793f Ac Hoist System

793F AC – HOIST SYSTEM
Jose L. Rodriguez
Instructor Tec.
EPSA Chile
joseluis.rodriguez@epsagroup.com
IN TRODUCTION
The hoist system on the 793F AC truck is electronically controlled by the Chassis
ECM. The hoist system operates similar to the 793F mechanical drive truck.
The main components in the hoist system are:
• Hoist control lever and position sensor (in cab)
• Hoist pump (1)
• Hoist screens (2)
• Hoist control valve (3)
• Hoist cylinders (4)
• Hydraulic oil tank (5)
The hoist system can be enabled or disabled using Cat ET. All trucks shipped from
the factory without bodies installed are set at the DISABLED mode. The DISABLED
mode is a test mode only and will prevent the hoist cylinders from accidentally being
activated. After the body is installed, change the hoist system to the ENABLED mode
for the hoist system to function properly.
NOTE: If the hoist system fails
Jose L. Rodriguez
Instructor Tec.
The hoist system two-section pump (1) pulls oil from the hydraulic tank and sends
the oil through the hoist screens (2) to the hoist control valve (3).
The hoist valve uses reduced brake pressure oil from the brake/chassis valve (4)
as the pilot oil to shift the directional spool inside the hoist valve. Two solenoid
valves (5) are used to drain the pilot oil to the ends of the directional spool. The
solenoid valve on the left is energized in the RAISE position. The solenoid valve on
the right is energized in the LOWER or FLOAT position.
When the hoist valve is in the HOLD, SNUB, or FLOAT position, all the hoist pump
oil flows through the hoist and brake cooling oil filter (6).
An oil cooler relief valve is located in the hoist valve. The relief valve limits the brake
oil cooling pressure when the hoist valve is in the HOLD or FLOAT position.
Two hydraulic cylinders are used to raise the body. When the hoist lever is held in
the RAISE position, supply oil flows to the head end of the hoist cylinders (7) and
moves the two-stage cylinders to their extended lengths. The oil from the rod end of
the cylinders (8) flows through the hoist valve into the front brake oil cooling circuit.
When the hoist lever is moved to the LOWER or FLOAT position and the cylinders are
extended, supply oil enters the rod end of the hoist cylinders and lowers the second
stage of the cylinders. The oil from the head end of the cylinders flows through the
hoist valve to the hydraulic tank.
Jose L. Rodriguez
Instructor Tec.
This illustration shows the chassis electronic control system input and output
components. The Chassis ECM (1) controls the hoist system and several other
machine functions.
NOTE: This module will cover the hoist system components controlled by
the Chassis ECM. Other chassis electronic control system input and output
components are shown during the discussion of other machine systems.
Jose L. Rodriguez
Instructor Tec.
Hoist System Components
The operator controls the hoist lever (arrow). The four positions of the hoist lever are
RAISE, HOLD, FLOAT, and LOWER. The hoist valve has a fifth position referred to
as the SNUB position. The operator is unaware of the SNUB position because a
corresponding lever position is not provided. When the body is being lowered, before
the body contacts the frame, the Chassis ECM signals the hoist lower solenoid to
move the hoist valve spool to the SNUB position. In the SNUB position, the body float
speed is reduced to prevent the body from making hard contact with the frame.
The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will ensure the weight of the body is on
the frame and body pads and not on the hoist cylinders. The hoist control valve will
be in the SNUB position.
If the transmission is in REVERSE when the body is being raised, the hoist lever
sensor is used to shift the transmission to NEUTRAL. The transmission will remain
in NEUTRAL until the hoist lever is moved into the HOLD or FLOAT position and the
shift lever has been cycled into and out of NEUTRAL.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT,
the lever must be moved into HOLD and then FLOAT before the body will lower.
Jose L. Rodriguez
Instructor Tec.
The hoist lever (1) controls a position sensor (2). The PWM sensor sends duty cycle
input signals to the Chassis ECM. The hoist lever position sensor is a Hall effect
position sensor and operates the same as the transmission shift lever sensor (3).
Depending on the position of the sensor and the corresponding duty cycle, one of the
two solenoids located on the hoist valve is energized.
The four positions of the hoist lever are RAISE, HOLD, FLOAT, and LOWER. Since
the sensor provides a duty cycle signal that changes for all positions of the hoist
lever, the operator can modulate the speed of the hoist cylinders.
The hoist lever sensor performs three functions:
• Raises and lowers the body
• Neutralizes the transmission in REVERSE
• Starts a new Truck Payload Management System (TPMS) cycle
The hoist lever position sensor receives 24 volts from the Chassis ECM. To check
the supply voltage of the sensor, connect a multimeter between Pins A and B of the
sensor connector. Set the meter to read DC Volts.
To check the output signal of the hoist lever position sensor, connect a multimeter
between pins B and C of the hoist lever position sensor connector. Set the meter to
read Duty Cycle. The duty cycle output of the sensor should be approximately 5% to
95% between full RAISE to full LOWER.
Jose L. Rodriguez
Instructor Tec.
The body position sensor (arrow) is located on the frame near the body pivot pin.
When the body is raised, the body position sensor sends a signal the Chassis ECM
indicating the dump body position. This signal is used to limit the top gear into which
the transmission will shift when the body is up.
The body up, top gear value is programmable from FIRST to THIRD using Cat ET.
The ECM comes from the factory with this value set to FIRST gear. When driving
away from a dump site, the transmission will not shift past FIRST gear until the body
is down. If the transmission is already above the set limit gear when the body is
raised, no limiting action will take place.
The body position sensor signal is also used to control the SNUB position of the
hoist control valve. When the dump body reaches a certain point, the Chassis ECM
signals the hoist lower solenoid to move the hoist valve spool to the SNUB position.
In the SNUB position, the body float speed is reduced to prevent the body from
making hard contact with the frame.
The body up switch input provides the following functions:
• Body up gear limiting
• Hoist snubbing
• Lights the body up dash lamp
• Signals a new load count (after 10 seconds in the RAISE position)
Jose L. Rodriguez
Instructor Tec.
The body position sensor must be adjusted properly for all of the functions to operate
correctly.
The body position sensor can be raised or lowered slightly in the bracket notches to
start the SNUB feature sooner or later.
NOTE: The snub feature can also be adjusted in the Cat ET hoist configuration
screen by selecting the Hoist lower valve adjustment status.
Jose L. Rodriguez
Instructor Tec.
The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
three-section tank. The brake actuation section (1) stores oil for the brake actuation
system. The hoist and brake cooling section (2) stores oil for the hoist system and
the brake cooling system. The steering and fan section (3) stores oil for the steering
system and the engine fan system.
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
actuation section filler tube (4). The oil will flow through the brake actuation section
and fill the hoist and brake oil cooling tank section.
The hoist and brake cooling oil level is normally checked with the upper sight
gauge (5). The oil level should first be checked with cold oil and the engine stopped.
The level should again be checked with warm oil and the engine running.
The lower sight gauge (6) is used when filling the hydraulic tank with the hoist
cylinders in the RAISED position. When the hoist cylinders are lowered, the hydraulic
oil level will increase. After the hoist cylinders are lowered, check the hydraulic tank
oil level with the upper sight gauge as explained above.
The hydraulic oil level (hot) switch (7) and the hydraulic oil level (cold)
switch (8) provide an oil level indication to the service center cold and hot hoist oil
full indicators.
Also visible in this image is the hydraulic tank breather (9).
Jose L. Rodriguez
Instructor Tec.
The hoist system oil is supplied by a two-section pump (1) located at the bottom rear
of the pump drive (2). Oil flows from the hoist pump through two screens (3) to the
hoist valve.
Jose L. Rodriguez
Instructor Tec.
Oil flows from the hoist pump through the hoist screens (1) to the hoist control valve.
Two hoist screen bypass switches (2) provide input signals to the Chassis ECM. The
ECM sends signals to the monitoring system, which informs the operator if the hoist
screens are restricted.
Jose L. Rodriguez
Instructor Tec.
The hoist valve (1) is mounted to a bracket (2) located inside the right frame rail. The
hoist control valve directs oil from the hoist pump to the hoist cylinders.
Jose L. Rodriguez
Instructor Tec.
This illustration shows the right side of the hoist control valve.
The hoist control valve has two functions on the truck. The valve controls the raising
and lowering of the truck body and supplies additional brake cooling oil. When the
raise/lower control valve is in the HOLD or FLOAT position, supply oil flows to the
brake oil cooling system. As the body is being raised or lowered, the hoist system
has priority and the oil flow to the brake oil cooling system is blocked.
The following components are visible on the right side of the hoist control valve:
• Pilot control valve (lower) (1)
• Pilot control valve (raise) (2)
• Dual stage relief valve (3)
• Port (right side cylinder raise control) (4)
• Port (right side cylinder lower control) (5)
• Port (low pressure tank) (6)
• Port (front pump supply) (7)
• Rod end check valve (8)
Jose L. Rodriguez
Instructor Tec.
The following components are visible on the left side of the hoist control valve:
• Port (rear pump supply) (1)
• Load check valves (2)
• Port (brake oil cooling supply) (3)
• Port (right side cylinder lower control) (4)
• Counterbalance valve (5)
• Plug (counterbalance valve pressure port) (6)
• Port (right side cylinder raise control) (7)
• Brake cooling relief valve (8)
NOTE: If there is an adjustment made to the brake oil cooling relief valve,
always add or subtract the shims from the end of the spring nearest the plug.
There must be seven shims between the spring and the poppet.
Jose L. Rodriguez
Instructor Tec.
This illustration shows the pilot control valve, which controls the amount of pilot oil
used to center the main spool (1). Pilot oil flows to the main spool from the brake/
chassis valve. In the pilot control valve, the pilot oil and springs (2) work in tandem to
center the main spool. The main spool will remain centered until there is differential
between the pilot pressure on each end of the main spool.
Each pilot control valve is equipped with a proportional coil (3) which uses a
proportional amount of current to shift the valve. As current is applied to the coil, the
valve will shift and trapped oil at the end of the main spool is drained to tank. The
decrease in oil pressure reduces the force on the main spool and the spool shifts,
which directs oil to the appropriate end of the hoist cylinders.
Jose L. Rodriguez
Instructor Tec.
This illustration shows the location of the dual hoist relief valve components installed
on the top of the hoist valve:
• Dual stage signal spool (1)
• High pressure relief valve seat (2)
• High pressure relief poppet (3)
• High pressure stem (4)
• Low pressure relief valve seat (5)
• Main relief dump spool (6)
• Low pressure relief poppet (7)
• Low pressure stem (8)
NOTE: The high and low pressure relief valve pressure limiting can be adjusted
by adding or removing shims from the appropriate stem.
Jose L. Rodriguez
Instructor Tec.
This illustration shows the lower body of the hoist valve from the bottom. The body is
transparent for ease of viewing the inner components, such as the orifices. To access
the orifices, the green plugs need to be removed.
The components visible from the bottom of the hoist valve are:
• Orifice No. 3 (vent orifice for the counterbalance valve) (1)
• Plug (orifice) (2)
• Orifice No. 1 (signal orifice for the counterbalance valve) (3)
• Screen (4)
• Orifice No. 2 (signal orifice for the counterbalance valve) (7)
• Counterbalance valve (8)
Jose L. Rodriguez
Instructor Tec.
Shown is a sectional view of the hoist valve in the HOLD position. Pilot oil pressure
is directed to both ends of the directional spool. The spool is held in the centered
position by the centering springs and the pilot oil. Passages in the directional spool
vent the dual stage relief valve signal stem (1) to the tank. All the hoist pump oil flows
through the hoist/brake cooling oil filter to the brake oil coolers and the tank.
The position of the directional spool blocks the oil in the head end of the hoist
cylinders. Oil in the rod end of the hoist cylinders is connected to the brake cooling
oil by a small vent slot (2) cut in the directional spool.
A gauge connected to the hoist system pressure taps, while the hoist valve is in the
HOLD position, will show the brake cooling system pressure, which is a result of the
restriction in the filters, cooler, brakes, and hoses (normally lower than the actual oil
cooler relief valve setting). The maximum pressure in the circuit should correspond
to the setting of the brake oil cooler relief valve. The setting of the oil cooler relief
valve is approximately 910±20 kPa (132 psi).
Jose L. Rodriguez
Instructor Tec.
Shown is a sectional view of the hoist valve in the RAISE position. The raise solenoid
(10) is energized and drains pilot oil pressure from the lower end of the directional
spool. The directional spool moves down. Pump oil flows past the directional spool
to the head end of the hoist cylinders.
When the directional spool is initially shifted, the two load check valves (15) (one
shown) remain closed until the pump supply pressure is higher than the pressure in
the hoist cylinders. The load check valves prevent the body from dropping before the
RAISE pressure increases.
The directional spool also sends hoist cylinder raise pressure to the dual-stage
relief valve signal stem (1) and the counterbalance valve (8). The dual stage relief
valve signal stem moves down and blocks the supply pressure from opening the low
pressure relief valve.
The counterbalance valve is held open by the hoist cylinder raise pressure. Oil
from the rod end of the hoist cylinders flows freely to the brake cooling oil filters.
If a sudden shift of the load causes the body to raise faster than the pump can
supply oil to the hoist cylinders, and the raise pressure drops below approximately
2275 kPa (330 psi), the counterbalance valve starts to close and restricts the flow of
oil from the rod end of the hoist cylinders. Restricting the flow of oil from the rod end
of the hoist cylinders will slow down the cylinders and prevent cavitation. Cavitation
in the hoist cylinders can cause the body to drop suddenly when the hoist lever is
moved from the RAISE position to the LOWER position. Jose L. Rodriguez
Instructor Tec.
The high pressure relief valve will open if the pressure in the head of the hoist
cylinders is too high. When the high pressure relief valve opens, the dump spool
moves to the left, and pump oil is directed through the hoist/brake cooling oil filter
and the brake oil coolers to the brakes and the tank.
The high pressure hoist relief valve setting is checked at the two pressure taps
located on the hoist pump. Check the relief pressures with the hoist lever in the
RAISE position and the engine at HIGH IDLE.
Jose L. Rodriguez
Instructor Tec.
During RAISE, the counterbalance valve prevents the dump body from running
ahead of the hoist pumps if the load shifts rapidly to the rear of the body and attempts
to pull the hoist cylinders. Signal pressure from the head end of the hoist cylinders
holds the counterbalance valve open. Oil from the rod end of the hoist cylinders flows
unrestricted through the counterbalance valve to the tank. If the head end pressure
decreases below 2270 kPa (330 psi), the counterbalance valve lowers and restricts
the flow of oil from the rod end of the cylinders to the tank.
If no head end signal pressure is present, rod end pressure can still open
the counterbalance valve. If the rod end pressure exceeds approximately
6900 ± 690 kPa (1,000 ± 100 psi) at the rod end pressure piston, the valve will raise
and allow rod end oil to flow from the cylinders to the tank.
During LOWER and FLOAT, the counterbalance valve allows unrestricted oil flow
from the pump through a check valve (7) to the rod end of the hoist cylinders.
Jose L. Rodriguez
Instructor Tec.
Shown is a sectional view of the hoist valve in the LOWER (power down) position.
The LOWER solenoid (3) is energized and drains pilot oil pressure from the upper
end of the directional spool. The directional spool moves up.
Supply oil from the pump flows past the directional spool, through the counterbalance
valve, to the rod end of the hoist cylinders. Oil in the head end of the hoist cylinders
flows to the tank. The supply oil in the rod end of the cylinders and the weight of the
body move the cylinders to their retracted positions.
Just before the body contacts the frame, the body position sensor sends a signal
to the Chassis ECM to move the valve spool to the SNUB position. In the SNUB
position, the valve spool moves slightly to restrict the flow of oil and lower the body
gently.
The directional spool also vents the passage to the dual-stage relief valve signal
stem. The dual-stage relief valve signal stem allows supply pressure to be limited by
the low-pressure relief valve.
If the pressure in the rod end of the hoist cylinders exceeds approximately
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve (14) will open.
When the low pressure relief valve opens, the dump spool moves to the left and
pump oil flows through the hoist/brake cooling oil filter and the brake oil coolers to
the brakes and the tank.
Jose L. Rodriguez
Instructor Tec.
The low pressure hoist relief valve setting is checked at the two pressure taps located
on the hoist pump. Check the relief pressures with the hoist lever in the LOWER
position and the engine at HIGH IDLE.
When the body is in the DOWN position, the hoist valve will be in the SNUB position.
The body position sensor rod must be disconnected from the body, and the sensor
must be rotated to the RAISE position before the LOWER relief pressure can be
tested
Jose L. Rodriguez
Instructor Tec.
Shown is a sectional view of the hoist valve in the FLOAT position. The LOWER
solenoid (3) is partially energized and drains part of the pilot oil above the directional
spool to the tank, which raises the directional spool. Because the pilot pressure is
only partially drained, the directional spool does not raise as far up as during the
LOWER condition.
Pump supply oil flows past the directional spool, through the counterbalance
valve (8), to the rod end of the hoist cylinders (7). Oil in the head end of the hoist
cylinders (6) flows to the tank. The directional valve is in a position that permits the
pressure of the oil flowing to the hoist/brake cooling oil filter (9) to be felt at the rod
end of the hoist cylinders.
The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will ensure the weight of the body is
on the frame and body pads and not the hoist cylinders. The hoist valve will actually
be in the SNUB position.
Jose L. Rodriguez
Instructor Tec.
When the hoist valve is in the HOLD or FLOAT position, all the hoist pump oil flows
through the hoist/brake oil cooling filter (1) located inside the left frame rail. Oil flows
from the brake oil cooling filter through the brake oil coolers, to the brakes, and to the
tank.
An oil filter bypass switch (not visible) is located on the filter housing. The oil filter
bypass switch informs the Brake ECM if the filter is restricted. Hoist and brake oil
samples can be taken at the S•O•S port (not visible, located on the filter base).
The primary fuel filters (2) are mounted to the inboard side of the fuel tank, which is
not shown in this image
Jose L. Rodriguez
Instructor Tec.
Shown aboive in yellow are the twin two-stage hoist cylinders used to raise and lower
the body.
To lower the body with a dead engine, hoist pilot pressure is required. The towing
pump can be used to provide the hoist pilot oil. To lower the body with a dead engine:
• Turn ON the key start switch to energize the towing motor and the hoist
solenoids.
• Shift the hoist lever to the LOWER position.
• Press and hold the brake release switch on the dash for 20 seconds.
• If the body does not lower, or if the body does not lower completely,
move the hoist control to the RAISE position for 15 seconds and repeat
the first two steps.
To raise the body with a dead engine, connect an Auxiliary Power Unit (APU) to
the hoist cylinders. Follow the same procedure used to lower the body with a dead
engine, except shift the hoist lever to HOLD and back to RAISE after the 15 second
interval.
NOTE: For more information on using the APU, refer to the Special Instructions
“Using 1U5000 Auxiliary Power Unit (APU)” (Form SEHS8715) and “Using the
1U5525 Attachment Group” (Form SEHS8880).
Jose L. Rodriguez
Instructor Tec.
This image shows the hoist cylinder in the RAISE position. When the control lever is
held in the RAISE position, supply oil enters the head end of the hoist cylinders and
extends the two-stage cylinders to their full lengths and the body shifts to the DUMP
position.
The hoist cylinders raise the dump body in two stages. When the first stage of the
cylinder is extending, oil flows through notches in the first stage piston to exit the
chamber between the first stage cylinder and the outer housing.
Jose L. Rodriguez
Instructor Tec.
This image shows the hoist cylinder in the LOWER position. When the control lever
is shifted to the LOWER or FLOAT position and the cylinders are extended, supply
oil enters the rod end of the hoist cylinders and lowers the second stage of the
cylinders. Orifices in the second stage cylinder prevent the body from lowering too
fast.
The oil from the head end of the cylinders flows through the hoist valve into the
hydraulic tank.
After the second stage cylinder is retracted, the weight of the dump body becomes
the only force acting to retract the first stage of the cylinders. Oil flows through
notches in the first stage piston to enter the chamber between the first stage cylinder
and the outer housing.
Jose L. Rodriguez
Instructor Tec.
Hoist system operation
This illustration shows the hoist system hydraulic schematic.

Pilot oil pressure from the brake/chassis valve (1) is directed to both ends of the
directional spool. The spool is held in the centered position by the centering springs
and the pilot oil. Passages in the directional spool vent the dual-stage relief valve
signal spool (13) to the tank. All the hoist pump oil flows through the hoist/brake
cooling oil filter (22) and the brake oil cooler (18) to the brakes and the tank.
The position of the directional spool blocks the oil in the head end of the hoist
cylinders (16). Oil in the rod end of the hoist cylinders is connected to the brake
cooling oil by a small vent slot cut in the directional spool.
Jose L. Rodriguez
Instructor Tec.
THE END
Jose L. Rodriguez
Instructor Tec.

793f Ac Hoist System

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793f Ac Hoist System

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793F AC – HOIST SYSTEM

This illustration shows the hoist system hydraulic schematic.

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