut down engine and check for proper oil level
in hydraulic tank.
Disassembly
1. Mark all plugs, valves and cartridges before
removal to insure proper assembly.
2. Remove plugs, valves and cartridges.
FIGURE 3-24. ACCUMULATORS AND BRAKE NOTE: Check Valve (7, Figure 3-24) and Reducing
MANIFOLD Valve (6) both have an orifice disc located below
1. Rear Brake Accumulator them. Do not mix these up, as the orifices are
2. Charging Valve different sizes.
3. Front Brake Accumulator
4. Charging Valve
5. Brake Lock Shuttle Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Check Valve (CV3)
8. Brake Lock Solenoid
9. Park Brake Solenoid
10. Park Brake Test Port
11. Bleed Down Valve (Front Brake Accumulator)
12. Automatic Apply Valve
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
16. Low Brake Accumulator Pressure Switch
17. Park Brake Pressure Switch
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with
clean C-4 hydraulic oil.
3. Before installing Check Valve (7) or Reducing
Valve (6), refer to Figure 3-25 for proper orifice
disc installation. The orifice discs must be
installed in the direction shown for proper oper-
ation.
FIGURE 3-25. ORIFICE INSTALLATION
a. Check Valve (7) orifice size - 1.58 mm (0.062
in.). 1. Cartridge 3. Cavity
2. Brake Manifold 4. Orifice Disc
b. Reducing Valve (6) orifice size- 2.54 mm
(0.100 in.).
4. Install all cartridges in the bores from which
they were removed from and tighten securely.
1. Park truck on a level surface, then turn engine · Record on data sheet.
and key switch OFF. Place wheel chocks on 9. Turn brake lock switch OFF. Measure the lining
both sides of all wheels to prevent truck from to disc clearance with feeler gauge and record
moving during this procedure. the clearances.
2. Fully open each brake accumulator bleeddown · Record on data sheet.
valve and precharge both accumulators to 9653
kPa (1400 psi). Allow gas temperature to
approach ambient temperature before complet-
ing precharge process.
· Record on data sheet. If there is no clearance between a brake lining
and the disc, the brake will drag and overheat the
NOTE: For best performance, charge accumulators brake components, which may result in reduced
in the ambient conditions in which the machine will braking capability. Refer to ARMATURE SPEED
be operating. REAR DISC BRAKE chapter to service the brake
3. Close both accumulator bleeddown valves. caliper.
4. Install pressure gauges at: NOTE: If the rear brake calipers were just installed, a
a. Front Brake Test Port "BF" (brake cabinet) - parking brake adjuster may be out of adjustment
34,475 kPa (5000 psi) gauge. which can cause a brake lining to drag. Refer to
ARMATURE SPEED REAR DISC BRAKE chapter to
b. Rear Brake Test Port "BR" (brake cabinet) -
service the brake caliper.
34,475 kPa (5000 psi) gauge.
c. Low Accumulator Pressure Test Port "LAP1"
(brake manifold) - 34,475 kPa (5000 psi) 10. Move directional control lever to PARK.
gauge. 11. Return the pressure gauge to the BF or BR
5. Move directional control lever to PARK position. location from which it was removed.
Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brake pressure should begin
to fall when Auto Apply Valve releases. Brakes
should release at approximately 14,479 ± 690
kPa (2100 ± 100 psi) front and 10,894 ± 517
kPa (1580 ± 75 psi) rear.
· Record on data sheet.
7. If a brake caliper or brake line was replaced, the
brakes need to bled before proceeding. Partially
depress brake pedal and bleed air from bleed-
ers located at each brake caliper.
24. Shut engine down. Allow 90 seconds for the 28. Turn engine off. Allow the steering accumulator
steering accumulator to bleed completely down. to bleed completely down. Turn key switch ON.
Disable steering pressure switch from the brake Slowly open the rear brake accumulator bleed
warning circuit by unplugging the diode down valve and observe LAP1 pressure.
between circuits 33 and 33F. (This is diode 22 Record LAP1 pressure at set points for low
on diode board 1.) Turn key switch ON. After brake warning lamp and auto apply brake pres-
two minutes, record the low accumulator pres- sures. Also record front and rear brake pressure
sure (LAP1 port). If LAP1 pressure is below after auto apply.
17,927 kPa (2,600 psi), then leakage in the sys- · Record on data sheet.
tem is excessive and the source of the leakage
needs to be identified and repaired. NOTE: Verify that the low brake pressure lamp and
buzzer, and auto apply set points are within a 690
· Record on data sheet. kPa (100 psi) of those recorded in steps 25 and 26.
25. Slowly open the front brake accumulator bleed 29. Close the rear brake accumulator bleed down
down valve and observe LAP1 pressure. The valve.
Low Brake Pressure lamp and buzzer must
30. Enable the steering pressure switch by plugging
actuate at 15,859 ± 517 kPa (2300 ± 75 psi).
in the diode removed between circuits 33 and
· Record on data sheet. 33F.
26. Brake pressures should begin to rise (Auto 31. Start the engine to recharge hydraulic system.
Apply) when LAP1 reaches 14,479 kPa (2,100 Allow engine to run until low brake accumulator
± 100 psi). Close front brake accumulator bleed pressure stabilizes at or above 22,064 kPa
down valve. (3,200 psi).
· Record on data sheet. 32. Shut engine down. Do not allow steering accu-
mulator to bleed down. Make repeated slow,
complete brake applications with pedal until
auto apply comes on. Record the number of
brake applications prior to auto apply.
· Record on data sheet.
33. Remove all jumper wires, and gauges. This
concludes the brake check out procedure.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator.
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Remove, disassemble, clean, reassemble; or
replace.
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. Remove, disassemble, clean, reassemble; or
replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Accumulator precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in charge system. Check charge system.
Accumulators precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.
STEP 2 _______________ Front brake accumulator charged to 9653 kPa (1400 psi).
_______________ Rear brake accumulator charged to 9653 kPa (1400 psi).
STEP 6 _______________ Front brake pressure when auto apply releases - approx. 14,479 ± 690 kPa
(2100 ± 100 psi).
_______________ Rear brake pressure when auto apply releases - approx. 10,894 ± 517 kPa
(1580 ± 75 psi).
Parking Brake
STEP 8 _______________ Park brake release pressure - 17,238 ± 690 kPa (2500 ± 100 psi).
Brake System
STEP 12 _______________ Rear brake pressure when front brake pressure begins to rise - 310 - 1413 kPa
(45 - 205 psi).
STEP 13 _______________ Rear brake pressure when stop lights illuminate - 517 ± 34 kPa (75 ± 5 psi).
STEP 14 _______________ Front brake pressure, pedal applied - 20,685 ± 1034 kPa (3000 ± 150 psi).
_______________ Rear brake pressure, pedal applied - 10,894 ± 517 kPa (1580 ± 75 psi).
Brake Lock
STEP 19 _______________ Low brake lock pressure warning alarm actuation - 6895 ± 172 kPa (1000 ± 25 psi).
STEP 22 _______________ Rear brake pressure when brake lock is applied - 10,343 ± 690 kPa
(1500 ± 100 psi).
STEP 28 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa
(2300 ± 75 psi). Should be within 690 kPa (100 psi) of Step 25.
_______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
Should be within 690 kPa (100 psi) of Step 26.
_______________ Front brake pressure after auto apply occurs.
_______________ Rear brake pressure after auto apply occurs.
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Disassembly Assembly
1. Remove bleeders (2, Figure 5-3) and end caps When assembling pistons (11, Figure 5-3) into the
(7 and 8) from each end of each brake caliper housings (1), lubricate all cylinder walls, threads,
housing (1). seals, piston seal surfaces, etc., with clean C-4
2. Remove linings from the caliper assembly. hydraulic oil.
NOTE: A shallow container may be necessary to 1. Install new piston seals (12) and backup rings
receive any remaining fluid that will drain from (13) in housings.
cavities. Do not reuse fluid. 2. With housing lying on mounting face, gently
3. Carefully remove the piston dust shields (10) push each piston past piston seal until seated in
from behind the groove lip in the housing and bottom of cavities.
from the grooved lips on the piston. 3. Install new or reusable dust shields (10).
4. Mark each piston and corresponding brake cali- NOTE: Do not allow lubricant to contact dust shields.
per housing position and pull piston out of the 4. Install all fittings (4 & 5) and bleeder (2) in cor-
housing. Do not interchange parts. rect position in housings.
5. Remove O-ring seals (12) and backup ring (13)
5. Apply Loctite® 271 to threads of cap screw (6).
from the piston cavity using small flat non-
Install linings (9) and end caps (7 & 8) with bolts
metallic tool having smooth round edges.
(6) and tighten to 546 N·m (403 ft lbs) torque.
6. Refer to Caliper Cleaning and Inspection on the
6. Refer to Rear Disc Brakes in this Section and
following page for detailed instructions regard-
perform Bench Test before installing caliper.
ing condition and usability of parts.
7. After bench test is performed, refer to Installa-
tion for procedures for installing calipers on
brake adapter.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) . . . . . . . J6-15
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
REAR BRAKES 2. With engine off, key switch OFF, wait 90 sec-
onds for steering accumulators to bleed down.
Each rear wheel service brake assembly consists of Open both brake accumulator drain valves.
two discs, each with a four piston caliper and a lining
3. Remove crossover tubes (4, Figure 6-1) from
on each side of the disc. Both discs are attached by
upper service brake caliper. Remove crossover
adapters to the wheel motor armature.
tubes on lower brake assembly.
A constant brake-release clearance between pistons 4. Remove two center caliper mount cap screws
and linings, and lining and disc, is maintained by an (6, Figure 6-2) from outboard caliper and install
automatic adjustment feature of the piston subas- two 7/8-9 NC X 14 in. studs.
sembly. As the lining wears, the position of grips on a
5. Slowly remove the four remaining caliper mount
return pin advances to allow maximum piston force to
cap screws. The brake lining is under spring
be applied to lining. Upon brake release, the piston is
pressure, and it will extend out as the cap
retracted by a return spring for the amount of the pre-
screws are loosened. Do not let the brake lining
determined clearance.
pull away from the caliper housing.
CALIPER AND DISC 6. Use small diameter wire and wrap it around the
brake lining and caliper. This will keep the brake
Removal lining from pulling away from the caliper and
over-extending the brake wear adjuster.
NOTE: If the caliper is being removed to be serviced,
it is not necessary to install the wire. If the caliper is
being removed to gain access to other parts, and the
Do not loosen or disconnect any hydraulic brake
caliper does not need service, the wire must be
line or component until engine is stopped, key
installed. If the brake lining pulls away from the
switch is OFF and drain valves on brake accumu-
caliper, the caliper must be disassembled to reset the
lators are opened and steering accumulators are
brake wear adjuster.
bled down. Turn steering wheel to be sure steer-
ing accumulator is completely bled down.
1. Park truck in level ground. Block all the wheels 7. Remove the caliper half. Each caliper half
on both sides to prevent the truck from moving. weighs approximately 45 kg (100 lbs).
8. Support outer disc (12) and remove disc mount
cap screws (11) and washers. Slide disc from
outboard adapter (10). Shims (7) will be found
between disc and adapter. Remove bushing (8).
Mark all shims so they will be installed in the
same location during assembly.
9. Use small diameter wire and wrap it around the
brake lining and inner caliper half (5).
Park Brake
7. Check hydraulic reservoir level as bleeding
The brake calipers must be adjusted before
takes place, maintain correct oil level.
bleeding the brakes. Refer to Park Brake Adjust-
ment procedure for more information. 8. Securely attach bleeder hose to highest park
brake bleeder (2) valve of each caliper, direct
NOTE: Bleeder valves must be installed in the hose away from brake assembly and into a con-
locations shown in Figure 6-3. tainer to catch excess oil.
1. Chock the wheels to prevent the truck from 9. Release park brake by moving the directional
moving. control lever to the NETURAL position.
2. Fill hydraulic tank following procedure in Sec- 10. Slowly open each park brake bleeder valve until
tion P, Hydraulic Tank Service. a clean stream of oil is discharged from caliper.
3. Close brake accumulator drain valves (7, Figure Use bleeder valves shown in Figure 6-3.
6-38). 11. Repeat above steps until all air is bled from all
calipers.
Service Brake
12. Place directional control lever back into the
4. Securely attach bleeder hose to highest service PARK position and stop engine.
brake bleeder valve of each caliper, direct hose
away from brake assembly and into a container 13. The brake linings (new or used) must be bur-
to catch excess oil. nished before returning the truck to production.
5. With engine at idle speed, make partial brake
application of service brake pedal:
a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged All brake linings must be burnished prior to
from caliper. Use bleeder valves shown in being put in service. Brake performance is
Figure 6-3. reduced if new linings are not burnished. Refer to
Service Brake Conditioning.
b. Close bleeder valve.
10. Use a 3/16 inch hex wrench, remove the shoul- 13. Use a pick or suitable tool to remove the parking
der bolt and spring (1, Figure 6-8), loosened in piston boots from each caliper housing.
Step 5, from the parking piston cavity. Inspect
14. Use suitable snap ring pliers to remove the
the shoulder bolt and spring for damage. If
parking piston adjusting collar retaining snap
damaged, replace with new parts.
ring (1, Figure 6-10) from inside the groove of
the parking piston. Remove the adjusting collar.
Clean Parts
For Ground or Polished Metal Parts:
Use a cleaning solvent or kerosene or diesel fuel to
clean ground or polished metal parts or surfaces.
Item 11. Drill and ream for slip fit with 0.375 in dowel,
three holes equal space on two inch diameter.
Adjuster Force
• Cracks on the Linings. Replace the linings that • Verify that the dust boots are soft and flexible.
have larger or deeper cracks than the small, tight • Disassemble the caliper and replace the dust
cracks on the surface of the lining which are boots that are hard or damaged.
normal when the caliper is used under high
temperature conditions. These cracks are
referred to as heat check cracks.
Brake Disc
• Refer to Brake Disc Inspection in this chapter. If
the disc is worn beyond the wear limits, replace
the disc.
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank 3. Steering / Brake Pump 5. Hoist Circuit Hydraulic
2. Hoist Cylinder 4. Hoist Circuit Filters Pump
The hoist pump (5, Figure 2-1) is a tandem gear type The steering accumulators (9, Figure 2-2) provide an
pump. The pump is mounted behind the main alter- adequate volume of pressurized oil to allow the truck
nator and driven by a drive shaft connection between to be steered to a safe area if a malfunction occurs in
the pump and the accessory drive output of the alter- the pump. (Brake system accumulators store a sup-
nator. The pump has a total output of 851 l/min (225 ply of oil to allow several brake applications if the
GPM) at 1900 RPM. steering/brake pump malfunctions. Refer to Section J
for detailed information.)
Steering/Brake Pump
The Steering/Brake system pump (3, Figure 2-2) is
mounted on the rear of the hoist system pump and
coupled to the hoist pump driveshaft. This pump has
an output of 246 l/min (65 GPM) at 1900 RPM. Out-
put from this pump provides oil for the truck steering
system as well as the service brake system.
Tank
The hydraulic tank provides a common supply of oil
for the hoist, steering, and brake systems. The
hydraulic tank service capacity is 901 l (238 gal).
Oil leaving the hydraulic tank (1, Figure 2-1) passes
through two 100 mesh wire strainers before entering
the hydraulic pumps. Oil level should be checked
periodically and be visible in the bottom sight glass
when the body is down and the engine is running. If
filling is required, use only clean, filtered type C-4
hydraulic oil.
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose to the supply
disconnect coupling (4, Figure 2-3).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose to the return discon-
nect coupling (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply FIGURE 2-3. BLEEDDOWN MANIFOLD
disconnect coupling (4) will not supply oil to the brake 1. Bleeddown Manifold
system. To enable brake system operation, a jumper 2. Brake Disconnect # 1
hose must be installed between the brake disconnect 3. Return Disconnect
fittings (2 & 5). Once the jumper hose is installed, 4. Supply/Inlet Disconnect
pressurized oil from the hydraulic pressure source 5. Brake Disconnect # 2
will be supplied to both the steering and the brake
circuits. NOTE: The matching quick disconnect couplings for
items (2, 4 & 5) is PB4682. The matching quick
disconnect coupling for item (3) is PB4684.
Dumping Procedure
Removal
1. Turn key switch OFF and allow at least 90 sec-
onds for the steering accumulator to bleed
down.
Be prepared to contain approximately 901 l (238 gal.)
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.
Installation
1. O-Ring 8. Setscrew
2. Plug 9. Filter Element
3. Filter Head 10. Bowl
4. O-Ring 11. Bleed Plug
5. Indicator Switch 12. O-Ring
6. O-Ring 13. Bottom Plug
7. Backup Ring
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
FLOW AMPLIFIER
The flow amplifier (Figure 4-2) is located on the left
outside frame rail just forward of the bleed down
manifold. The flow amplifier is required in the steer-
ing circuit due to the large volume of oil displacement
required for steering. The flow amplifier uses the
amount of flow from the steering control valve to
determine the amount of amplified flow to send from
the bleed down manifold to the steering cylinders.
Reference Figures 4-3 through 4-6 for oil flow paths
during the neutral, steering and external shock load
conditions.
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-38
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-39
FIGURE 5-2. CHARGING VALVE 3. Loosen small hex nut (4, Figure 5-2) three com-
plete turns. Remove valve cap (1). Install charg-
1. Valve Cap 6. Valve Body ing manifold assembly and bleed off all nitrogen
2. Seal (Large Hex Nut) pressure.
3. Valve Core 7. O-Ring 4. Disconnect electrical leads at the pressure
4. Swivel Nut 8. Valve Stem switch located on top of the accumulator.
(Small Hex Nut) 9. O-Ring 5. Disconnect and plug the hydraulic line (3, Fig-
5. Rubber Washer ure 5-4) at the bottom of the accumulator.
Disassembly
1. Once the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only
when using a jaw vise to prevent accumulator
from turning.
2. Remove bleed plug (12, Figure 5-5) on hydrau-
lic port assembly. Using a spanner wrench,
remove lock ring (10) from the hydraulic port
assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent
FIGURE 5-4. ACCUMULATOR MOUNTING port assembly from rotating.
1. Accumulators 3. Hoses (to Bleeddown
2. Clamps Manifold)
Installation
1. Install new element (6). Install new O-ring (5) on
bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8). Tighten
bleed plug (2).
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 5-25) will face toward shaft end of pump.
9. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bear-
ing retainer pins (17, Figure 5-24) can be
inserted in the case and into the bearing.
10. Install O-rings (18) on pins (17) and install pins.
11. An arbor press is required to install shaft bear-
ing (2) onto driveshaft (1). IMPORTANT - press
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY ONLY on the inner race of the bearing. Press
bearing until it contacts the shoulder on drive-
1. Stem 3. Gland shaft.
2. O-Ring 4. Jam Nut 12. Use a long 153 mm (6 in.) 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.
4. Use a long brass bar and a mallet (or an arbor 13. Place seal retainer (21) over seal (24) inside the
press), to install saddle and bearing assembly pump housing (20). Lubricate shaft seal with
into pump housing. Tap or press ONLY on the clean hydraulic oil.
area of the saddle that is exposed between the 14. Install entire driveshaft assembly through the
saddle bearings (DO NOT tap on bearing sur- front of the pump housing. A mallet will be
faces). Saddle is fully seated when a distinct required to install the driveshaft through shaft
metallic sound is heard when installing saddle seal (2).
into pump housing.
15. Once the driveshaft assembly is fully seated
within the pump housing, install snap ring (3).
1. Hoist Cylinders
2. Hoist valve
3. Pilot Operated Check Valve
4. Hoist Up Limit Solenoid
5. Filter
6. Hoist pilot valve
7. Filter
8. Return from Flow Amplifier valve
9. Hoist Pump
10. Hydraulic Tank
11. Quick Disconnects
12. Counterbalance Valve Manifold
Hydraulic Tank Hoist pump output flows to two remote mounted high
pressure filters located on the lower inboard side of
The hydraulic tank supplies hydraulic oil for the hoist,
the fuel tank. The filter elements are rated at 7
steering, and brake circuits. The tank is located on
micron. The filter assembly is equipped with a
the left hand frame rail forward of the rear wheels.
bypass valve which permits oil flow if the filter ele-
The service capacity is 901 l (238 gal). Refer to Sec-
ment become plugged. Flow restriction through the
tion P for the correct type hydraulic oil recommended
filter element is sensed by a pressure differential
for use in the hydraulic system.
switch.
Oil used in the hoist circuit flows through two 100
This switch will turn on an over-
mesh wire suction strainers to the inlet housing of the
head panel mounted, yellow warn-
hoist pump. Air drawn into the tank during operation
ing light to indicate filter service is
is filtered by dual air filters located on the top of the
required. The light is labeled “Filter
tank. Oil level can be checked visually at sight
Monitor” and will come on when
glasses located on the face of the tank. Oil level
restriction reaches approximately
should be checked periodically and be visible in the
241 kPa (35 psi). Actual filter
bottom sight glass when the body is down and the
bypass will result when the filter
engine is running.
element restriction reaches
Hoist Pump approximately 345 kPa (50 psi).
Separate spools control oil flow to each end of the • Check poppets
cylinders. The valve consists of two identical inlet The pilot ports are located in the top spool section
sections, a spool section, and a separator plate. cover. These ports provide connections for pilot lines
The hoist valve precisely follows differential pressure from the hoist pilot valve. Each pilot port has a corre-
input signals generated by the hoist pilot valve. sponding work port.
(Refer to Figures 7-6 through 7-10.) The work ports provide for line connections between
The inlet sections of the hoist valve consist of the fol- the spool section and the hoist cylinders. One main
lowing components: spool for each work port is spring centered at both
ends to close the work port from the high and low
• Flow control and main relief valve (system relief). pressure cores when there is no flow to the pilot
• Low pressure relief valve. ports.
Installation
1. Attach a suitable lifting device to the hoist valve.
Move the hoist valve into position with the sepa-
rator plate (8, Figure 8-1) located to the rear.
Secure in place with cap screws, nuts and lock-
washers. Tighten cap screws to standard
torque.
NOTE: Ensure that the hoist valve assembly is
positioned with separator plate (8, Figure 8-1) toward
the rear of truck when the valve is lowered onto the
mounting plate.
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet
sections (4, Figure 8-2) to accomplish spool section
(3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove cap screws and remove spool section
cover (2, Figure 8-2). Remove and discard O-
rings (4 & 5, Figure 8-8).
3. Remove poppet (1, Figure 8-7), remove and
discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball. Do not misplace.
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY FIGURE 8-15. TIE ROD NUT TORQUE
1. Spool Housing 4. O-ring 1. Nut 4. Tie Rod
2. Check Poppet 5. Outlet Housing 2. Tie Rod 5. Outlet Housing
3. Spring 3. Nut
HOIST CYLINDERS
Removal
Installation
SS1145 – Plate
(2.50" x 2.50" x 0.25" thick)
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to Installation
of Check Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite “LOCQUIC” Primer “T” (TL8753,
or equivalent), spray mating threads of both cap
assembly (1) and quill assembly (2). Allow
primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1 356 N·m (1,000 ft lbs). Allow parts to cure
for 2* hours before exposing threaded areas to
oil.
* Note: If “LOCQUIC” primer “T” (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure 8-
20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
Torque Specs:
• Cavity Plug (2) - 475-500 Nm (350-375 ft lb)
• Check Valve (3) - 475-500 Nm (350-375 ft lb)
• Counter Balance Valve (4) - 475-500 Nm
(350-375 ft lb)
Adjustment Nut (4) - 35-40 Nm (25-30 ft lb)
• Needle Valve (5) - 60-70 Nm (45-50 ft lb)
Adjustment Nut (5) - 9-10 Nm (80-90 in. lb)
1. Overcenter Manifold
2. Cavity Plug
3. Check Valve
4. Counter Balance Valve FIGURE 8-26. CHECK VALVE
5. Needle Valve 1. O-Rings 2. Backup-Rings
BLEEDDOWN MANIFOLD
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 steering pressure
switch and check valves are also replaced only as
units.
1. Bleeddown Solenoid
2. Quick Disconnects, Brake System
3. To Steering Accumulators
4. Low Steering Pressure Switch
5. Relief Valve - 3 447 kPa (500 psi)
6. Supply Quick Disconnect
7. Pump Pressure Feedback
8. Check Valve
9. Relief Valve - 27 579 kPa (4,000 psi)
10. Bleeddown Manifold Valve Assembly
11. Tank Return Line
12. Supply (From Filter)
13. Check Valve (Piloted)
14. Supply to Flow Amplifier
15. Hoist Pilot Valve Return to Tank
16. Brake System Supply
17. Return From Flow Amplifier
18. Return Quick Disconnect
19. Quick Disconnects, Brake System
Broken or worn linkage between Check for loose fitting bearings at anchor
Excessive free play at cylinder and steered wheels. points in steering linkage between cylinder
steered wheels and steered wheels.
Leaky cylinder seals. Replace cylinder seals.
Binding or misalignment in steering Align column pilot and spline to steering
column or splined column or splined control valve.
input connection.
High back pressure in tank can Reduce restriction in the lines or circuit by
Binding or poor center- cause slow return to center. Should removing obstruction or pinched lines, etc.
ing of steered wheels not exceed 2 068 kPa (300 psi).
Large particles can cause binding Clean the steering control unit. If another
between the spool and sleeve. component has malfunctioned generating
contaminating materials, flush the entire
hydraulic system.
Large particles in spool section. Clean the steering control unit.
Steering control valve Insufficient hydraulic power. Check hydraulic oil supply.
locks up Severe wear and/or broken cardan Replace pin or the steering control unit.
shaft pin.
Steering wheel oscil- Lines connected to wrong ports. Check line routing and connections.
lates or turns by itself Parts assembled incorrectly. Reassemble correctly.
Steering wheels turn in Lines connected to wrong cylinder Correct cylinder port line connections.
opposite direction ports.
when operator turns
steering wheel
Trapped air inside steering pump. Bleed trapped air. Refer to “Pressure Check
And Adjustment Procedure”, this Section.
Broken pump drive shaft. Replace pump drive shaft.
No pump output Excessive circuit leakage. Check for loose fittings, broken or cracked
tubes.
No oil to pump inlet. Check hydraulic tank oil level. Make sure
shut-off valve is open.
Low pump pressure. Check or adjust compensator pressure set-
ting.
Compensator valve, seat, spring or Repair or replace compensator.
packing failure.
Worn or scored pistons and bores. Repair or replace pistons or pump housings.
Maximum volume stop limiting Turn volume stop screw counterclockwise.
pump stroke. Tighten jam nut.
Worn or damaged piston shoes, Repair or replace defective parts.
Low pump output swashblock or swashblock wear
plate.
Worn or grooved cylinder wear Repair or replace defective parts.
plate and/or port plate.
Restricted inlet. Clear restriction. Make sure suction line
shut-off valve is open. Clean suction
strainer.
Insufficient inlet oil. Check for proper hydraulic tank oil level and
make sure suction line shut-off valve is
open.
Control piston seals broken or dam- Repair or replace broken parts.
Unresponsive or slug-
aged.
gish control
Swashblock saddle bearings worn Repair or replace broken parts.
or damaged.
Faulty output circuit components. Repair or replace relief valve or pressure
compensator valve.
Worn piston pump. Repair or replace worn parts.
Worn or grooved cylinder wear Repair or replace worn parts.
Loss of pressure plate and/or port plate: wear plate
and/or port plate separation from
cylinder, each other or valve plate.
Worn pistons, shoes or piston Repair or replace worn parts.
bores.
Stuck piston (position 2, Figure 10- Disassemble and check piston movement.
Slow or hard steer
5).
Heavy steering wheel Dirty throttle-check valve, (position Disassemble and clean the throttle check
movement with a simul- 3) or dirty orifice screw (position 4). valve and/or the orifice screw.
taneous opening of the
relief valve
Leaky shock valve or suction valve, Disassemble, clean and check shock and
Free Wheeling (no end (position 6). suction valves.
stop) Setting pressure of shock valve too Adjust the shock valve pressure setting.
low, (position 6).
Leaky relief valve in the priority Clean and perhaps replace the relief valve.
Inability to Steer (No valve, (position 1).
Pressure Build-up)
Defective steering control unit. Replace the steering control unit.
Air in “LS” line. Bleed the “LS” line.
Hard point when begin- Spring compression in the priority Replace priority valve spring.
ning to turn the steering valve too low.
wheel Clogged orifice in the “LS” or “PP” Clean the orifice.
port (positions 7 & 8).
Relieve pressure before disconnecting hydraulic NOTE: Each hoist pump section supplies oil to a
lines. Tighten all connections securely before separate inlet section on the hoist valve. Each inlet
applying pressure. section on the hoist valve contains a power up relief
Hydraulic fluid escaping under pressure can valve. If the either relief pressure is not within
have sufficient force to enter a person's body by specifications, adjust or replace the respective relief
penetrating the skin and cause serious injury and valve.
possibly death if proper medical treatment by a 5. If power up relief pressure is not correct, adjust
physician familiar with this type of injury is not pressure as follows:
received immediately. a. Move hoist control lever to the “power down”
position and allow body to completely rest on
Hoist System Relief Pressure Adjustment
frame rails. Shut down engine.
1. Install two 0-35 000 kPa (0-5,000 psi) pressure
b. Relieve all hydraulic pressure from hoist sys-
gauges (one to each diagnostic coupler located
tem.
at each outlet port on the hoist pump).
2. Start engine and run at low idle. NOTE: One relief valve is located under each inlet
valve cover.
Pressure at both hoist pumps should be
approximately 517 kPa (75 psi) or less with c. Remove small external tube and cap screws
oil temperature at 29°C (70°F). (1, Figure 10-6) from inlet section cover (2)
3. To allow full extension of the hoist cylinders, where the relief valve needs serviced.
disconnect the hoist up limit solenoid from the Remove cover from hoist valve and spring
wiring harness located in the hydraulic cabinet (3) from relief valve.
behind the operators cab. d. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pres-
sure.
Be sure there is adequate (safe) overhead clear-
ance before raising body to full up position.
Preparation: 1. Start the engine. At low idle, raise the body and
as it extends to the third stage, read the pres-
Note: The ports and valves referred to in the sure on the gauge connected to the “TR” port.
following procedures are labelled on the (All counterbalance valve pressures are read/
counterbalance manifold valve body. adjusted while hoist cylinders are in third stage.)
1. With the engine shut down, the body resting on a. If pressure is 20 684 kPa (3,000 psi) or
the frame, the hoist valve in the FLOAT position above, stop hoisting immediately.
and hydraulic system pressure bled down, Pressure is adjusted too high and must be
loosen locknut on adjustment stem of needle lowered. Go to Counterbalance Valve
valve (9, Figure 10-9) on counterbalance mani- Adjustment and perform adjustment proce-
fold (2). Turn adjustment stem fully clockwise. dure.
2. Remove fitting from “PILOT VENT” port (8) on b. If pressure is below 20 684 kPa (3,000 psi),
counterbalance manifold. This port will remain increase engine speed by approximately 300
open to atmosphere during adjustment; do not rpm and observe pressure on gauge.
allow dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 35 000 kPa (5,000 psi) gauge at test
port “TR” (7) on counterbalance manifold.
(Gauge will measure rod end pressure; the
pressure controlled by the counterbalance
valve.)
• Angle groove on
face of pressure plate Verify correct filter elements are being used.
Abrasive wear caused by fine parti-
• Lube groove
cles in oil supply — Dirt (fine contami- Check hoist and steering cylinders for dents,
enlarged and edges
nants, not visible to the eye). scoring, or seal damage.
rounded
• Dull area on shaft at
root of tooth Entire hydraulic system may require com-
plete cleaning (See Flushing Procedure in
• Dull finish on shaft the following pages).
in bearing area
• Sandblasted gear
bore in housing
Visible damage in the Entire hydraulic system may require com-
following areas: plete cleaning (See Flushing Procedure in
• Scored pressure Abrasive wear caused by metal parti- the following pages).
plates cles — Metal (coarse contaminants,
visible to the eye).
• Scored shafts Check other hydraulic system components
• Scored gear bore for possible source of contaminants.
External damage to
Incorrect installation. Remove and repair as required.
pump
Check pump driveshaft.
Damage on rear of
Check cross and bearings for smooth oper-
drive gear and rear Defective pump driveshaft.
ation.
pressure plate only
Check for adequate joint lubrication.
Check hydraulic tank oil level.
Aeration - cavitation Verify correct oil viscosity.
Eroded pump hous-
ing or pressure plate • Restricted oil flow to pump Check for restriction or air leak at pump inlet
• Aerated oil line.
Check for loose fittings, clamps etc.
Excessive wear on Check hydraulic oil level.
pressure plate and/or Lack of oil. Check pump inlet hoses for obstructions or
end of gear leaks.
• Housing scored
heavily Thoroughly clean and flush hydraulic sys-
Damage caused by metal object -
• Inlet peened and tem.
battered Object not removed during a previous
Check other system components for possi-
failure repair.
• Foreign object ble source of metallic object.
caught in gear teeth
• Pressure plate black
• O-rings and seals Check hoist system relief valve settings.
brittle Excessive heat. Verify correct hydraulic oil level.
• Gear and journals Verify correct oil viscosity.
black
• Broken shaft
Check relief valve pressure.
• Broken housing or Excessive pressure.
Verify relief valve is functioning properly.
flange
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Control Module
(Figure 2-4)
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system. FIGURE 2-4. CONTROL MODULE
FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).
! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2-14. INSTALL JUMPER tem from discharging when squib is installed in
electric detection and actuation system.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec- FIGURE 2-16. REMOVE JUMPER ASSEMBLY
tion.
FIGURE 2-19.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.
FIGURE 2-23. ATTACH INDICATOR LIGHT 14. Install actuation cartridge back into lower actua-
ASSEMBLY (Test Module) tor body and tighten firmly by hand.
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
Detection wire too close to heat source Check for broken points of security, move away from
heat source, and recharge
Test jumper assembly left in place after testing Remove jumper, reinstall plugged end of line connector
and recharge
TROUBLESHOOTING
Operation of an oil heater can be tested by touching
mounting boss (3, Figure 7-1) on the oil pan. After
allowing time for the heater to warm up, it will be
warm to the touch.
1. If the oil heater is not warm to the touch, check
for a voltage of 230 to 240 volts to the power
cord.
2. If the oil heater is not warm to the touch, check
the thermostat circuit at the engine coolant
heaters. Also check the circuits between the
heater and the external power source.
3. If the oil heater is not warm to the touch and the FIGURE 7-2. HEATER ASSEMBLY
voltage is correct, the heater element must be
replaced. 1. Power Cord 6. Element Cover
2. Cover 7. Housing Cap
3. Washer 8. Electrical Leads
4. Rubber Bushing 9. Wire Connectors
5. Housing
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the crankcase oil.
Disassemble all the parts from the element cover.
Figures 7-2 and 7-3 show the complete oil heater
removed from the pan.
Installation
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-3).
2. Coat the threads of element cover (6, Figure 7-
2) with an anti-seize compound and install
housing (5, Figure 7-2).
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
7. If the engine oil was drained, refill the crank-
case with clean, filtered oil.
Maintenance
To check for operation of the heating units, the outlet
water hoses should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element. (Do
not remove heating unit from the truck.) FIGURE 7-4. COOLANT HEATER
a. Remove the two Phillips head screws and 1. Thermostat 4. Heating Element
slide end cover out of the way. 2. Heater Assembly 5. Cover
b. Connect a voltmeter at the two electrical ter- 3. Water Outlet Port 6. Terminals
minals and check for operating voltage (220
to 230 volts) while coolant temperature is
below 48°C (120°F). If correct voltage is
present, the heating element is defective and
should be replaced.
3. If correct voltage (measured above) is not read
at heating element terminals, the thermostat is
defective and should be replaced.
THERMOSTAT
Removal
1. Disconnect the external power source at the
plug in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover out of
the way.
3. Disconnect the two electrical leads. FIGURE 7-5. THERMOSTAT ASSEMBLY
4. Loosen the two setscrews and remove the tem- 1. Cover 3. Housing
perature sensing unit. 2. Temperature 4. Setscrew
Sensing Unit
Installation
1. Install a new temperature sensing unit and
secure in place with two setscrews.
2. Connect the electrical leads.
3. Move cover into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
TROUBLESHOOTING
Operation of a hydraulic oil heater can be tested by
touching mounting boss (3, Figure 7-1) on the oil
tank. After allowing time for the heater to warm up, it
will be warm to the touch.
5. If the oil heater is not warm to the touch, check
for a voltage of 230 to 240 volts to the power
cord.
6. If the oil heater is not warm to the touch, check
the thermostat circuit at the engine coolant
heaters. Also check the circuits between the
heater and the external power source.
FIGURE 7-7. HEATER ASSEMBLY
7. If the oil heater is not warm to the touch and the
voltage is correct, the heater element must be 1. Power Cord 6. Element Cover
replaced. 2. Cover 7. Housing Cap
3. Washer 8. Electrical Leads
4. Rubber Bushing 9. Wire Connectors
5. Housing
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the hydraulic tank.
Disassemble all the parts from the element cover.
Figures 7-2 and 7-3 show the complete oil heater
removed from the oil tank.
Installation
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-3).
2. Coat the threads of element cover (6, Figure 7-
2) with an anti-seize compound and install
housing (5, Figure 7-2).
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
If the hydraulic oil was drained, refill the tank with
clean, filtered oil.
ROLL-OUT ASSEMBLY
Part Number Description Use
EJ2627 Roller Assy. Power Module
Remove & Install
EYE BOLT
Part Number Description Use
TG1106 Eye Bolt, 0.75-10
UNC Misc. lifting
WA4826 Eye Bolt, 1.25-7 requirements
UNC
TORQUE ADAPTER
Part Number Description Use
TZ2734 3/4 in. Torque Miscellaneous
Adapter
HANDLE
Part Number Description Use
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
SEAL INSTALLER
Part Number Description Use
TY2150 Seal Installa- Installation of
tion Tool Front Wheel
Bearing Face
Seals
HARNESS
Part Number Description Use
PC2525 Harness Payload Meter
Download. Refer
to Section M.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly
remove the spindles from the machine.
•OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
•Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Electrical Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-5
Hydraulic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-8
Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-10
1. Radiator Shroud
2. Oil Supply
3. Pressure Reducing Valve
4. Pressure Reducing Valve
5. Shutter Solenoid Valve
6. To Cylinder Head End
7. To Cylinder Rod End
8. Electrical Harness (To RH
Frame Junction Box)
9. To Shutter Disable Switch
box
10. Oil Return to Tank
Hose
11. Shutter Actuator
Cylinder
Cause Remedy
YES Go to
11 Electri- electrical
cal prob- trouble-
lem shooting
YES
NO
Contin-
ued on
next page
Cause Remedy
Pressure Replace
YES
reducing pressure
valve (2) reducing
is defec- valve (2)
Install tee fitting between
oil supply hose (1) and
tive
pressure reducing valve
(2). Connect pressure
gauge with a 0-35,000
kPa (0-5000 psi) range
to tee fitting. Pressure
should be 20,684 -
24,131 kPa (3000-3500
psi) the same as steering
system standby
pressure.
Perform
trouble-
Hydraulic shooting
NO
Supply to proce-
shutters is dures in
incorrect appropri-
ate shop
manual to
correct
truck
hydraulic
system
Cause Remedy
Repair cir-
NO
Open cir- cuit 712R.
cuit in
712R from
key switch
PLMIII uses a speed signal to calculate speed, dis- The circuit board inside the payload meter housing is
tance, and other performance data. This input is criti- made from multi-layer, dual-sided surface-mount
cal to the proper operation of the system. PLMIII electronics. There are no field serviceable compo-
receives this signal from the speedometer/operator nents inside. The electronics are designed to with-
display on the dashboard. The same signal displayed stand the harsh operating environment of the mining
to the operator is used by the system. Distance cal- industry. Opening the payload meter housing will
culations are made based on the rolling radius of the result in voiding the warranty.
tires for a particular truck.
Communications Ports
Body-Up Switch The payload meter has two RS232 serial communi-
The body-up input signal is received from a magnetic cations ports and two CAN ports. Connections for the
switch located on the inside of the truck frame, for- two serial ports are available inside the payload
ward the pivot pin of the truck body. This is the same meter junction box. The two CAN ports are available
switch typically used for input to the drive system. for future electronics systems.
When the body is down, the switch closes and com- Serial port #1 is used to communicate with the dash-
pletes the circuit to 71-control power. 24vdc indicates board display. It is also used to connect to the laptop
the body is down. Open circuit indicates that the computer. The display gauge will remain blank when
body is up. the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
Brake Lock Switch tings change automatically to increase the
The brake lock is used to lock the rear brakes on the communications rate when the PC is using the port.
truck. It is necessary for the accurate calculation of This serial port uses a 3-wire hardware connection.
swingloads during the loading process. Without the Serial port #2 is used to communicate to other on-
brake lock applied, the payload meter will not calcu- board electronics like Modular Mining's Dispatch®
late swingloads during the loading process. Without system or the scoreboard from Komatsu. This port
the brake lock, the payload meter will assume that uses a 3-wire hardware connection. Connections to
the truck was loaded using a continuous loader and this serial port need to be approved by Komatsu.
flag the haul cycle record. All other functions will be Several protocol options are available and detailed
normal regardless of brake lock usage. The brake technical information is available depending on
lock input comes from the switch located on the dash licensing.
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.
TCI Outputs
The GE drive system on the 930E/960E requires
information from the payload meter regarding the
loaded condition of the truck. There are three outputs
from the payload meter to GE to indicate the relative
load in the truck. 24 vdc on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24 vdc on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.
• PL= Payload 10. Press the “SELECT” button one more time to
enter the ID.
• Id= Operator ID
• tL= Total Shift Tons If no buttons are pressed for 30 seconds, the display
• LC= Shift Load Counter will return to normal operation. The number being
entered will be lost and the ID number returns to the
• LF= Left Front Suspension Pressure previous ID number.
• rF= Right Front Suspension Pressure
• Lr= Left Rear Suspension Pressure
• rr= Right Rear Suspension Pressure Using the Load and Ton Counter
• In= Inclinometer
PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
during the shift. This display can be cleared at the
The display holds the displayed information until the
beginning of each shift to allow the operator to record
SELECT switch is pressed again. The suspension
how many loads and tons have been hauled during
pressures, inclinometer, and payload displays are
the shift.
based on current sensor inputs.
Communications to the display use the same serial Total Ton Counter
link as the download connection. Whenever another
The total ton counter records the number of tons
computer is connected to serial port #1 to download
hauled since the last time it was cleared. This display
or configure the system, the lower display will blank.
is in 100’s of tons. For example, if the display shows
This is not the same connection used by mine dis-
patch systems.
432 the total tons is 43,200. This display can be
cleared at the beginning of each shift to allow the
operator to record how many tons have been hauled
during the shift. The units are selected using the PC
software.
• To view the total ton counter press and release
the “SELECT” switch until tL= is displayed on
the gauge.
Viewing Live Sensor Data • Inclinometer - To display the truck incline, press
and release the “SELECT” switch until In= is
The display can also be used to quickly show the
current readings from the four suspension pressure displayed.
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change. Other Display Messages
The live displays cannot be cleared and the SET On startup of the payload meter system, the gauge
button will have no effect. display will scroll the truck type that the PLMIII is
The units for the display are controlled by the configured for. For example, on a 930E, the gauge
configuration of the payload meter. If the payload
meter is set to display metric units, the pressures will
will scroll ---930E---.
be displayed in tenths of kg/cm2. For example, if the
display shows 202 the actual value is 20.2 kg/ If the PLMIII encounters memory problems, it will
2
cm . If the payload meter is set to display short tons, display ER88 ,where 88 is the specific memory
the pressures will be displayed in psi (lbs/in2). error. In this very rare circumstance, the system
Multiply by 14.2 to convert kg/cm2 to psi. (example -- should be turned off for 30 seconds and restarted.
1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect
the units setting for the gauge without the PC
software.
Table 2:
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 vdc
10 Inclinometer low Input voltage > 5.08 vdc
11 Speed input failure Not Used
12 Brake lock input failure Not Used
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.
19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.
20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground
System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
The payload meter uses the clean truck tare value to The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare. the payload calculation.
This procedure should be performed after service to This procedure should be performed on relatively flat
the suspensions or when significant changes are ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per- tion for this procedure.
forming this procedure, be sure the suspensions are 1. After cleaning debris from the truck and check-
properly filled with oil and charged. It is critical to pay- ing to see that the suspensions are properly
load measurement that the proper oil height and gas serviced, use the PLMIII software to connect to
pressure be used. the payload meter.
Once the clean tare process is started, the payload 2. From the "Truck Configuration" screen, select
meter will begin to calculate the clean empty sprung "Inclinometer".
weight of the truck. This calculation continues while 3. With the truck stopped and the parking brake
the truck drives to the next loading site. Once the on, press the “Start” button. This instructs the
procedure is started, there is no reason to continue payload meter to sample the inclinometer once.
to monitor the process with the PC. The truck does 4. Turn the truck around. Drive the truck around
not need to be moving to start this procedure. and park in the exact same spot as before, fac-
1. After cleaning debris from the truck and check- ing the other direction.
ing to see that the suspensions are properly 5. With the truck stopped and the parking brake
serviced, use the PLMIII software to connect to on, press the “Start” button. This instructs the
the payload meter. payload meter to sample the inclinometer again.
2. From the "Truck Configuration" screen, select The payload meter will average the two sam-
"Clean Truck Tare". ples to determine the average offset.
3. Be sure to follow the screen instructions. 6. Be sure to follow the screen instructions.
The data analysis tools allow the user to monitor the Sorting on Truck Unit Number
performance of the payload systems across the fleet.
The truck unit number is the truck unit number
Analysis begins when the "View Payload Data" but-
entered into the payload meter when it was config-
ton is pressed. This starts an "all trucks, all dates, all
ured at installation. The query can be set to look for
times" query of the database and displays the results
all trucks or one particular truck number. When the
in the Payload Summary Form.
program begins, it searches through the database for
The user can change the query by changing the all the unique truck numbers and creates a list to
dates, times, or trucks to include in the query for dis- select from.
play.
Choosing one particular truck number will limit the
Haul cycles in the data grid box at the bottom can be data in the displays, summaries and reports to the
double-clicked to display the detailed results of that one selected truck. To create reports for truck num-
haul. ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display Sorting on Truck Type
can be narrowed by selecting which trucks or types
The truck type is the size of the truck from the family
to view and for what dates and times.
of Komatsu trucks. This allows the user to quickly
The query items are added in the "AND" condition. If view results from different types of trucks on the
the user selects a truck # and date range, the query property. For example, a separate report can be gen-
will sort the data for that truck number AND the date erated for 830E and 930E trucks.
range.
6:00
Time
Date
Reports can be generated and viewed on the screen
0:00
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.
12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00
24:00
CSV Export
• Truck number The second series of data below the haul cycle data
• Haul cycle start date is the alarms. The alarm columns, left to right are:
• Haul cycle start time
• Payload
• The alarm type
• Swingloads
• The date the alarm was set
• Operator ID
• The time the alarm was set
• Warning Flags
• Alarm description
• Carry Back
• The date the alarm was cleared
• Total Haul Cycle time
• The time the alarm was cleared
• Empty Running Time
• Empty stop time
• Loading time
Compressed
• Loaded running time
• Loaded stopped time
• Dumping time
• Loading start time
• Dumping start time
• Loaded haul distance
• Empty haul distance
• Loaded maximum speed
• Time when loaded maximum speed occurred
• Empty maximum speed
• Time when loaded maximum speed occurred
• Maximum + frame torque
• Time when the maximum + frame torque
occurred This export function allows the data from one laptop
• Maximum - frame torque to be transferred to another computer. This can be
• Time when the maximum - frame torque useful when a service laptop is used to download
occurred
multiple machines and transfer the data to a central
• Maximum sprung weight calculation
• Time when the maximum sprung weight computer for analysis. This can also be used to copy
calculation occurred haul data from a particular truck onto a diskette for
• Left Front Tire-kilometer-hour analysis.
• Right Front Tire-kilometer-hour The file format is a compressed binary form of the
• Average Rear Tire-kilometer-hour
displayed query. The file can only be imported by
• Frame serial number
another computer running the PDM Software.
• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Key Switch is Turned ON”.
• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15 A breaker CB-B in payload junction box.
• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.
• Confirm the body up switch signal. When the body up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.
Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
29. From the main menu select "Connect to Pay- 36. Turn on the green payload lights by checking
load Meter". "Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
30. From the Connection Menu select "Configure load lights on the truck are illuminated.
Payload Meter". Confirm that all previous
changes have been saved and close the Truck 37. Uncheck the green light and turn on the amber
Configuration form. payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
31. From the Connection Menu select "Real Time sure that only the amber payload lights are illu-
Data". minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 25
MPH (40.2 Km/h) speed signal. Confirm that
this value is displayed by the speedometer on
the dashboard and the real time data screen.
NOTE: The weight shown on the real time data The value can be ±1 MPH (±2 km/h). The brake
screen is the sprung weight and includes the weight lock must be off for the PLMIII to recognize
of the truck. Given the suspension pressure dummy speed input.
loads, the nominal value shown should be 112 short 41. On the PC, close the Real Time Screen and the
tons (101 metric tons). Connection Menu and return to the Main Menu.
Flashburn
49. Close all screens and disconnect the laptop
from the PLMIII system. 1. Power Before programming, power must be
OFF turned off to the target device. Be sure
the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON
Inclinometer
Date
Truck
Signature
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Suction Tube C. Engine Oil Level
Filling Procedure (Remote fill feature) FIGURE 31-3. RESERVE OIL TANK
REMOTE FILL
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the new 1. Remote Control Box 4. FULL Light
oil supply to the quick coupler on the truck. 2. System Switch 5. VALVE OPEN Light
Open valve on supply hose to apply pressure. 3. Start Switch
2. Pull out on system switch (2, Figure 31-3) to
turn the fill system on.
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.
Changing Oil
Always check the engine oil level before starting 1. Drain both the engine sump and the reserve
engine. Use the engine dipstick. tank. Refill both engine and reserve tank with
new oil to proper levels.
Every 10 Hours, or once each shift:
2. Change engine oil filters as required.
1. Before starting engine, check oil level using the 3. Start engine and check for proper operation.
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys- NOTE: Do not use the oil in the reserve tank to fill the
tem for proper operation. engine sump. Both must be at proper level before
2. The engine oil quality will be best if the reserve starting engine.
tank is kept reasonably full. Check the oil level The engine oil level should be checked with the
in the reserve tank. As a minimum guideline, if engine dipstick at every shift change. The oil level in
the oil is below the half-full level, fill the tank the reserve tank must also be checked at every shift
manually according to the filler cap dipstick or change using the fill cap dipstick.
by using the automatic fill control method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
‘steady on’ and ‘flashing’.
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
SERVICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected (In/Out only relevant to Swing
Ladder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-34
Fault Type 16: System voltage over 18V during movement . . . . . . . . . . . . . . . . . . . . . . . . .M32-38
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped). . . . .M32-39
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Command Buttons
[UP] button (2, Figure 32-5) is a dual function control [EXIT] button (7, Figure 32-5) is a multi-function but-
that is used to raise the ladder during normal opera- ton used for ladder system alarm acknowledgement
tion and scroll through the menu displays. Pressing and menu access when in Display Mode. This button
this button and holding it briefly will cause the ladder is also used to exit from the menu screens. Press this
to raise. Pressing and releasing this button one time button to exit from menu screens.
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.
Diagnostics
The in-cab control panel allows the viewing of the last
50 events on the display screen. In addition, a 3,000-
point data log capacity is built into the panel’s non-
volatile memory. Full ladder system diagnostics can
be retrieved via data log download by using a USB
key for analysis in Microsoft® Excel.
Maintenance
The in-cab control panel monitors the ladder system
oil level and counts the number of ladder system
operation cycles. When maintenance is required, an
audible warning will sound and an on-screen mes-
sage will automatically be displayed on the control
panel. Refer to the Servicing section later in this
chapter for additional information.
1. Hydraulic Accumulator
Check Reservoir Oil Level Hydraulic oil becomes contaminated over time and
this may impact RLS operation. Therefore, it is rec-
Ensure that all necessary safety guidelines have ommended that the oil in the RLS be changed at
been observed before attempting to check the oil least once a year. During oil replacement, it is recom-
level in oil reservoir (4, Figure 32-11). In addition, mended that the reservoir be flushed to remove any
ensure the ladder is in the fully lowered position. debris that may have accumulated in order to avoid
Visually check all hydraulic oil lines and fittings for contaminating the new oil.
leaks. DO NOT top-off the ladder’s oil reservoir if To change the RLS hydraulic oil:
leaks are found. Replace defective parts and repair
any leaks that are found. After all leaks have been 1. Remove the plug from fill port (2, Figure 32-11).
repaired, service the reservoir’s oil level. 2. Remove oil heater (3) from reservoir (4) and
allow the oil to drain into an acceptable con-
NOTE: It is recommended that any hydraulic oil to be tainer. DO NOT damage the heating end of the
used for filling or adding to the hydraulic system oil heater.
should be routed through a 3-micron filter device
prior to use. 3. Flush the interior of the reservoir with a cleaning
solvent and allow used solvent to drain into an
acceptable container.
4. Re-install oil heater (3). DO NOT overtighten.
5. Re-fill the reservoir through fill port (2) with the
correct quantity and type of clean, filtered
hydraulic oil.
6. Re-install plug in the fill port.
7. Operate the ladder through two complete up
and down cycles.
8. Re-check the oil level through sight glass (1).
Top-off as needed. DO NOT overfill.
NOTE: After changing the oil, the RLS should be
operated through its full range of motion at least two
times. This is to expel any air that may be present,
which would otherwise destroy the seals in the
hydraulic system.
FIGURE 32-11. POWER PACK RESERVOIR
NOTE: The events are listed from the last time and
date stamped event (1/50) through to the first in the
series (50/50). Pressing and holding the DOWN or
UP button will continuously scroll through the list until
the button is released.
NOTE: The In-Cab Control Node contains a
rechargeable battery to maintain the clock. If the
Date and Time set screens appear on start up the If intermittent, unreliable operation of the ladder,
internal battery will require charging. Charge times stairway or step access system is experienced, a
are as follows: check of the Comms Integrity entries is recom-
Standby Time (Fully Charged) – 3 Weeks mended. For a healthy system, the percentages
Time to fully Charge – 5 Hours should be no lower than 80%.
Minimum Charge Time – 1.5 Hours If the percentages fall below this prescribed value,
NOTE: This battery status only affects Time and the possible symptoms will be:
Date settings. IT DOES NOT AFFECT NORMAL • Intermittent communications errors shown on the
LADDER, STAIRWAY OR STEP OPERATION. controller
• Unreliable/unpredictable ladder operation
• No ladder operation
The possible causes are:
• Poor/degraded wiring
• Substantial electrical interference
• An internal fault with the controller hardware
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped)
Fault Types 19, 20
Priority Low
Description This fault occurs when the upper remote access terminal’s toggle switch is held in
either the UP or DOWN position for more than 10 seconds. The logged event and dis-
played error message will distinguish the actual location of the fault.
Possible Cause(s) May be caused by a user holding the toggle switch for too long, an accumulation of
dust/mud in the contact or mechanical damage to the unit.
Operator Alerting The in-cab control panel will display a fault message and list all of the faults in order of
System Response priority.
The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) Current ladder movement will be completed normally. The toggle switch may not be
used to initiate ladder movement until the fault has been cleared.
Operator Yes.
Acknowledgment
Required?
Even though the log files can be stored on the USB • The logs are time and date stamped to provide
key supplied with the RLS unit, it is recommended an accurate real time record of ladder system
events. To be of value in troubleshooting faults,
that the log files be transferred to a laptop computer
the logs must correlate with the actual events.
or PC for long-term file management. The standard
file created on the USB key during data download
has the following filename and format:
YYMMDDIN.RLS, where
• YY is the last two digits of the current year
• MM is the current month
• DD is the current day
• IN is the file index. If multiple files are created on
the same USB key, each subsequent file will be
incrementally indexed. If the log is cleared via the
in-cab control panel, the file index will begin
again at 00 for the next download.
• .RLS is the default RLS file format from the raw
hexidecimal-encoded data used in the RLS
operating system.
MENU DIAGRAMS
The following pages contain diagrams to assist the
user in navigating through the various menus of the
in-cab control panel functions.
Controller Config
Figure 32-12 provides information for changing or
updating RLS parameters such as ladder and power
pack timing.
Contact Information
Figure 32-13 provides information for contacting
Komatsu with technical-related issues regarding the
RLS.
System Settings
Figure 32-15 provides information on viewing current
RLS system settings.
Diagnostics
Figure 32-17 provides a comprehensive list of sys-
tem events and the Comms Integrity of the system
displayed as a percentage.
CONTROLLER MENU
Displays Main Root Menu
Options
System Settings
Displays Currently Programmed
System Settings
To view the Recent Logs, use the [UP] and [DOWN] buttons to scroll through the
CONTROLLER MENU logged data for the last 50 entries.
Displays Main Root Menu
Options SHOW RECENT LOGS OPTION
System Settings
Displays Currently Programmed
System Settings
Controller Config
Password access to change the
System Settings
Ph: +555-555-1212
Displays Komatsu Contact
Details
CONTROLLER MENU To view the current Recent Logs press the [UP] or [DOWN] buttons to scroll through
Displays Main Root Menu the logged data for the last 50 entries
Options
Controller Config
Password access to change the
System Settings
Diagnostics
Displays a summary of Events
and Comms Integrity
NOTE: The log is a rolling log. When full, it overwrites the earliest logged data.
Ph: +555-555-1212 The actual data log capacity is 3,000 data points and is stored in a non-volatile
Displays Komatsu Contact memory providing a continuous bank of time and date stamped data available
Details for download to a USB Key.
CONTROLLER MENU To view the current System Settings press the [UP] or [DOWN] buttons
Displays Main Root Menu to scroll through the options
Options
Ph: +555-555-1212
Displays Komatsu Contact
Details
CONTROLLER MENU To Upload Logs to USB, a USB Key will be required and is placed in the
Displays Main Root Menu port on the lower right hand side of the In Cap Control Panel. Only insert
Options the USB Key once the on screen prompt indicates to do so.
USB Processing
Transferring data to Complete
Controller Config USB key: X% complete
Password access to change the Enter/Exit to confirm
System Settings
NOTE: Once the above sequence is complete simply remove the USB Key from
the Port.
CONTROLLER MENU
Displays Main Root Menu
Options
To view the current System Settings press the [UP] or [DOWN] buttons
to scroll through the options
System Settings
Displays Currently Programmed
System Settings
DIAGNOSTICS RECORDS OPTIONS
Controller Config Active Events (A comprehensive list of system events indicated whether cur-
Password access to change the rently active or inactive). Comms Failed, 10A Fuse Blown, 15A Fuse Blown,
System Settings Up Coil Failed, Down Coil Failed, In Coil Failed [Swing Ladder only], Out Coil
Failed [Swing Ladder only], Pump Coil Failed, Power Pack Failed, Inhibit Re-
lay Failed, Ladder Off Limit, Did Not Reach Limit, Stay on Limit, Low Oil Level
Show Recent Logs [Future Inclusion], Under Voltage at Command, Under Volts, Over Volts, Top
Displays the 50 latest events Remote UP Held, Top Remote DOWN Held, Low Remote UP Held, Low Re-
time & date stamped mote DOWN Held, Pressure Recharge > 1 Hour, Raised by Park Brake, L1
Service Overdue, L2 Service Overdue.
Comms Integrity (Monitors system communications integrity between the In-
Upload Logs to USB Cab Control Panel and the Main Control Board in the Power Pack. The results
Allows the download of the data are displayed as a percent value for various time periods up to 24 hours. For
log via USB Key a healthy system, the percentages should be no lower than 80%). Time inter-
vals displayed are 30 seconds, 15 minutes, 4 hours and 24 hours.
Log Last Cleared (Displays the date when the log was last cleared)
Use the [DOWN] button to scroll to Total Log Space (Displays the log storage space remaining as a percent)
Diagnostics then press [ENTER]. Code Versions (Displays the current software code versions for the In-Cab
and Hydraulic Control Nodes)
Operations Until L1 Service Due (Displays the remaining access system op-
Diagnostics erations before Service Level 1 Indicator is activated)
Displays a summary of Events
and Comms Integrity Operations Until L2 Service Due (Displays the remaining access system op-
erations before Service Level 2 Indicator is activated)
Ph: +555-555-1212
Displays Komatsu Contact
Details
OPERATOR CAB
INDEX
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
12. Check for any other hoses or wiring which may 2. After cab is positioned, insert the remaining cap
interfere with cab removal. screws and hardened washers. (32 total).
Tighten the cap screws to 1017 N·m (750 ft lb)
13. Lift the cab assembly off the truck and move to
torque.
an area for further service.
3. Route the wire harnesses to the electrical con-
14. Place blocking under each corner of the cab to
nectors on the rear corner of the cab (5, Figure
prevent damage to floor pan and hoses before 2-2). Align cable connector plug key with recep-
cab is lowered to the floor. tacle key and push plug onto receptacle. Care-
fully thread retainer onto receptacle and tighten
Installation
securely. Install clamps if removed during cab
1. Lift the cab assembly and align the mounting removal.
pad holes with tapped pads. Insert at least one 4. Remove the caps from the hydraulic hoses and
cap screw and hardened washer at each of the tubes and reinstall the hoses and tubes.
four pads prior to lowering cab onto the truck. Reinstall any hose clamps as required.
NOTE: The tool group shipped with the truck 5. Install the heater hoses and clamps on the
contains the following tools which may be used to fittings on the underside of the cab. Connect the
install the inner cap screws, as clearance is limited: other end of each hose to the fittings at the
• PB8326 - 1-1/2" offset wrench shutoff valves on the engine. Open the heater
shutoff valves. Connect the air cleaner
• TZ2733 - Tubular Handle restriction indicator hoses.
• TZ2734 - 3/4" torque wrench Adaptor
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
1. Washer 3. Frame
door.
2. Striker Bolt 4. Seal
b. Remove two cap screws (3), which hold the
door strap bracket to the door.
3. Loosen and vertically align (center) the door
jamb bolt with this mark and tighten it firmly c. Disconnect wiring harness (4) to the window
enough to hold it in place but still allow some regulator.
slippage. d. Open the door as far as possible in and
4. Carefully try to close door (4) and determine remove the internal door panel.
whether this adjustment has helped the e. Before removing all door panel mounting
“springing” problem. If the door latches but not screws, support the panel to prevent the
firmly enough, follow the procedure in Step 1. If assembly from dropping. Remove 15 mount-
the door latch does not catch, move the bolt ing screws (5).
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure a
good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
FIGURE 2-8.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block 2. Screws
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
FIGURE 2-11.
1. Screws
FIGURE 2-13.
1. “L” Shaped Brackets
FIGURE 2-14.
1. Cap Screw & Nut 3. Mounting Screw - Out-
2. Mounting Screws - side Door Handle
Latch 4. Latch Assembly
5. Window Frame
FIGURE 2-15.
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the open-
ing. Ensure that the seal fits tightly in the cor- FIGURE 2-16.
ners. A soft face tool may be used to work the
seal up into the corners.
1. Door Opening Seal 3. Door Assembly Seal
2. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely. Then
while holding the ends together, push them
firmly into the center of the opening.
FIGURE 2-17.
Adhesive-bonded Windows
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
4-2).
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose, and remove wiper
arm (1).
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 4-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 4-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18-20 N·m (160-177 in. lb).
DO NOT overtighten. The threads on the shafts
are easily stripped when improperly tightened.
Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 4-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 4-3.
FIGURE 3-3. PARK POSITION 5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
A. Park Position (7°) 5. Flat Washer
properly and park in the proper position after
1. Wiper Motor 6. Wiper Arm
installation is complete.
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
Removal
1. Disconnect the door stop strap so the door can
swing open wider. If necessary, remove the
door from the cab to allow room to remove the
seat. Refer to the index in this chapter for door
removal instructions.
2. Remove cotter pins (5, Figure 3-6) so that seat
belt tethers (6) can be disconnected from the
eye bolts in the cab floor.
3. Disconnect seat harness (7) at the cab floor.
4. Remove cap screws (2), flat washers (3) and
lock washers (4) that secure the riser to the
floor.
5. The seat weighs approximately 58 kg (128 lb).
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground. Do not lift the seat by using
the arm rests, as they could be damaged.
Installation
FIGURE 3-6. SEAT INSTALLATION
1. The seat weighs approximately 58 kg (128 lb).
Use a suitable lifting device to lift the seat from 1. Seat Assembly 5. Cotter Pin
the ground up to the deck. Place seat assembly 2. Cap Screw 6. Seat Belt Tether
in position in the cab. 3. Flat Washer 7. Seat Harness
4. Lock Washer
Removal
1. Disconnect the door stop strap so the door can
swing open wider.
2. Remove cotter pins (3, Figure 3-7) so that seat
belt tethers (2) can be disconnected from the
eye bolts in the cab floor.
3. Remove cap screws (4), flat washers (6) and
lock washers (5) that secure the riser to the
floor.
4. The seat weighs approximately 55 kg (121 lb).
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground.
Installation
1. The seat weighs approximately 55 kg (121 lb).
Use a suitable lifting device to lift the seat from
the ground up to the deck. Place seat assembly
in position in the cab. FIGURE 3-7. PASSENGER SEAT INSTALLATION
2. Install cap screws (4), flat washers (6) and lock
washers (5) that secure the riser to the floor.
1. Seat Assembly 4. Cap Screw
Tighten the cap screws to the standard torque.
2. Seat Belt Tether 5. Lock Washer
3. Cotter Pin 6. Flat Washer
Inspect the date of manufacture on the seat belt. If 1. Install tether and seat belt buckle (11, Figure 3-
the seat belt is over five years old, replace the seat 9) to seat with cap screw (12). Tether belt is to
belt. Or, if the seat belt has been in service for more be positioned at 45 degree angle. Tighten cap
than three years, replace the seat belt. screw (12) to 68 Nm (50 ft lb).
2. If required, install bracket (3, Figure 3-8) with
Removal cap screws (2) and nuts. Tighten cap screws to
1. Remove cap screw, flat washer and nut (4, Fig- 47 Nm (35 ft lb).
ure 3-8). Then remove shoulder belt retractor 3. Install seat belt retractor (10, Figure 3-9) and
(1). tether (9) using flat washer (7) and cap screw
2. Recline back of seat forward. Remove screws (8). Tether belt is to be positioned at 45 degree
(5, Figure 3-9). Then remove pad (4). angle. Tighten cap screw (8) to 68 Nm (50 ft
lb).
3. Remove nut (6), cap screw (2) and then spacer
(3). Place loose shoulder belt on seat cushion.
4. Remove cap screw (8), seat belt retractor (10),
flat washer (7) and tether (9) and from seat. It
may be necessary to also remove cap screws
(2, Figure 3-8) and nuts and bracket (3).
Remove seat belt and shoulder belt from seat.
5. Remove cap screw (12, Figure 3-9) and remove
seat belt buckle (11) and the other tether.
21° C (70° F) 820 - 1300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27° C (80° F) 950 - 1450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of
determining proper refrigerant charge.
Reclaimed Refrigerant
TABLE 2. REPLACING OIL Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been pro-
Component Oil to add
cessed to the same standards of purity as virgin
Condenser 60-90 ml (2-3 ounces) refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
Evaporator 30 ml (1 ounce) The reclaiming equipment used for this process is
expensive, and therefore, not common among nor-
Receiver-Drier 60 ml (2 ounces)
mal maintenance shops. Equipment such as this is
Accumulator 60 ml (2 ounces) more commonly found in air conditioning specialty
shops.
Compressor 207 ml (7 ounces)
Block Valve
Adding oil is not necessary
(Expansion)
Drain and measure amount Always use new, recycled, or reclaimed refriger-
Hoses
removed ant when charging a system. Failure to adhere to
this recommendation may result in premature
5. Connect all hoses and components in the sys-
wear or damage to air conditioning system com-
tem. Lubricate O-Rings with clean mineral oil
ponents and poor cooling performance.
before assembly.
NOTE: Do not use PAG oil to lubricate O-Rings or
fittings. PAG oil will attract moisture and will corrode
Refrigerant Quantity
fittings when used externally. Use only clean mineral
oil to lubricate fittings and O-Rings during assembly. If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
ant is charged into the system, the system will oper-
6. Evacuate the system. Refer to Evacuating The ate at higher pressures, and in some cases, may
System. damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
Always read the container label to verify the contents Usually, a 50% charged system is enough to find
are correct for the system being serviced. Note the most leaks. If the system is empty, connect the mani-
containers for R-134a are painted light blue. fold gauge set to the system and charge at least 1.6
kg (3.5 lbs) of refrigerant into the system.
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
FIGURE 4-14. DEFLECTION MEASUREMENT
Belt Tension Check
NOTE: This procedure has been written for use with
4. Find the approximate center of the belt between
belt tension tool (XA3379), shown in Figure 4-13.
the two pulleys. Place the tip of the tool onto the
Other tension tools may differ in functionality.
outer face of the belt and apply pressure, as
shown in Figure 4-14. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-Ring
is even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-Ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6 ±
0.1 kg f (3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
It is important to always tighten the fittings to the sensing element (capillary tube) may be broken or
proper torque. Failure to do this may result in kinked closed and therefore unable to sense evapo-
improper contact between mating parts and leak- rator temperature.
age may occur. Refer to the following torque When thermostat contact points are stuck open or
chart for tightening specifications. the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
Fitting Size Foot Pounds Newton Meters tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
6 10 - 15 ft.lbs. 14 - 20 Nm
fused lead. If the clutch engages, replace the thermo-
8 24 - 29 ft.lbs. 33 - 39 Nm stat.
FIGURE 4-19.
FIGURE 4-20.
FIGURE 4-21.
FIGURE 4-23.
1. Pulley Puller 3. Puller Pilot
2. Pulley Assembly
Pulley Installation
FIGURE 4-24.
FIGURE 4-25.
1. Bearing Installer 2. Universal Handle
1. Drive Plate Installer 2. Spacer
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
24), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the 2. Place the clutch assembly into position on the
equivalent ensures that the force driving the compressor. Align the square key with the key-
bearing into position acts on the inner race of way on the shaft.
the bearing. Applying force to the outer race of
3. Thread drive plate installer (1, Figure 4-24) onto
the bearing will result in bearing damage.
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
0 76.0 (29.92)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal
vacuum.
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Indications:
Low side pressure - Normal
High side pressure - Normal
Discharge air is only slightly cool.
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Indications:
Low side pressure - HIGH
High side pressure - HIGH
Discharge air is only slightly cool.
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Indications:
Low side pressure - HIGH
High side pressure - Normal
Air from vents in the cab seems warm
or only slightly cool.
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Discharge air is only slightly cool.
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.
Indications:
Low side pressure - HIGH
High side pressure - LOW
Compressor operates noisily.
Indications:
Low side pressure - Normal
High side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
5. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 6. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
7. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.
Horn Button
Multi-function turn signal switch (4, Figure 5-2) is
Horn (2, Figure 5-2) is actuated by pushing the but- used to activate the turn signal lights, the windshield
ton in the center of the steering wheel. Ensure that wipers, and to select either high or low beam head-
the horn operates before moving the truck. Observe lights.
all local safety rules regarding the use of the horn as
a warning signal device before starting the engine Turn Signal Operation
and moving the vehicle.
Move the lever upward to sig-
nal a right turn.
Tilt / Telescope Lever
An indicator in the top, center
The steering column can be telescoped or the wheel of the instrument panel will illu-
tilted with lever (3, Figure 5-2). minate to indicate turn direction
Adjust the tilt of the steering wheel by pulling the le- selected. Refer to Instrument
ver toward the steering wheel and moving the wheel Panel and Indicator Lights in this section.
to the desired angle. Releasing the lever will lock the
wheel in the desired location. Move the lever downward to
signal a left turn.
Adjust the telescope function by pushing the lever
forward to unlock. After positioning as desired,
NOTE: The turn signal does
release the lever to the lock position.
not automatically cancel after
the turn has been completed.
Low Speed
High Speed
STEERING COLUMN
Removal
FIGURE 5-3. STEERING COLUMN INSTALLATION
1. Shut the engine off by turning the key switch to
OFF and allow at least 90 seconds for the steer- 1. Steering Wheel 9. Bracket R.H.
ing accumulators to bleed down. Turn the steer- 2. Button Horn 10. Cap Screw
ing wheel to ensure no pressure remains. 3. Steering Column 11. Lock Washer
4. Cap Screw 12. Cap Screw
2. Open the battery disconnect switch. 5. Flat Washer 13. Nut
3. Remove the access cover (15, Figure 5-3) from 6. Lock Washer 14. Trim Cover
the front of the cab. If steering control unit is 7. Steering Control Unit 15. Access Cover
OK, DO NOT disconnect any hydraulic lines. 8. Bracket L.H.
4. Loosen cap screws (10) on steering control unit
(7) and move it out of the way. Steering Column Inspection
5. Disconnect wire harness(es) from the steering Whenever the steering column or steering control
column. unit is removed for service, the steering column shaft
6. Remove screws retaining trim cover (14) where splines must be inspected for excessive wear.
steering column enters the instrument panel
1. With steering column assembly removed from
and remove cover.
truck, thoroughly clean splines on steering col-
7. Remove four cap screws (4). Access to these umn shaft and inspect for damage or excessive
screws is from the front of the cab through the wear.
access opening. Also remove cap screws (12).
2. Using an outside micrometer or dial caliper,
8. Lift the steering column out of the instrument measure the outside diameter of the male
panel. splines on the steering column shaft.
• Minimum diameter: 24.13 mm (0.950 in.)
Service Brake Pedal Dynamic retard pedal (3, Figure 5-1) is a foot oper-
ated pedal which allows the operator to slow the
The service brake pedal (2, Figure 5-1) is a foot truck and maintain a safe productive speed without
operated pedal which applies the service brakes. the use of the service brakes. For normal truck oper-
Service brakes must only be applied when dynamic ation, only dynamic retarding must be used to slow
retarding requires additional braking force to slow the and control the speed of the truck. The Grade/Speed
truck speed quickly. They must also be used to bring Retard Chart (8, Figure 5-1) must always be followed
the truck to a complete stop once the speed is less to determine MAXIMUM safe truck speeds for de-
than 4.8 kph (3 mph). scending various grades with a loaded truck. Service
brakes must be applied only when dynamic retarding
Dynamic Retarding requires additional braking force to slow the truck
Dynamic retarding is a braking torque (not a brake) speed quickly or to bring the truck to a complete stop.
produced through electrical generation by the wheel- When dynamic retarding is in operation, the engine
motors when the truck motion (momentum) is the rpm will automatically go to an advance rpm retard
propelling force. speed setting (usually 1250 rpm)*. Dynamic retarding
For normal truck operation, dynamic retarding will be applied automatically, if the speed of the truck
must be used to slow and control truck speed. reaches the predetermined overspeed retard setting.
Dynamic Retarding is available in FORWARD/
Dynamic retarding is available in FORWARD/ REVERSE at all truck speeds above 0 kph/mph, but
REVERSE at all truck speeds above 0 kph/mph; is available in NEUTRAL only when truck speed is
however, as the truck speed slows below 4.8 kph (3 above 4.8 kph (3 mph).
mph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a Throttle/Accelerator Pedal
complete stop.
Throttle/accelerator pedal (4, Figure 5-1), and shown
Dynamic retarding will not hold a stationary truck on below, is a foot-operated pedal which allows the
an incline.Use the parking brake or wheel brake lock operator to control engine rpm depending on pedal
for this purpose. depression.
Dynamic retarding is available in NEUTRAL only It is used by the operator to request torque from the
when truck speed is above 4.8 kph (3 mph). motors when in forward or reverse. In this mode, the
When dynamic retarding is in operation, engine rpm propulsion system controller commands the correct
will automatically go to an advance retard speed set- engine speed for the power required. In NEUTRAL,
ting. This rpm will vary depending on temperature of this pedal controls engine speed directly.
several electrical system components.
Dynamic retarding will be applied automatically if the
speed of the truck obtains the maximum speed set-
ting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart must always be used to
determine safe downhill speeds. Refer to Grade/
Speed Retard Chart in this chapter.
DIAGNOSTIC PORTS
The diagnostic ports shown in Figure 5-6 are located FIGURE 5-6. DIAGNOSTIC PORTS
on the back wall of the cab next to the D.I.D. Panel.
1. VHMS Diagnostic Port 5. PSC Diagnostic Port
VHMS Diagnostic Port 2. IM Diagnostic Port 6. Engine Diagnostic Port
3. Payload Meter (CENSE)
Diagnostic port (1, Figure 5-6) is used to download Diagnostic Port 7. Engine Diagnostic Port
truck operation data from the VHMS controller. 4. TCI Diagnostic Port (QUANTUM)
Rest Switch
Starting Switch (4, Figure 5-8) is a rocker
type switch with a locking device for
Key switch (1, Figure 5-8) is a four-position switch
the OFF (lower side pressed in)
(ACC, OFF, RUN, START). The ACC position is not
position. There is no LED light to
currently used.
illuminate when this switch is in the
When the switch is rotated one position clockwise, it OFF position. A small red tab must
is in the RUN position and all electrical circuits except be pushed up to unlock the switch
START are activated. before the top side can be
1. With the directional control lever in PARK, depressed to the rest position.
rotate key switch fully clockwise to the START When in the rest (ON) position, an internal amber
position, and hold this position until the engine lamp will illuminate. The switch must be activated to
starts. The START position is spring-loaded to de-energize the AC drive system whenever the
return to RUN when the key is released. If the engine is to be turned off or parked for a length of
engine is equipped with a prelube system, a time with the engine running.
noticeable delay will occur before engine crank- The directional control lever must be in PARK and
ing begins. the vehicle not moving to enable this function. This
2. After engine has started, place rest switch (4, will allow the engine to continue running while the AC
Figure 5-8) in the OFF position, which will de- drive system is de-energized.
activate the rest mode of operation. Refer to the
discussion of rest switch later in this chapter.
NOTE: The wheel brake lock will not apply when the Tachometer (10, Figure 5-8) displays engine crank-
directional control lever is placed in the PARK shaft speed in revolutions per minute (rpm).
position, or when the key switch is OFF, or when the Governed rpm
engine is not running.
Low Idle - 750 rpm
High Idle - 1910 rpm
Full Load - 1900 rpm
Light Switch
Water Temperature Gauge The instrument panel lights, clear-
Gauge (14, Figure 5-8) indicates ance lights, and the headlights are
the temperature of the coolant in controlled by this three-position
the engine cooling system. The rocker type switch (16, Figure 5-8).
temperature range after engine OFF is selected by pressing the bot-
warm-up and truck operating tom of the switch. Press the top of
under normal conditions must be: the switch until it reaches the first
detent to select the panel lights,
85°-97°C (185°-207°F) clearance lights and tail lights only.
Press the top of the switch again
until it reaches the second detent to select head-
lights, panel lights, clearance lights and tail lights.
E2. Low Fuel This light will flash if the interface module (IM)
detects any parking brake abnormalities. This light
When the usable fuel remaining in will also flash along with service brake indicator light
the tank is approximately 95 liters (B3) and system/component failure indicator light
(25 gallons), this amber indicator (D5) to indicate that the service brakes, wheel brake
light will flash twice and the warn- lock or parking brake should be applied under the
ing buzzer will also sound twice. current operating conditions, but are not applied.
Then, the warning buzzer will
sound once more and the indicator light will remain
illuminated. This will repeat every 15 minutes while
B3. Service Brake
the fuel level is still low.
This amber indicator light will
illuminate when the service brake
pedal is applied or when wheel
brake lock or emergency brake is
applied. Do not attempt to drive
the truck from a stopped position
with the service brakes applied, except as noted in
Section 30, Operating Instructions - Starting On A
Grade With A Loaded Truck.
This light will flash if the interface module (IM)
detects any service brake abnormalities. This light
will also flash along with parking brake indicator light
(A3) and system/component failure indicator light
(D5) to indicate that the service brakes, wheel brake
lock or parking brake should be applied under the
current operating conditions, but are not applied.
C3. Body Up
This amber body up indicator,
when illuminated, indicates that
the body is not completely down
on the frame. The truck must not
be driven until body is down and
the light is off.
Interface Module
Interface module (3, Figure 5-11) receives data from
the sensors installed on the truck and sends this FIGURE 5-13. DIAGNOSTIC PORTS
information to the VHMS controller. There is a small (D.I.D. PANEL AT REAR OF CAB)
green LED light on the face of the controller. With the
key switch ON, the light must be blinking. If the light 1. IM Diagnostic Port
is continuously illuminated, there is a problem in the 2. VHMS Diagnostic Port
controller.
When a new interface module controller is installed
on the truck, new software has to be installed inside
the controller. IM-Diag connector (1, Figure 5-13) is
used to connect the interface module to a laptop PC
for installing software.
FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 15 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
13 20 Com. Radio 12VREG
14 10 Radio Memory 65
17 15 Key Switch Supplemental Power 11SP
18 15 Payload Meter Lights 39J
19 5 Payload Meter System 39G
FUSE BLOCK #2
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 46
4 10 Interface Module 11NT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 VHMS & Orbcomm Battery 11DISP
8 10 Inl. Module Power 11IM2
9 15 Oil Reserve System Pump 110RS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
12 10 Engine Load 11EM
13 10 Key Switch Power 11KS
17 20 Engine Battery Power 11E1
18 20 Engine Battery Power 11E2
19 20 Engine Battery Power 11E3
20 20 Engine Battery Power 11E4
FUSE BLOCK #4
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 10 VHMS Supply 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
7 10 Hydraulic Bleeddown Signal 71BD
8 10 OP Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Temperature Gauge 15V
18 15 Pedal Voltage 15PV
19 5 Engine Interface 15VL
FUSE HOLDERS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 1 Left Rear Wheel Speed Sensor (15LRW) 77P
2 1 Right Rear Wheel Speed Sensor (15RRW) 714P
3 1 Left Front Wheel Speed Sensor (15LWS) 15SLW
4 1 Right Front Wheel Speed Sensor (15RWS) 15SRW
CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CBA 5 Pay Load Meter III 396 Auxiliary Control Cabinet
CBB 15 Pay Load Meter III 11S Auxiliary Control Cabinet
CB13 12.5 Clearance Lights 46 RB1, Auxiliary Control Cabinet
CB14 12.5 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 12.5 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 12.5 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 12.5 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 12.5 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 12.5 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB11 12.5 Backup Horn and Lights 79A RB3, Auxiliary Control Cabinet
CB20 12.5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 12.5 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 12.5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 12.5 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 12.5 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 12.5 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 12.5 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 12.5 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
CB60 50 12VDC Power Supply 11CB2 Battery Control Box
CB61 15 Battery Monitor Relay 11C1 Battery Control Box
The service intervals presented here are in hours of HYDRAULIC TANK SERVICE
operation. These intervals are recommended in
lieu of an oil analysis program which may deter- There are two sight gauges on the side of the
mine different intervals. However, if the truck is hydraulic tank. With the engine stopped, key switch
being operated under extreme conditions, some or OFF, hydraulic system bled down and body down, oil
all, of the intervals may need to be shortened and the should be visible in the top sight gauge. If hydraulic
service performed more frequently. oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
The 830E truck is equipped with an automatic lubri-
cation system. The initial setup for this system pro- Adding Oil
vides for nominal amounts of lubricant to be
delivered to each serviced point. The lubrication Keep the system open to the atmosphere only as
injectors can be adjusted to vary the amount of lubri- long as absolutely necessary to lessen the chances
cant delivered. In addition, the timer for lubrication of system contamination.
intervals is normally adjustable. For adjustments to
Service the tank with clean Type C-4 hydraulic oil
these devices, refer to Automatic Lubrication System
only. All oil being put into the hydraulic tank must be
later in this manual.
filtered through filters rated at three microns.
1. With the engine stopped, key switch OFF,
hydraulic system bled down and body down,
check to see that hydraulic oil is visible in the
top sight gauge.
2. If hydraulic oil is not visible in the top sight
gauge, remove the tank fill cap. Add clean, fil-
tered C-4 hydraulic oil (Lubrication Chart, Lube
Key “B”) until oil is visible in the top sight gauge.
FIGURE 2-4.
1. Filter Cover 2. Cab Filter
*These checks are required only after the initial 50 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation).
FIGURE 2-6.
*These checks are required only after the initial 100 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation), check:
FIGURE 2-7.
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation), check:
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hydraulic Motor and Pump Solenoid valve (5, Figure 3-1), when energized,
allows oil to flow to the hydraulic motor.
Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully
hydraulically operated grease pump. An integrated Vent Valve
pump control manifold is incorporated with the motor
With vent valve (7, Figure 3-1) closed, the pump
to control input flow and pressure.
continues to operate until maximum grease pressure
NOTE: The pump crankcase oil level must be is achieved. As this occurs, the vent valve opens and
maintained to the level of the pipe plug (17, Figure 3- allows the grease pressure to drop to zero, so the
2). If necessary, refill with 10W-30 motor oil. injectors can recharge for their next output cycle.
A pressure gauge can be installed where pipe plug Relief Valve (unloader valve)
(8, Figure 3-1) is located. The pressure gauge will
indicate hydraulic oil pressure to the inlet of the Relief valve (14, Figure 3-3) protects the pump from
hydraulic motor. Normal pressure is 2241 - 2413 kPa high pressures. This relief valve is set at 27 580 kPa
(325 - 350 psi). (4,000 psi).
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to prime the system to eject all
entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the grease canister.
Connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for
remaining injector groups.
5. Remove the caps from each injector and
connect an external grease supply to the zerk
on the injector and pump until grease appears
at the far end of the individual grease hose or FIGURE 3-4. FILTER ASSEMBLY
the joint being greased.
1. Housing 6. Spring
2. Bypass Indicator 7. Bowl
3. O-Ring 8. O-Ring
Filter Assembly 4. Backup Ring 9. Plug
Filter element (5, Figure 3-4) must be replaced if 5. Element
bypass indicator (2) shows excessive element
restriction.
Injector Adjustment
The injectors may be adjusted to supply from 0.13 -
FIGURE 3-6. TYPE SL-1 INJECTOR
1.31 cc (0.008 - 0.08 in3) of lubricant per injection
cycle. The injector piston travel distance determines 1. Adjusting Screw 11. Spring Seat
the amount of lubricant supplied. This travel is in turn 2. Locknut 12. Plunger
controlled by an adjusting screw in the top of the 3. Piston Stop Plug 13. Viton Packing
injector housing. 4. Gasket 14. Inlet Disc
5. Washer 15. Viton Packing
Turn adjusting screw (1, Figure 3-6) 6. Viton O-Ring 16. Washer
counterclockwise to increase lubricant amount 7. Injector Body Assy. 17. Gasket
delivered and clockwise to decrease the lubricant 8. Piston Assembly 18. Adapter Bolt
amount. 9. Fitting Assembly 19. Adapter
When the injector is not pressurized, maximum 10. Plunger Spring 20. Viton Packing
injector delivery volume is attained by turning the
adjusting screw (1) fully counterclockwise until the NOTE: The piston assembly (8) has a visible
indicating pin just touches the adjusting screw. At the indicator pin at the top of the assembly to verify
maximum delivery point, about 9.7 mm (0.38 in.) injector operation.
adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 4.8 mm
(0.19 inch) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should not be
adjusted to less than 1/4 capacity.
STAGE 1.
The injector piston (2) is in its normal
or “rest” position. The discharge
chamber (3) is filled with lubricant
from the previous cycle. Under the
pressure of incoming lubricant (6),
the slide valve (5) is about to open
the passage (4) leading to the
measuring chamber (1) above the
injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted
to the measuring chamber (1) above
the injector piston (2) which forces
lubricant from the discharge chamber
(3) through the outlet port (7) to the
bearing.
STAGE 3.
As the injector piston (2) completes
its stroke, it pushes the slide valve (5)
past the passage (4), cutting off
further admission of lubricant (6) to
the passage (4) and measuring
chamber (1). The injector piston (2)
and slide valve (5) remain in this
position until lubricant pressure in the
supply line (6) is vented.
STAGE 4.
After venting, the injector spring
expands, causing the slide valve (5)
to move, so that the passage (4) and
discharge chamber (3) are connected
by a valve port (8). Further expansion
of the spring causes the piston to
move upward, forcing the lubricant in
the measuring chamber (1) through
the passage (4) and valve port (8) to
refill the discharge chamber (3).
Daily Lubrication System Inspection NOTE: It is good practice to manually lube each
bearing point at the grease fitting provided on each
1. Check the grease reservoir level after each shift Injector. This will indicate whether there are any
of operation. Grease usage should be frozen or plugged bearings, and it will help flush the
consistent from day-to-day operations. Lack of bearings of contaminants.
lubricant usage would indicate an inoperative
5. System Checkout
system. Excessive usage would indicate a
broken supply line. a. Remove all SL-1 injector cover caps to allow
2. Check the filter bypass indicator when filling the visual inspection of the injector cycle
reservoir. Replace the element if bypassing. indicator pins during system operation.
3. Check all grease hoses from the SL-1 Injectors b. Start the engine.
to the lubrication points. c. Actuate lube system override switch (6,
a. Repair or replace all damaged feed line Figure 3-1). The hydraulic motor and grease
hoses. pump should operate.
b. Ensure that all air is purged and all new feed d. With the grease under pressure, check each
line hoses are filled with grease before SL-1 injector assembly. The cycle indicator
returning the truck to service. pin should be retracted inside the injector
body.
4. Inspect the key lubrication points for a bead of
lubricant around the seal. If a lubrication point e. When the system is at 16 203 - 17 237 kPa
appears dry, troubleshoot and repair the (2,350 - 2,500 psi), the pump should shut off
problem. and the pressure in the system should drop
to zero, venting back to the grease reservoir.
250 Hour Inspection
f. After the system has vented, check the SL-1
1. Check all grease hoses from the SL-1 Injectors injector indicator pins. All of the pins should
to the lubrication points (see Figure 3-2). be visible. Replace or repair any defective
a. Repair or replace all worn or broken hoses. injectors.
b. Ensure that all air is purged and all new feed g. Install all injector cover caps.
line hoses are filled with grease before h. Check the lubrication timer operation.
returning the truck to service.
NOTE: With the engine on, the lube system should
2. Check all grease supply line hoses from the
activate within five minutes. The system should build
pump to the SL-1 injectors.
to 13 790 kPa (2,000 psi) at the rear axle during
a. Repair or replace all worn or broken supply normal pump cycle.
lines.
• If the system is working properly, the machine is
b. Ensure that all air is purged and all new ready for operation.
supply line hoses are filled with grease • If the system is malfunctioning, refer to the
before returning the truck to service. troubleshooting chart.
3. Check the grease reservoir level.
1000 Hour Inspection
a. Fill the reservoir if the grease level is low.
Check the filter bypass indicator when filling 1. Check the pump housing oil level. If necessary,
the reservoir. Replace the element if refill with SAE 10W-30 motor oil to the bottom of
bypassing. the oil level plug.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
c. Ensure that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
Load Connected To Failure of the printed circuit board or Remove and replace.
Terminals 3 & 4 keypad.
Energized, But “PUMP
ON” LED Does Not Light
Bearing Points
Excessively Lubricated
Injector output adjustment setting is Readjust to lower setting.
too high.
Timer/controller cycle time setting is Set to longer cycle time or reevaluate lube
too low. requirements.
System is too large for pump output. Calculate system requirements per
planning manual.
HE484 FEB 07
ELECTRICAL SCHEMATIC
HEATER / AIR CONDITIONER CONTROLS
Sheet 1 of 1
TREADLE and PILOT
ACTIVATED DUAL
CONTROLLER
PX
P1 P2
Park
BR BF Brake
STOP LOW BRAKE LOCK
LIGHT APPLY SWITCH
SW Service
6895 ± 172 kPa Brake
517 ± 34 kPa
FRONT (1000 ± 25 psi)
(75 ± 5 psi)
BRAKE
CALIPERS
REAR
BRAKE
CALIPERS
BRAKE LOCK
PRESSURE BRAKE LOCK
10,342 kPa SOLENOID 9653 kPa
9653 kPa (1500 psi) N.C. (1400 psi)
(1400 psi) NITROGEN
NITROGEN SV1
ORF2 PP3
AR2 PR1 BL AF2
AR1 AF1
T1
LOW BRAKE
PRESS SW
Closes below
T3
15,858 kPa LAP2
(2300 psi) PR2
HS1 PARK BRAKE
LAP1 PRESSURE REGULATOR
17,237 kPa
(2500 psi)
SP3 PK1
ORF1 PARK BRAKE
PK2 PRESSURE
SWITCH
BRAKE Closes
MANIFOLD below
8618 kPa
CV1 LS1 CV2 CV3 (1250 psi)
PS1 SV2
NV1 AA NV2 PARK BRAKE
STEERING SOLENOID
AUTOMATIC
PRESSURE
APPLY
SWITCH SP1
14,479 ± 517 kPa
Closes SUPPLY
(2100 ± 75 psi)
below
15,858 kPa HH360 JAN 06
(2300 psi) Hydraulic Schematic
22,063 to
NOTE: Solenoids and switches shown in their STEERING 24,132 kPa
Brake System
non-energized, non-pressurized positions. BLEEDOWN 830E-AC
(3200 to
MANIFOLD 3500 psi) Effective with A30001 & UP
1. Steering Control Valve 6
2. Pressure Switch 517 kPa (75 psi)
3. Bleed Down Solenoid
4. Q.D. To Brake Circuit Supply 7 10 11 12
5. Q.D. Supply (from outside source)
6. Precharge Switch 7580 kPa (1,100 psi)
7. Accumulators 8
8. Supply to Automatic Lube
9. Check Valve
10. Supply to Brake Circuit 5
11. Q.D. Supply for Brake Circuit 1 9
12. Pressure Switch 15 860 kPa (2,300 psi) 2 4 13
13. Test Port (TP3)
14. Pressure Sensor (VHMS)
15. Relief Valve 27 580 kPa (4,000 psi)
16. Piloted Check Valve
17. Relief Valve 4137 kPa (600 psi) 3
18. Q.D. Return
19. Bleed Down Manifold
20. High Pressure Filter (Steering) 14
21. Test Port (GPA) 16 15
22. Steering/Brake Pump (66 GPM) 19
23. Compensator
24. Hoist Pump (120 gpm each section)
25. Shut Off Valves 17
26. Suction Screens 21 kPa (3 psi) bypass
27. Hydarulic Tank
28. Relief Valve 17 240 kPa (2500 psi) 18
29. Priority Valve
30. Directional Spool
31. Amplifier Spool
32. Flow Amplifier Valve
29 20
30
21
22
34 34
23
36
35 33
24
28 26 25
25
27
33. Shock & Suction Valves 20 000 kPa (2900 psi) 32 31 26 HH366 MAY 10
34. Test Ports (Steering Circuit) HYDRAULIC SCHEMATIC
35. Steering Cylinder Manifold STEERING AND BRAKES
36. Steering Cylinders 830E-1AC
A30109 & UP
SHEET 1 OF 2
1. Hoist Pump (120 gpm each section)
2. High Pressure Filters (Hoist)
3. Pressure Sensor (VHMS)
4. Hoist Valve 3 4
5. Hoist Relief Valve 17 240 kPa (2500 psi)
6. Flow Control Valve
7. Low Pressure Relief Valve 517 kPa (75 psi)
8. Q.D. Power Down
9. Test Port (TPD)
10. Overcenter Manifold
11. Counterbalance Valve 5
12. Hoist Cylinders
13. Test Port (TCBVP) 12
14. Test Port (TCBV) 6
15. Test Port (TR)
16. Test Port (TPU)
17. Q.D. Power Up 7
18. Spool Valve 8 9 10 11
19. Pilot Operated Check Valve 24
20. Hoist Limit Solenoid
21. Hoist Pilot Valve Lever Cable
2
22. Power Down Relief Valve 10 342 kPa (1500 psi)
23. Hoist Pilot Valve Spool 23 22
24. Hoist Pilot Valve
13
2
18 14
19
15
12
17 16
7
21 20
HH366 MAY 10
HYDRAULIC SCHEMATIC
STEERING AND BRAKES
830E-1AC
A30109 & UP
SHEET 2 OF 2
DOWN
P P
DOWN
A A
B A34 B A34
72.2 72.3
85
85 UP 78 78
MA1 DOWN MB1 IN OUT
G1/4 G1/4 G1/4 G1/4 G1/4 G1/4
#8SAE
50 67
75 1 62
bar
S8-3 62 S4-2
3 2 200
bar S4-2
68
76
77 A B
G1/4
SZ6 69
PS
60 71
P
A B
bar SZ6
S8-3 2 66 70
G1/4
ACC
a b P T
74 P T SZ6
Pc (P1) = 55 BAR
V = 0.35 LTR 73 1 3
G1/4
MA
72.1 2
63
S8-2
1
65
S8-2
1
64
S10-2
1
61
170
G1/4 bar G3/8
79 P T
40
26
P
23
S
25
HH364 SEPT 08
42 HYDRAULIC SCHEMATIC
RETRACTABLE LADDER SYSTEM
SHEET 1 OF 1
XS6301-0 SEPT 08
ELECTRIC SCHEMATIC
INDEX AND SYMBOLS
830E-1AC
A30240 & UP
SHEET 1 OF 35
XS6302-0 SEPT 08
ELECTRIC SCHEMATIC
GE SYSTEM BLOCK DIAGRAM
830E-1AC
A30240 & UP
SHEET 2 OF 35
XS6303-0 SEPT 08
ELECTRIC SCHEMATIC
MAIN PROPULSION SCHEMATIC
830E-1AC
A30240 & UP
SHEET 3 OF 35
XS6304-0 SEPT 08
ELECTRIC SCHEMATIC
GE 24/15V POWER DISTRIBUTION
830E-1AC
A30240 & UP
SHEET 4 OF 35
XS6305-0 SEPT 08
ELECTRIC SCHEMATIC
GE INVERTER FIRING
830E-1AC
A30240 & UP
SHEET 5 OF 35
XS6306-0 SEPT 08
ELECTRIC SCHEMATIC
GE INVERTER FIRING
830E-1AC
A30240 & UP
SHEET 6 OF 35
XS6307-2 MAR 10
ELECTRIC SCHEMATIC
ENGINE - I/O
830E-1AC
A30240 & UP
SHEET 7 OF 35
XS6308-0 SEPT 08
ELECTRIC SCHEMATIC
GE/24V - DIGITAL I/O
830E-1AC
A30240 & UP
SHEET 8 OF 35
XS6309-0 SEPT 08
ELECTRIC SCHEMATIC
CONTROL PANEL - ANALOG INPUTS
830E-1AC
A30240 & UP
SHEET 9 OF 35
XS6310-1 MAR 10
ELECTRIC SCHEMATIC
24V POWER DISTRIB. & CKT PROTECT
830E-1AC
A30240 & UP
SHEET 10 OF 35
XS6311-1 FEB 10
ELECTRIC SCHEMATIC
OP-CAB OVERHEAD WARNING LIGHTS
830E-1AC
A30240 & UP
SHEET 11 OF 35
XS6312-1 MAR 10
ELECTRIC SCHEMATIC
OPER. CAB/OVERHEAD WARNING LIGHTS
830E-1AC
A30240 & UP
SHEET 12 OF 35
XS6313-0 SEPT 08
ELECTRIC SCHEMATIC
OPER. CAB/OVERHEAD WARNING LIGHTS
830E-1AC
A30240 & UP
SHEET 13 OF 35
XS6314-0 SEPT 08
ELECTRIC SCHEMATIC
OPER. CAB/OVERHEAD WARNING LIGHTS
830E-1AC
A30240 & UP
SHEET 14 OF 35
XS6315-1 MAR 10
ELECTRIC SCHEMATIC
LINCOLN LUBE SYSTEM
830E-1AC
A30240 & UP
SHEET 15 OF 35
XS6316-1 MARCH 09
ELECTRIC SCHEMATIC
OPER. CAB GAUGES, OPTION SWITCHES
830E-1AC
A30240 & UP
SHEET 16 OF 35
XS6317-2 MAR 10
ELECTRIC SCHEMATIC
HEATER, AIR CONDITIONER CONTROLS
830E-1AC
A30240 & UP
SHEET 17 OF 35
XS6318-0 SEPT 08
ELECTRIC SCHEMATIC
WORK LIGHT AND HORN
830E-1AC
A30240 & UP
SHEET 18 OF 35
XS6319-0 SEPT 08
ELECTRIC SCHEMATIC
RETARD LIGHTS, BACKUP LTS & HORNS
830E-1AC
A30240 & UP
SHEET 19 OF 35
XS6320-1 MAR 10
ELECTRIC SCHEMATIC
OPERATOR DRIVE SYSTEM CONTROLS
830E-1AC
A30240 & UP
SHEET 20 OF 35
XS6321-0 SEPT 08
ELECTRIC SCHEMATIC
RADIO & WINDOWS
830E-1AC
A30240 & UP
SHEET 21 OF 35
XS6322-1 APRIL 09
ELECTRIC SCHEMATIC
CLEARANCE LIGHTS
830E-1AC
A30240 & UP
SHEET 22 OF 35
XS6323-0 SEPT 08
ELECTRIC SCHEMATIC
FOG LIGHTS AND HEAD LIGHTS
830E-1AC
A30240 & UP
SHEET 23 OF 35
XS6324-1 MAR 10
ELECTRIC SCHEMATIC
OPERATOR CAB - INSTRUMENT LIGHTS
830E-1AC
A30240 & UP
SHEET 24 OF 35
XS6325-1 MAR 10
ELECTRIC SCHEMATIC
KEY SW & TIMED ENGINE SHUTDOWN
830E-1AC
A30240 & UP
SHEET 25 OF 35
XS6326-1 MAR 10
ELECTRIC SCHEMATIC
START CIRCUIT
830E-1AC
A30240 & UP
SHEET 26 OF 35
XS6327-2 MAR 10
ELECTRIC SCHEMATIC
ENGINE CIRCUITS
830E-1AC
A30240 & UP
SHEET 27 OF 35
XS6328-0 SEPT 08
ELECTRIC SCHEMATIC
PAYLOAD METER 3 CIRCUITS
830E-1AC
A30240 & UP
SHEET 28 OF 35
XS6329-0 SEPT 08
ELECTRIC SCHEMATIC
DIAG PORTS & DISPATCH SYSTEM
830E-1AC
A30240 & UP
SHEET 29 OF 35
XS6330-0 SEPT 08
ELECTRIC SCHEMATIC
RESERVE OIL SYST & GE I/O
830E-1AC
A30240 & UP
SHEET 30 OF 35
XS6331-0 SEPT 08
ELECTRIC SCHEMATIC
WINDSHIELD WIPER & TURN SIG. CONTROLS
830E-1AC
A30240 & UP
SHEET 31 OF 35
XS6332-2 MAR 10
ELECTRIC SCHEMATIC
VHMS, INTERFACE ORBCOMM MODULES
830E-1AC
A30240 & UP
SHEET 32 OF 35
XS6333-0 SEPT 08
ELECTRIC SCHEMATIC
CIRCUIT LOCATOR SHEET
830E-1AC
A30240 & UP
SHEET 33 OF 35
XS6334-0 SEPT 08
ELECTRIC SCHEMATIC
COMPONENT LOCATOR SHEET
830E-1AC
A30240 & UP
SHEET 34 OF 35
XS6335-0 SEPT 08
ELECTRIC SCHEMATIC
HOT START OPTION
830E-1AC
A30240 & UP
SHEET 35 OF 35