CAT Unit Rig MT Series Trucks Equipped with AC Drive Systems High Productivity Cab Operator's Manual

EM028513-0_en-us

OPERATOR’S MANUAL

MT SERIES TRUCKS EQUIPPED WITH AC DRIVE SYSTEM AND HIGH PRODUCTIVITY CAB http://www.cat.com June 2013

OPERATOR’S MANUAL MT SERIES TRUCKS EQUIPPED WITH AC DRIVE SYSTEM AND HIGH PRODUCTIVITY CAB

http://www.cat.com June, 2013

OPERATOR’S MANUAL UNIT RIG MT SERIES TRUCKS EQUIPPED WITH AC DRIVE SYSTEM AND HIGH PRODUCTIVITY CAB INTRODUCTION The purpose of this manual is to provide a safe, logical sequence of events for inspecting and operating a Unit Rig MT Series rear dump truck equipped with an AC drive system and the Unit Rig High Productivity Cab. For the convenience of the operators, information is provided for both standard and optionally equipped trucks. This information can be disregarded if not applicable.

Before attempting to operate the truck, personnel must become familiar with systems and component operation. They must be trained in the proper operation of the truck and instructed on all guidelines and regulations in force in the area of the mine. Good safe practices should be followed in a common sense way.

The drawings in this manual do not necessarily reflect all vehicle configurations.

The information in this manual does not attempt to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with the inspection and safe operation of a truck.

If there is any information in this manual that is not clear or that you believe needs to be addressed, please feel free to contact your local Unit Rig representative at any time or contact the company directly at the address on the back cover.

Safety and informational highlights used in this manual include: SAFETY ALERT SYMBOL

The safety alert symbol is used to alert you to potential personal injury hazards.

Obey all safety messages that follow this symbol to avoid possible injury or death. ii

HAZARD CLASSIFICATION The multi-tier hazard classification system is used to communicate potential personal injury hazards. The following signal words used with the safety alert symbol indicate a specific level of severity of the potential hazard. Signal words used without the safety alert symbol relate to property damage and protection only. All are used as attention-getting devices throughout this manual as well as on decals and labels to assist in potential hazard recognition and prevention. ! DANGER

DANGER indicates an imminently hazardous situation which, if not avoided, will result in death or serious injury. ! WARNING

WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury. ! CAUTION

CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury.

CAUTION

CAUTION used without the safety alert symbols indicates a potential hazardous situation which, if not avoided, may result in property damage.

IMPORTANT and NOTE indicate operations, conditions, or specific information of sufficient importance to call for additional specific instructions or information.

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SAFE POSITION DEFINITION A SAFE POSITION is defined as: 1. The truck front or rear wheels must be driven into a ditch, or straddling a berm.

Or 2. The truck must be driven against a berm or a bank.

Or 3. Chocks must be placed in both front and behind the wheels, and must be sufficient to hold the truck on the grade it is parked.

The truck will be in a SAFE POSITION if these practices are followed, and the truck will not move if the brakes are released.

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TABLE OF CONTENTS SECTION

PAGE

1. DESCRIPTION 2. SAFETY 3. INDICATORS, GAUGES & CONTROLS 4. PRE-OPERATIONAL INSPECTION 5. ENGINE STARTING CHECKS 6. OPERATION

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SECTION 1 DESCRIPTION The Unit Rig MT Series is a heavy-duty, large-capacity haulage truck specifically designed for the open pit mining industry. The large payloads that can be carried make this an efficient means of transporting material from one point to another in a mine or similar off-highway haulage operation.

Propulsion for the truck is supplied by a “diesel-electric” power train. The operating principal is to supply a regulated source of voltage and current to the wheelmotors, which convert this energy into a mechanical form through a self contained traction motor and planetary gear drive system which is directly mounted to the rear dual tire assemblies.

In the “diesel-electric” mode, an alternator, directly coupled to a turbo-charged diesel engine, supplies the basic electrical energy. A primarily solid state control system regulates the power output based on a number of operating factors (including such items as vehicle and engine speed, demand requirements, and engine power available).

In normal operation, the truck’s speed on downgrades and slowing for normal stopping is controlled by an electrical dynamic retarding system. When this system is activated, the wheelmotors function as generators and convert truck’s kinetic energy (force keeping the truck moving) into electrical energy. This electrical energy is dissipated as heat through a series of air-cooled resistors.

For further explanation of the dynamic retarding system, refer to Section 6 Operation of this manual.

NOTE: The amount of retarding effort available is directly related to the speed of the truck. This amount remains at a maximum or constant level from speeds of 1 to 15 mph (2 to 24 km/hr). Above this speed the amount of retarding effort available reduces as the speed continues to increase. However, the amount of dynamic retarding required to control the truck will continue to increase throughout the entire operating range. This creates a range or limits within which the truck should be operated that will vary with truck load, speed, electrical propulsion system, and the grade involved. Operation at speeds in excess of these limits will mean that sufficient retarding effort may not be available to control the truck without the assistance of the friction brakes. Information on how to determine this safe operating range is contained in Section 6 - Operation of this manual, but always check with the appropriate mine personnel for these 1-1

speeds in particular areas of your mine.

When needed in emergencies (at any speed) and short term parking (operator remains in cab with engine running), the friction brake system is used. This system functions in a manner similar to automotive brakes and allows the vehicle to be brought to a controlled, complete stop. These brakes are not intended for use in normal operation at high speeds - except in emergencies. Use at high speeds may result in the generation of excess heat which will reduce the effectiveness of the brakes (should they be required in an emergency) and increased wear on the system’s components.

A separate mechanical parking brake system is provided for long term parking (operator leaves cab or the engine is not running). This system mechanically locks the rear brakes and must be applied only when the truck is completely stopped. It is strongly recommended and essential to the safety of the operator and the equipment that the truck is parked in a SAFE POSITION and the Park Brake is applied prior to the operator leaving the cab.

The truck is suspended at all tire locations by struts that use a combination of light weight oil and nitrogen gas. Each of the suspension assemblies contains integral rebound provisions to dampen movement resulting from the suspensions absorbing a shock.

Many of the controls on the truck are electrically, hydraulically or in some cases pneumatically operated or assisted. Electrical energy is provided by a 24 volt battery system, with the charge maintained by a separate engine mounted battery charging alternator. Pressurized fluid for the hydraulic system is obtained from triple-mounted pumps driven directly from the main traction alternator/ generator. Detailed descriptions and explanations of the operation are available in the Mechanical Maintenance manuals for the specific trucks.

The operator’s control cab is equipped with the controls and indicators necessary to provide efficient, reliable operation of the vehicle. The simplicity of the dieselelectric system operation reduced the main controls to a steering wheel, throttle or accelerator pedal, dynamic retarding pedal, brake pedal, shifter, (forward, neutral, and reverse), and dump control lever. The function of each indicator, gauge, and control in the cab is discussed in detail in Section 3 - Indicators, Gauges and Controls of this manual.

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SECTION 2 SAFETY GENERAL Safety should be the primary concern of the operator. The operator should always exercise caution and good judgment to avoid injury and damage to equipment. The operator should become familiar with all safety information.

There are a number of hazard decals on each truck identifying areas of potential hazards. If any of these decals are missing, they should be replaced immediately. Keep personnel safety in mind at all time. Use a mild soap and water to clean the signs. Do not “power wash” directly or use solvent based cleaners as this may damage the signs or adhesive. Refer to Figure 1 for typical location and identification.

NOTE: Exact wording and location may vary between models and equipment supplied. If there is any doubt as to its meaning, contact the appropriate mine personnel or your local Unit Rig Truck representative.

Figure 1 - Hazard Decals

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It is important that all operators have read and understand the contents of this operator’s manual before they begin operation of the truck. If questions remain, they should be discussed with the appropriate mine personnel and/or Unit Rig Truck representative.

Read Operator’s Manual.

Item 1

Handrails are provided to assist in improving the ascending and descending of the access ladders. Always use the rails for support whenever using the ladder to reduce the potential of falling.

Item 2 not used.

Item 3

The electrical propulsion system utilizes high voltage and current levels to efficiently transmit power to the electric wheelmotors. Extreme care should be exercised when working in the designated areas, particularly if the engine is operating.

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Item 4

The cooling system is of automotive type design and operates under pressure when hot. The radiator cap and related controlling assemblies are designed to regulate and maintain this pressure. Extra care must be taken when loosening or removing the cap to prevent the sudden release of pressure and escape of fluid.

This release could injure personnel through contact with the cap or heated fluids.

Proper procedures for removal are included in this manual.

Item 5

The engine radiator fan assembly is operating much of the time the engine is operating. On most trucks (equipped with a clutching type fan assembly), the fan many rotate at various speeds depending upon ambient and engine temperature, load, etc. Extra care must be taken when working in this area to prevent the engine from being started and to avoid contact with the moving fan parts when the engine is operating.

Item 6

As the truck’s steering wheel is turned, the front tire assemblies are caused to move. The movement causes the clearance between the frame and the tire to increase or decrease. Anyone in this area during this steering movement (such as in a shop environment) may be caught and injured. It is imperative that all personnel and equipment be kept from this area when the truck is being steered.

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Item 7

The dump body must be secured by safety cable(s) or block whenever raised to access components. Never work on or near a truck when the dump body is raised if not so secured.

Item 8

The pressurized air in the tire could be released with explosive force if the rim or tire is improperly secured. Always completely deflate all tires prior to loosening any lug nuts. Also, always install and secure all tire and rim assemblies before re-installing.

Item 9.

RELEASE ALL NITROGEN BEFORE ATTEMPTING DISASSEMBLY. TO RELEASE NITROGEN CONSULT SERVICE MANUAL.

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

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Item 10

The nitrogen/oil suspension components are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the suspension prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

Item 11

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

Item 12

The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped.

Malfunction of the system could release this pressurized oil, injuring personnel 2-9

and contaminating equipment. Refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance Manual for correct procedures.

Item 13

The accumulators are charged to a high pressure during operation and may maintain this pressure even after the truck is parked and the engine stopped.

Malfunction of the system could release this pressurized oil, injuring personnel and contaminating equipment. Refer to the information in the appropriate Unit Rig Truck Mechanical Maintenance Manual for correct procedures.

Item 14

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the appropriate Unit Rig Truck Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

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Item 15

The driveshaft shield serves several functions: 1. To prevent individuals working near the shaft (as during maintenance or testing) from coming into contact with the rotating shaft.

2. Protect the driveshaft from contact with foreign objects.

3. Protect surrounding equipment from damage if the driveshaft malfunctions.

Never start or operate the truck without this important shield in place.

Item 16

The accumulators are precharged with dry nitrogen, an inert, non-explosive gas. This precharge pressure may be released with explosive force if not totally exhausted from the accumulator prior to beginning component disassembly. It must be released prior to beginning any such servicing. For detailed information refer to the appropriate information in the appropriated Unit Rig Truck Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosive condition.

Use dry nitrogen only.

Item 17

The shunts are electrical devices used in the high voltage and current electrical system to assist in the measuring and proper monitoring of the operation of the truck’s propulsion and retarding systems. During some testing, a shunt is moved 2-11

between insulators to assist in this testing. To properly allow the wires and the shunt to conduct the high currents and voltages, good tight connections are essential.

Item 18

On trucks equipped with the dual solenoid latching park brake valve, power is required to shift the valve to and from the detented Apply and Release positions.

Moving the battery isolation switch to the Off position before applying the park brakes (releasing the pressure holding the calipers released) removes this power and prevents the application of the park brake system. Without this mechanically applied hydraulically released system, loss of pressure in the other friction brake systems on the truck (through manual release or internal bypassing, particularly when the engine is off) removes or releases any brake securing the truck. It is then free to roll.

This re-emphasizes the importance of placing the truck in a SAFE POSITION so that it cannot move, even if all brake systems are released, prior to performing any work on the truck, even as elementary as switching off the electrical power with the Battery Isolation Switch. The additional securing of the truck with the park brake system applied prior to switching the Battery Isolation Switch Off, serves to increase the safety of the situation.

Items 19 through 25 not used.

Item 26

Item 27

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Item 28

A battery disconnect or isolation system has been incorporated that isolates the truck’s 24 and 72 Volt electrical systems by interrupting the battery ground circuits. The “TX” terminals are common junction points of battery grounds.

Connection of other circuits (especially if they are grounds) may adversely affect the operation of the isolation system and leave circuits closed or potentially energized. The different decals reflect the different wiring configurations in use.

Item 29

The dump system is designed so that the dump control valve should be in the “Float” position at all times the dump body is not raised. In this configuration, the flow from the dump pump(s) and the dump cylinders is routed directly back to the hydraulic reservoir. This reduces system circulating pressures and also prevents the cylinders and mounts from carrying any of the load, except when actually dumping. On trucks equipped with hydraulic oil cooler assemblies, the oil is directed through the cooler only when the dump control pilot valve is in the “Float” position.

Item 30

The large red Capacitor Charged (Indicator) Lights (CCL) in and on the electrical system control cabinet on trucks equipped with GE AC drive systems, is lighted whenever there is high voltage in the truck’ propulsion or dynamic retarding system. The indicator lights when there is 50 Vdc or more in the DC Link portion of the system.

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DO NOT open the doors or touch any terminals or components when either of the indicators is lighted. Wait until the indicators turn off and then check with a meter to ensure that no voltage remains in the circuit.

Item 32 Danger High Voltage

The AC Drive Systems operate at high voltage and contain components that may retain this high voltage level for some time even after the truck is stopped and/or parked. Typically indicator lights are provided to monitor when these charge level are present, but care must be take even if they are not lit.

The instructions on this decal outline the proper procedures for monitoring, testing, and discharging the electrical charge that remains in the components on the GE AC drive systems. These steps must be followed before any attempt to access the controls system areas.

WEARING APPAREL It is recommended that all operators wear appropriate safety hard hat, safety glasses, and approved safety shoes when operating or servicing the truck.

Always follow the specific requirements of the mine.

SEAT BELT Fasten seat belts before putting the truck in motion. This is true for both the operator and anyone riding in the observer’s seat.

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Fasten Seat Belts.

OPERATING AREA FAMILIARIZATION Be familiar with the area in which the truck is to be operated. Be aware of any road construction or hazards that may be present.

Be observant of the entire situation. Note the location of power cables and “bridges” over or under them, the position of the shovel or other loading equipment, and other details of importance. ! DANGER

Never drive over unprotected electrical power cables or raise the body in the vicinity of overhead power cables.

Be familiar with and understand the signalman’s hand signals and instructions when operating the truck.

Be familiar with and understand the precautions and regulations at all locations.

Always follow all safety guidelines and operating rules of the mine.

VISIBILITY Good visibility is important to safe truck operation. Before the truck is placed into service, clean the windshield, mirrors and headlights, and check the windshield wipers for proper operation.

TRUCK SPEED The safe speed at which the truck should be driven is determined by the road 2-15

and weather conditions, in addition to the truck load. Under adverse weather conditions, exercise extreme care and drive at reduced speeds. Observe speed limits posted or listed by the mine for particular areas.

A general rule is to never approach a downgrade at a speed in excess of 15 mph (24 km/hr). Always apply the Dynamic Retarding pedal prior to reaching the crest of the hill and use it to control the truck’s speed while descending. Maintain a safe speed that does not require the use of all available dynamic retarding capabilities. This will provide a margin of safety for emergencies.

PARKING There are two basic modes of parking the truck; short-term (operator remains in the truck cab) and long-term (operator leaves the truck unattended).

Short-term parking involves using the truck’s friction brake system to prevent the truck from moving. In the event of an equipment malfunction, the operator can still control the truck, since he remains in the cab with the engine running.

Long-term parking, however, involves much more than this. Since the truck will be left unattended, it should be parked in a SAFE POSITION - one in which it cannot be moved, even if the truck’s brakes are released. This involves using chocks, ditches, or berms - anything that will prevent the accidental movement of the truck, and applying the Park Brakes.

Refer to Section 6 - Operation for detailed instructions for both types of parking.

LOCKOUT AND TAGOUT PROCEDURES Lockout and tagout procedures are intended to positively isolate components and systems from their sources of energy to prevent unwanted starting, movement, or operation. Operating procedure and regulation vary due to government or local regulations, mine practices and standards, etc.

It is important always be on the alert for these provisions before attempting to start, move, or work on any truck to prevent accident or damage. They must never be ignored.

More detailed information is provided in the appropriate service and maintenance publications.

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! DANGER There is danger of tire explosion due to fire/excessive heat in the wheel/tire area.

Whenever smell of burning rubber or excessively hot brakes is detected on the truck, there could be a distinct possibility of the danger of a tire explosion. It could also occur when fire on the truck reaches the tire and wheel area. Under such conditions DO NOT APPROACH THE TRUCK OR ENTER THE DANGER AREA (See Figure 2). Move the truck to a remote area only if it can be done without endangering the operator or other personnel in the area.

Figure 2 - Typical Danger Area for Tire Explosion Stay at least 500 feet (150 meters) away from the tread area and 1500 feet (460 meters) from the tire sidewall. If it is absolutely necessary to reach the suspect tire, approach from the front or the back of the truck and use a large bulldozer blade as shield in front. If there is evidence of brake fire or smell of burning rubber, do not go near the truck. Fight these fires from a distant remote location. Do not rush to the truck with hand-held fire extinguisher in an effort to control the blaze. Allow at least eight hours for the tire to cool before approaching the truck.

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SECTION 3 INDICATORS, GAUGES AND CONTROLS Unit Rig trucks are equipped with indicators, gauges, and controls to permit safe operation and enable the driver to monitor the condition of the truck systems.

NOTE: Both standard and optional equipment is shown. Disregard those items not applicable.

Before operating the truck, operators should be able to identify each indicator, gauge, and control, and understand its function.

NOTE: Items are listed in the most common location, typical on current products.

Some items may vary in location, depending on the vehicle and its particular configuration.

The warning indicators light when a condition exists that may result in a serious problem affecting truck operation. If any of the indicator lights come on which are listed as critical enough to warrant doing so, stop the truck immediately and park in a SAFE POSITION. Get help. Before attempting to move the truck, investigate the cause of the warning indication and correct. The engine should be shut-down (or operated as instructed by the engine manufacturer).

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Figure 1 - Typical Cab Lay-out

KEY

13543

1.

2.

3.

4.

5.

6.

SEAT ADJUSTMENT CONTROLS DUMP CONTROLLER LEVER DIMMER SWITCH BRAKE PEDAL DYNAMIC RETARDER PEDAL THROTTLE PEDAL

12.

13.

14.

15.

16.

17.

HEAT AND AIR CONDITIONER CONTROLS SHIFTER LIGHT SWITCHES LOAD BRAKE SWITCH RETARD SPEED CONTROL AIR CLEANER RESTRICTON INDICATOR

7.

8.

9.

10.

11.

ENGINE START/STOP SWITCH STEERING WHEEL WIPER CONTROL PARK BRAKE HAND BRAKE

18.

19.

20.

21.

22.

UNIT RIG WEIGH SYSTEM MANUAL POWER SUPPLY GAUGES INDICATORS LIGHTS MISCELLANEOUS SWITCHES

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NOTE: In these trucks, the following symbols are used to indicate basic operating conditions:

On

Off

Faster

Slower

INDICATORS

AIR CLEANER SERVICE The AIR CLEANER SERVICE indicator indicates the service requirements of the air cleaner element. Under normal operating conditions, the green band is exposed in the indicator. Should the filter element become sufficiently restricted to adversely affect performance, a red band will appear and remain in place until the element is serviced and the indicator reset.

AUTOMATIC LUBRICATION

AUTO LUBE MALFUNCTION

The AUTO LUBE indicator lights when the pump system on the trucks automatic lubrication system is operating.

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BATTERY VOLTAGE The (LOW) BATTERY VOLTAGE indicator lights to indicate a low level of charge in the truck’s 24 volt batteries.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

Low battery voltage may result in improper operation of the truck’s traction drive system, in the form of lost propulsion and/or dynamic retarding.

BLOWER PRESSURE The (LOW) BLOWER PRESSURE or the BLOWER OFF indicator lights when the electrical system cooling blower does not supply a sufficient amount of air flow to maintain proper system component cooling.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

BRAKE DRAG The BRAKE DRAG indicator lights when residual pressure exists in the brake system that will not allow the front and/or rear brakes to completely release.

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Operation with the brakes partially applied will generate excessive heat. This will result in reduced braking effectiveness during normal service, and will also reduce brake component life.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

BRAKE ON The BRAKE ON indicator lights whenever the truck’s friction brake system has been actuated.

BRAKE PRESSURE The (LOW) BRAKE PRESSURE indicator lights when the accumulators for the hydraulic brake system pressure drop below a preset level. If equipped with the added feature, automatic application of the brakes begins if the pressure continues to decrease.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

CHECK ENGINE The CHECK ENGINE indicator lights when a condition is monitored within the engine which warrant checking by trained technicians at the earliest possible time 3-5

to minimize the possibility of the problem worsening and causing damage. If the indicator lights, follow standard mine procedure for these indications.

COOLANT FLOW The COOLANT FLOW indicator lights when circulation in the coolant system has been interrupted.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

COOLANT LEVEL The (LOW) COOLANT LEVEL indicator lights when the coolant level in the engine radiator is below the normal operating level.

COOLANT TEMPERATURE The COOLANT (WATER) TEMPERATURE indicator lights to indicate an abnormally high engine coolant temperature.

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D.I.D. PANEL The DIAGNOSTIC INFORMATION DISPLAY (D.I.D.) panel (if so equipped) displays information about the operation and troubleshooting of problems within the electrical propulsion and retarding systems.

Detailed information on the materials displayed is contained in the drive system vendor’s electrical maintenance manuals.

DUMP BODY UP The DUMP BODY UP indicator lights whenever the dump body is raised from its resting position on the frame. The truck should only be moved with the dump body fully down, and the Dump Controller lever in the Float position.

NOTE: On some trucks this indicator is interconnected to an interlock which prevents propulsion with the dump body raised. An override provision may be included to allow small amounts of movement.

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DYNAMIC RETARDER APPLIED The DYNAMIC RETARDING APPLIED indicator lights when the dynamic retarding system has been activated.

ELECTRICAL SYSTEM FAULT The ELECTRICAL SYSTEM FAULT indicator lights when a fault occurs in the electrical power/control system.

On Unit Rig MT 3300, 3700, and 4400 trucks equipped with General Electric (GE) produced AC drive systems, there are two indicator lights that operate in a total of three functions: 1. If the red indicator lights, it indicates a problem in the propulsion or dynamic retarding system that will prevent the proper operation of the systems. Should this indicator light, bring the truck to a safe, controlled stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

NOTES: 1. Manual resetting, by depressing the cab mounted SYSTEM RESET switch or using the electrical control box Reset Button, is required to restore operating function.

2. The indicator flashes if the truck is moving and remains on steadily if the truck is at rest.

2. If the amber indicator light flashes, it indicates a significant problem in the propulsion or dynamic retarding system that may prevent proper operation of the system. Normal propulsion will probably be discontinued by the control system.

Should this indicator light and flash, bring the truck to a safe, controlled stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until 3-8

the problem has been identified and corrected.

NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET switch or using the electrical control box Reset Button, is required to restore operating function. Typically this should be done by experienced, trained personnel.

3. If the amber indicator light remains steadily lit, it indicates a condition in the propulsion or dynamic retarding system that they are not ready for operation. The truck must be in the rest mode including being at a full stop and with the Park Brake system applied.

NOTE: This amber indicator will remain steadily on when the truck is stopped with the Shifter in the Neutral (N) position and the park brakes applied.

On trucks equipped with the General Atomics/ Power Inverters (GA/PI) produced AC drive systems, it indicates a problem in the propulsion or retarding control systems that may prevent their proper operation. Should this occur, the truck will lose propulsion power and/or dynamic retarding. Manual resetting, by depressing the cab mounted SYSTEM RESET switch or using the electrical control box Reset Button, is required to restore operating function.

NOTE: Manual resetting, by depressing the cab mounted SYSTEM RESET switch or using the electrical control box Reset Button, is required to restore operating function. Typically this should be done by experienced, trained personnel.

OIL LEVEL The (LOW ENGINE) OIL LEVEL indicator lights to indicate that the level of oil in the engine crankcase is below the level recommended for operation.

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ENGINE OIL PRESSURE The (LOW) ENGINE OIL PRESSURE indicator lights when the engine oil pressure is below safe operating limits.

ENGINE OIL TEMPERATURE The ENGINE OIL TEMPERATURE indicator lights when the temperature of the oil in the crankcase exceeds preset safe operating limits.

FUEL LEVEL The (LOW) FUEL LEVEL indicator lights to indicate a low fuel level in the fuel tank(s).

FUEL PREFILTER The FUEL PREFILTER (WATER LEVEL) indicator lights when the amount of water and other contaminants collected in the fuel prefilter assembly reaches a preset level. If the indicator lights, follow standard mine procedure for these indications.

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HEATED MIRRORS The HEATED MIRROR indicator monitors the operation of the heating function on available mirror assemblies having this extra feature.

HIGH BEAM The HIGH BEAM indicator lights whenever the high beam headlights are on.

HYDRAULIC FILTER BYPASSING The HYDRAULIC FILTER BYPASSING indicator lights when the pressure differential in one or more of the individual hydraulic filters is sufficient to cause the internal bypass valve to open. This allows the oil to bypass the filter element and receive no filtration. Continued operation of the truck in this condition could result in component contamination and eventually in component malfunction.

NOTE: In some operating conditions (e.g. cold weather start up and operation) this indicator light may remain on for a short period of time after starting (until the oil warm up to near normal operating temperature). Check with mine or Unit Rig personnel for additional information.

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HYDRAULIC OIL LEVEL The (LOW) HYDRAULIC OIL LEVEL indicator lights to indicate when the oil level in the truck’s hydraulic oil reservoir or tank is below the desired low level limit.

Should this indicator light with the dump body rising, stop the dumping cycle, lower the body to the frame and determine the cause before continuing.

Should this indicator light with the dump body down, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

HYDRAULIC OIL TEMPERATURE The HYDRAULIC OIL TEMPERATURE indicator lights when hydraulic oil temperature exceeds recommended operating levels.

Continued operation with hot hydraulic oil may result in component damage and corresponding system malfunctions.

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LOW PRESSURE FIRE DETECTION The LOW PRESSURE FIRE DETECTION indicator lights when the automatic fire suppression system has been actuated.

NOTE: In case of fire, trucks equipped with automatic fire suppression systems will automatically actuate. Follow the approved mine procedure. If the indication is a result of an equipment malfunction, have the system deactivated as soon as possible to prevent accidental system discharge, the problem corrected, then the system reactivated.

LOW STEERING PRESSURE The LOW STEERING PRESSURE indicator lights to indicate an unusually low pressure condition in the steering system.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

Accumulators normally supply the auxiliary steering system if the normal supply system is disrupted.

NOTE: On trucks equipped with the electrically powered manual supply system, pull up the Manual Supply System switch to ensure operation if needed to maintain steering control while stopping the truck. Depress switch button to deactivate the system as soon as the truck is safely parked. This will prevent unnecessary drain on the truck’s batteries.

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OIL FILTER DIFFERENTIAL The (ENGINE) OIL FILTER DIFFERENTIAL indicator lights when the pressure differential in one or more of the individual engine lubricating oil filters is sufficient to cause the internal bypass valve to open. This allows the oil to bypass the filter element and receive no filtration. Continued operation of the truck in this condition could result in component contamination and eventually in component malfunction.

OVERSPEED The OVERSPEED indicator lights whenever the truck is in automatic overspeed retarding. The speed that this retarding begins is preset into the electrical controls for the propulsion/retarding system, and can be set to any specified speed.

The PARK BRAKE WARNING indicator lights and the horn sounds if the cab doors are opened and the truck’s park brakes are not applied.

The park brakes are to be applied any time the operator leaves the cab.

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A key operated switch may be installed to override the system during maintenance and other non operational functions.

PRESS TO TEST Depressing the PRESS TO TEST or LAMP CHECK button with the Master Switch On will cause the indicator lights, excluding certain specifically designated functions such as AID, to light. If any bulb fails to light, correct the problem prior to placing the truck into operation.

RETARD (HOT – LIMITED TO CONTINUOUS OPERATION) The RETARD (HOT – LIMITED TO CONTINUOUS OPERATION) indicator lights when operating conditions and parameters are in an operating range that causes the dynamic retarding system components to operate at increased temperatures.

This causes the control system to reduce the speed limits on system operation to what is considered to be more continuous operation.

1. If the indicator is off, the system will automatically operate with the higher speed limit (called short time retard) values.

2. As the limit is approached, the indicator will begin to flash for approximately 15 seconds with the system limits remaining at the increased short term level.

3. At the end of this interim flashing, the indicator will remain on steadily and the system will operate at the reduced standard speed operating parameters.

NOTE: If the indicator lights in either mode, it will be necessary to use the truck’s friction brake system as a supplement to the retarding system to slow the truck to speeds within the reduced, standard speed envelope.

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The friction brake system is not to be used to slow or retard the truck in normal operation. Instead, its use is intended only for slow speed stopping, short term parking and in emergencies (at any speed). Use of this system during normal operation will result in excessive heat and subsequent reduction of brake effectiveness, should the brakes be required in an emergency.

NOTE: This feature is only included on the 200 and 240 ton (181 and 218 mt) systems provided by General Electric (GE).

RETARD SPEED CONTROL The RETARD SPEED CONTROL indicator lights when this portion of the truck’s propulsion and retarding system is activated. For detailed information on this system, refer to the instructions in Section 6 - Operation.

RETARD SPEED LIMIT The RETARD SPEED LIMIT nameplate indicates the operating speed limits 3-16

on various grades for the truck’s dynamic retarding system. The limits (on the bottom of the nameplate) are established for the listed operating parameters (on the top of the nameplate).

NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt) systems provided by General Electric (GE) there are two speeds listed for each grade, the higher speed, short time or intermittent retard and the reduced speed, standard retard speeds.

STAIRWAY On many trucks equipped with retractable access ladder assemblies, this indicator lights when the ladder is in the extended or lowered position. The truck should not be moved with the ladder down as damage may result.

STOP ENGINE The STOP ENGINE or ENGINE PROTECTION PROPULSION CUTOUT OVERRIDE indicator lights when a condition within the engine is monitored which warrants stopping the engine immediately. Should the indicator light, the truck will lose propulsion power, but not dynamic retarding. If continued movement of the truck is desired (e.g. to find a safe a parking location) depress and hold the Stop Engine or equivalent Override button.

NOTE: Continued operation of the engine may result in damage to it and its systems.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately and stop the engine. Get help. Do not move the truck until the problem has been identified and corrected.

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LEFT TURN

RIGHT TURN

The TURN SIGNAL indicator flash to indicate the truck’s corresponding turn signal is flashing. The lights also flash to indicate operation of the emergency warning flasher system.

WHEELMOTOR TEMPERATURE The WHEELMOTOR TEMPERATURE indicator lights when an excessively high temperature is measured in one or both of the truck’s wheelmotors.

Should this indicator light, bring the truck to a stop, and park in a SAFE POSITION immediately. Get help. Do not move the truck until the problem has been identified and corrected.

NOTE: If the air flow to the wheelmotors is determined to be okay, it is recommended that the engine continue to run to provide cooling air to the motors to assist in the cooling to normal temperatures.

GAUGES NOTES: 1. Depending upon installation, there are 2 types of gauges installed, analog and Controller Area Network (CAN). There function is the same, but their operation is different. Determine the type of gauge installed and operate as per the appropriate instructions presented here.

2. On some of the CAN gauges there is a second multiple line screen that is used in setting and diagnostic functions.

3. On the CAN gauges only the scaling and scaling factors change when 3-18

switched from US to metric or reversed, the numbers are not changed. The “ticks” are rescaled to the appropriate configuration.

AIR CLEANER RESTRICTION The AIR CLEANER RESTRICTION gauge indicates the amount of restriction in the air cleaner and induction system, in inches of water. The air cleaner elements should be serviced if the restriction indicated is: 12 inches (3 kPa) - MTU (396) 20 inches (5 kPa) - Detroit Diesel 25 inches (6 kPa) – Caterpillar or Cummins

AMMETER The AMMETER indicates the rate of charge in the 24 volt battery charging alternator system in amperes. This gauge should always indicate a plus or positive reading when the truck’s engine is at operating speeds.

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COOLANT TEMPERATURE ANALOG GAUGUE

COOLANT TEMPERATURE CAN GAUGE

The COOLANT (WATER) TEMPERATURE gauge indicates the temperature of the engine coolant. Depending upon customer requirements this may be in o F and/or o C, or a series of color coded bands.

If color-coded, the pointer should be in the green or operating range at all times the truck is in normal operation. If the gauge indicates true temperature, refer to the engine manufacturer’s information for the normal operating temperatures.

ENGINE OIL TEMPERATURE ANALOG GAUGE The ENGINE OIL TEMPERATURE gauge monitors the temperature of the oil in the engine crankcase.

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FUEL ANALOG GAUGE

FUEL CAN GAUGE

The FUEL gauge indicates the approximate level of fuel in the fuel tank.

HOURMETER ANALOG GAUGE The HOURMETER indicates the total number of hours the truck is in operation and operates whenever the Master Switch is On. NOTE: This function is also included in the tachometer on trucks equipped with CAN gauges.

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OIL PRESSURE ANALOG GAUGE

OIL PRESSURE CAN GAUGE

The (ENGINE) OIL PRESSURE gauge indicates engine oil pressure. Depending upon customer requirements, this may be in psi and/or kPa or a series of color coded bands.

If color coded, the pointer should be in the green or operating range at all times the truck is in normal operation. If the gauge indicates true pressure, refer to the engine manufacturer’s information for the normal operating pressures.

SPEEDOMETER ANALOG GAUGE

SPEEDOMETER CAN GAGUGE

The SPEEDOMETER indicates the truck’s speed in miles per hour and/or kilometers per hour.

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NOTES: 1. On some trucks, the distance traveled (in miles or kilometers) is also displayed.

2. Truck’s equipped with digital gauges will appear differently.

On trucks equipped with CAN gauges, the speedometer serves as the master controller for the other CAN gauges. This function is controlled with the M (-) and T (+) buttons on the face of the gauges.

NOTE: It is recommended and in some cases mandated that the truck be stopped when making these changes.

1. To control the back lighting brightness, depress the M (-) to decrease or the T (+) buttons to increase the intensity.

2. To change other functions: a. Depress both the M (-) and T (+) simultaneously for 5 seconds until the appropriate back lighted Settings and Diagnostic message appears in reverse video highlight on the LCD on the gauge. b. Press the M (-) or T (+) button separately to scroll to the desired function. c. Follow the instructions on the screen. d. If no button is depressed for 5 seconds, the LCD will revert to the standard screen.

3. Available functions include: a. US/metric (all appropriate gauges). b. Odometer and trip odometers. c. Contrast (LCD screen). d. Diagnostic functions.

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TACHOMETER ANALOG GAUGE

TACHOMETER CAN GAUGE

The TACHOMETER indicates the engine speed in rpm. Refer to the appropriate engine manufacturer’s information for the proper operating range.

NOTES: 1. On some trucks, the engine operating hours is also displayed.

2. Truck’s equipped with digital gauges will appear differently.

VOLTMETER ANALOG GAUGE

VOLTMETER CAN GAUGE

The VOLTMETER indicates in volts the amount of charge in the 24 volt battery charging alternator system. Normal system voltage is 24 to 27 volts when the engine is at normal operating speed.

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Low battery voltage may result in improper operation of the truck’s traction drive system, in the form of lost propulsion and/or dynamic retarding.

CONTROLS

AUTO LUBE ALARM RESET The AUTO LUBE ALARM RESET switch resets the available alarm system on the automatic lubrication system stopping the buzzer and re-establishing the monitoring mode.

AUTOMATIC LUBE The AUTO LUBE TEST switch allows for manual testing of the trucks automatic lubrication system.

BACK-UP LIGHT The BACK-UP LIGHT switch provides manual operation of the back-up lights. The lights come on automatically, whenever the Shifter is moved to the REVERSE position.

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DATA STORE The DATA STORE switch provides a means of storing desired operating information from the trucks computerized electrical propulsion and retarding system during normal truck operation. Each time the switch is depressed, a preset number of data points are stored in the systems memory. Detailed information on the proper retrieval and use of the information stored is contained in the vendor’s system maintenance publications.

DUMP BODY UP OVERRIDE The DUMP BODY UP OVERRIDE switch allows overriding of the optional interlocks. These interlocks prevent the truck from being driven with the dump body in the raised position.

ELECTRICAL SYSTEM RESET

The ELECTRICAL SYSTEM RESET switch provides the operator with a means of manually resetting the truck’s electrical propulsion and retarding systems from within the cab.

NOTE: There are some conditions that cannot be reset by means of this switch alone. Always follow standard mine instructions and practices before depressing this switch and attempting to propel the truck again.

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EMERGENCY STOP The EMERGENCY (ENGINE) STOP switch provides a positive method of stopping the engine immediately if the normal engine shutdown control malfunctions, or if the engine must be stopped suddenly. To operate the system, depress the button or pull the knob (depending upon the type installed).

NOTE: Some trucks have additional controls, typically located on the front bumper assembly and/or the control box area, to allow the engine to shut down from ground level, in case of an emergency. Do not use these controls to stop the engine in normal operation. This control may need to be manually reset after each use.

ENGINE ALARM RESET The ENGINE ALARM RESET switch manually resets the alarm system on the engine monitoring system stopping the buzzer and re-establishing the monitoring mode.

ENGINE SHUT DOWN DELAY TIMER

The ENGINE SHUT DOWN DELAY TIMER provides an automatic means of allowing the engine to cool for a preset amount of time (typically in the range of 5 minutes) at low idle speed before stopping the engine. Detailed instructions are included in Section 6 - Operation.

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Engine Stop

Engine On

Engine Start

The ENGINE STOP/START switch is used to start and stop the engine. Rotating the switch to the Start position engages the starter. When released, the switch rotates to the detented Run position. Rotating to the Stop position stops the engine.

NOTE: On trucks equipped with a momentary stop switch, it must be held in the Stop position until the engine completely stops operating to actually stop the engine. It is then released and will return to the detented center or Run position.

If the switch is released before the engine stops turning, it may begin to operate again. On other trucks the switch is detented to the stop position.

FLOOD LIGHTS The FLOOD LIGHT switch controls the operation of the floodlight assemblies on windrows and other available accessory flood lights having these extra features.

FOG LIGHT The FOG LIGHT switch controls the operation of the truck’s optional fog lights.

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HAND BRAKE ENGAGED The HAND BRAKE control provides an alternate method of controlling the truck’s friction brake system. It is designed to be used as an alternative to the Brake (Foot) Pedal. It is spring loaded to the Release position and is not intended for long term parking (operator leaves the truck).

NOTES: 1. An indicator lights when the Hand Brake or the Load Brake is applied. The propulsion controlling circuitry is disabled when the indicator is lit.

2. The Hand Brake or Load Brake must be applied to allow the application or release of the Park Brake.

HEAD/TAIL LIGHT The HEAD/TAIL LIGHT switch controls the operation of the lights. In the down position, all lights are off; in the center position, the optional marker and tail lights are illuminated; in the up position, the head, tail, and marker lights are all on.

HEATED MIRRORS

HEATED MIRRORS

The HEATED MIRROR switch controls the operation of the heating function on available mirror assemblies having this extra feature.

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LOAD BRAKE The LOAD BRAKE switch provides an electrically actuated method of applying the truck’s rear axle or wheelmotor mounted brakes. It is designed for use in short term parking (such as while loading or dumping). It is not intended for long term parking (operator leaves the truck).

NOTE: An indicator lights when the Hand Brake or the Load Brake is applied.

The propulsion controlling circuitry is disabled when the indicator is lit.

MANUAL POWER SUPPLY SYSTEM The MANUAL POWER SUPPLY SYSTEM switch (on trucks so equipped) activates the manual power supply system pump (on trucks so equipped). This pump operates on 24 V dc, supplied directly from the truck’s batteries. It supplies hydraulic pressure to the steering and braking systems when needed (such as when towing an inactive truck). An indicator light in the button will be on whenever the pump is operating, even when automatically actuated.

NOTE: Push the Manual Power Supply System switch button in (deactivating the system) as soon as the truck is safely parked. This will prevent unnecessary wear of the pump and drain on the truck’s batteries.

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PANEL DIMMER The PANEL DIMMER switch controls the brightness of the background lights on the upper and lower control panels.

PARK BRAKE The PARK BRAKE switch controls the operation of the park brake assemblies on the rear wheels.

To apply, move the Hand or Load Brake to the On position, rotate the Park Brake switch to Apply position and hold for a few seconds until brakes apply and the indicator lights. Release the Park Brake control and move the Hand or Load Brake control to the Release position. Make sure the truck can not move.

NOTE: On newer and modified trucks, the switch may be detented to remain in this position.

To release, apply the Hand or Load Brake, then rotate the Park Brake switch to the Release position and hold for a few seconds (until the indicator goes out).

NOTES: 1. The park brakes alone should not be used when leaving the vehicle unattended. Always park in a SAFE POSITION when leaving the truck.

2. The Hand or Load Brake must be applied to allow the Park Brake to be applied 3-31

or released.

3. An indicator lights when the park brakes are applied (including application by system malfunction). Propulsion circuitry is disabled when the indicator is lit.

RETARD SPEED CONTROL The RETARD SPEED CONTROL switches regulate the operation of this function in the electrical propulsion/dynamic retarding system. The switch controls the activation of the system. The rotating knob assembly controls the relative amount of dynamic retarding effort provided by the system when activated.

For detailed information on operation of this system, see the instructions in Section 6 - Operation, in this manual.

BEACON OR STROBE LIGHT

The ROTARY FLASHER/BEACON/STROBE LIGHT switch controls the operation of the rotary flasher, beacon, or strobe light typically mounted on top of the cab or hood.

STAIRWAY LIGHT The STAIRWAY LIGHT switches control the operation of the light on the superstructure access ladder.

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WINDSHIELD WASHER The WINDSHIELD WASHER switch provides a supply of cleaning solution to the windshield.

WINDSHIELD WIPER The WINDSHIELD WIPER switch controls the operation of the cab’s windshield wipers (Slow-Off-Fast).

MISCELLANEOUS CAB CONTROLS

PEDALS The BRAKE pedal controls the application of the truck’s friction brake system.

The further the pedal is depressed, the more the brakes are applied.

NOTE: These brakes are intended for stopping in emergencies at any speed.

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The CIRCUIT BREAKERS, located under the lower edge of the dash, provide overload protection for the 24 V dc electrical circuits. If a fault occurs, the button will extend out.

Since the controls for the operation of the truck’s propulsion and dynamic retarding controls are supplied through these circuits, if a circuit breaker opens, bring the truck to a stop and park in a SAFE POSITION immediately. Get help.

Do not move the truck until the problem has been identified and corrected.

The DOME LIGHT, on the cab ceiling, provides extra illumination within the cab when such is desired. It is controlled by a separate on and off switch.

HOLD

LOWER

RAISE

FLOAT

The DUMP CONTROLLER or CONTROL lever controls the operation of the dump control valve.

The ENGINE DIAGNOSTIC switch provides a means for a technician to gain diagnostic information from the engines control system to assist in troubleshooting and correcting problems. Refer to the engine manufacturer’s technical publications or representatives for details on how to use this switch.

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FIRE EXTINGUISHER The FIRE EXTINGUISHER control operates the trucks fire control system. To activate, remove the pin and depress the control knob.

NOTE: On some truck there is an additional control knob located on the front bumper near the superstructure access ladder and/or the control box area on the superstructure.

The FRESH AIR control, located to the right of the lower control panel, allows outside air to enter the cab. The control regulates the amount.

The HAZARD WARNING switch, located on the steering column, controls the operation of the trucks emergency hazard warning lights. Pulling the switch out causes the signal lights to flash.

The HEAD LIGHT DIMMER switch, located in the turn signal switch assembly on the left side of the steering column, controls the operation of the headlights high and low beam. Pulling slightly on the indicator lever will alternately switch the headlights from the high to low beam (and back) configurations.

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Blower

Defroster

Blower Slow Speed

Blower Fast Speed

Air Conditioning

Inside Air Circulation

Outside Air Circulation

Heater Floor Level

Heater Face Level

HEATER/AIR CONDITIONING The HEATER/AIR CONDITIONING outlets and controls regulate the temperature of the heating and air conditioning, and provide a multiple speed control for the fresh air blower. The outlets are individually adjustable.

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The HORN button, located on steering wheel, operates the truck’s main or “forward” horn.

MASTER SWITCH The MASTER SWITCH, located on the outside of the cab near the windshield, controls the electrical power to all components of the 24 V dc system, except the manual power supply system, the horn, panel, head, brake, and tail lights, and a few other selected features.

NOTE: The stored hydraulic pressure in the steering accumulators is released each time the Master Switch is turned Off.

PEDALS The (Dynamic) RETARDER pedal regulates the amount of dynamic retarding applied by the truck’s electrical propulsion/retarding system. When the pedal is depressed, the wheelmotors act as generators and the trucks rolling energy is dissipated as heat through a grid of air-cooled resistors. The further the pedal is 3-37

depressed, the greater the retarding action applied, as long as the truck speed remains within the limits of the truck’s retarding system.

NOTE: For vehicles equipped with the retarding speed control feature see Section 6 - Operation.

SHIFTER The SHIFTER is a three-position control that operates a switch that controls the trucks electrical drive system. The Shifter selects Forward or Reverse propulsion, and Neutral.

The STEERING WHEEL TILT lever, located on the steering column, permits up and down adjustment of steering wheel position. To change the tilt of the wheel, move the lever on the steering column and adjust the wheel as desired. Release the lever to lock the assembly in the new position.

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PEDALS The THROTTLE or ACCELERATOR pedal controls the operation of the trucks propulsion system, regulating the truck speed.

The TRIP COUNTER provides a manual registered record of the total trips or loads.

The TURN SIGNAL lever, located on the steering column, controls the signal indicators. The lever self-centers when the steering wheel is returned to the straight-ahead position.

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SECTION 4 PRE-OPERATIONAL INSPECTION Prior to placing a truck into operation (at each shift change or after repair or service work has been performed), it is recommended that the vehicle be inspected for evidence of damage or component wear. The following procedures are designed to allow the operator/inspector to make the inspection in one continuous trip around the truck, beginning at the access ladder. Correct discrepancies before placing truck in service.

NOTES: 1. The truck must be parked in a SAFE POSITION on level ground to permit accurate checking of the various fluid levels.

2. While making the inspection note any indications or signs that lockout or tagout provisions may be in place. If noted, determine their relevance and proceed per mine or local provisions.

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FIGURE 1 – TYPICAL INSPECTION LOCATIONS 4-2

1. Inspect the access ladder to be certain it is free of debris, securely fastened to the truck, and in general good condition. After confirming its condition, climb the ladder to the superstructure level. Clean and adjust all mirrors.

Use the handrails whenever climbing or descending the ladder.

2. If so equipped, verify that all battery disconnect switches are in their on or operating positions.

3. Visually inspect the superstructure area to ensure that it is free of debris and in general good condition. After confirming its condition, enter the cab.

NOTE: If the truck is not equipped with an extension on the left hand side of the superstructure it is recommended that entry and exit of cab be made through the right (passenger) side door.

4. Switch on all exterior lights including the emergency flashers (if so equipped).

The lights should be checked during the inspection to verify that they light and can be seen. Return to ground level and continue the inspection.

NOTE: During the remainder of the walk-around inspection, check the overall condition of the vehicle for evidence of air, hydraulic oil, or fuel leaks, broken, cracked, or missing parts.

5. Verify that all headlights and other lights are clean and illuminated.

6. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.

4-3

NOTES: 1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.

7. Verify that the left front marker light is clean and illuminated.

8. Check the engine oil level as follows: a. Carefully climb up the tie rod step, using the frame mounted hand holds for support. If the truck is not so equipped, use a ladder to climb to the required level. b. Pull the engine dipstick from the engine, wipe clean with a clean rag, and reinsert.

NOTE: If the engine has a self-sealing style dipstick, it may be necessary to turn the handle counter-clockwise several turns to release the seal. Remember to reseal the dipstick after completing the oil level check. c. Pull the dipstick out again and read the level; it should be in the safe, normal, or operating range. If not, bring the level up to proper range prior to operating the truck. d. Reinstall the dipstick and carefully return to ground level.

NOTE: On trucks equipped with dipsticks on the right hand side of the engine, the oil should be checked when checking the other side of the truck.

9. Visually inspect the left front suspension assembly for evidence of wear, damage, or leakage and verify that it is at the proper ride height (extension). Also, verify that the assembly is securely attached to the truck.

10. Visually inspect the left front brake and axle king pin assemblies for evidence of wear, damage, leakage, or looseness. Also, inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage.

11. Visually inspect the steering system components - clevis pins, tie rods, bellcranks, and cylinders for the left side of the truck.

12. Visually inspect the left front tire and rim assembly for deep cuts, missing 4-4

chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

13. Visually inspect the left tank for evidence of damage or leaks. Check level with sight glass as applicable.

14. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage.

15. Visually inspect the left dump cylinder for evidence of leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated. Verify that the hoses are properly routed and in good condition.

16. Visually inspect the dump body pad assemblies for evidence of wear, damage, or improper shimming.

17. Inspect each of the left rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knocker assembly (if so equipped) for free movement and evidence of wear or damage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

18. Visually inspect the left wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

19. Verify that the left rear marker light is clean and illuminated.

20. Visually inspect the exterior of the left wheelmotor for evidence of damage or leakage.

21. Visually inspect the left dump body hinge pin for evidence of damage or wear, and proper installation and lubrication.

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22. Visually inspect the left rear suspension for evidence of wear, damage, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated.

23. Verify that all tail, stop, warning (turn signal), dynamic retarding, and back-up lights on the truck are clean and operational.

24. Open the axlebox access door. Verify that the components and mounting hardware are in general good repair. Close the door securely to form a good, airtight seal.

Failure to maintain a good seal around the access door may allow air to escape from the axlebox. Operation of the truck in this condition could result in damage to the electrical propulsion system components.

25. Visually inspect the right rear suspension for evidence of damage, wear, and leakage and verify that it is at the proper ride height (extension). Verify that the upper and lower mounting points are secure and properly lubricated.

26. Visually inspect the right dump body hinge pin for evidence of damage or wear, and proper installation and lubrication.

27. Visually inspect the exterior of the right wheelmotor for evidence of damage or leakage.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

28. Verify that the right rear marker light is clean and illuminated.

29. Visually inspect the right wheelmotor hubcap area for evidence of brake oil leakage. Verify that the hubcap is securely fastened to the wheel and cover (if applicable) is closed.

30. Visually inspect each of the right rear dual tire and rim assemblies for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation. Inspect the rock knockers (if so equipped) for free movement and evidence of wear or damage.

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31. Visually inspect all hydraulic and other system components for evidence of damage or leakage.

32. Inspect the axlebox nosecone and attachment assemblies for evidence of damage or wear, proper installation and lubrication.

33. Inspect the underside of the truck for evidence of damage or leakage. Hoses should be free of kinks and cracks, and should be secured away from moving parts. All components and mounting hardware should be properly installed and in good operating condition.

34. Visually inspect the dump body pad assemblies for evidence of wear, damage, or improper shimming.

35. Visually inspect the right dump cylinder for leakage, wear, or damage. Verify that the upper and lower mounting points are secure and properly lubricated.

Verify that the hoses are properly routed and in good condition.

36. Visually inspect the hydraulic pumps, pump drives, and related hoses for evidence of leakage, damage, or wear.

37. Visually inspect the right tank for evidence of damage or leakage. Check level with sight glass or petcocks as applicable.

38. Check the blower housing and related ducting for evidence of leakage or damage. If so equipped, inspect the cooling air blower or precleaner systems for evidence of leakage or damage.

39. Visually inspect all hydraulic and other components mounted near the tank for evidence of damage or leakage.

40. Visually inspect the right front tire and rim assembly for deep cuts, missing chunks, adequate tread depth, proper mounting, missing lug nuts, and proper inflation.

NOTE: Check the condition of the automatic tire pressure maintenance system hoses if so equipped.

41. Visually inspect the steering system components; clevis assemblies, tie rods, steering arms, and steering cylinder on the right side of the truck. If any 4-7

piece is damaged, bent, or leaking, do not drive the truck. Report the condition immediately.

42. Visually inspect the right front suspension assembly for evidence of wear, damage, or leakage and verify that it is at the proper ride height (extension).

Verify that the assembly is securely attached to the truck.

43. Visually inspect the right front brake and axle kingpin assemblies for evidence of wear, damage, leakage or looseness. Inspect the area around the wheel bearing seal and brake calipers for indications of leakage or damage.

44. Visually inspect underside of the truck for indications of damage or leakage.

Hoses should be free of kinks and cracks, and should be secured away from moving parts.

NOTE: On trucks with the engine oil dipstick located on the right-hand side of the engine, check the engine oil level prior to continuing with the remaining steps.

45. Inspect the engine drive belts overall condition. Check condition of fan and fan shroud and guard assemblies.

46. Visually inspect the air cleaner assembly and engine supply lines for evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies on the bottom cups, squeeze each assembly to ensure that they are functioning properly and exhausting the accumulated dust from the bottom of the air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl by unsnapping the latch and allowing the bowl to pivot down. After all of the debris is dumped, close and latch in place.

NOTES: 1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.

47. Verify that the right front marker light is clean and illuminated.

48. Visually inspect the radiator and grille area to be free of debris and damage.

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49. Climb the access ladder to the superstructure level. Visually inspect the retarding grid and electrical drive system component box to ensure that they are free of damage, that the doors are securely closed, and that the air intakes are free of debris.

NOTE: On trucks so equipped, verify the condition of fire suppressant remote actuation system.

50. Check the engine coolant level in the radiator using the radiator sight glass.

Use extreme care when removing the radiator cap; remove it slowly after the engine has cooled. The sudden release of pressure from a heated cooling system can result in the loss of coolant and possible injury from the hot liquid.

51. Visually inspect the brake system accumulator and components for evidence of leakage, damage, or any other abnormal condition.

52. On trucks equipped with the available automatic lubrication system, check the level of the lubricating grease in the main supply reservoir. Be sure the supply is adequate to maintain the system during the entire operating period.

53. On trucks equipped with the available fire suppressant system, check the pressure level of the actuation system. Also inspect the system for evidence of wear or damage. Report all problems before proceeding.

54. Return to the cab. Turn all light switches off.

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4-10

SECTION 5 ENGINE STARTING CHECKS It is recommended that prior to starting the truck, a complete walk around inspection be performed. The inspection procedure is outlined in Section 4 - PreOperational Inspection. After completion of this procedure, the remainder of the checks are confined to the cab area.

1. Verify that the truck has no indications of lockout or tagout provisions in place.

2. Turn the Master Switch (located near the windshield outside on the front of the cab) On, and return to the driver’s seat.

NOTE: If turned off it is recommended that the Battery Isolation switch be moved to the ON position prior to turning the Master Switch On. 3. Verify that the: a. Battery voltage is in the green area (24 to 28 Vdc). b. Warning Alarm sounds. c. Stop Engine indicator is ON. NOTE: On some engine equipped trucks this indicator will go off after operating for a short period of time. d. Park Brake (and indicator) is On. e. Shifter is in N (Neutral) position. f. Appropriate indicators flash and alarms sound.

4. Push the Lamp Check or Press to Test buttons. All of the bulbs should light.

5. Verify that all Circuit Breakers are in operating position (pushed in).

6. On trucks so equipped, verify the operation of the manual power supply system by switching the system on (pulling the button out) and turning the steering wheel. If the pump sounds and the front wheels move, the system is 5-1

operating. Remember to turn the system off (push in the button) immediately after testing.

NOTE: It may be necessary to release the Hand Brake or Brake Pedal (if applied) to allow the front wheels to move. If this is necessary, apply the Load or Park Brakes, or use other appropriate means to prevent the truck from moving.

7. Alert any personnel in the area that you are going to move. Make sure they are clear of the truck. Sound the horn, wait several seconds, then sound another blast.

8. Rotate the Engine Stop/Start switch to the Start position and hold - the starter will engage and crank the engine until it starts. When the engine starts, release the switch and it will return to the Run position. The alarm will stop sounding when the engine oil pressure rises.

NOTES: 1. Typically when the engine is started cold, it may idle at an “advanced idle” speed of 1000 to 1200 rpm. This improves its burning of fuel in the cold combustion chambers. As the engine temperature increases, the idle speed should steadily decrease to the normal low idle speed.

2. The engine should not be accelerated when cold. Let the engine idle until the water temperature begins to warm (e.g., show movement on the gauge), before accelerating the engine or moving the truck. If the engine does not start, or for cold weather starting information, refer to the appropriate engine manual for additional instructions.

3. On trucks equipped with an electric start system, it is recommended that the engine not be cranked for more than 30 seconds at one time. A 5 minute interval to allow the system components to cool is recommended before making another starting attempt.

4. If the battery charge is insufficient to start the engine, it must be replenished from an external source by connecting the source to the trucks external supply system.

9. As soon as the engine is started and operating, check all gauges and indicators for proper operating condition and readings.

10. Visually inspect the windows and doors to be sure they are clean and free of damage.

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11. Adjust the operator’s seat to the best driving position for maximum comfort and safety.

NOTE: Adjustment procedures for seats may be obtained from the seat supplier or manufacturer. Check with the appropriate mine personnel for the procedure.

12. Adjust all mirrors as required to obtain the maximum possible field of vision.

13. Verify that the windshield wipers are operational and that there is an adequate supply of fluid in the washer reservoir.

14. Securely fasten the seat belts. The operator and anyone riding in the cab should be seated and have seat belts securely fastened at all times the truck is in operation.

15. As soon as the engine coolant temperature, oil pressure, and system air pressure and/or battery charge reach normal operating range, the truck may be put into operation.

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5-4

SECTION 6 OPERATION INTRODUCTION The safe operation of a Unit Rig MT Series truck is the primary responsibility of the driver as it is with any piece of equipment. A safety conscious driver operating a well maintained truck is less apt to be involved in an accident.

Remember, safe operation of any vehicle is no accident.

Prior to starting the truck, be certain to understand all of the basic safety rules of the mine and those outlined in this manual.

ENGINE STARTING The recommended procedure for starting the engine is outlined in detail in Section 5 - Engine Start. A walk around inspection (Section 4 - Pre-Operational Inspection) of the truck is recommended prior to starting the engine.

PROPULSION FORWARD-NORMAL OPERATION To drive the truck forward in normal operation: 1. Verify that the 24 Vdc system battery voltage is in the green band (24 to 28 Vdc).

2. Fully depress the Brake pedal and hold.

3. Verify that the area around the vehicle is clear of personnel and obstructions.

4. Move the Shifter to F (Forward).

5. Sound the truck’s primary horn to warn personnel in the area of impending truck movement.

6. Release the: a. Park Brake b. Load Brake

c. Hand Brake d. Brake pedal 6-1

7. Depress the Throttle/Accelerator pedal. Use the pedal to assist in regulating the truck’s speed.

DO NOT allow the truck to roll backward prior to accelerating it forward. If the truck is on a grade and moves backward, bring it to a complete stop first.

NOTE: Prior to placing the truck into normal operation, it is recommended that the steering, dynamic retarding, and brake systems be checked through a series of maneuvers utilizing each system. If any system does not function normally, stop the truck and notify the appropriate personnel.

NOTE: For slow speed maneuvering, especially in confined locations, it may be desired to use the Brake pedal to assist in controlling the trucks movement.

REVERSE To back the truck up, proceed as follows: 1. Verify that the 24 Vdc system battery voltage is in the green band (24 to 28 Vdc).

2. Fully depress the Brake pedal and hold.

3. Verify that the area behind the vehicle is clear of personnel and obstructions.

Remember that visibility to the rear of the truck is somewhat limited, especially directly behind the dump body, so make an extra check to see that the intended travel path is clear.

4. Move the Shifter to R (Reverse) position. The back-up lights and alarm should come on automatically. The engine will remain at low idle speed.

5. Sound the truck’s primary warning horn to clear any personnel in the area.

6. Release the: a. Park Brake b. Load Brake 6-2

c. Hand Brake d. Brake pedal

7. Depress the Throttle/Accelerator pedal. Use the Throttle/Accelerator and Brake pedals to control the truck’s speed and maneuver the truck as required.

DO NOT allow the truck to roll forward prior to accelerating it rearward. If the truck is on a grade and it starts to move, bring it to a complete stop first.

DYNAMIC RETARDING To slow and stop the truck, or control the speed on a downgrade, release the Throttle/Accelerator pedal, and depress and hold the Dynamic Retarding pedal.

The further the pedal is depressed, the greater the retarding action.

NOTE: Dynamic retarding is designed to decelerate the truck and bring it to a stop.

The Dynamic Retarding pedal should be slightly depressed before going over the crest of a hill, then depressed as required to maintain the desired speed on the downgrade. This procedure permits the retarding system to function at maximum efficiency and reduces the lag or delay normally noted between pedal movement and the onset of retarding.

Unit Rig trucks employ a dynamic retarding system as the primary means of decelerating the truck and maintaining speeds on downgrades. In dynamic retarding, the wheelmotors are caused to function as generators, to transform the kinetic energy (the energy keeping it moving) of the truck into electrical energy.

This energy is forced through an air-cooled resistor grid that releases the energy as heat to the surrounding air.

NOTE: It is important to remember that the dynamic retarding system is designed to operate most efficiently in a specific speed range. This range varies with truck size and load, electrical propulsion system, and grade on which it is operated.

IMPORTANT: It should also be remembered that the dynamic retarding effort is generated only by the wheelmotors. The dynamic retarding system should be used alone (without the friction or service brake system) whenever possible, to minimize unnecessary component wear.

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Truck speed can be controlled efficiently by dynamic retarding, over a specific speed range. The amount of dynamic retarding effort available is maximum and constant in the speed range of 1 to 15 mph (2 to 24 km/hr). At speeds in excess of 15 mph (24 km/hr), the amount of dynamic retarding effort available decreases as the speed continues to increase.

NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt) systems provided by General Electric (GE) there are two speeds listed for each grade, the higher speed short time retard and the reduced, standard rated retard speeds.

An indicator light is on when the system is operating or approaching operation in the reduced or standard retarding mode. Otherwise the system is automatically in the increased or short time rating dynamic retarding mode.

The chart at the end of this manual represents the typical dynamic retarding curve for a specific model of truck, operating at specific weight restrictions. The chart is keyed to reflect two distinct operating zones: 1. Normal Operating Area. This is the safe speed range in which the truck may be operated for the variety of grades designed for.

2. Normal Operating Limits. This area designates the maximum limitations of the dynamic retarding system with respect to truck speed and amount of grade.

To determine the operational limit for a particular grade, proceed as follows: 1. Determine that the following truck equipment is the same as that listed on the chart: a. Truck model and size. b. Tire size. c. Wheelmotor and gear ratio used. d. Payload and gross vehicle weight.

NOTE: Performance characteristics depend greatly upon vehicle weight. Heavy bed liners, accumulations of mud or other materials, extra optional equipment, etc., adds to the weight in the same way a payload or overload does. If the truck’s empty vehicle weight (EVW) or gross vehicle weight (GVW) exceed those 6-4

listed on the curves, contact the appropriate mine or Unit Rig personnel for revised operational information.

2. Determine the actual grade in question and whether it will be descended loaded or empty. Also determine the rolling resistance of the grade, as this will affect the effective grade that the truck is experiencing.

3. Locate the grade or slope involved on the vertical axis (column of numbers) of the chart. Note that the left axis is used if the truck is loaded and the right axis if the truck is empty during the descent.

4. Draw a horizontal line across the chart, starting at the selected grade in step 3.

This will assist in identification of the speed limits.

NOTES: 1. If the truck’s speed is in excess of the limits, it will be necessary to use the truck’s friction brake system as a supplement to the retarding system to slow the truck to speeds within the operating envelope.

2. On trucks equipped with the General Electric (GE) 240 ton (218 mt.) propulsion system, there are two curves or speeds. The slower speed is the standard rated speed that the truck will operate at regardless of the operating environment or component temperatures. The slightly increased speed curve represents the short time rating that the truck will operate at if the component operating parameters are maintained. The control system will automatically change from one configuration to the other based on the temperatures monitored by the system.

Consult the appropriate mine personnel for the recommended operating speeds.

OVERSPEED RETARDING Included in the truck’s propulsion system is a feature called overspeed retarding.

In this feature, a preset maximum speed is selected by an adjustment on the electronic control system. This speed is used as a maximum speed limiter for safety consideration and is not to be used as a speed governor. Normal dynamic retarding is still the desired method of controlling truck speed when decelerating or maintaining speeds on downgrades.

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As truck speed approaches this setting, propulsion output is automatically reduced to minimize the ability to reach the overspeed setting. If the speed is allowed to increase to this level, the control system discontinues propulsion and switches to full dynamic retarding mode. After the vehicle has slowed to a preset speed below the activation level, the system again switches and reverts to normal propulsion if it is still demanded by the operator. This fast, repetitive cycling from propulsion to retarding and back is an undesirable operating mode and is the reason that operation in overspeed is not recommended.

A feature has been installed that allows two separate overspeed settings to be made. Typically, a decreased speed setting is incorporated when the truck is loaded. This limits the truck to a speed consistent with the loads being carried and the terrain being followed. A second, increased, speed is allowed for an empty truck. This speed improves truck speed when speed control is not as critical. In a typical installation sensors automatically select the default or lower setting when the truck is indicated as being even partially loaded. When the load is dumped, one of several reset methods (such as the use of the Dump Control or Load Brake controls) allows the system to switch to the higher empty setting until the truck is again loaded.

An operator should always be aware of the overspeed setting(s) and control the trucks speed to remain below the preset levels at all times.

RETARDING SPEED CONTROL The retarding speed control feature was developed to assist the operator in maintaining a constant speed when retarding on downhill grades, a form of “cruise control” in dynamic retarding. When activated, the system eliminates the normal requirement that the operator control the amount of retarding effort provided (and the truck speed) by means of a foot pedal, replacing it with automatic controls electronically operated by the propulsion system. The operator inputs are only to control activation and override (if needed) and to set or adjust the desired truck speed range.

To operate the system proceed as follows: 1. At the time the Dynamic Retarding pedal would normally be depressed, activate the system by pulling the “mushroom shaped” Retarding Speed Control switch.

6-6

NOTE: The system can be activated earlier as the control is overridden whenever the Throttle/Accelerator pedal is depressed.

2. Verify that the amber Retarding Speed Control On indicator on the dash lights.

3. Adjust the Retard Speed Control potentiometer to the approximate position for the speed desired.

NOTE: Since the system actually controls the retarding effort and not the speed, the control is marked simply Maximum and Minimum. The speed settings are not defined.

4. When the Throttle/Accelerator pedal is released: a. If the truck is operating at more than 2 mph (4 km/hr) below the operator preset speed, the electrical propulsion system will cycle into the coast mode. b. If the truck is operating at a speed above 2 mph (4 km/hr) faster than the operator preset speed, the propulsion system will cycle into the dynamic retarding mode. c. The system will automatically increase or decrease the amount of retarding effort developed to maintain the preset speed.

5. To increase the speed, turn the speed control potentiometer clockwise (CW); to lower the speed turn it counter-clockwise (CCW).

6. If additional retarding effort is needed (up to the normal operational limits of the system), depress the Dynamic Retarding pedal. The retarding system is controlled by the greater of the demands from the pedal or retard speed control system.

7. If the Throttle/Accelerator pedal is depressed while in retarding speed control operation, it overrides the controls and the truck operates normally, with the exception that retarding speed control automatically will return the moment the Throttle/Accelerator pedal is released.

8. If the downhill grade lessens or the truck slows to a speed more than 4 mph (6 km/hr) less than the set speed, the retarding contactors may automatically drop out and the truck will revert to a coast mode.

6-7

9. To exit retarding speed control, push the “mushroom shaped” control button in.

The indicator should go off.

NOTE: To prevent constant cycling of the system it is recommended that the retard speed control system be turned off at all times when not actually in use.

BRAKING NORMAL BRAKING To bring the truck to a complete stop under normal operating conditions: 1. Release the Throttle/Accelerator pedal.

2. Depress the Dynamic Retarding pedal to decelerate the truck to a stop.

NOTE: It is recommended that it be decelerated to a speed of approximately 1 mph (2 km/hr).

3. Depress the Brake pedal to actuate the friction brakes, regulating any braking by the amount the pedal is depressed.

The friction brake system is not intended to be used to slow or retard the truck in normal operation. Instead, its use is intended only for slow speed stopping, short term parking and in emergencies (at any speed). Use of the friction brakes during normal operation will result in excessive heat and subsequent reduction of brake effectiveness, should the brakes be required for emergency stopping.

EMERGENCY BRAKING

In the event that the friction brake system is used to stop the truck in an emergency, do not attempt to move the truck until the problem causing the emergency has been corrected and the entire friction brake system has been inspected and determined to be operational.

6-8

1. If dynamic retarding effort is not operating properly, the friction brake system should be used to bring the truck to a safe, controlled stop as quickly as possible. The brake system is controlled by the Brake pedal with the amount of braking increasing the further the pedal is depressed. ! WARNING Unless required to prevent the truck from skidding, do not pump the Brake pedal in an emergency braking situation, as this is contrary to system design, and may result in excessive heat and a subsequent decrease in braking effectiveness. Always apply the brakes sufficiently to bring the truck to a safe stop as quickly as possible. Park the truck in a SAFE POSITION. In the event of a malfunction of the dynamic retarding system, do not attempt to use the friction brake system alone to continue operating the truck.

2. If normal braking (pedal controlled) is not functioning properly, or a problem is indicated by an indictor light, use all of the truck’s retarding and braking controls (including the Hand and Load Brake controls) to bring the vehicle to a safe, controlled stop.

Do not apply park brakes with truck in motion as brake system components may be damaged.

PARKING SHORT TERM (Operator remains in cab) NOTE: This procedure is for short term parking only, with the engine running (for places such as at the shovel or for dumping). If the truck is to be parked for an extended period of time, the engine shut off, or the operator must leave the cab, the procedures for long term parking should be followed.

The truck may be parked for short term parking as follows: 1. Bring the truck to a complete stop with the truck’s dynamic retarding and/or friction brake systems, as described under Braking. Fully depress the Brake pedal once the vehicle has stopped.

6-9

2. Move the Shifter to the N (Neutral) position.

3. Pull the Load Brake switch out to apply.

4. Release the Brake pedal; the truck should not move.

Do not leave the cab with the truck in this configuration.

5. To move the truck again, follow the procedures outlined under Propulsion.

NOTE: It is recommended that the Park Brakes not be applied for short term parking (loading, dumping, etc.), as long as the operator remains in the cab and the engine is running. If the truck is left unattended, or the engine shut off, the long term parking procedures must be followed.

LONG TERM - SAFE POSITION (Cab unattended) The truck may be parked in SAFE POSITION for long term parking as follows: NOTE: A SAFE POSITION is defined as: 1. The truck’s front or rear wheels are driven into a ditch, or 2. The truck is driven up against a berm or a bank, or 3. Chocks are placed in front of and behind the rear wheels, and are sufficient to hold the truck on the grade it is parked.

The truck will be in a SAFE POSITION if these practices are followed, and if the truck will not move if the brakes are released.

NOTE: These procedures must be followed any time the truck is left unattended, the engine is shut down, or a problem exists in the friction brake system.

1. Bring the truck to a complete stop with the truck’s dynamic retarding and/ or friction brake systems, as described in the instructions under Braking. Fully depress the Brake pedal once the truck is stopped.

2. Move the Shifter to the N (Neutral) position.

3. Pull the Load Brake Switch out to apply the truck’s rear brakes.

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4. Move the Park Brake switch to Apply position and hold until the Park Brake indicator lights (approximately 2 seconds).

NOTE: On newer and modified trucks, the switch may be detented to remain in the Apply position.

Do not leave the truck parked unattended with the Loading Brake only applied. Always park the truck securely in a SAFE POSITION, with the Park Brake applied.

5. Release the Brake pedal and Hand and Load brakes. The truck must remain stationary.

6. If the engine is to be stopped, follow the steps outlined under Engine ShutDown.

7. Only after it is certain that the truck will remain secure and cannot accidentally move should the truck be left unattended.

8. If available, use wheel chocks to secure the truck.

NOTE: Always park the truck where other vehicles can easily pass. If for any reason it is necessary to park on the haul road, it is recommended that flares or some other warning sign be used. (Flares should be used for poor visibility, darkness, blind curves, narrow roads, or any other similar situation.)

LOADING Although the operator does not actually load the truck, the operator does exercise a great deal of control over the effectiveness of the loading operation.

Important procedures to remember when loading are: 1. Enter the loading area with caution. Be prepared for trucks or other equipment in the area, and other loaded trucks leaving the area.

2. Be observant of the entire situation. Note the location of power cables and bridges over or under them, the position of the shovel or other loading 6-11

equipment, and other details of importance. ! DANGER

Never drive over unprotected electrical power cables.

3. Park in a location a safe distance from the loading operation to await loading.

4. Be prepared to enter load site when instructed to do so. Always follow the signals of the Spotter or Shovel Operator.

5. Once spotted, stop the truck by depressing the Dynamic Retarder and/or Brake pedal.

Do not apply the park brake when loading. Damage may occur due to load being dropped causing truck to move. During loading, do not stop the truck in or on piles of material, as damage may result to the tires, frame, or other components.

6. Pull out the Load Brake control.

7. Move the Shifter to the N (Neutral) position.

8. Release the Brake pedal. The truck should remain stationary.

9. Generally, it is recommended that the driver remain in the truck cab during loading.

10. Be prepared to pull away from the load site, once loading is complete and signaled to proceed.

11. Verify that the anticipated path of travel from the loading site is free of personnel and obstacles, and that no personnel are on or around the truck.

12. Place the Shifter in the F (Forward) position.

13. Sound the appropriate blasts with the truck’s horn, to indicate impending forward movement.

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14. Release the Load and Hand Brakes and Brake pedals, depress the Throttle/ Accelerator pedal, and drive forward.

15. Operate the truck according to normal procedure.

HAULAGE Important points to remember while hauling include: 1. Always drive on the proper side of the haul road. Maintain an adequate distance from the bank or berm, but stay on the assigned side of road.

2. Maintain the speed limits as posted or instructed by the mine, and always allow for poor driving conditions. ! WARNING

Faulty speedometer readings (zero or an obvious error while the truck is in motion) may indicate that a condition exists which could result in damage to truck components, especially the wheelmotors. If this condition exists stop the truck immediately and park in a SAFE POSITION. Get help. Do not move the truck until the problem has been identified and corrected.

3. Use the dynamic retarding system to maintain truck speed on grades, and to decelerate the truck to a stop. Remember to apply the Dynamic Retarding pedal prior to reaching the crest of the down hill slope, and use it to control the speed of the truck. A common recommendation is to never enter or drive a loaded truck on a downgrade at speeds in excess of 15 mph (24 km/hr). Follow the guidelines established by the mine to govern speed.

NOTE: The amount of retarding effort available is directly related to the speed of the truck. This amount remains at a maximum or constant level from speeds of 1 to 15 mph (2 to 24 km/hr). Above this speed the amount of retarding effort available reduces as the speed continues to increase. However, the amount of dynamic retarding required to control the truck will continue to increase throughout the entire operating range. This creates a range or limits within which the truck should be operated that will vary with truck load, speed, electrical propulsion system, and the grade involved. Operation at speeds in excess of these limits will mean that sufficient retarding effort may not be available to 6-13

control the truck without the assistance of the friction brakes. Information on how to determine this safe operating range is contained in Section 6 - Operation of this manual, but always check with the appropriate mine personnel for these speeds in particular areas of your mine.

The friction brake system is not to be used to slow or retard the truck in normal operation. Instead, its use is intended only for slow speed stopping, short term parking and in emergencies (at any speed). Use of this system during normal operation will result in excessive heat and subsequent reduction of brake effectiveness, should the brakes be required in an emergency.

4. Do not use the truck’s overspeed retarding system to control truck speed. This system, which causes the electric drive system to change from the propulsion to the maximum retarding effort available mode if a preset speed is exceeded, is designed to serve as a back-up control device, and not as a normal service control.

5. Maintain a safe following distance behind other trucks. This distance should be sufficient to allow stopping, should another truck make a sudden stop. Always consider road and weather conditions.

6. Passing should be done only in designated areas (if allowed in the mine). A relatively long distance may be required to pass. Allow adequate clearance between trucks, and pass only when it is safe to do so.

7. Always slow down prior to approaching an intersection or sharp curve. It is better to maintain a safe, slow speed than to possibly lose control of the truck.

8. When operating on a side slope, extra care must be taken when turning to maintain proper truck stability.

9. In the event of equipment malfunction (such as the engine or electrical system) while the truck is in motion, provisions have been made for maintaining a sufficient level of steering and braking to allow the vehicle to be brought to a safe stop.

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LOSS OF STEERING An accumulator supplied auxiliary steering system is included to provide pressurized flow of hydraulic oil to the steering system in the event of engine or pump malfunction. This flow is to assist in controlling of the truck during the braking process and should not be used to attempt to continue operating the truck.

Additional accumulators have been installed to provide a reservoir of stored pressurized fluid (energy) sufficient to allow steering of the truck to a safe stop in the event of a loss of hydraulic supply pressure.

On trucks equipped with a manual power supply system, a separate pump, powered by motors driven directly from the truck’s 24 volt batteries, is provided to supplement the supply to the accumulators, with the resulting flows routed into the steering and brake supply accumulator systems. On these manual power supply pump equipped trucks a large manual pull-to-activate push-button is to control operation of the driving motors.

If a problem is noted in the steering control: 1. Immediately verify that the auxiliary steering system is being provided by the accumulators in the steering and brake systems by steering the truck slightly.

Bring the truck to a complete stop as soon as road conditions allow.

It is important to remember that the front wheels may not turn as rapidly with the auxiliary steering system as with normal steering.

2. On trucks equipped with the manual power supply system, pull the Manual Power Supply switch out, to activate this additional system.

3. Turn the Manual Power Supply Pump off (push in) immediately after bringing the truck to a safe stop.

DUMPING To dump the load, proceed as follows: 6-15

1. Enter the dump area with extreme care.

Verify that the dumping area is free of other vehicles, personnel and obstructions.

2. Back the truck to the dump site and position it safely. Be sure that the truck remains on level, stable, safe footing. Bring the truck to a complete stop with the dynamic retarding and friction brake system.

NOTES: 1. Always follow the directions of the appropriate personnel in the dump area.

2. Extra care must be used when on a side slope to ensure proper truck stability due to the dynamics of raising of the dump body and load shifting that occurs during the dump process. Do not raise the body on side slopes where the stability cannot be maintained.

3. Pull the Load Brake control out.

4. Place the Shifter in the N (Neutral) position.

5. Verify that no personnel are in the immediate dumping area. Also, check to see that there are no obstructions that will contact the dump body during dumping. Contact with such obstacles may cause unnecessary damage to the dump body and related equipment.

6. When it is clearly safe to dump: a. Move the Dump Controller lever to the Raise position. b. Accelerate the engine to rated speed (typically 1900 rpm) and hold.

NOTE: The rate at which the dump body rises is directly related to the engine speed, load, and valve (dump lever) position. To increase the rate at which the body raises, first move the Dump Controller lever to the maximum Raise position, then accelerate the engine by depressing the Throttle/Accelerator pedal as required. Be careful not to overspeed the engine.

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c. As the dump body reaches the fully raised position, release the Throttle/ Accelerator pedal and allow the engine to return to idle speed. Do not continue to raise the dump body to its greatest dumping position at a high rate of speed, as this may result in damage to the dump cylinders and other components.

NOTES: 1. The dump body should be raised only enough to allow the load to completely exit the body.

2. If the lever is released, it will automatically move to the Hold position, which will discontinue raising the dump body, and hold it in a raised position.

7. After the payload has been dumped, move the Dump Control lever forward through the Float position to the Lower position and hold, and accelerate the engine to rated speed. The dump body will begin to lower.

NOTE: In some instances (such as dumping on a flat surface), it may be necessary to move the truck ahead slightly to allow complete dumping of the payload. When this must be done, pull ahead slowly and carefully, as far ahead as required. Bring the truck to a complete stop.

NOTE: Some trucks are equipped with an additional interlock system, which prevents propulsion with the dump body raised. On these trucks, it is necessary to push the Dump Body Up Override button in while moving the truck.

8. When the dump body is approximately half of the way down, release the Dump Controller lever and Throttle/Accelerator pedal. The lever will automatically return to the Float position, and the dump body will settle onto the frame.

Hold the Dump Controller lever in the Lower position only until the dump body is approximately one-half the way down. Continued powering down of the dump body will result in the dump body striking the frame at a relatively high rate of speed as well as, creating excessive hydraulic oil temperature. With the dump control in the Float position, the dump body will settle onto the frame.

9. If so equipped, verify that the Dump Body Up indicator is Off. Also, verify that the dump body indicator (the hose attached to the canopy over the cab) is visible 6-17

in the windshield.

10. Verify that the anticipated path of travel away from the dump site is free of obstacles, and that no personnel are on or around the truck.

11. Place the Shifter in the F (Forward) position.

12. Sound the appropriate blasts with the truck’s horn to indicate impending forward motion.

13. Release the Load, Hand, and Brake pedal, depress the Throttle/Accelerator pedal, and drive forward.

14. Operate the truck in a safe manner, according to normal procedure.

ENGINE SHUTDOWN To shut the engine down in normal operation: 1. Park the truck in a SAFE POSITION, as outlined under long term Parking.

2. Prior to shutting the engine off, it is recommended that it be allowed to idle for three to five minutes, to allow the lubricating oil and engine coolant to carry heat away from the turbochargers, combustion chamber, bearings, shafts, etc.

3. To shut the engine off, turn the Engine Stop/Start switch to the Stop position.

NOTE: On some trucks equipped with a momentary stop type switch, it will need to be held in the Stop position until the engine stops operating. On trucks equipped with detented Stop position switches, it should be left in the Stop position.

Some trucks are equipped with an optional Engine Idle Timer. This feature provides an automatic means of allowing the engine to slowly cool prior to shutting off.

When the push-button is depressed, the engine’s internal circuitry performs the following: a. Causes the engine to operate at low idle speed, even if the Master Switch is 6-18

shut off. b. Starts a timer that stops the engine completely, typically in the range of 3 to 5 minutes after the button is depressed. c. On trucks equipped with the optional Detroit Diesel DDEC electronic fuel control systems it may be necessary to turn the Master Switch off then back on prior to restarting the engine.

4. Override features may be included which: a. Prevent the activation of the timer system unless the park brakes have been activated. b. Disable the sequence if the Shifter is moved from the N (Neutral) position.

5. As the engine oil pressure decreases, the alarm will sound. This will stop when the Master Switch is turned Off. Upon leaving the cab, remember to switch the Master Switch to the Off position.

On trucks equipped with the optional Emergency Engine Stop switch, the engine may be shut down by operating this control which is located on the lower control panel, and optionally located on the frame (depending on the requirements of the mine). However, use of these controls is recommended only in emergencies or if the normal controls will not stop the engine. If use of this is required to stop the engine, report the condition immediately.

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CALIFORNIA PROPOSITION 65 INFORMATION TO CALIFORNIA CUSTOMERS AND TO CUSTOMERS SELLING DIESEL ENGINE EQUIPMENT INTO OR FOR USE IN CALIFORNIA Propostion 65, a California law, requires warnings on products which expose individuals in California to chemicals listed under the law, including certain chemicals in diesel engine exhaust.

Obligations of Manufacturers of Diesel-Powered Off-Road Equipment. The California Superior Court has approved either of the following two methods of compliance with Propostion 65 requirements by manufacturers of off-road equipment containing diesel engines. (The court order containing these provisions may be furnished on request.)

1.

On-Equipment Warning. Place the warning pictured in attachment 1 on all equipment shipped by you into or for sale in California after January 1, 1996. The warning must be in a location where it is easily visible to the operator of the equipment when (s)he is operating the equipment. The warning must be secured to the equipment. If warnings or operating instructions are provided through a digital display, you may use that method of providing the warning.

2.

Operator Manual Warning. When the operator manual is next revised or by December 31, 1995, whichever is earlier, place the warning in attachment 2 in the operator manual. The warning may be either printed in the manual or on a sticker.

The warning must appear in one of the following locations: * Inside the front cover * Inside the back cover * Outside the front cover * Outside the back cover * As the first page of text Under either alternative, the warning must appear in the same size, print and format as the attachment selected or be of an equally conspicuous size and format. If the warning is provided in an onscreen display, the warning must contain the language in the attachment and must be provided at the time of or in connection with ignition in the same manner as other safety warnings electronically communicated on screen.

Obligation of Resellers of Diesel Engines. This letter must accompany any loose diesel engine sold in California.

Should you have any questions, please call Detroit Diesel Corporation, (313) 592-5000.

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Attachment 2

CALIFORNIA Proposition 65 Warning Diesel Engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects and other reproductive harm.

WARNING: Battery Posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and reproductive harm.Wash hands after handling.

http://www.cat.com June 2013

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