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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 manual is written for use by the operator and/or the service technician. It is designed to help these persons to
become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All
operators and maintenance personnel should read and understand the information in this manual before operating
the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when operating the truck or performing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other
general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example, the disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of
what is found on the truck.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to “right,” “left,”
“front,” or “rear” are made with respect to the operator's normal seated position unless specifically stated otherwise.
When assembly instructions are provided without references to specific torque values, standard torque values
should be used. Standard torque values are shown in torque charts in the General Information section of this
manual. Specific torques, when provided in the text, are in bold face type, such as 135 N•m (100 ft lbs). All torque
specifications have ±10% tolerance unless otherwise specified.
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck
Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight)
rating.
The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E).
The three numbers represent the basic truck model.
The letter “E” designates an Electrical wheel motor drive system.
The Product Identification Number (vehicle serial number) contains information which identifies several
characteristics of this unit. For a more detailed explanation, see the end of Section A4.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the maximum GVW.
GVW is total weight: empty vehicle weight + fuel & lubricants + payload.
To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck
(which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and
subtract it from the GVW. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload.
To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be
removed as often as practical.
Exceeding the allowable payload will reduce the expected life of truck components.
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
ENGINE
Komatsu SSDA16V160
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700 HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2550 HP (1902 kW) @ 1900 RPM
Weight (Wet)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9608 kg (21,182 lbs)
* Weight does not include Radiator, Sub-frame, or Alternator.
(AC/DC Current)
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Electric GTA-41
Dual Impeller, In-Line Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340 m³/ min (12,000 cfm)
Motorized Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GDY106 AC Induction Traction Motors
Standard Gear Ratio* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32.62:1
Maximum Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.5 km/h (40 mph)
* Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters.
Komatsu and GE must analyze each job condition to ensure proper application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3300 HP (2460 kW)
* Continuously rated high-density blown grids with retard at engine idle and retard in reverse propulsion.
SERVICE CAPACITIES
Crankcase (including lube oil filters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 liters (74 gallons)
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 liters (157 gallons)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4542 liters (1200 gallons)
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 liters (350 gallons)
Wheel Motor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 liters (25 gallons) per wheel
SERVICE BRAKES
All Hydraulic Actuation with Traction System Wheel Slip/Slide Control
Front and Rear Oil-Cooled Multiple Discs on each wheel
Total Friction Area / Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,019 cm² (15,038 in²)
Maximum Apply Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,238 kPa (2500 psi)
STEERING
Twin hydraulic cylinders with accumulator assist to provide constant rate steering
Emergency power steering automatically provided by accumulators
Turning Circle (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.4 m (97 ft. 7 in.)
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tubeless
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . patented Phase I New Generation™ rims
Standard Komatsu body . . . . 30,362 kg (66,936 lbs) Nominal Payload*. . . . . . . . 290,859 kg (641,228 lbs)
Standard tire weight. . . . . . . . 26,127 kg (57,600 lbs)
* Nominal payload is defined within Komatsu
America Corporation’s payload policy
documentation. Nominal payload must be adjusted if
the weight of any customized body or tires vary from
that of the standard Komatsu body and tires. Nominal
payload must also be adjusted to take into account
the additional weight of any custom/optional extras
fitted to the truck which are not stated within the
Standard Features list of the applicable specification
sheet.
• Move the directional control lever to PARK. Do • Keep oil and fuel in a designated location and do
not use the wheel brake lock when the engine not allow unauthorized persons to enter.
will be turned off. • When refueling, stop the engine and do not
• Lower the dump body to the frame. smoke.
• Stop the engine. When exiting the truck, always • Refueling and oiling should be done in well
lock compartments and take the keys with you. If ventilated areas.
the truck should suddenly move or move in an • Tighten all fuel and oil tank caps securely.
unexpected way, this may result in serious bodily
injury or death.
2. Wait for the oil temperature to cool down. • ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
3. Turn the cap slowly to release the pressure the regulations and standards for all countries. If
before removing the cap. it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
rolls over, the strength of the structure will be
compromised and will not be able to fulfill its
Asbestos Dust Hazard Prevention
intended purpose. Optimum strength of the
Asbestos dust is hazardous to your health when structure can only be achieved if it is repaired or
inhaled. If you handle materials containing asbestos modified as specified by Komatsu.
fibers, follow the guidelines below: • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Never use compressed air for cleaning.
• Even with the ROPS installed, the operator must
• Use water for cleaning to control dust.
always use the seat belt when operating the
• Operate the truck or perform tasks with the wind truck.
to your back whenever possible.
• Use an approved respirator when necessary.
• Do not allow anyone to get on or off the truck • Always place the directional control lever in the
while it is in motion. PARK when the truck is parked and unattended.
Do not leave the truck unattended while the
• Do not move the truck in or out of a building engine is running.
without a signal person present.
• Park the truck a safe distance away from other
• Know and obey the hand signal communications vehicles as determined by the supervisor.
between operator and spotter. When other
machines and personnel are present, the • Stay alert at all times! In the event of an
operator should move in and out of buildings, emergency, be prepared to react quickly and
loading areas, and through traffic under the avoid accidents. If an emergency arises, know
direction of a signal person. Courtesy at all times where to get prompt assistance.
is a safety precaution!
• Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an
operating hazard.
• Check for flat tires periodically during a shift. If
the truck has been operating on a “flat”, do not
park the truck inside a building until the tire cools.
If the tire must be changed, do not stand in front
of the rim and locking ring when inflating a tire
mounted on the truck. Observers should not be
permitted in the area and should be kept away
from the side of such tires.
Starting With Booster Cables • If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
• Always wear safety glasses or goggles when Always be cautious when using tools near the
starting the truck with booster cables. battery.
• When starting from another truck, do not allow • Connect the batteries in parallel: positive to
the two trucks to touch. positive and negative to negative.
• Connect the positive (+) cable first when • When connecting the ground cable to the frame
installing booster cables. Disconnect the ground of the truck to be started, connect it as far as
or negative (-) cable first during removal. possible from the battery.
INCORRECT
Warning Tag
Starting the engine or operating the controls while
other personnel are performing maintenance on the
truck can lead to serious injurty and/or death. Always To avoid serious personal injury or death, the
attach the warning tag to the control lever in the body-up retention cable must be installed
operator's cab to alert others that you are working on anytime personnel are required to perform
the truck. Attach additional warning tags around the maintenance on the vehicle with the dump body
truck, if necessary. in the raised position.
These tags are available from your Komatsu 1. To hold the dump body in the raised position,
distributor. Warning tag part number: 09963-03000 raise the body to its maximum height.
Use Of Lighting
When checking fuel, oil, coolant or battery electrolyte, Precautions With High Pressure Oil
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger • Work equipment circuits are always under
of an explosion. pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
releasing the internal pressure.
• Small, high-pressure pin hole leaks are extremely
dangerous. A jet of high-pressure oil can pierce
the skin and eyes. Always wear safety glasses
and thick gloves. Use a piece of cardboard or a
sheet of wood to check for oil leakage.
• If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Precautions With The Battery
When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.
Waste Materials
• Never dump oil into a sewer system, river, etc.
• Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
• Obey appropriate laws and regulations when
Handling High Pressure Hoses disposing of harmful objects such as oil, fuel,
• Do not bend high pressure hoses or hit them with coolant, solvent, filters and batteries.
hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during
use.
• Always repair any loose or broken hoses. If fuel
or oil leaks, it may result in a fire.
3. Carefully maneuver the truck into the dump 8. Release the hoist lever as the last stage of the
position. When backing the truck into the dump hoist cylinder reaches full extension.
position, use only the foot-operated brake pedal 9. After the material being dumped clears the
to stop and hold the truck. Do not rely on the body, lower the body to the frame.
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
Hookup
Make sure that there is an adequate, clear area to
dump the loaded body. When the good truck is in
position, turn off the engine and allow the hydraulic
system to bleed down. Make sure that the pressure
has bled off before connecting the hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 3-2) to FIGURE 3-2. PUMP MODULE, HOSE HOOKUP
the power down circuit of the disabled truck.
The hose must be rated to withstand 17,000 1. Hoist Valve
kPa (2500 psi) or greater pressure. 2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect (Connect to power
NOTE: The power down circuit will use a smaller up circuit of disabled truck.)
diameter hose (tube) than the power up circuit. 4. Power Up Quick Disconnect (Connect to power
down circuit of disabled truck.)
2. Connect another hose from the power down
5. Overcenter Manifold
quick disconnect (3) to the power up circuit of
the disabled truck.
Lowering the Body
NOTE: If both trucks are the same model, the hoses
1. Place the hoist lever of the good truck in FLOAT
will be installed at the quick disconnects shown in
to lower the body. If necessary, momentarily
Figure 30-1 and will be crossed when connected.
place the hoist control in POWER UP until the
Raising the Body body is able to descend in FLOAT. Do not
accelerate the engine.
1. On the disabled truck, move the hoist control
lever to power up and then release it to place 2. After the body is lowered, shut down the truck,
the hoist pilot valve in the HOLD position (leave bleed the hydraulic system, and disconnect the
in this position during entire procedure). hoses.
2. Start the engine on the good truck, place the 3. Reduce the power down relief valve pressure
hoist control in the POWER DOWN position and on the good truck to normal by turning the
increase the engine rpm to high idle to dump adjustment counterclockwise the same number
the disabled truck. If the body of the disabled of turns as required in Step 2b of “Raising the
truck fails to raise, increase the good truck Body.”
power down relief pressure as follows: 4. Check the power down relief pressure. Refer to
a. Shut down engine and allow the hydraulic Section L10, Hydraulic Check-Out Procedure.
system to bleed down. 5. Check the hydraulic tank oil level.
GRADE/SPEED CHART
A grade/speed retard chart is located on the left front
post of the operator's cab. It provides the
recommended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as wheel motor drive train ratios, retarding
grids, tire sizes, etc.
ROPS/FOPS
A plate attached to the right rear corner of the cab
states that the Rollover Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS) meet
various SAE performance requirements.
The plate also contains a WARNING about making
modifications or repairs to the structure.
Unauthorized modifications or repairs will void the
certification.
LUBRICATION CHART
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P,
Lubrication and Service, in the shop manual for more complete lubrication instructions.
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF-2B ft lbs CODE (O.D.) UNF-2B ft lbs
–2 0.125 0.312 – 24 4 ±1 –2 0.125 0.312 – 24 4 ±2
–3 0.188 0.375 – 24 8 ±3 –3 0.188 0.375 – 24 5 ±2
–4 0.250 0.438 – 20 12 ±3 –4 0.250 0.438 – 20 8 ±3
–5 0.312 0.500 – 20 15 ±3 –5 0.312 0.500 – 20 10 ±3
–6 0.375 0.562 – 18 18 ±5 –6 0.375 0.562 – 18 13 ±3
–8 0.500 0.750 – 16 30 ±5 –8 0.500 0.750 – 16 24 ±5
– 10 0.625 0.875 – 14 40 ±5 – 10 0.625 0.875 – 14 32 ±5
– 12 0.750 1.062 – 12 55 ±5 – 12 0.750 1.062 – 12 48 ±5
– 14 0.875 1.188 – 12 65 ±5 – 14 0.875 1.188 – 12 54 ±5
– 16 1.000 1.312 – 12 80 ±5 – 16 1.000 1.312 – 12 72 ±5
– 20 1.250 1.625 – 12 100 ±10 – 20 1.250 1.625 – 12 80 ±5
– 24 1.500 1.875 – 12 120 ±10 – 24 1.500 1.875 – 12 80 ±5
– 32 2.000 2.500 – 12 230 ±20 – 32 2.000 2.500 – 12 96 ±10
ft lbs 0 1 2 3 4 5 6 7 8 9
0 (N·m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage
ft lbs 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
See NOTE on page A5-5 regarding Table usage
psi 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
See NOTE on page A5-5 regarding Table usage
psi 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa). 3. Multiply by 10:
970 psi = 6688 kPa.
1. Select Table X.
4. Go to psi row 0, column 5; read 34.475
2. Go to psi row 90, column 7; read 668.8
psi = 34.47 kPa. Add to step 3.
97 psi = 668.8 kPa.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
sq. ft. – ft2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft2 0.001
cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu in – in.3 0.061
cu. in. – in.3 liters (l) 0.016 liters (l) cu in – in.3 61.02
cu. ft. – ft3 cu. meters (m3) 0.028 cu. meters (m3) cu ft – ft3 35.314
cu. ft. – ft3 liters (l) 28.3 liters (l) cu ft – ft3 0.0353
ton (short) metric ton 0.0907 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
quart – qt liters (l) 0.946 kilogram (kg) ton 0.0011
gallon – gal liters (l) 3.785 metric ton ton 1.1023
HP (horsepower) Watts 745.7 liters (l) quart – qt 1.0567
HP (horsepower) kilowatts (kw) 0.745 liters (l) gallon – gal 0.2642
Watts Horsepower HP 0.00134
kilowatts (kw) Horsepower HP 1.3410
Proper storage of this equipment is vital to equipment • If greater than 2 megohms, run normally.
life. Bearings, gears, and insulation may deteriorate • If less than 2 megohms, isolate the condition and
unless adequate protective measures are taken to correct it before running.
protect against the elements. For example, bearings
Driving the truck circulates oil in the gearcase to
and gears in the motorized wheel gear case are
keep gears and bearings lubricated and free from
susceptible to the formation of rust, insulation in
rust. It also prevents deterioration of the brushes,
rotating electrical equipment can accumulate
commutators and slip rings.
moisture, and bearings may become pitted.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
Never apply any spray, coating, or other period as indicated above, perform the following:
protective materials to areas not specifically 1. Drain the oil from the gearcase and install rust
recommended. preventive 4161 (a product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.
STRUCTURES
INDEX
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation
1. Move hood and grille assembly (1, Figure 2-2)
from the work area to the truck. Use an
appropriate lifting device to lift it into place.
2. Align the mounting holes with the brackets
attached to the radiator assembly. Install side
mounting capscrews (2, Figure 2-2).
3. Adjust and tighten both radiator bumpers.
4. Use an appropriate lifting device to lift diagonal
FIGURE 2-1. DECK COMPONENTS ladder (4, Figure 2-1) into position over the
mounting pads on the front bumper. Align the
1. L.H. Deck 5. Center Deck mounting holes and install the hardware.
2. Electrical Cabinet 6. R.H. Deck Tighten the capscrews to the standard torque.
3. Cab 7. Retarding Grids
5. Connect all cables, harnesses, hoses and
4. Diagonal Ladder
clamps that were removed previously.
NOTE: If repairs to the grid assembly or cooling Repeat the removal procedure in reverse order to
blower are required, refer to the applicable G.E. install the right deck and components. Clean all
publication for service and maintenance procedures. mount mating surfaces and tighten all attaching
hardware to standard torque specifications listed in
4. Disconnect deck lighting harness (4, Figure 2-
Section A, Standard Torque Charts and Conversion
3). Inspect the underside of the deck and, if
Tables.
necessary, remove any hoses or cables that
remain. The lighting harness and clamps do not Ensure that all electrical harnesses and clamps are
require removal. undamaged and reinstalled securely. Replace any
components as necessary.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 6.0 mm
(0.25 in.).
2. With the truck parked on a level surface, the
arm structure should be approximately 454.5
mm (17.9 in.) from wheel housing (2). Refer to
Figure 3-8.
NOTE: With rock ejector arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-8, there must be no gap
at stop block (3, Figure 3-7).
FIGURE 3-6. ROCK EJECTOR MOUNTING 1. Rock Ejector Arm 2. Wheel Housing
BRACKET
1. Rock Ejector 3. Stop Block
2. Pin 4. Mounting Bracket
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19).
Carefully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
2. Install the fuel gauge sender in the tank. Ensure
the float is oriented properly and moves freely.
3. Install sender mounting hardware (19) and
tighten the capscrews to the standard torque.
4. Connect the wires to terminals (18).
5. Fill the fuel tank and check for leaks.
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) 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.
ENGINE
INDEX
POWER MODULE
INDEX
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
HOOKUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-10
3. Remove the main alternator blower ducts to 1. Control Cabinet 6. Wheel Motor Duct
provide clearance to raise the engine off the 2. Intake Duct 7. Main Alternator
subframe mounts. Refer to Figure 2-2. 3. Alternator Inlet Duct 8. Alternator Inlet
4. Blower Assembly Transition Structure
a. Disconnect cables and hoses as required. 5. Wheel Motor Duct
b. Remove alternator inlet transition structure Transition Structure
(8) and the gasket.
5. Attach an overhead hoist to the center deck
c. Remove wheel motor duct transition structure. Remove the deck mounting
structure (5). hardware. Lift the deck from the truck and move
d. Cover all openings to prevent foreign it to a storage area.
material from entering the system. 6. Disconnect the air cleaner restriction indicator
nylon tubes at the inlet ducts.
4. Remove engine air intake duct support rods (9, 7. Loosen clamps (5) on hump hoses (4) between
Figure 2-3). Remove any hoses or electrical the four engine air inlet ducts and air cleaner
cables attached to center deck structure. outlet ducts.
8. Disconnect the inlet ducts at each of the four
turbochargers. Remove the inlet ducts from
truck. Cover the openings at the turbochargers.
REMOVAL
9. Remove exhaust duct clamps (6, Figure 2-4).
Remove capscrews (1), lock washers (2) and 1. Remove capscrews, nuts and washers (8,
nuts (3) retaining the exhaust pipes to the Figure 2-5) that secure the front subframe
turbocharger outlet flange. Remove exhaust support to the main frame.
ducts (4) and (5). Cover the opening on the 2. Install a safety chain around the engine
engine exhaust outlets. subframe cross member and the main frame to
prevent the power module from rolling when the
10. Remove the alternator power cable protective
subframe rollers are installed.
cover. Disconnect all electrical cables, oil and
fuel lines that would interfere with power 3. Remove the capscrews and caps that secure
module removal (see Figure 2-5). Cover or plug the subframe mounting bushings to subframe
all lines and their connections to prevent support bracket (3) at the rear of the subframe.
entrance of dirt or foreign material. To simplify 4. Check the engine and the alternator to ensure
this procedure, most connections utilize quick that all cables, wires, hoses, tubing and
disconnects. linkages have been disconnected.
11. Close the cab heater shutoff water valves,
disconnect the water lines and drain the water
from the heater core. Secure the water lines
away from engine compartment to prevent
interference with power module removal.
12. Drain the engine coolant into clean containers
for re-use after engine installation. Coolant
capacity is approximately 738 L (195 gal).
13. Disconnect and remove heat exchanger piping
(6, Figure 2-5) from the engine water pump and
the radiator.
14. Remove upper radiator support rod (11) at each
side of radiator.
FIGURE 2-6. SUBFRAME ROLLERS 7. Roll the power module forward so that
1. Roller Assembly adequate clearance is provided in front of the
2. Subframe control cabinet for the lifting device to be
3. Capscrews attached to engine/alternator cradle structure
(2, Figure 2-5) and front subframe lifting points
5. Place a jack under the rear of the power (9). Place stands or blocks under the front of the
module. Raise the rear portion of engine subframe and lower the hoist until the front of
subframe and install the subframe rollers (see the subframe is supported. Install a safety chain
Figure 2-6). Lower the rear portion of the to prevent the subframe from rolling.
subframe carefully until the rollers rest on the 8. Attach lifting device (1, Figure 2-7) to the hoist
main frame guide rail. and attach it to the engine/alternator cradle
structure and the front subframe lifting points as
NOTE: Subframe rollers are supplied in the truck tool
shown in Figure 2-7. Remove the safety chain.
group and can be installed in the storage position
after use as shown in Figure 2-6. 9. Raise the power module slightly to determine
whether it is on an even plane. Move the power
module straight out of the truck to a clean work
area for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this
The complete power module, including the hood manual.
and grille, weighs approximately 17,000 kg
(37,500 lbs). Make sure that the lifting device to
be used has adequate capacity.
Lift the power module only at the lifting points on
the subframe and engine/alternator cradle
structure. Refer to Figure 2-5 and 2-7.
COOLING SYSTEM
INDEX
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check the coolant level and thoroughly inspect
the system for leaks.
a. Check for proper coolant/antifreeze mixture.
b. Follow the recommendations of the engine
FIGURE 3-10. USING INSTALLATION TOOL TO manufacturer regarding use of cooling
INSTALL TUBE system additives.
2. Inspect the radiator fins for restrictions. Ensure
7. Ensure that all tube beads are seated in their the air flow through the radiator is not restricted
respective bottom seals. Align and straighten all by debris or bent radiator fins.
tubes during the installation of each row to allow 3. Inspect the fan blades for damage.
maximum air flow through the radiator. 4. Check the radiator cap sealing surfaces.
8. Install tube stay ends. Install the felt air baffles 5. If equipped with a fan clutch, refer to Section N,
behind the front and back rows while Operator Comfort, for complete instructions for
completing tube installation. testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
1. Dust Collector 5. Wing Nut 9. Safety Filter Element 13. Precleaner Gasket
2. Dust Collector Gasket 6. Wing Nut Gasket 10. Main Filter Element 14. Safety Filter Element
3. Tube 7. Safety Filter Indicator 11. Main Element Gasket Gasket
4. Unfiltered Air Inlet 8. End Cover 12. Clean Air Outlet
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
Troubleshooting
Two most common problems that occur in the
Lead-acid storage batteries contain sulfuric acid charging system are undercharging and
which, if handled improperly, may cause serious overcharging of the truck's batteries.
burns on skin or other serious injuries to
An undercharged battery is incapable of providing
personnel. Wear protective gloves, aprons and
sufficient power to the truck's electrical system.
eye protection when handling and servicing lead-
acid storage batteries. See the precautions in Some possible causes for an undercharged battery
Section A of this manual to ensure proper are:
handling of batteries and accidents involving
• Sulfated battery plates
sulfuric acid.
• Loose or corroded battery connections
During operation, the storage batteries function as an
electrochemical device that converts chemical • Defective wire in electrical system
energy into the electrical energy that is required for • Loose alternator drive belt
operating the accessories when the engine is off.
• Defective alternator
Overcharging, which causes overheating, is first
indicated by excessive use of water. If allowed to
BATTERIES
continue, the cell covers will push up at the positive
Maintenance and Service ends and, in extreme cases, the battery container will
become distorted and cracked.
The electrolyte level of each cell should be checked
at the interval specified in Section P, Lubrication and Leakage can be detected by continual wetness of the
Service. Add water if necessary. The proper level to battery or excessive corrosion of the terminals,
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the battery carrier and surrounding area. (A slight
plates. To ensure maximum battery life, use only amount of corrosion is normal in lead-acid batteries).
distilled water or other types of water recommended Inspect the case, covers and sealing compound for
by the battery manufacturer. After adding water in holes, cracks and other signs of leakage. Check the
freezing weather, operate the engine for at least 30 battery hold down connections to ensure that the
minutes to thoroughly mix the electrolyte. tension is not great enough to crack the battery or
loose enough to allow vibration to open the seams. A
leaking battery must be replaced.
Isolator Diode
A Schottky type isolation diode is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications.
Battery system isolation diode (9) allows current from
the battery charging alternator to charge the
batteries, but prevents current flow from the batteries
to the starter motors when the engine is started.
FIGURE 2-2. AUXILIARY CONTROL CABINET
Engine Start Relay (LEFT WALL)
Engine start relay (6) receives the signal to begin 1. 24VDC to 12VDC Converter
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it
provides current to the starter motors to engage the
drives and begin cranking the engine, eliminating the
need for magnetic switches.
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
(resistance) 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.
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing the crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.
Operation
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the
hoist-up limit solenoid valve, located in the hydraulic
brake cabinet, to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
Adjustment
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
actuator arm (3). Tighten the capscrews.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation 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 #2
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 4G
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 Display Module 11DISP
8 15 Headlights 11HDL
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
17 10 Radio Memory 65
FUSE BLOCK #3
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 Cab Drive System 71P
2 10 Automatic Lube Pump 68A
13 10 Right Front Wheel Speed Sensor 15RFWS
14 10 Left Front Wheel Speed Sensor 15LFWS
17 10 Cigarette Lighter 67C
18 20 R.H. Cab Window 67R
19 20 L.H. Cab Window 67P
CIRCUIT BREAKERS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 12.5 Engine Control Power 23D
RB4 - CB21 12.5 Service Lights, Horn, Solenoid 11A
RB4 - CB22 12.5 Engine Run Relay 439E
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78
Freezing
An undercharged battery is extremely susceptible to
freezing when stored in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in Table 10-1.
The temperatures in Table 10-1 indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. A battery with at least a
75% charge is in no danger of freezing, especially
during winter weather.
General Description Drive end housing (9) and anti-drive end housing (6)
each contain a bearing to support drive and rotor
The Niehoff model C653A 28-Volt (260 Amp) alterna- shaft (1). They are attached to each end of the shell
tor is self-rectifying. All windings and current-trans- assembly by long threaded studs.
mitting components are non-moving, so there are no
brushes or slip rings to wear out. Drive end housing assembly (9) has an area called
control housing (2), containing all the required inter-
When controlled by voltage regulator (5), these alter- nal electrical connections for the alternator. It also
nators become self-energizing through an internal contains a thermal switch used to protect the B+ ter-
dual diode trio. A residual magnetic field induces a minal.
small voltage in the stator and energizes the field
coil. The field coil continues receiving incremental Battery positive terminal (4) is located on the face of
voltage until full voltage is achieved. Alternating cur- control housing (2) for connection to the truck’s bat-
rent (AC) is rectified into a direct current (DC) output tery positive circuit. The ground circuit cable can be
through the diodes. The regulator controls voltage attached to either of two ground terminals (10)
output and has a D+ terminal to provide a DC output located on the front housing. Fan guard (7) protects
signal to the truck’s electrical system, confirming maintenance personnel from the rotating fan when
alternator operation. An R terminal provides optional the engine is operating.
AC output. Identification plate (3) contains general alternator infor-
mation, including model number and serial number.
.
Alternator Specifications
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC
Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative
Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FIGURE 10-2. TERMINAL LOCATIONS
Regulator Settings . . . . . . . . . . . . . . . . . . . . . . . 27.5
B+. Battery Positive D+. DC Output ...................................... 28.5
B-. Battery Negative R. AC Output ...................................... 28.0
...................................... 29.0
Battery Positive (B+)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs)
Main positive power terminal on the alternator.
Located on the control housing. Performance Curve
Battery Negative (B-) Measurements listed on the curves are for a stabi-
lized machine at maximum output at temperatures
Main negative power terminal (ground) on the alter- indicated for each curve.
nator. Located on the drive end housing.
DC Output (D+)
Positive DC voltage output from the alternator. May
be used for specific control circuit. Located on the
regulator. Limited to one or two amp output.
AC Output (R)
Relay terminal. AC current output terminal for the
tachometer or for relay use. Located on the regulator.
TORQUE SPECIFICATIONS
Item Description Metric SAE
1 Ground Bolt (B-), M10 X 1.5 15 N·m 11 ft lbs
2 Pulley Nut, M20 X 1.5 163 N·m 120 ft lbs
3 Output Bolt (B+), M12 X 1.75 32 N·m 24 ft lbs
4 Fan Nut, M16 X 1.5 67 N·m 50 ft lbs
5 Regulator Hold Down Screw, M5 X 0.8 8.5 N·m 75 in. lbs
6 Regulator Terminal (R), M6 X 1 4.5 N·m 40 in. lbs
7 Regulator Terminal (D+), M5 X 0.8 4.5 N·m 40 in. lbs
DIMENSIONS
A Housing Diameter 203.2 mm 8.0 in.
B Overall Length Minus Drive Shaft 292.0 mm 11.5 in.
C Shaft Diameter 22.22 mm 0.875 in.
D Height (Centerline to Top) 142.0 mm 5.59 in.
E Height (Centerline to Bottom) 135.6 mm 5.34 in.
F Width (Centerline to Regulator) 139.2 mm 5.48 in.
Equipment
• Digital Multimeter (DMM)
• Ammeter (digital, inductive)
• Regulator tester
FIGURE 10-11. PIN CONNECTION
Identification Record IDENTIFICATION
Alternator model number ______________ 2. Connect one meter lead to pin A (F-, Figure 10-
Regulator model number ______________ 11) connector socket in the regulator, and con-
nect the other lead to pin C (B-) connector
Set point(s) listed on regulator __________
socket in the regulator. Observe the meter read-
Regulator Tester ing.
3. Reverse the leads and observe the meter reading.
A regulator tester can test all regulator functions. If a
regulator tester is used, follow the regulator tester 4. In one direction, the DMM must register a tone.
manufacturer’s instructions. In the other direction, the DMM must show OL
(out of limits).
If a regulator tester is not available, the regulator can
5. If the DMM shows zero in both directions, the
only be tested for a shorted power transistor.
power transistor is shorted and the regulator
must be replaced.
FIGURE 10-16.
3. How can voltage regulators be tested? Voltage regulators can be tested using several methods.
Refer to the Regulator Bypass test (No Output) 1. The first method is to remove the suspect regulator and
section for additional testing information. substitute a known good regulator and then conduct the
alternator output test. If the alternator performs properly,
the suspect regulator is confirmed defective and must
be replaced.
2. The second method, incorporating the process of elimi-
nation, is to follow a diagnostic sequence and test the
individual alternator component functions to determine if
the components are good or bad. After systematically
eliminating the alternator components as the cause of
the problem, most likely, the regulator is defective.
Replace the regulator.
3. The third method involves utilizing a direct regulator
tester which is commercially available. When using a
tester to test a regulator, follow the instructions supplied
by the tester manufacturer and service manual for
proper terminal connections. If the regulator is not prop-
erly connected, the tester or the regulator may be dam-
aged. Refer to the regulator tester manufacturer's
instructions to determine if the regulator is defective.
7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the
not reach its full-rated output. What could be wrong? alternator shaft speed. If the test bench motor is not
properly rated, the alternator shaft will turn too slowly.
The alternator will not reach its rated output. When
testing an alternator on a test bench, ensure the test
bench motor is powerful enough to drive the alterna-
tor shaft at full load. To properly test the alternator
rated at 28-Volts and more than 200 amps, a bench
motor rated at 30 hp is required. Testing an alternator
using an underrated bench motor can lead to misdi-
agnosis and unnecessary component replacement.
Removal
The following instructions cover the removal of alter-
nator (1, Figure 10-17) from a Komatsu engine. Radi-
ator (2) has been removed from the truck in some
pictures to clearly show the removal process. How-
ever, the radiator does not need to be removed to
remove the alternator.
Liquid Threadlockers
Loctite 222 Low Strength Threadlocker is an anaero-
bic sealant. This low-strength threadlock is used for
small screws less than 6 mm (.25 in.) in diameter.
The parts can be separated using hand tools.
Henkel Corporation
1001 Trout Brook Crossing
Rocky Hill, Connecticut 06067 USA
Phone: 860-571-5100
Internet: www.loctite.com
ALTERNATOR DISASSEMBLY
NOTE: Disassemble the alternator only as far as
necessary to replace any defective part(s).
FIGURE 10-29.
36. Wiring Harness 37. Voltage Regulator
The following replacement parts are mandatory:
spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
FIGURE 10-30.
38. Screw 39. Bellville Washer
FIGURE 10-33.
FIGURE 10-31.
65. Fan 67. Nut
NOTE: The setting of this switch can depend on the 66. Bellville Washer
type of battery being used. Refer to the Battery
section for additional information.
Fan Removal
1. Remove fan guard (68) by removing six Allen
head screws (69) using a 3 mm Allen wrench. When removing nut (67), the use of an air impact
wrench is recommended.
FIGURE 10-32.
FIGURE 10-34.
68. Fan Guard 70. Grommet Washer
69. Allen Head Screw
FIGURE 10-35.
Pulley Removal
1. Remove pulley (3, Figure 10-24) from the drive
end by removing nut (1) using an air impact
wrench and a 30 mm socket. Also, remove
washer (2) and woodruff key (49).
FIGURE 10-37.
20. Drive End Housing 64. Anti-Drive End
58. Shell Housing
FIGURE 10-36.
1. Nut 49. Woodruff Key
2. Washer
FIGURE 10-40.
FIGURE 10-38.
14. Lock Flange Nuts 64. Anti-Drive End
Housing
The alternator weighs approximately 32 kg (70 NOTE: Removal may require the use of a three jaw
lbs). Be careful when moving or positioning the gear puller.
alternator to prevent personal injury.
FIGURE 10-41.
58. Shell 74. Three Jaw
64. Anti-Drive End Gear Puller
Housing
FIGURE 10-39.
FIGURE 10-43.
48. Rotor Shaft 62. Bearing
51. Ring Carrier
FIGURE 10-45.
FIGURE 10-48.
46. Screw 48. Rotor Shaft
47. Rotor
FIGURE 10-46.
FIGURE 10-47.
FIGURE 10-50.
FIGURE 10-52.
FIGURE 10-53.
FIGURE 10-51.
FIGURE 10-56.
FIGURE 10-54.
11. Hex Jam Nuts 20. Drive End Housing
6. Remove and discard nine lock flange nuts (14)
using a 9 mm socket.
FIGURE 10-61.
FIGURE 10-59.
6. Screw 21. Control Unit Cover
12. Remove the two field coil leads from plug (30), 14. Lift drive end housing (20), along with rotor (47)
and remove the orange seal from the field coil and rotor shaft (48), off of shell assembly (58).
leads. This may require two people; one to lift the
housing, and the other to guide the phase leads
out of the housing.
FIGURE 10-63.
20. Drive End Housing 30. Plug
FIGURE 10-65.
20. Drive End Housing 48. Rotor Shaft
47. Rotor 58. Shell Assembly
FIGURE 10-66.
4. Pulley Bushing 20. Drive End Housing FIGURE 10-68.
4. Bushing 5. Spiral Ring
FIGURE 10-67.
4. Pulley Bushing 75. Expandable Pliers FIGURE 10-69.
20. Drive End Housing 77. Hydraulic Press
FIGURE 10-70.
FIGURE 10-72.
9. Front Bearing 48. Rotor Shaft
10. Flat Retainer Ring 9. Front Bearing
FIGURE 10-71.
FIGURE 10-73.
8. Beveled Retainer 9. Front Bearing
Ring
FIGURE 10-76.
46. Screw 47. Rotor
FIGURE 10-74.
The rotor retaining screws have been installed
Drive End Rotor Removal with a thread lock compound (Loctite). DO NOT
1. If necessary, remove drive end rotor (47) from use air impact tools to remove screws (46). Use
rotor shaft (48), using the following steps. only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.
FIGURE 10-75.
FIGURE 10-78.
FIGURE 10-77.
53. Screws 60. Field Coil
8. Engage the recessed areas of the tool with the NOTE: In some instances, removal of the field coil
field coil bobbin ears. Rotate the tool clockwise may be easier by placing the anti-drive end of the
approximately five degrees to release the field alternator in an upward position and pulling the field
coil from the stator tabs. coil out of the stator.
FIGURE 10-82.
FIGURE 10-81.
FIGURE 10-84.
ALTERNATOR ASSEMBLY
Before starting the installation procedure, ensure all
the parts are available and in good condition.
Replace any damaged parts before assembly.
FIGURE 10-91.
FIGURE 10-92.
FIGURE 10-90.
FIGURE 10-95.
FIGURE 10-94.
FIGURE 10-97.
FIGURE 10-98.
FIGURE 10-101.
FIGURE 10-99.
NOTE: Precisely align the alignment marks on both
stators and the shell. If they are not aligned, remove
the stator(s) and reinstall.
FIGURE 10-102.
FIGURE 10-104.
FIGURE 10-103.
FIGURE 10-107.
FIGURE 10-105.
6. Install eight field coil screws coated with a
59. Stator Tabs 60. Field Coil thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
4. Place field coil removal/installation tool XA3320
on top of the field coil.
FIGURE 10-108.
FIGURE 10-106.
FIGURE 10-109.
FIGURE 10-111.
8. Install eight field coil screws coated with a 10. Flat Retainer Ring 76. Snap Ring Pliers
thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
FIGURE 10-110.
FIGURE 10-114.
FIGURE 10-112.
5. Spiral Ring 44. Pulley Bushing
9. Front Bearing 20. Drive End Housing
FIGURE 10-113.
FIGURE 10-115.
8. Beveled Retainer 76. Snap Ring Pliers
Ring 5. Spiral Ring 20. Drive End Housing
FIGURE 10-116.
FIGURE 10-118.
FIGURE 10-119.
58. Shell Assembly 73. Support Stand
FIGURE 10-120.
14. Lock Flange Nuts 61. Studs 11. Jam Nuts 20. Drive End Housing
FIGURE 10-123.
FIGURE 10-126.
FIGURE 10-129.
FIGURE 10-128.
FIGURE 10-130.
FIGURE 10-133.
FIGURE 10-131.
6. Screws 7. Cover Plate
2. Install anti-drive end rotor (47) onto shaft
assembly (48). Align the previously-scribed
14. Apply Dow Corning® 1-2577 low VOC RTV, or mark on the face of the rotor with the center of
equivalent, onto the cover before installing. the screw hole.
Install control unit cover (21). Apply thread lock
compound (Loctite) with five Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
FIGURE 10-134.
47. Anti-Drive End Rotor 48. Shaft Assembly
FIGURE 10-132.
6. Screws 21. Control Unit Cover
FIGURE 10-137.
FIGURE 10-135.
46. Screw 47. Rotor 50. Spiral Ring 51. Carrier Ring
FIGURE 10-138.
63. O-Rings 64. Anti-Drive End
FIGURE 10-136. Housing
46. Screw 47. Rotor
FIGURE 10-141.
FIGURE 10-139.
14. Lock Flange Nuts 64. Anti-Drive End
50. Spiral Ring 51. Carrier Ring Housing
Assembly
FIGURE 10-143.
50. Spiral Ring 65. Fan
FIGURE 10-145.
9. Install the fan onto the rotor shaft with Bellville
washer (66) and nut (67). Use an air impact 68. Fan Guard 70. Grommets
wrench and a 24 mm impact socket to tighten 69. Allen Head Screws
the nut to 6 N·m (50 ft lb).
.
NOTE: Verify the metal grommet washers are still in
grommets (70).
FIGURE 10-144.
FIGURE 10-146.
1. Lock Nut 49. Woodruff Key
2. Flat Washer
FIGURE 10-148.
Regulator Installation
38. Screws 39. Bellville Washers
1. Set the selectable voltage set point switch on
the back side of the regulator to the correct
position.
3. Connect wiring harness (36) to voltage regula-
tor (37).
FIGURE 10-147.
FIGURE 10-149.
36. Wiring Harness 37. Voltage Regulator
FIGURE 10-152.
FIGURE 10-153.
22. Thermal Switch
FIGURE 10-151.
6. Screws 26. Stud Assembly
21. Control Unit Cover
FIGURE 10-154.
23. Hex Head Bolt 25. Flat Washer
24. Bellville Washer
6. Identify and mark the wiring terminals for proper FIGURE 10-156.
reassembly. These terminals must be reinstalled
in the same location as they were removed.
The order of the connections from top to bottom is:
rectifier terminal (1)
rectifier terminal (1),
B+/sense terminal (2),
thermal switch terminal (3),
flat washer,
Bellville washer, and
bolt
FIGURE 10-157.
FIGURE 10-155.
USING VHMS
The primary tool for configuring, downloading, and Normal VHMS Operation
viewing VHMS data is the VHMS Technical Analysis The red LED digits on the top of the VHMS controller
Toolbox software. Use of this software requires: indicate the current condition of the system. The
• A laptop PC running Windows 95/98/2000/ME/ possible conditions are shown in Table 1.
XP operating system.
• A serial cable to connect the laptop PC to the Table 1: VHMS Status
VHMS controller.
LED DISPLAY DESCRIPTION
Refer to the VHMS Technical Analysis Tool Box
Flashing LED segments
instruction manual for additional information about Power-on initialization
in circular sequence
using this software.
Numeric display, counting
NOTE: It is recommended that the engine be OFF 00 - 99 at rate of 10 Normal Operation
when downloading or configuring the VHMS numbers per second
controller.
Normal operation, but
Flashing Fault Codes
a fault code is active
9. Click [YES].
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
truck's location uses Daylight Savings Time.
Click the [Apply] button.
Preliminary
1. Turn the key switch to the OFF position to stop
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine. FIGURE 13-7. VHMS CONTROLLER
3. Allow the VHMS controller to boot up. Watch
1. VHMS Controller 7. Connector CN1
the red, two digit LED display on the VHMS
2. LED Display 8. Connector CN2A
controller to show a circular sequence of seven
3. Connector CN3B 9. Connector CN2B
flashing segments on each digit. After a short
4. Connector CN3A 10. PLM III Light
time the two digit display should start counting
5. Connector CN4B 11. OrbComm Light
up from 00 - 99 at a rate of ten numbers per
6. Connector CN4A
second.
4. Attach the VHMS serial cable to the truck's
VHMS diagnostic port (2, Figure 13-3) and the
other end to the laptop PC’s serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and
Password and click the [OK] button.
7. Check for any active fault codes. If any are
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
FIGURE 11-8. ORBCOMM CONTROLLER Komatsu will notify the person who performed
the controller replacement by e-mail when the
1. OrbComm Controller 3. Connector CN1B new controller has been activated and no more
2. Connector CN1A 4. Antenna Connector manual downloads will have to be performed.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
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
disconnect switch.
3. Disconnect the wiring harnesses from the
interface 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).
4. Turn the key switch ON, but do not start the FIGURE 12-1. INTERFACE MODULE
engine. 1. Interface Module 3. Connector IM2
5. Run the flashburn program to install the 2. Connector IM1 4. Connector IM3
application 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 Equipment
• System schematic
• Laptop PC
• Interface Module Real Time Data Monitor
software
• Serial cable (RS232)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor
• 3/8 in. nut driver FIGURE 12-4. INTERFACE MODULE
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
When no communication errors are occurring, the VHMS LED digits count from 00 - 99 continuously at a rate of ten
numbers per second.
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
INDEX
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode should 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 should 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 should 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 should
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. Make sure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.
Make sure that the link voltage is drained down Make sure that the link voltage is drained down and
before servicing the propulsion system or the engine is not running before performing the
performing 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. Make sure 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
located on the back wall of the operator cab. Time Data”.
3. Make sure 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, make sure 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
should 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 should 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 tothe 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 should 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 should 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 should
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 pressue 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.
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 should be listed and active:
Event 91 (Inverter 1 Cutout) and Event 92
Under “Real Time”, double-click “PSC Real
(Inverter 2 Cutout). Investigate any other events
Time Data”.
that are listed.
Verify the values in Table VI.
2. Ensure that all blower motor and alternator Under “Real Time”, double-click “PSC Real
brushes are installed correctly. Time 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. Let up on the accelerator pedal just enough so Manual Offset HP Output Adjustment:
that contactor RP2 drops out but contactor RP1 is 12. If it isnecessary to troubleshoot HP problems, use
still picked up. This should occur at approximately the following procedure:
1375 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 should 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 should be be 25% 14. Allow the engine to cool down until the engine
at 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.
INDEX
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Installation
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten these nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
Always keep personnel away from a wheel c. Install three nuts directly above the 3 o'clock
assembly when it is being removed and installed. and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2326 ± 136
N•m (1715 ± 100 ft. lbs.).
NOTE: Clean all mating surfaces and check the stud
d. Install the remaining nuts and tighten in a
threads before installing the wheel assemblies.
clockwise direction to 2326 ± 136 N•m (1715
1. If either wheel motor has been removed, bleed ± 100 ft. lbs.).
the disc brakes before installing the rear tires.
e. Retighten all nuts in a clockwise direction to
Refer to Section J, Wet Disc Brake Assembly -
the required 2326 ± 136 N•m (1715 ± 100 ft.
Wet Disc Brake Bleeding Procedure.
lbs.).
2. Grip the inner wheel assembly with a tire
4. If adaptor ring (9) requires installation, install
handler and install it onto wheel hub (5, Figure
the adaptor onto the wheel hub/wheel motor.
2-6). Carefully align tire inflation extension line
Lubricate the studs and nut flanges with lithium
(4) for mating with inner extension (7).
based grease.
3. Lubricate all stud threads and nut seating
5. Using the procedures in Step 3, install flanged
flanges with lithium based grease. Install and
nuts (10) in the sequence described and tighten
tighten the nuts in the following sequence:
to the same torque value as the inner wheel.
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2326 ± 136 N•m (1715 ± 100 ft. lbs.).
5. Install outer flange (7, Figure 2-7) in position 9. If the beads of the tire and O-ring do not seat
and install bead seat band (6). Push in on the within one minute, raise the tire slightly and tap
bead seat band to expose the O-ring groove in the bead seat band. This will help the air
the rim. pressure to push the tire bead out into position.
6. Lubricate new O-ring (9) with soap solution and 10. As soon as the seating has been accomplished,
install it in the groove of the rim. install the valve core and inflate the tire to the
7. Install lockring (8) and tap it into place with a recommended tire pressure.
lead hammer. The lockring lug must fit into the
slot of the rim.
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
16. Assemble the brake to the hub as follows: 19. Prior to installing the hub and brake assembly
on the spindle, install four alignment studs on
a. Install nine 0.51 mm (0.020 in.) thick shims the brake adapter in place of capscrews (20).
(36) on top of the wheel hub flange at each Space the studs 90° apart to ensure that the
of the six gear/seal carrier mounting brake assembly is properly aligned during the
locations. Shims may be installed on either following steps.
side of speed sensor gear (35) for speed
sensor alignment. a. Install new O-ring (22) onto the brake
adapter shoulder. Ensure that the O-ring is
b. Install speed sensor gear (35). not twisted and is properly seated.
c. Install new O-ring (38) in the groove in the b. Lubricate the O-ring with petroleum jelly or
hub. Ensure that the O-ring is not twisted. chassis grease.
Lubricate the O-ring.
20. Attach an overhead hoist to the wheel hub and
d. Install lifting eyes on the brake assembly and brake assembly. Rotate the hub 180° in
attach it to an overhead hoist. preparation for lowering it onto the spindle.
e. Lower the brake assembly onto the hub NOTE: The hoist must be rigid enough to prevent
while aligning the hub and seal carrier “springing” or “jerking” as the hub and brake
mounting holes. assembly is lowered into position.
NOTE: Do not remove the shipping bars until the 21. Lift the hub over the spindle and slowly lower
inner gear ring of the brake assembly is attached to while aligning the brake mounting holes with the
the hub. alignment studs.
a. Install capscrews (14) and washers (15) from a. When the brake piston housing is
under hub flange. Tighten the capscrews to approximately 13 mm (0.50 in.) from the
the standard torque. adaptor, install four capscrews (20) and flat
b. Align the brake hub holes with the wheel hub washers (21) spaced evenly in between the
and install hardened flat washers (24) and alignment studs.
capscrews (23). Tighten the capscrews to b. Carefully pull the brake and wheel hub
2705 ± 135 N•m (1995 ± 100 ft lbs). assembly into position by tightening the
c. Remove the shipping bars from the brake capscrews evenly and in small increments.
assembly. c. DO NOT allow the assembly to “cock”
17. Install new O-ring (25) to brake adapter (19). (angle). If the assembly is cocked, lift the
Place the assembly into position on the spindle. assembly and inspect O-ring (22) for
damage. Replace the O-ring if necessary,
and repeat the procedure.
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Installation
1. Make sure that the mating surfaces of axle
housing (1, Figure 4-3) and pivot eye (4) are
clean and not damaged.
2. Install an appropriate lifting device to the pivot
eye. The weight of the pivot eye is 346 kg (762
lbs).
3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flat washers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flat
washers. Tighten the capscrews alternately until
the pivot eye is properly seated. Tighten the
capscrews to 2325 ± 231 N•m (1715 ± 170 ft.
lbs.).
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
NOTE: Hose routing and clamping may differ slightly from the illustration.
MASTIC SEALANT
Vendor Product Name:
• Uniseal 310S Sealant
Description:
• 2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source: FIGURE 5-5. WHEEL MOTOR OIL LEVEL
• Uniseal
1800 W. Maryland Street
Evansville, IN 47712
15. Remove the temporary capscrews that were
• Other sources may be available
installed in the wheel motor transmission
throughout the world.
housing mounting flange. Install the tires and
rims using the procedures outlined earlier in
Section G.
16. Raise the truck and remove the support stands.
Lower the truck and remove the jack.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements ppm's are rising rapidly: to be bearing, gears, etc.
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). If
the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and
gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse
criteria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil.
This wheel should then be monitored closely and replaced if the iron level spikes again.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(Cr)
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled
immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium,
the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or outboard.
Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper
readings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel,
and inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check
the outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating
grooves then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn
more than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun
pinion, filter the oil and continue to monitor.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
phosphorus: occurring.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the
wheel for any further changes in viscosity.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Phosphorus If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:
Action: If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or
588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
motor.
Action: Flush the wheel motor and monitor element levels.
To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil,
sample date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format
can be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.
HYDRAIR® II SUSPENSIONS
INDEX
FRONT SUSPENSIONS
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
5. Measure thread engagement after installation of 6. After thread engagement checks and
the front suspensions. adjustments have been performed, the
capscrews are now ready for tightening using
The mandatory thread engagement requires the
the "turn-of-the-nut" tightening procedure
capscrew to extend more than 3.20 mm (0.125
described on the following page.
in.) past the face of the nut. Refer to dimensions
(C & D, Figure 2-5). If thread engagement does NOTE: The "turn-of-the-nut" tightening procedure
not meet the required specification, longer was developed for high strength capscrews (grade 8
capscrews must be used. If it is necessary to or better) in this joint application. Do not use this
use longer capscrews, all mounting capscrews tightening method for other joints (unless specified)
at the affected suspension must be exchanged or with capscrews of lesser grade/size.
for longer, alternate capscrews.
10. For the four capscrews (1, Figure 2-3) at the c. Each corner of a hexagon represents 60°.
upper mount, initially tighten the capscrews to The turning member (either the capscrew
95 N•m (70 ft lbs), then advance the capscrew head or nut) is turned until the marked corner
head 60° using Steps 10a through 10c. Refer to is adjacent with the marked reference line.
Figure 2-6. Ensure that the opposite end of the turning
member has not turned during the tightening
procedure.
NOTE: Do not exceed 4 RPM tightening speed.
Do not hammer or jerk the wrench during the
tightening procedure.
11. Loosen the top two corner capscrews (1) and
the bottom outer four capscrews (8), (the
bottom four capscrews without spacers).
a. Tighten the top two corner capscrews to 95
FIGURE 2-6. REFERENCE MARKS FOR 60 N•m (70 ft lbs), then use "turn-of-the-nut"
DEGREE ADVANCE method to advance the capscrew heads 60°.
b. Tighten the bottom, outer four capscrews to
152 mm (6.0 in.) Capscrews
271 N•m (200 ft lbs), then use the "turn-of-
the-nut" method to advance the capscrew
heads 120°.
For the bottom four capscrews (6, Figure 2-3),
NOTE: If for any reason, these fasteners need to be
initially tighten the capscrews to 136 N•m (100
checked for tightness after completing the above
ft lbs), then advance the capscrew head 120°
procedure; loosen and inspect all 14 capscrews and
using Steps 10a through 10c. Refer to Figure 2-
repeat the entire process, starting with cleaning and
7.
lubricating the capscrews, washers, and nuts.
REAR SUSPENSIONS
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
BRAKE CIRCUIT
INDEX
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
Note:
B1 - Rear Brakes
B2 - Front Brakes
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Installation
1. Place brake valve assembly (3, Figure 3-2) into
position in the cab and secure it with capscrews
Before disconnecting pressure lines, replacing (1) and lockwashers (2). Tighten the capscrews
components in the hydraulic circuits, or to the standard torque.
installing test gauges, always bleed down the 2. Remove the plugs from the brake valve
steering and brake accumulators. assembly and hydraulic lines. Install all fittings
and connect the lines securely to the brake
1. Securely block the wheels to prevent the truck
valve assembly.
from rolling away.
2. Place the directional control lever in PARK and NOTE: Before checking the brake valve operation,
turn the rest switch ON. Turn the key switch the steering system must have the proper nitrogen
OFF to shut down the engine and allow 90 precharge in the steering accumulators. Refer to
seconds for the steering system accumulators Section L, Hydraulic System, for the steering
to bleed down. Open bleed down valves (1) and accumulator precharge procedure. Also, the air must
(3, Figure 3-1) to bleed down the brake be bled from the brake system lines and the brake
accumulators. accumulators must be precharged with nitrogen.
Refer to Accumulator Charging Procedure later in
3. Remove the access panel at the front of the
this section.
operator cab.
3. Connect the retarder pedal harness to the truck
4. Tag and remove all hydraulic lines from the
harness.
brake valve. Plug all lines and ports to prevent
possible contamination. Remove all valve 4. With the engine off and the key switch OFF,
fittings except the fitting at port “PX”. open both brake accumulator bleed down
valves (1) and (3, Figure 3-1). Precharge both
brake accumulators to 9650 kPa (1400 psi).
Refer to Accumulator Charging Procedure later
in this section.
NOTE: For best performance, charge the
accumulators in the temperature conditions that the
vehicle is expected to operate in. During the
precharge, allow the temperature of the nitrogen gas
to come into equilibrium with the ambient
temperature.
5. Close both accumulator bleed down valves
after the accumulators have been properly
charged.
6. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to the bleed
air from brake lines and brakes. Close the
supply plug after the bubbles disappear. Refer
to Wet Disc Brake Bleeding Procedure later in
FIGURE 3-2. BRAKE VALVE REMOVAL
this section for additional information.
1. Capscrews 3. Brake Valve
7. Check for oil leaks at the brake valve.
2. Lockwashers
1. Actuator Cap 5. Capscrew 22. Remove regulator spools (8), reaction plungers
2. Boot 6. Actuator Base (16) and (17), and spool return springs (15)
3. Capscrew 7. Threaded Insert from regulator sleeves (14).
4. Retainer Plate 23. Remove plunger return springs (4), regulator
springs (5) and (6), and spring seats (7) from
8. Remove capscrews (31, Figure 3-5) and plate the valve body.
(30). 24. Remove actuator plungers (2) by pushing down
9. Remove and discard O-ring (22) and face seals (toward the bottom of the valve) on the actuator
(23). plunger with your hand until the actuator
plunger slides out.
10. Loosen the locknuts on actuator plunger (2).
Loosen the socket head capscrew from 25. Remove Glyde ring assembly (3) from the
adjustment collars (1). actuator plunger.
11. Unscrew and remove the adjustment collars. 26. Remove O-rings (10), (12), and (13), and teflon
backup rings (9) and (11) from the regulator
12. Remove two socket head capscrews (5, Figure
sleeves. Discard the O-rings and backup rings.
3-4) that retain actuator base (6) to the valve
body. 27. Remove wiper seals (18), poly-pak seals (20),
and orange backup rings (19) from the actuator
13. Remove the actuator base from the valve body.
section of the valve. Discard the seals and
14. Remove the controller from the vice. backup rings.
15. Remove four capscrews (29, Figure 3-5) and
washers (28) from the base of the valve.
Assembly
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with Accumulators maintain high pressure. DO NOT
clean C-4 hydraulic oil. disconnect any hydraulic line from the
accumulators or brake system until all hydraulic
3. Before installing check valve (3, Figure 3-12) or
pressure has been manually drained from
reducing valve (4), refer to Figure 3-13 for
accumulators. Open manual drain valves located
proper orifice disc installation. The orifice discs
on the brake manifold in the brake cabinet to
must be installed in the direction shown for
drain pressurized oil. The manual bleeddown
proper operation.
valve for the rear accumulators is identified as
• Check valve orifice - 1.58 mm (0.062 in.) “NV1”. The manual bleeddown valve for the front
accumulators is identified as “NV2”.
• Reducing valve orifice - 2.54 mm (0.100 in.)
4. Install all cartridges in the bores from which
they were removed. Tighten them securely.
Brake Accumulator Bleeddown Procedure
The front and rear brake circuit accumulators can be
bled down by rotating the manual bleeddown valves
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn accumulator bleed down valves (1) and (2,
Figure 3-12) counterclockwise to open the
valves. Left valve (1) will bleed the rear brake
circuit and right valve (2) will bleed the front
brake circuit accumulator.
2. Verify that the brake accumulators are bled
down by pressing the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
3. Close the bleed down valves by rotating them
clockwise.
Each accumulator weighs approximately 100 kg FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS
(220 lbs). Ensure that the lifting device has
1. Rear Brake Circuit 4. Charging Valve
adequate capacity for handling the load.
Accumulator 5. Mounting Clamps
2. Front Brake Circuit 6. Oil Lines
7. Remove accumulator mounting clamps (5) and Accumulator 7. Mounting Bracket
lift the accumulator off the mounting pad. Move 3. Protective Cover 8. R.H. Frame Rail
the accumulator to a clean work area.
Installation
1. Position the accumulator on mounting bracket
(7, Figure 3-14) with warning label visible.
2. Install mounting clamps and hardware. Tighten
capscrews to standard torque.
3. Install oil line (6) at bottom (hydraulic) port.
4. Refer to Accumulator Charging Procedure in
this section.
5. Install protective cover (3) over charging valve
on top of accumulator.
Assembly
9. At the opposite end of the accumulator 1. After shell (10, Figure 3-17) has been cleaned
assembly, remove locknut (13) from the bladder and inspected, secure it in place to prevent
valve stem. rotation during assembly.
10. Reach inside the shell at the hydraulic port end 2. Apply 2 liters (64 oz.) of clean type C-4
and compress the bladder to expel as much air hydraulic oil inside the shell to lubricate and
as possible. provide a cushion for the bladder.
11. Fold the bladder and pull it out of the bottom of 3. With all gas completely exhausted from bladder
the accumulator shell using a twisting motion. A (9), collapse the bladder and roll it longitudinally
cloth may keep your hand from slipping due to into a compact roll. To keep the bladder rolled
the oil film on the bladder. up, insert the gas valve core to prevent air from
entering the bladder.
4. Insert the bladder pull rod through the valve
stem opening and through the shell hydraulic
port. Attach the bladder pull rod to the bladder
valve stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. A slight twisting of the bladder will ease
installation.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the name plate (if used) over the valve
stem and install valve stem nut (13) by hand.
7. Once valve stem nut (13) is in place, remove
the bladder pull rod. Tighten the nut to 76 N·m
FIGURE 3-19. BLADDER REMOVAL
(56 ft lbs).
8. Grasp hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell.
If the precharge is not added slowly, the bladder TABLE 1. Relationship Between Charging
may suffer permanent damage. A “starburst” Pressure and Ambient Temperature
rupture in the lower end of the bladder is a
characteristic failure caused by charging too Ambient Charging Pressure
Temperature ± 70 kPa (10 psi)
quickly.
11. When 172 kPa (25 psi) of precharge pressure is -23°C (-10°F) and below 8232 kPa (1194 psi)
obtained, close the nitrogen valve. Set the -17°C (0°F) 8412 kPa (1220 psi)
regulator for the operating precharge pressure
based on the current ambient temperature. -12°C (10°F) 8584 kPa (1245 psi)
Refer to Table 1. Then, open the nitrogen
-7°C (20°F) 8763 kPa (1271 psi)
container and fill the accumulator.
12. Let the precharge set for 15 minutes. This will -1°C (30°F) 8943 kPa (1297 psi)
allow the gas temperature to stabilize. If the 4°C (40°F) 9122 kPa (1323 psi)
desired precharge is exceeded, close the
nitrogen container valve and slowly open the 10°C (50°F) 9294 kPa (1348 psi)
bleed valve until the correct precharge pressure
16°C (60°F) 9473 kPa (1374 psi)
is obtained. Refer to Table 1.
21°C (70°F) 9653 kPa (1400 psi)
Only precharge accumulators to 9653 kPa (1400 b. If the precharge pressure is less than 172
psi) while installed on the truck. Never handle an kPa (25 psi), slowly drain off any nitrogen
accumulator with lifting equipment if the nitrogen precharge and proceed to Step 2.
precharge pressure is over 827 kPa (120 psi). 2. Remove the gauges from the accumulator.
Always set the precharge to 690 - 827 kPa (100 - 3. Lay the accumulator on a suitable work bench
120 psi) before removing or installing the so that the hydraulic port is higher than the
accumulators. other end of the accumulator. Remove the
1. If the accumulator was just rebuilt, ensure that plastic dust cap from the hydraulic port.
there is approximately 2 liters (64 oz.) of clean 4. Pour approximately 2 liters (64 oz.) of clean C-4
C-4 hydraulic oil inside the accumulator before hydraulic oil into the accumulator through the
adding 690 kPa (100 psi) of nitrogen precharge hydraulic port. Allow time for the oil to run down
pressure. the inside of the accumulator to reach the other
2. Bladder accumulators should always be stored end.
with 690 - 827 kPa (100 - 120 psi) of nitrogen 5. Lay the accumulator flat on the work bench (or
precharge pressure, which fully expands the floor) and slowly rotate the accumulator two
bladder and holds a film of oil against the inner complete revolutions. This will thoroughly coat
walls for lubrication and rust prevention. the accumulator walls with a film of oil
3. The hydraulic port should always be covered necessary for bladder lubrication during
with a plastic plug to prevent contamination. Do precharging.
not use a screw-in type plug. 6. Stand the accumulator upright. Install the
4. Always store the accumulator in an upright pressure gauges and refer to the Charging
position. Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
Bladder Storage Procedures
7. Install the accumulator on the truck.
The shelf life of bladders under normal storage 8. Precharge the accumulator to the correct
conditions is one year. Normal storage conditions operating precharge pressure. Refer to Table 1.
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
Detent Adjustment
The detent that holds the lever in the OFF position
can be adjusted. Loosen or tighten set screw (14) to
adjust the detent. The breakout force of the detent
must be between 2.00 - 2.25 N·m (17 - 20 in lbs).
NV2 Front Accumulator Manual Drain Valve 4. Precharge both brake accumulators to 9650
kPa (1400 psi). Allow the gas temperature to
PK1 Park Brake Release Pressure approach ambient temperature before
Park Brake Pressure Switch completing precharge process.
PK3
N.C., 8620 kPa (1250 psi)
NOTE: For best performance, charge the
Pressure Tap Test Port accumulators in the ambient conditions in which the
PP3
Brake Lock Pressure machine will be operating.
Brake Lock Pressure Regulator 5. Close both accumulator bleeddown valves.
PR
13,790 kPa (2000 psi) 6. Install pressure gauges at:
Automatic Apply Valve a. Front brake test port “BF” (23, Figure 4-1) -
PS1
11,375 kPa (1650 psi) 20,685 kPa (3000 psi) gauge.
SP1 Supply Oil Inlet
b. Rear brake test port “BR” (22, Figure 4-1) -
Pressure Tap Test Port 20,685 kPa (3000 psi) gauge.
SP3
Supply Oil
c. Low accumulator pressure test port “LAP1”
SV1 Brake Lock Solenoid (15, Figure 4-1) - 20,685 kPa (3000 psi)
SV2 Parking Brake Solenoid gauge.
SV3 Automatic Brake Apply Solenoid 7. Release the brake lock.
T1 Return To Tank 8. Start the engine. Observe the rising brake
pressures as the system charges. The auto
apply valves should release the front and rear
brakes at approximately 11,375 kPa (1650 psi).
* Record on data sheet.
1. BS - Left & Right Brake Cooling Oil Supply If the pressure is below 14,480 kPa (2100
psi), there is excessive leakage in the
2. LBR - Left Brake Cooling Return Line
system. The source of the leakage must be
3. T - Return To Tank identified and repaired.
4. P1 - Pressure Inlet From Accumulator
* Record on data sheet.
5. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port 32. Very slowly open front brake accumulator bleed
7. LBP - Left Brake Pressure Test Port valve (9) a small amount while observing the
8. PX - Pilot Inlet/Brake Apply Line decreasing pressure at low accumulator
9. PB - Parking Brake pressure (LAP1) test port (15).
The low brake pressure warning light and
buzzer must activate when the pressure
drops to 12,755 ± 517 kPa (1850 ± 75 psi).
25. Quickly and completely depress the brake * Record on data sheet.
pedal. Verify that within one second after the
When the low accumulator pressure
brake is applied:
reaches 11,375 kPa (1650 psi), brake
Left rear brake pressure reads 16,545 ± pressures “BF” and “BR” should begin to
517 kPa (2400 ± 75 psi). rise (auto apply).
* Record on data sheet.
Right rear brake pressure reads 16,545 ±
517 kPa (2400 ± 75 psi). 33. Close front brake accumulator bleed valve (9).
Both pressures must remain above their Record the front and rear brake apply pressures
minimum values for a minimum of 20 after auto apply has occurred.
seconds. * Record on data sheet.
* Record on data sheet. 34. Start the engine and allow the low brake
26. Release the brake pedal. Both brake pressures accumulator pressure to stabilize at or above
should return to zero within two seconds and 18,615 kPa (2700 psi).
there should be no residual pressure trapped in 35. Turn the key switch OFF to shut off the engine
the brakes. and allow 90 seconds for the steering system
* Record on data sheet. accumulators to bleed down.
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE
ACTION
Parking brake solenoid is de-energized. Check power to solenoid.
Connections to tank and pressure ports are Correct the plumbing.
reversed.
Service brakes and/or
parking brake are locked. Parking brake solenoid coil is defective. Replace coil.
Parking brake solenoid valve is defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
Tank line has back pressure. Ensure that tank line has no back
Both brake circuits are pressure.
dragging. Pedal set screw is out of adjustment Adjust pedal deadband with set
(residual pressure). screw.
There is an obstruction in the brake valve Remove obstruction.
subassembly.
Brake valve is out of balance. Adjust balance according to
instructions.
Actuator piston is defective.
One brake circuit is
Replace piston.
dragging. Brake valve is is defective.
Rebuild or replace brake valve
assembly.
A dual relay valve is defective.
Rebuild or replace dual relay valve
assembly.
Supply pressure is low. Check the steering/brake pump
system and accumulators.
Brakes are not going to full Modulating section of brake valve has Remove, disassemble, clean, and
pressure. internal malfunction. inspect brake valve.
Collar on brake valve is improperly adjusted. Adjust collars according to
instructions.
There is a short in electrical system. Check wiring.
Low brake pressure
warning occurs when the Brake accumulator is bleeding down. Valve is open. Close valve.
brakes are not applied.
Brake warning relay is defective. Replace relay.
There is a leak or other malfunction in one Inspect brake system and repair
brake circuit. leaks.
Low brake pressure
Brake valve is out of balance. Adjust balance according to
warning occurs when
instructions.
brakes are applied.
Dual relay valve(s) is defective. Inspect and repair dual relay
valve(s).
STEP 8 _________ Rear brake (BR) pressure when auto apply releases
STEP 10 _________ Rear brake (BR) pressure when stop lights come on
STEP 14 _________ Rear brake (BR) pressure when brake lock degradation warning occurs
STEP 16 _________ Rear brake (BR) pressure when brake lock is applied
STEP 22 _________ Left rear brake (LBP) pressure when pedal is applied
STEP 23 _________ Left rear brake (LBP) pressure when pedal is released
STEP 32 _________ Pressure when low brake accumulator pressure warning occurs
STEP 33 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
STEP 38 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
DATE _________________________
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
OPERATION
Ring gear (4, Figure 5-1) is internally splined to retain
dampers (8) and separator plates (12). The separator
plates are alternately placed between friction discs
(7), which are splined to inner gear (6). The inner
gear mounts directly to the wheel hub on the front
wheel brakes. On the rear brake, the inner gear
requires a hub adapter which mounts on the wheel
hub.
The inboard side of the assembly contains piston (9),
which is activated by hydraulic pressure supplied by
the dual relay valves (controlled by the brake valve).
As hydraulic pressure is applied, the piston moves to
compress the rotating friction discs against the
stationary steel discs. The friction forces that are
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until the
maximum force is reached and the wheel is stopped.
The entire brake disc pack is cooled by hydraulic oil.
The low pressure cooling circuit is completely
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
isolated from the high pressure piston apply circuit.
Cooling oil flows from the hydraulic tank to the hoist 1. Hub Adapter 6. Inner Gear
pump, through the hoist circuit high pressure filters, (Rear Only) 7. Friction Disc
through the hoist valve, and into the brake housings. 2. Capscrew & Lockwasher 8. Damper
A parallel circuit from the hoist valve outlet is 3. Socket Head Screw 9. Piston Assembly
connected to relief valves at the hydraulic tank which (Temporary) 10. Seal Carrier
limit brake cooling circuit pressure to 241 kPa (35 4. Ring Gear 11. Back Plate
psi). Oil that is routed to the front brakes passes 5. Capscrew & Hardened 12. Separator Disc
through the oil cooler before entering the front brake Washer
housings. In addition, the brake cooling oil provides
lubrication for the front wheel bearings. Oil that exits
the brake housings returns to the hydraulic tank.
12. Attach a lifting strap through the shipping bars 15. Position the piston assembly with piston retract
and lift inner gear (5) out of the brake assembly. springs (3) on top as shown in Figure 5-7.
Remove the shipping bars and spacers. 16. Remove capscrews (1, Figure 5-7), spring
13. Remove capscrews (2, Figure 5-6) and guides (2), and piston retract springs (3).
hardened washers (3) from piston housing (1).
NOTE: The threads of capscrew (1) are coated with
14. Insert a 7/8 UNC x 2 in. pusher bolt in each of Loctite® during assembly. A small amount of heat
the three tapped holes in the piston housing. applied to the piston housing may be required for
Tighten the bolts evenly to lift the housing from easier removal.
ring gear (5). Remove and discard O-ring (4).
17. Loosen or remove the plugs that are installed in
the piston housing ports. Carefully lift piston (4)
out of housing (5). Remove seal assemblies (6)
and (7).
PARKING BRAKE
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
HYDRAULIC SYSTEM
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
1. Drive Gear & Shaft 10. Connector Plate 19. Dowel 28. Snap Ring
2. Seal 11. O-ring 20. Bearing Plate 29. Coupler
3. Idler Gear 12. Bearing Plate 21. Dowel 30. Steel Ring
4. Stud 13. Gear Plate 22. Transition Plate 31. Backup Ring
5. Steel Ball 14. Connector Plate 23. O-ring 32. O-ring
6. Flange 15. Washer 24. (Not Used) 33. Pressure Plate
7. Dowel 16. Nut 25. Coupler 34. Isolation Plate
8. Gear Plate 17. Stud 26. O-ring 35. Plug
9. O-ring 18. Idler Gear 27. Drive Gear (Rear) 36. Snap Ring
1. Flange 3. Bearings
2. Punch
FIGURE 3-17.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench 3. Pump
2. Input Shaft
Removal
1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 947 L
(250 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3-micron
filtering system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by using the drain valve
located on the rear side of the tank.
4. Disconnect the hydraulic lines. Plug all lines to
prevent possible contamination to the system.
Tag each line at removal for proper identification
during installation.
Installation
1. Install suction strainers and secure them in
place with capscrews and lockwashers. Tighten
the capscrews to standard torque.
2. Using a new cover gasket, move cover (2,
Figure 3-19) into position and install capscrews
and lockwashers (3). Tighten the capscrews to
standard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank. Refer to Filling
Instructions on the previous page.
5. Open both suction line shutoff valves (4).
Loosen the capscrews (at the pump) on the
suction hoses to bleed any trapped air. Then
FIGURE 3-19. STRAINER REMOVAL
loosen the capscrews (at the pump) on the
1. Hydraulic Tank 4. Shutoff Valve pressure hoses to bleed any trapped air.
2. Cover 5. Pump Suction Hoses Tighten all capscrews securely.
3. Capscrews &
Lockwashers NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Steering Accumulators
High Pressure Filter
The two steering accumulators (3, Figure 4-1) are
bladder type accumulators with a capacity of 62 liters High pressure filter (9, Figure 4-1) filters oil for the
(16.5 gallons) each. The accumulators are charged steering and brake circuits.
to 9700 kPa (1400 psi) with pure dry nitrogen using
If the filter element becomes restricted, a warning
the charging valve located on the top end.
indicator is activated at 241 kPa (35 psi) differential,
Oil entering the accumulators compresses the and oil will bypass the element at 345 kPa (50 psi)
nitrogen in the bladder. The nitrogen pressure differential.
increases directly with steering circuit pressure.
Refer to Section L9 for further information regarding
When steering circuit pressure reaches 20,900 kPa
hydraulic system filters and maintenance
(3025 psi), the unloader valve will unload the pump.
procedures.
The accumulators will contain a quantity of oil, under
pressure and held by check valves in the bleeddown Quick Disconnect Ports
manifold, that will be available for steering the truck.
When system pressure drops to 19,000 kPa (2750 Ports on the bleeddown manifold allow service
psi), the pump output will again increase to refill the personnel to connect an external hydraulic supply to
accumulators and increase the steering system allow operation of the truck steering and service
pressure. The accumulators also provide oil for a brake systems if the steering/brake pump or engine
limited period of time to be used in case the pump is not operational.
becomes inoperative. The external supply is connected to port (24, Figure
4-3) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
Neutral Position
Neutral position (Figure 4-14) results when control
piston (1) centers swashblock (4). The swashblock
angle is now zero and the swashblock face is now
parallel to cylinder face. Therefore, no inward or
outward motion of pump pistons (3) exists as the
piston shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the
crescents in the valve plate and, subsequently, no
delivery from pump ports.
FIGURE 4-14. PUMP IN NEUTRAL POSITION
INDEX
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
SPLINE INSPECTION
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean the splines on the steering
column shaft. Inspect for damage and
excessive wear.
FIGURE 5-1. STEERING CONTROL UNIT 2. Use an outside micrometer or dial caliper to
1. Steering Wheel 7. Steering Control Unit measure the outside diameter of the male
2. Button Horn 8. Bracket L.H. splines on the steering column shaft.
3. Steering Column 9. Bracket R.H. • Minimum diameter: 24.13 mm (0.950 in.)
4. Capscrew 10. Capscrew 3. If the splines are worn more than minimum
5. Flat Washer 11. Lockwasher diameter specification, replace the steering
6. Lockwasher column. Refer to Section N.
7. Place dust seal (1, Figure 5-7) in position. Using The cross pin must remain horizontal when the
a flat iron block over the seal, tap it into the spool and sleeve are pushed into the bore to
housing. prevent the pin from dropping out of the spool.
8. Position the O-ring and kin ring on the spool.
FIGURE 5-12. CHECK BALL INSTALLATION 19. Install the end cover. Install and tighten the
capscrews with washers hand-tight in a criss-
1. Check Ball Hole 3. O-ring cross pattern.
2. Check Ball 4. Housing
Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace it.
1. Perform normal truck shutdown procedures.
Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down. Manually
bleed the brake system accumulators by using
the needle valves located in the hydraulic
components cabinet.
2. Remove the protective cover from the manifold.
Disconnect the wires from solenoids (6, Figure FIGURE 6-1. BLEEDDOWN MANIFOLD
6-1) and (15), and pressure switch (7). 1. To Hoist Valve, Power Up
3. Disconnect, identify and plug each hydraulic 2. To Hoist Valve, Power Down
line to prevent contamination. 3. Spare Pressure Port
4. Remove the mounting capscrews and 4. Test Port
bleeddown manifold. Clean the exterior of the 5. To Brake System
6. Steering Accumulator Bleeddown Solenoid
manifold before starting disassembly. The
7. Steering System Pressure Switch
weight of the manifold is 170 kg (375 lbs.). 8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)
Assembly
1. Use clean type C-4 hydraulic oil to thoroughly
lubricate each internal part before installation.
2. Reassemble the amplifier spool assembly in
FIGURE 6-4. SHOCK & SUCTION VALVE
reverse order. Refer to Steps 13 and 12 in the
ASSEMBLY
Disassembly procedure.
1. O-Ring 3. O-Ring 3. Install orifice screw (27, Figure 6-3) finger-tight.
2. Pilot Section 4. Install check valve (34) and tighten it to 1 N·m
(8 in. lbs.).
NOTE: The flow amplifier valve is equipped with two 5. Install orifice screw (33) and tighten it to 1 N·m
identical shock and suction valves which are only (8 in. lbs.).
serviced as complete valve assemblies. Only O-rings 6. Install steel seal (6), relief valve assembly (19),
(7, Figure 6-4) and (8) are replaceable. Check valve seal (5), and plug (20). Tighten the plug to 2
(34) and counterpressure valve (39) are also N·m (25 in. lbs.).
serviced only as assemblies.
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
spring (17).
11. Install spring control (24), springs (28) and (29),
and spring stop (23).
12. Lubricate O-rings (1), (2) and (3) with molycote
grease and install them on end covers (15) and
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY (16). Install end covers (15) and (16),
capscrews (13) and lockwashers (44). Tighten
1. Check Valve 7. Retaining Ring
the capscrews to 3 N·m (26 in. lbs.). Install
2. O-Ring 8. Inner Spool
screws (11) and lockwashers (12). Tighten
3. Spool 9. Spring
screws to 8 N·m (71 in. lbs.).
4. Pin 10. Plug
5. Pin 11. Orifice Plug 13. To prevent contamination, fit plastic plugs to
6. Retaining Ring each open valve port.
Disassembly Assembly
1. Remove capscrews (9, Figure 6-7) and pull rod 1. Install new bearing (13, Figure 6-7), rod seal
(10) and gland (8) out of cylinder housing (1). (12), rod wiper (11), backup ring (7) and O-ring
2. Remove locknut (2) and piston (3). Remove (6) in gland (8).
piston bearing (4) and piston seal (5) from the 2. Push rod (10) through the top of the gland.
piston. Slowly advance the rod over the rod seal and
3. Pull rod (10) free of gland (8). Remove O-ring rod wiper.
(6) and backup ring (7). Remove rod seal (12) 3. Install piston assembly (3) on the rod. Secure
and rod wiper (11). Remove bearing (13). the piston to rod with locknut (2). Tighten the
4. Inspect the cylinder housing, gland, piston and locknut to 3390 N·m (2500 ft. lbs.).
rod for signs of pitting, scoring and excessive 4. Carefully install the rod and gland assembly into
wear. Clean all parts with fresh cleaning solvent cylinder (1). Make sure that the backup ring and
and lubricate with clean Type C-4 hydraulic oil. O-ring are not damaged during installation of
the gland.
Piston Seal & Bearing Installation 5. Install capscrews (9). Tighten the capscrews
1. Install new piston seal assembly (5, Figure 6-7) evenly to 420 N·m (310 ft. lbs.).
on piston (3) as follows:
Testing
a. Heat the piston seal in boiling water for 3 to 4
minutes. After the cylinder is assembled, perform the following
b. Remove the seal from the water and tests to verify that performance is within acceptable
assemble it on the piston. Do not take limits.
longer than five seconds to complete 1. Piston leakage must not exceed 1.6 cm3/min.
because the seal will take a permanent set.
(1.0 in3/min.) at 17,250 kPa (2500 psi), port to
Piston bearing (4) may be used to position
port.
the seal in the groove. Apply pressure evenly
to avoid cocking the seal. 2. Rod seal leakage must not exceed one drop of
oil in eight cycles of operation.
c. If the seal is loose on the piston, a belt type
wrench or similar tool can be used to 3. Piston break-away force should not exceed 690
compress the outside diameter of the seal kPa (100 psi).
until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.
When disassembling or assembling the pump, Stroke adjuster assembly (items 12, 13, 14, 15
choose a work area where no traces of dust, and 16, Figure 6-9) must be removed before
sand or other abrasive particles which could further disassembly of the control piston.
damage the unit are in the air. Do not work near 8. Without disturbing jam nut (16, Figure 6-9),
welding, sand blasting, grinding benches, etc. unscrew gland (15) and remove the stroke
Place all parts on a clean surface. To clean parts adjuster as a complete assembly.
which have been disassembled, it is important 9. Back out capscrews (1, Figure 6-11), then
that clean solvents are used. All tools and remove cap (4).
gauges should be clean before working with
these units and new, clean, threadless rags 10. Remove bias control spring (1, Figure 6-10).
should be used to handle and dry parts.
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
1. Drain off excess hydraulic oil from the pump fit in the pump housing.
inlet and discharge ports. It may be necessary 11. Support valve plate (11) from an overhead hoist.
to loosen four valve plate capscrews (8, Figure (Lifting lug holes are provided.) Remove four
6-11) in order to pull back on the valve plate and capscrews (8) from the valve plate.
allow fluid to seep out of the case. 12. Remove valve plate (11) from the pump housing
2. Thoroughly clean and dry the outside surface of by tapping it away from the housing with a
the pump housing. mallet until the valve plate pilot diameter is
NOTE: Depending upon what part or parts are to be disengaged from the case by 6 mm (0.25 in).
inspected, it may not be necessary to completely 13. With the weight of the valve plate still
disassemble all components. suspended from the overhead hoist, slide te
valve plate back until it disengages from the
Control Piston Group driveshaft. Set the valve plate aside. Be careful
3. Remove two large plugs (24, Figure 6-9) with not to damage the wear face of the valve plate.
O-rings (25) from both sides of the pump. 14. To further disassemble the control piston
4. Control piston (11, Figure 6-10) must be in the assembly, move control piston (11, Figure 6-10)
“neutral” position. Control link pin (16) should be into sleeve (4) until stop pin (8) contacts the
centered in the plug opening. sleeve. Use a large mallet to drive the piston
5. Use snap ring pliers to remove retaining rings and sleeve assembly outward from the valve
(14) from both sides of the pin. Remove control plate.
link washers (15). 15. When all sleeve seals (5), (6), and (7, Figure 6-
6. For handling purposes, insert a 1/4” - 20 UNC 10) are clear of the valve plate, re-extend the
capscrew into the threaded end of control link control piston. While tipping the assembly
pin (16). enough to clear the hole, pull the assembly from
7. Use a brass rod and hammer to tap on the end the valve plate.
opposite the capscrew to remove control link 16. Remove pin (18) from the control piston by
pin (16). pressing or tapping it out through the hole on
the opposite side. Stop pin (8) can be removed
and control piston (11) can be slipped out of
sleeve (4).
17. Remove capscrews (12, Figure 6-12) and
compensator block (10).
18. Remove capscrews (7, Figure 6-11) and cover
plate (9).
HOIST CIRCUIT
INDEX
Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
931 l/m (246 gpm) at 1900 rpm and 17,235 kPa
(2500 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system FIGURE 7-2. HOIST VALVE
and brake apply system.
Hoist pressure is limited to 17,235 kPa (2500 psi) by
1. Inlet Section 4. Inlet Section
internal relief valves located in the hoist control valve
2. Work Ports Spool 5. Inlet Port
inlet sections.
Section 6. Outlet Port
High Pressure Filters 3. Tank Ports Spool 7. Spool Section Cover
Section 8. Separator Plate
Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass Inlet Sections
valve which permits oil flow if the filter element Each of the front and rear inlet sections of the hoist
becomes excessively restricted. Flow restriction valve contains of the following components:
through the filter element is sensed by an indicator
• Flow control valve and main relief valve
switch. This switch will turn on a red warning light in
the cab to indicate that filter service is required. The • Secondary Low pressure relief valve
indicator light will illuminate when the restriction • Anti-void check valve
reaches approximately 241 kPa (35 psi). Actual filter
bypass will result when the filter element restriction • Load check valve
reaches approximately 345 kPa (50 psi). The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
Hoist Valve cooling circuit unless the body is being raised or
The hoist valve (Figure 7-2) is mounted on a modular lowered. The relief portion of the valve is direct-
assembly containing the hoist valve, overcenter acting and has the capacity to limit the working
manifold, and both hydraulic pumps. This assembly pressure at full pump flow.
is bolted to brackets attached to the frame rails
behind the main alternator. The hoist valve is a split
spool design. The term “split spool” describes the
spool section of the valve.
The anti-void check valve allows free flow from the The hoist pilot valve (1, Figure 7-3) is mounted in the
low pressure core to the high pressure core and hydraulic components cabinet behind the operator’s
prevents flow from the high pressure core to the low cab. The hoist pilot valve spool is spring centered to
pressure core. the neutral position and is controlled directly by the
operator through a lever mounted on the console
Work Ports (Rear) Spool Section between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
The rear spool section of the hoist valve consists of
valve in the hydraulic components cabinet.
the following components:
When the operator moves the lever, the pilot valve
• Pilot ports
spool moves and directs pilot flow to the appropriate
• Main spools pilot port on the hoist valve. The pilot flow causes the
• Work ports main spool to direct oil flow to the hoist cylinders.
• Check poppets The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
The pilot ports are located in the spool section cover. passage to bridge core and prevents reverse flow.
These ports provide connections for a pilot line to the The valve also contains power down relief valve (2),
hoist pilot valve. Each work port has a corresponding which is used to limit the power down pressure to
pilot port. 10,400 kPa (1500 psi).
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both end
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive
differential pressure at the bottom of the spool will
overcome the top spring bias and the spool will shift
to connect the work port to the low pressure core.
The check poppets located in the spool section
permit free flow from the work port to the pilot port
and restrict flow from the pilot port to the work port.
These check poppets control spool response and
FIGURE 7-3. HOIST PILOT VALVE
spool movements during void conditions.
1. Hoist Pilot Valve 5. To Hoist Valve
2. Relief Valve (Base End)
3. Supply Port 6. Return to Tank
4. To Hoist Valve
(Rod End)
The following pages describe the hoist circuit operation in the FLOAT, POWER UP,
HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-16
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
3. Overcenter Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
NOTE: The poppet (1) contains a small steel ball. Do Red 3.556 mm (.140 in.) #28
not misplace. Green 2.362 mm (.093 in.) #42
4. Remove and discard O-rings (4) and (5, Figure White 1.600 mm (.063 in.) #52
8-8).
5. Remove restrictor poppet (1). Remove and
8. Repeat Step 7 to disassemble the opposite end
discard O-ring (2) and backup ring (3), if used.
of spool (20). Note that there is no plug or
Note the position of the restrictor when removed
restrictor poppet in the opposite end and the
to ensure correct reassembly.
spring is blue.
6. Remove spool assembly (20, Figure 8-9). Note
9. Remove spool assembly (14). At the top end of
the color of the lower spring (blue) to ensure
the spool, remove plug (3). Remove spring seat
proper location during reassembly. Also note
(2) and spring (11). Remove poppet (12) and
the “V” groove on the top end of the spool.
spool end (15).
10. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
11. Remove cover (19) and O-rings (4), (5) and
(10). Remove poppet (18).
Quill Installation
1. Check plugs (3, Figure 8-21) and the check
balls (4) in the quill during any cylinder repair to
ensure that the plugs are tight and the ball
seats are not damaged. Refer to Installation of
Check Balls and Plugs in Quill on the next
page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC®
Primer T (Komatsu part number TL8753) or
equivalent. Allow the primer to dry 3 to 5
minutes.
4. Apply Loctite® Sealant #277 (Komatsu part
number VJ6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use SS1143 tool to tighten the
quill to 1356 N·m (1000 ft lbs). Allow the parts
to cure for two hours before exposing the
threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not used,
the cure time will require 24 hours instead of two
hours.
6. Tack weld the quill in two places as shown in
Figure 8-21.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force
of at least 2712 N·m (2000 ft lbs) after the tack welds FIGURE 8-20. PLUG & CHECK BALL
are ground off. INSTALLATION
Check the plugs during any cylinder repair to NOTE: If LOCQUIC® Primer T (TL8753) was not
ensure that they are tight. If they move, remove used, the cure time will require 24 hours instead of
the plugs and check whether the ball seat in the two hours.
quill is deformed. 5. Stake the plug threads in two places (between
• If deformation of the ball seat has occurred, the the holes, as shown in Figure 8-21) to prevent
quill should be replaced. loosening of the plug.
• If the ball seat area is not deformed, measure If removal of the plug is necessary in a later
the plug thickness as shown in Figure 8-21: rebuild, it will be necessary to carefully drill out
the stake marks and destroy the plug. A new
Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.)
plug should be installed and staked as
Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)
previously detailed.
11. Align piston rod bearing retainer (6) over the 15. Install hoist cylinder eye bearing (5, Figure 8-
guide bolts and lower it over the end of rod (1). 18) and retainer rings (4), if removed.
Remove the guide bolts.
INDEX
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
Before the shock and suction valves in the steering NOTE: This pressure is near the pump compensator
circuit can be tested, steering system pressure must pressure setting and the pump may not unload.
be increased to obtain sufficient pressure for testing. However, it is not necessary for the pump to unload
In addition, the steering relief valve pressure must be during this test.
raised above the pressure required to actuate the 6. While observing the two gauges installed on the
shock and suction valves. steering manifold, steer the truck against the left
stop.
1. Install a 35,000 kPa (5000 psi) pressure gauge
at “TP2” (3, Figure 10-2) in the steering Pressure on one of the gauges should read
bleeddown manifold. 21,370 kPa (3100 psi).
2. Install a 35,000 kPa (5000 psi) gauge in each * Record on Data Sheet
steering cylinder manifold test port. (Located on 7. Steer the truck to the opposite stop.
frame cross member, under engine.)
The other gauge should also read 21,370
3. Raise steering relief valve pressure as follows:
kPa (3100 psi).
a. Use an 8 mm allen wrench to remove * Record on Data Sheet
external plug (2, Figure 10-3) on the flow
amplifier valve. 8. If the pressure is incorrect during Step 6 or 7,
the shock and suction valves must be replaced.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out adjustment screw (4) NOTE: The shock and suction valves are only
by turning it clockwise. serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
1. Capscrew 6. Sleeve
2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
4. Main Relief Valve 8. O-Rings
5. Spring 9. Inlet Valve body
NOTE: If a system component fails, all hoses and 4. Start the engine and operate at 1000 rpm for
tubing should be removed and back flushed with a five minutes. This will circulate oil with all valves
cleaning solvent. Inspect for small particles which in the neutral position.
may be trapped inside. 5. To increase flow and turbulence in the system,
7. Inspect the hydraulic tank strainers and increase engine speed to full throttle for 15
diffusers. If damaged, install new components. minutes.
8. Change all high pressure filter elements. Move the hoist control lever to POWER UP for
30 seconds, and then move it to POWER
9. Fill the hydraulic tank with clean type C-4
DOWN for 30 seconds. Repeat this cycle five
hydraulic oil.
times. This process will carry any system
10. Ensure that the suction line shutoff valves are contaminants to the hydraulic tank.
open. 6. Shut off the engine and turn the key switch
11. Bleed any air that is trapped inside the steering OFF. Allow at least 90 seconds for the
pump. Refer to Section L, Steering and Brake accumulators to bleed down completely. Turn
Pump. the steering wheel to ensure that all pressure is
relieved.
7. Remove the jumper hoses from the overcenter
manifold and the bleeddown manifold.
8. Close the brake accumulator bleeddown valves
on the brake manifold.
9. To enable full extension of the hoist cylinders,
disconnect the hoist up limit solenoid on the
bottom of the bleeddown manifold.
Operate the hydraulic steering system to obtain the proper operating temperature.
Refer to the Check-out Procedures.
STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage
Date __________________________
Operate the brake cooling & hoist hydraulic system to obtain the proper operating temperature.
Refer to the Check-out Procedures.
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position
DATE _________________________
INDEX
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
Refer to Section G for information about using the The tools in the following table can be ordered from
spindle tool to remove the spindles from the truck. Kent-Moore:
The following table lists more special tools that will be Part Number Description Use
necessary for various service procedures: J-24092 Puller Legs A/C Service
Part Number Description Use J-25030 Clutch Hub A/C Service
EK6089 Front Brake Tool Front Brake Holding Tool
Group Removal J-33884-4 Indicator Switch A/C Service
EK6090 Rear Brake Tool Rear Brake Tester
Group Removal J-8092 Universal A/C Service
EJ2847 Pin Removal Rear Suspension Handle
Tool Pin Removal J-8433 Pulley Puller A/C Service
EJ2848 Cylinder Rear Suspension J-9395 Puller Pivot A/C Service
Pin Removal
J-9399 Thin Wall Socket A/C Service
EJ2849 Hand Pump Rear Suspension
Pin Removal J-9401 Clutch Plate & A/C Service
Hub Assembly
EJ2850 Shackle Rear Suspension Removal Tool
Pin Removal
J-9403 Spanner Wrench A/C Service
MM0093 Capscrew - Rear Suspension
M16 x 2.00 x 70 Pin Removal J-9480-01 Drive Plate A/C Service
Installer
EC6027 Oil Charge Kit Suspension Oil
Charging J-9480-02 Spacer A/C Service
J-9481 Puller and A/C Service
Bearing Installer
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 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
3. Change the “To” date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
12:00
view the haul cycle reports from the first shift for truck Query : Date: 1/5/00 to 1/8/00
Haul Cycles Included in the Query
374 from January 5, 2000 to January 8, 2000: Daily Shift Time: 6:00 to 18:00
Time
Date
Reports can be generated and viewed on the screen
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
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
• Haul cycle start date The second series of data below the haul cycle data
• Haul cycle start time is the alarms. The alarm columns, left to right are:
• Payload
• Swingloads
• The alarm type
• Operator ID
• The date the alarm was set
• Warning Flags
• The time the alarm was set
• Carry Back
• Alarm description
• Total Haul Cycle time
• The date the alarm was cleared
• Empty Running Time
• The time the alarm was cleared
• Empty stop time
• Loading time
• Loaded running time
Compressed
• 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
• Maximum - frame torque This export function allows the data from one laptop
• Time when the maximum - frame torque to be transferred to another computer. This can be
occurred useful when a service laptop is used to download
• Maximum sprung weight calculation
multiple machines and transfer the data to a central
• Time when the maximum sprung weight
calculation occurred computer for analysis. This can also be used to copy
• Left Front Tire-kilometer-hour haul data from a particular truck onto a diskette for
• Right Front Tire-kilometer-hour analysis.
• Average Rear Tire-kilometer-hour The file format is a compressed binary form of the
• Frame serial number
displayed query. The file can only be imported by
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.
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Tank Fill Control (Optional) NOTE: This procedure adds oil to the reserve tank.
With the reserve oil system the engine oil level is 1. Connect the pressure supply hose from the
held constant, with only the reserve tank needing new oil supply to the quick coupler on the truck.
routine filling. The fill system automatically controls Open valve on supply hose to apply pressure.
the filling of remote tank from a convenient ground 2. Pull out on system switch (2, Figure 31-3) to
level position. Filling of the tank to the proper “full” turn the fill system on.
level is fast and accurate and accomplished in 2 to 3 3. Push start switch (3). VALVE OPEN light (5)
minutes. should illuminate and the filling process will
The reserve oil tank for the engine is designed to add begin.
more oil capacity to the engine to reduce the frequent 4. When the tank is full, the VALVE OPEN light
servicing of the engine oil. The engine oil level must will turn off and FULL light (4) will illuminate.
still be checked every shift using the dipstick. 5. Close the oil supply valve in the fill hose.
If the engine oil has been drained from the engine oil 6. Press and hold start switch (3) for a couple of
pan, the new oil must be added through the engine seconds to relieve oil pressure in the line.
fill tube. After an oil change, both engine and reserve 7. Disconnect the new oil supply hose.
tank must be full of oil before starting the engine.
8. Push switch (2) in to turn fill system power off.
NOTE: Do Not use the oil in the reserve tank to fill
the engine pan.
Between oil drains, the only normal servicing 1. Drain both the engine sump and the reserve
required is routine replenishment of oil at the reserve tank. Refill both engine and reserve tank with
supply tank. Maintenance of running levels should be new oil to proper levels.
checked routinely; manually before starting the 2. Change engine and reserve tank filters as
engine and with the LED system monitor on the required.
reserve tank pumping unit (11, Figure 31-1) when the 3. Start engine and check for proper operation.
engine is running.
NOTE: Do not use the oil in the reserve tank to fill the
There is also an in-line filter (screen) installed at the engine sump. Both must be at proper level before
inlet of the fill valve (3, Figure 31-1). This filter starting engine.
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back The engine oil level should be checked with the
flushing through the filter. engine dipstick at every shift change. The oil level in
CAUTION: Always check the engine oil level the reserve tank must also be checked at every shift
before starting engine. Use the engine dipstick. change. Oil must be visible in the middle sight gauge.
If not, add oil to the reserve tank until oil is visible in
the top sight gauge
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
FIGURE 2-8.
FIGURE 2-7.
FIGURE 2-9.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
FIGURE 2-12.
1. Window Frame 2. Window Bracket
FIGURE 2-13.
1. “L” Shaped Brackets
FIGURE 2-15.
Installation
1. Install the seal material around the door
opening 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
opening. Ensure that the seal fits tightly in the FIGURE 2-16.
corners. 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.
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
3-2).
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose, and remove the
wiper arm.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 3-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18-20 N·m (160-177 in. lbs)
torque. Do not overtighten. The threads on
the shafts are easily stripped when improp-
erly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 3-3.
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.
Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: Move up, down, fore, or aft by mov-
ing headrest (1, Figure 3-5) to desired position.
2. Armrests: Rotate adjusting knob until armrest
is in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle; release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of seat. Release lever to lock adjustment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Move rocker switch (8) up to
increase ride stiffness and down to decrease
ride stiffness.
9. Horizontal Adjustment: Lift control lever (9)
and hold. Bend knees to move seat to a com-
fortable position; release control lever to lock
adjustment
10. Seat Height: Lift lever (12) and hold to adjust FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT
the height of the seat. Release lever to lock CONTROLS
adjustment.
1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Seat Belt
5. Seat Slope Adjustment
6. Upper Air Pillow Lumbar Support
7. Lower Air Pillow Lumbar Support
8. Suspension Adjustment
9. Horizontal Adjustment
10. Mounting Cap Screws and Hardware
11. Seat Tether Cap Screw
12. Seat Height Adjustment
An engine driven refrigerant compressor passes • Turning the knob one more position clockwise
refrigerant through an evaporator coil mounted in the directs air to the windshield defrost vents only.
same enclosure. The same blowers used for heating • The full clockwise position directs air to both the
move air across the evaporator to provide cooled air floor and windshield defrost vents.
through the outlet vents.
Heater Vents
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Each heater/air conditioner vent (4, Figure 4-1) is a
Figure 4-1 for the following: flapper type vent which may be opened or closed or
rotated 360 degrees for optimum air flow. There are
four (three not shown) across the top of the panel,
Fan Control Knob one each in the right and left panel modules, and four
below the panel.
Knob (1, Figure 4-1) controls the cab air fan motor.
The fan motor is a 3-speed motor: low (setting 1), NOTE: The air conditioner will not operate unless the
medium (setting 2), and high (setting 3). Speeds are fan control knob is turned ON.
selected by rotating the control knob to the desired
position. OFF is full the counterclockwise position
(setting 0).
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
• Defroster outlet
• Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect flappers (11, Figure 4-4) and the
linkage for the function being diagnosed. Ensure that
the flapper is not binding or obstructed, preventing
movement from one mode to the other.
Verify that 12 VDC is present at the actuator when
the toggle switch is closed or absent when the toggle
switch is opened. FIGURE 4-3. CAB FILTER LOCATION
NOTE: If the mine operates a fleet with some trucks • Provide appropriate protection for your eyes
(goggles or face shield) when working around
using R-12 and others using R-134a refrigerant, it is
refrigerant.
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment, • A drop of the liquid refrigerant on your skin
recycle/recovery equipment etc.) be dedicated to one will produce frostbite. Wear gloves and use
type of refrigerant only in order to prevent cross extreme caution when handling refrigerant.
contamination. • If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
• Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that refrigerant
is heavier than air and will fall to low-lying
Trucks operating in cold weather climates must areas.
continue to keep the A/C system charged during
• When exposed to flames or sparks, the
cold weather months. Keeping the system
components of refrigerant change and
charged helps prevent moisture intrusion into become deadly phosgene gas. This poison
system oil and desiccants. gas will damage the respiratory system if
inhaled. NEVER smoke in an area where
refrigerant is used or stored.
• Never direct a steam cleaning hose or torch in
direct contact with components in the air
conditioning system. Localized heat can raise
the pressure to a dangerous level.
• Do not heat or store refrigerant containers
above 49° C (120° F).
• Do not flush or pressure test the A/C system
using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
pressurized. Shop air supplies also contain
moisture and other contaminants that could
damage system components.
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)
32° C (90° F) 1175 - 1650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38° C (100° F) 1300 - 1850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43° C (110° F) 1450 - 2075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining
proper refrigerant charge.
Tracer Dyes
Performing the Recovery Cycle
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then 1. Ensure that the equipment being used is
operated to thoroughly circulate the dye. As designed for the refrigerant you intend to
refrigerant escapes, it leaves a trace of the dye at the recover.
point of leakage, which is then detected using an 2. Observe the sight glass oil level. Having been
ultraviolet light (“black light”), revealing a bright drained, it should be at zero.
fluorescent glow. 3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
Soap and Water
enough capacity.
Soap and water can be mixed together and applied 4. Confirm that all shut-off valves are closed
to system components. Bubbles will appear to before connecting to the A/C system.
pinpoint the specific location of leaks.
5. Attach the appropriate hoses to the system
After determining the location or source of leak(s), being recovered.
repair or replace leaking component(s). 6. Start the recovery process by operating the
NOTE: The length of the hose will affect the equipment as per the manufacturer's
refrigerant capacity. When replacing hoses, always instructions.
use the same hose length, if possible. 7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the
Before system assembly, check the compressor manifold valves and check the system
oil level and fill to specifications. pressure. If it rises to 0 psi and stops, there is a
major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
RECOVERING AND RECYCLING THE
pressure should not rise above “0” gauge
REFRIGERANT
pressure. If the pressure continues to rise,
Draining Oil from the Previous Recovery Cycle restart and begin the recovery sequence again.
This cycle should continue until the system is
1. Place the power switch and the controller on the
void of refrigerant.
recovery unit in the OFF position.
10. Check the sight glass oil level to determine the
2. Plug in the recovery station to the correct
amount of oil that needs to be replaced. (The
power source.
amount of oil that was lost during the recovery
3. Drain the recovered oil through the valve cycle must be replaced back into the system).
marked “oil drain” on the front of the machine.
11. Mark the cylinder with a “RECOVERED” (red)
4. Place the controller knob in the ON position. magnetic label to reduce the chance of charging
The low pressure gauge will show a rise. a system with contaminated refrigerant. Record
5. Immediately switch to the OFF position and the amount of refrigerant recovered.
allow the pressure to stabilize. If the pressure
does not rise to 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
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 4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
NOTE: This procedure has been written for use with outer face of the belt and apply pressure, as
belt tension tool (XA3379), shown in Figure 4-13. shown in Figure 4-14. The tool must be
Other tension tools may differ in functionality. 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.
Lines
Thermostat
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines. A thermostat can be stuck open or closed due to
Copper and aluminum tubing can kink or break very contact point wear or fusion. The thermostat
easily. When grommets or clamps are used to temperature sensing element (capillary tube) may be
prevent line vibration, be certain these are in place broken or kinked closed and therefore unable to
and secure. sense evaporator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat
It is important to always torque fittings to the contact or just no contact. When troubleshooting,
proper torque. Failure to do this may result in bypass the thermostat by hot wiring the clutch coil
improper contact between mating parts and with a fused lead. If the clutch engages, replace the
leakage may occur. Refer to the following torque thermostat.
chart for tightening specifications.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
Fitting Size Foot Pounds Newton Meters a faulty switch that could be due to fatigue. The
6 10 - 15 ft.lbs. 14 - 20 Nm thermostat must be replaced. When the clutch will
not disengage you may also note that condensate
8 24 - 29 ft.lbs. 33 - 39 Nm has frozen on the evaporator fins and blocked air
flow. There will also be below normal pressure on the
10 26 - 31 ft.lbs. 36 - 42 Nm low side of the system. Side effects can be
12 30 - 35 ft.lbs. 41 - 47 Nm compressor damage caused by oil accumulation
(refrigeration oil tends to accumulate at the coldest
Installation torque for the single M10 or 3/8 in. spot inside the system) and lower than normal
capscrews securing the inlet and outlet fittings onto suction pressure that can starve the compressor of
the compressor ports is 15 - 34 N·m (11 - 25 ft lbs). oil.
Expansion Valve
When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect the line from the receiver-drier. Detach
the capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the
filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
Clutch
Clutch problems include electrical failure in the clutch Before a compressor is dismissed as being seized, a
coil or lead wire, clutch pulley bearing failure, worn or check for proper voltage to the coil should be
warped clutch plate or loss of clutch plate spring performed. In addition, the coil should be ohm
temper. Defective clutch assembly parts may be checked for proper electrical resistance. The coil
replaced or the whole assembly replaced. If the should fall within the following range:
clutch shows obvious signs of excessive heat 12.0 ± 0.37 Ohms @ 20° C (68° F)
damage, replace the whole assembly. 16.1 ± 0.62 Ohms @ 116° C (240° F)
The fast way to check electrical failure in the lead The temperatures specified above are roughly typical
wire or clutch coil is to hot wire the coil with a fused of a summer morning before first start-up and the
lead. This procedure enables you to bypass clutch heat beside an engine on a hot day. At temperatures
circuit control devices. in between those listed above, the correct resistance
is proportionate to the difference in temperature.
FIGURE 4-18.
FIGURE 4-21.
FIGURE 4-20.
FIGURE 4-24.
1. Bearing Installer 2. Universal Handle
FIGURE 4-25.
FIGURE 4-26. CLUTCH GAP
1. Drive Plate Installer 2. Spacer
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
Actuate the horn by pushing horn button (2, Figure 5-
Multi-function turn signal switch (4, Figure 5-3) is
3) in the center of the steering wheel. Ensure that the
used to activate the turn signal lights, the windshield
horn operates before moving the truck. Observe all
wipers, and to select high or low beam headlights.
local safety rules regarding the use of the horn as a
warning signal device before starting the engine and Turn Signal Operation
moving the vehicle.
Move the lever upward to signal a right turn.
Tilt / Telescope Lever
The steering column can be telescoped and the Move the lever downward to signal a left
steering wheel can be tilted with lever (3, Figure 5-3) turn.
in front of the turn signal lever.
An indicator in the top center of the
Adjust the tilt of the steering wheel by pulling the instrument panel will illuminate to indicate the
lever toward the steering wheel and moving the selected turn direction. Refer to Instrument Panel
wheel to the desired angle. Releasing the lever will later in this section.
lock the wheel in the desired location. NOTE: The turn signal does not automatically cancel
Adjust the steering column by pushing the lever after the turn has been completed. The turn signal
forward to unlock the telescoping function. After lever must be manually returned to the neutral
positioning as desired, release the lever to lock the position.
steering column in position.
High Beam Headlight Operation
Pulling the lever inward (toward the rear
of the cab) changes the headlights to
high beam. When the high beams are
selected, the indicator in the top center of the
instrument panel will illuminate. Moving the
switch back to the original position will return the
headlights to low beam.
N050171
DO NOT exceed these recommended MAXIMUM NOTE: After service, push the reset button on face of
speeds when descending grades with a loaded truck. gauge to allow the gauge to return to zero.
Retarder speed control switch (9, Figure 5-4) turns Propulsion System Controller (PSC)
the system on and off. Push the knob in for OFF and Diagnostic Port
pull the knob out to turn the system ON.
Diagnostic port (5) is used to access diagnostic
information for the Propulsion System Controller.
Control Symbols
Many control functions are identified with international symbols that the operator should learn to recognize
immediately. The operator must understand the function and operation of each instrument and control. This
knowledge is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the
instrument panel.
Digital Tachometer
Digital tachometer (9, Figure 5-6) registers engine
Lamp Check Switch
crankshaft speed in hundreds of revolutions per
minute (rpm). Lamp check switch (14, Figure 5-6)
is provided to allow the operator to
test the indicator lamps prior to
Governed Speed
starting the engine. To test the
Low Idle 600 rpm lamps and the warning horn, turn
High Idle 1900 rpm the key switch to the RUN position
and press the bottom side of the
Full Load 1910 rpm
rocker switch for the CHECK position. All lamps
should illuminate except those which are for optional
equipment that may not be installed. The warning
alarm should also sound. Any lamp bulbs which do
not illuminate should be replaced before operating
the truck. Releasing the spring-loaded switch will
allow the switch to return to the OFF position.
Fuel Gauge
Fuel gauge (23, Figure 5-6)
indicates how much diesel fuel is in
the fuel tank. The fuel tank capacity
is 4542 liters (1200 gallons).
N050269
INDEX
INDEX
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
* These checks are required only after the initial 50 hours of operation, such as the commissioning of a new
truck or after installing a new or rebuilt component.
* This check is required only after the initial 100 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.
* This check is required only after the initial 250 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
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 visual inspection of the injector cycle
rthe eservoir. 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 17,237 kPa (2500
appears dry, troubleshoot and repair the psi), the pump should shut off and the
problem. pressure in the system should drop to zero,
venting back to the grease reservoir.
250 Hour Inspection
f. While the system is venting, 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.
13,790 - 17,237 kPa (2000 - 2500 psi) within 25-40
a. Repair or replace all worn or broken supply seconds.
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. Refillwith
the reservoir. Replace the element if SAE 10W-30 motor oil to bottom of the oil level
bypassing. plug if necessary.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
c. Make sure 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.
I
F Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Interface Module (IM) . . . . . . . . . . . . . . . . . . . . . D12-3
Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1 Checkout and Troubleshooting . . . . . . . . . . . . D13-1
Fault Codes/Event Codes, DID Panel . . . . . . . . . E2-8 Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
Filters Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Cab Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 L
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Fire Control System (Optional) . . . . . . . . . . . . . . . M2-1 Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Flow Amplifier
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 M
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5 Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . P2-6
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1 Manifold
Fuse Block Charts . . . . . . . . . . . . . . . . . . . . . . . D3-17 Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Overcenter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
G
Metric Conversion Chart. . . . . . . . . . . . . . . . . . . . A5-6
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
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