Hitachi AH250-D AH300-D Articulated Dump Truck Service Manual (KM8TE-E-01) by www.heydownloads.com

AH250-D & AH300-D 6X6 ARTICULATED DUMP TRUCK SERVICE MANUAL Document Part Number KM8TE-E-00 (872150)

TO THE SERVICE PERSONNEL WARNING Do not operate the machine unless you have read the Operator’s Manual and fully understand how to operate the machine properly. This manual is written for an experienced technician and are on-the-job guides containing only the vital information needed for diagnosis, analyses, testing and repair. Essential tools required in performing certain service works are identified and in this manual and are recommended for use. The safe operation of your HITACHI machines very important to prevent any personal injury and/ or damage. This manual must be read and fully understood before carrying out any tests on your HITACHI machine. Right and left hand sides are determined by facing in the direction of forward travel. This manual is divided into chapters. The information contained in the manual is in logical sequence, with the instructions written in step by step format. Effective maintenance on your HITACHI machine is achieved when personnel fully understand the information contained in this manual. Every effort has been made to ensure that the information contained in this manual was correct at the time of publication. HITACHI. has a policy of continuous product development, improvement, and design. HITACHI. reserves the right to change, amend and update the design of its product at any time without prior notice. With this policy, changes may have occurred that are not included in this manual.

SAFETY SYMBOL The following safety symbol is used for all safety messages. When you see the safety symbol, follow the safety message to avoid personal injury or death. WARNINGS and CAUTIONS must be read, fully understood and followed, before carrying out the action or maintenance procedure concerned. WARNINGS and CAUTIONS are always placed before any action or maintenance procedure where personal injury and/or damage to the machine could occur if that action, test or maintenance procedure is not carried out correctly.

WARNING AND CAUTION SYMBOL Throughout this manual the word WARNING is used to alert the operator and others of the risk of personal injury during the operation of the equipment. CAUTION indicates the possible damage to the machine. NOTE highlights information of special interest.

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.

AH250-D & AH300-D 6X6 ARTICULATED DUMP TRUCK SERVICE MANUAL THIS MANUAL IS APPLICABLE TO AH250-D 6X6 ADT AH300-D 6X6 ADT

Document Part Number KM8TE-E-00 (872150)

Revision:0 (Revised: )

IMPORTANT Due to HITACHI policy of continuous product improvement, the information contained in this manual was correct up to the time of printing (Revised date of manual). Any changes after this date will only be included in the next update of this manual. The illustrations in this manual are pictorial and not necessarily true representations of components. Photographs and illustrations may show optional equipment.

ABBREVIATIONS

ABBREVIATION LIST The table below lists the abbreviations used in this manual:

Abbreviation

Meaning

Abbreviation

Meaning

ºC

degrees Celsius

Newton metre

ºF

degrees Fahrenheit

psi

pounds per square inch

ampere

PTO

Power Take-Off

ADT

Articulated Dump Truck

Reverse

ampere hours

r.p.m.

revolutions per minute

circuit breaker

ROPS

diagnostic

Roll Over Protective Structure

drive

SMR

Service Meter Reading

DNS

Do Not Shift

Single Speed

ECU

Electronic Control Unit

SSM

Sealed Switch Module

FOPS

Falling Objects Protective Structure

USGAL

United States Gallon

Volt

foot (feet)

yd³

cubic yard

ft lb

foot pound

OBW

On Board Weighing

Horsepower

ISO

International Standards Organisation

kilogram

kilometre

km/hr

kilometres per hour

kPa

kilo pascal

kilowatt

pound

LCD

Liquid Crystal Display

LED

Light Emitting Diode

m³

cubic metre

Neutral

m.p.h.

miles per hour

MSDS

Material Safety Data Sheet

REVISION 0

ABBREVIATIONS

REVISION 0

AMENDMENT The table below is a record of amendments made to this manual after the publication date.

Amendment Record Sheet Amendment

REVISION 0

Page No’s. Replaced

Date

Page amended/ Pages Inserted By

AMENDMENT

REVISION 0

INTRODUCTION

INTRODUCTION WARNING All specifications in this manual apply to a standard machine as supplied by the factory and any modifications done to the machine such as greedy boards, etc. will result in different specifications and we as OEM cannot take responsibility for this. Read this manual carefully for it has been produced to assist you in the correct operation, maintenance and care of your HITACHI machine. Failure to do so could result in personnel injury or equipment damage. Right and left hand sides are determined by facing in the direction of forward travel. Warranty is provided as part of HITACHI support program for customers who operate and maintain their equipment as described in this manual. The warranty is explained on the warranty certificate which you should have received from your dealer. Should the equipment be abused, or modified to change its performance beyond the original factory specifications, the warranty will become void and field improvements may be denied. This manual is divided into chapters. The information contained in the manual is in logical sequence, with the instructions written in step by step format. Effective maintenance on your HITACHI machine is achieved when personnel fully understand the information contained in this manual. Every effort has been made to ensure that the information contained in this manual was correct at the time of publication. HITACHI. has a policy of continuous product development, improvement, and design. HITACHI. reserves the right to change, amend and update the design of its product at any time without prior notice. With this policy, changes may have occurred that are not included in this manual. Whilst every endeavour has been made to provide accurate and reliable information, HITACHI Co. specifically disclaims any actual or implied warranty and under no circumstances shall be liable for any loss, damage or injury to person or property suffered, whether direct, indirect or consequential, arising from the use of this manual. In particular and without detracting from above, the disclaimer also applies in the event of any specification, warning, or representation contained in this manual being inadequate, inaccurate, or unintentionally misleading. The user is urged to strictly comply with the instructions and warnings that are given in the interests of general safety. Please do not hesitate to contact your HITACHI Product Support Representative whenever you have a query on your HITACHI product or this manual. The following address list was correct at 2 May 2001.

REVISION 0

INTRODUCTION

REVISION 0

SAFETY

SAFETY SPECIFICATION This machine complies to the CE Specification.

SAFETY FEATURES

5 6

10 30D0002CV

ROPS/FOPS Cab Protection. The Roll Over Protective Structure has been certified to meet specified test requirements according to SAE J1040 and ISO 3471. The Falling Objects Structure has been certified to meet specified test requirements according to SAE J/ISO 3449 and ISO 3449. Cab with Heater/Defroster. Positive pressure ventilation system circulates both outside and inside air through filters for a clean working environment. Built in defroster vents direct air flow for effective window de-fogging/de-icing.

Dump Body Service Lock.

Stop/Back lights. Highly visible lights.

Backup Alarm.

Independent Parking Brake.

REVISION 0

Articulation locking Bar.

Secondary Steering. Ground driven, continuously in operation. Secondary steering indicator light will light when activated.

Air Horn.

10. Halogen Lights and Turn Signals. 11. Engine Fan Guard. 12. Bypass Start Protection. 13. Exhaust Brake and Transmission Retarder (If Equipped). 14. Safety Belt Retractors. 15. Mirrors. 16. Large Windshield Wiper With Washer.

SAFETY

MATERIAL SAFETY DATA SHEETS (MSDS) The Federal Occupational, Safety and Health Administration (OSHA) Standard 29 CFR 1910.1200 and in some cases, State and Local Right-to-Know laws, may require that specific MSDS be available to the employees prior to operating this equipment. This may include information on substances contained in this equipment such as antifreeze, engine oil, battery acid, hydraulic fluid and freon (if equipped with an air conditioner). To ensure a prompt response, please be sure to include your return address and ZIP (postal) code, along with the model, serial number and/or VIN number of your machine.

UNAUTHORISED MODIFICATIONS OF THE ROLL OVER PROTECTIVE STRUCTURE (ROPS) AND THE FALLING OBJECTS PROTECTIVE STRUCTURE (FOPS) Do not make unauthorised modifications or alterations to the ROPS and FOPS such as: welding on extinguisher brackets, CB aerial brackets, fire suppression systems etc. Unauthorised modifications will affect the structural limits of the ROPS and FOPS and will void the certification (and increase the risk of an adverse safety incident.) The Roll Over Protective Structure has been certified to meet specified test requirements according to SAE J1040 and ISO 3471. The Falling Objects Protective Structure has been certified to meet specified test requirements according to SAE J/ISO 3449 and ISO 3449, Level II. Any planned modification or change must be reviewed in advance by the HITACHI Engineering Department to determine if the modification or change can be made within the limits of the certifying tests. It is important that each person in your organisation, including management, be made fully aware of these rules involving ROPS and FOPS. Whenever anyone sees unauthorised modifications or changes to a machine’s ROPS or FOPS both the customer and manufacturer must be notified in writing. The protection offered by ROPS or FOPS will be impaired if they are subjected to structural damage, is involved in an overturn incident, or is altered in any way and as such ROPS or FOPS must be replaced, not reused.

LOOSENING OR REMOVAL OF THE ROLL OVER PROTECTIVE STRUCTURE (ROPS) AND THE FALLING OBJECTS PROTECTIVE STRUCTURE (FOPS) Make sure that all parts are installed correctly if the ROPS or FOPS is loosened or removed for any reason. Once the mounting bolt and nut assembly has been removed or loosened it must be replaced with new parts as specified in the parts manual. Tighten the mounting bolts to the correct torque specification as specified in the parts manual. Failure to comply could compromise product safety and increase the risk to safety. A damaged ROPS or FOPS must be replaced, not reused.

NOISE EMISSION LEVELS The sound pressure was tested according to ISO 6394 (SAE J/ISO 6394) and the sound power was tested according to ISO 6393 (SAE J 2102).\plain \par

GENERAL SAFETY Be sure all operators of this machine understand every safety message. Replace operator’s manual and safety decals immediately if missing or damaged.

REVISION 0

SAFETY Operate Only On Solid Footing

SAFETY REGULATION Every country (State) has its own safety regulations. It is the obligation of the operator to know and follow these. This also applies to local regulations covering different types of work. Should the recommendations in this manual deviate from those of your country, your local safety regulations should be followed.

Mounting And Dismounting The Machine

Operate only on solid footing with strength sufficient to support machine. Be alert working near embankments, excavations and with bin raised. Avoid working on surfaces that could collapse under machine. Use caution when backing up to berms before dumping load. Keep Riders Off the Machine

Always use the handrails and steps provided to get on and off the machine. Use both hands and face the machine. Never get on or off a moving machine. Never jump off the machine. Use a hand line to pull equipment up onto the platform, do not climb on or off the machine carrying tools or supplies. GD0015CFM

Use extra care when mud, snow, or moisture present slippery conditions. Keep steps clean and free of grease, oil and foreign objects.

Do not allow unauthorised personnel on the machine.

Avoid Work Site Hazards

Prepare for Emergencies

GD0017CFM

Keep a first aid kit and fire extinguishers handy and know how to use them. Inspect and have your extinguisher serviced as recommended on its instruction plate. Keep emergency numbers for doctors, ambulance service, hospital and fire department near your telephone.

GD0014CFM

Avoid Overhead Power Lines Never move any part of the machine within 4 m (13 ft) plus twice the line insulator length, as serious injury or death may result.

REVISION 0

SAFETY If uncertain about safe handling or use of these chemical products, contact your authorized dealer for a Material Safety Data Sheet (MSDS).

Avoid Backing Over Accidents

GD0016CFM

Make sure all persons are clear of machine path before moving the machine. Where conditions permit, raise bin for better visibility to the rear. Use mirrors to assist in checking all round machine. Keep windows, mirrors and backup alarm clean and in good condition. Use a signal person when backing if view is obstructed and/or in close quarters. Keep signal person in view at all times. Use prearranged hand signals to communicate. Handle Chemical Products And Flammable Fluids Safety GD0018CFM

Exposure to hazardous chemicals can cause serious injury. Under certain conditions, lubricants, coolants, paints and adhesives used with this machine may be hazardous.

Handle fuel with care, as it is highly flammable. Do not smoke or go near an open flame or sparks while refuelling. Always stop the engine before refuelling the machine and fill the fuel tank outdoors. Keep all fuels and lubricants in properly marked containers and away from all unauthorised persons. Do not smoke in the storage areas. Store oily rags and other flammable material in a protective container, in a safe place. Do not weld or flame cut pipes or tubes that have contained flammable fluids. Clean them thoroughly with nonflammable solvent before welding or flame cutting them. Starting fluid is highly flammable. Keep all sparks and flames away when using it. To prevent accidental discharge when storing the pressurised can, keep the cap on the can and store it in a cool protected place. Do not burn or puncture a starting fluid container.

REVISION 0

SAFETY Clean the Machine Regularly

If you spill acid on yourself:

Wait until the engine has cooled before removing trash from areas such as the engine, radiator, batteries, hydraulic lines, fuel tank and operators cab. Remove any grease, oil or debris build-up. Keep the machine, especially the walkways and steps, free of foreign material, such as debris, oil, tools and other items which are not part of the machine.

• Flush your skin with water. • Apply baking soda or lime to help neutralise

Prevent Battery Explosions and Acid Burns

the acid. • Flush your eyes with water for 10 - 15 minutes and get medical attention immediately. If acid is swallowed:

• Drink large amounts of water or milk. • Then drink milk of magnesia, beaten eggs, or vegetable oil. • Get medical attention immediately. Wear Protective Equipment

GD0019CFM

The standard battery supplied with the machine is a sealed type that does not need maintenance. Keep sparks and flames away from the batteries. If a non-sealed battery is subsequently installed, keep sparks and flames away from the batteries. Use a flashlight to check the battery electrolyte level. Use a voltmeter or hydrometer to check battery charge. Never place a metal object across the posts. Always remove the grounded (Negative -) battery clamp first and replace it last. Do not smoke in areas where batteries are being charged.

GD0013CFM

Wear a hard hat, protective glasses and other protective equipment as required by the job conditions. Do not wear loose clothing or jewellery that can catch on controls or other parts of the machine. When you drive connecting pins in or out, guard against injury from flying pieces of debris by wearing goggles or protective glasses. Prolonged exposure to loud noise can cause impairment or loss of hearing. Wear a suitable hearing protective device such as earmuffs or earplugs. Wear gloves when handling wire rope cable.

Sulphuric acid in battery electrolyte is poisonous and is strong enough to burn skin, eat holes in clothing and cause blindness if splashed into the eyes.

Use the Seat Belt

Avoid the hazard by:

The seat belt must not be altered or modified in any way. Such changes can render the belt ineffective and unsafe.

• Filling the batteries in a well ventilated area. • Wearing eye protection and rubber gloves. • Avoid breathing fumes when electrolyte is added.

• Avoid spilling or dripping electrolyte.

REVISION 0

Use a seat belt at all times to minimise the chance of injury in an accident.

The seat belt is designed and intended for the seat’s occupant to be of adult build and for one occupant of the seat only.

SAFETY Avoid High Pressure Fluids Escaping fluid under pressure can penetrate the skin causing serious injury. Relieve the pressure before disconnecting hydraulic or other lines. Tighten all connections before applying pressure. Keep hands and body away from pinholes and nozzles which eject fluids under high pressure. Use a piece of cardboard or paper to search for leaks. If any fluid is injected into the skin it must be surgically removed within a few hours by a doctor who is familiar with this type of injury or gangrene may result. Stay Clear Of Moving Parts Entanglements in moving parts can cause serious injury. Stop engine before examining, adjusting or maintaining any part of the machine with moving parts. Keep guards and shields in place. Replace any guard or shield that has been removed for access as soon as service or repair is complete. Beware of Toxic Fumes

If a solvent or paint stripper is used, wash surface with soap and water. Remove solvent or paint containers before welding and allow at least 15 minutes before welding or heating. Dispose of Waste Properly Improper disposal of waste can threaten the environment. Fuel, oils, coolants, filters and batteries used with this machine may be harmful if not disposed of properly. Never pour waste onto the ground, down a drain or into any water source. Air conditioning refrigerants can damage the atmosphere. Government regulations may require using a certified service centre to recover and recycle used refrigerants. If uncertain about the safe disposal of waste, contact your local environmental centre or your dealer for more information. Start Only From Operator’s Seat

WARNING Never turn the ignition switch On and immediately OFF again. This will reset the cranking time and damage to the starter motor can occur.

GD0020CFM

Prevent asphyxiation. Engine exhaust fumes can cause sickness or death. Operate only in well ventilated indoor areas. Avoid hazardous fumes by first removing paint on painted surfaces before welding. Wear an approved respirator when sanding or grinding painted surfaces.

GD0022CFM

Avoid unexpected machine movement. Start engine only while sitting in operator’s seat. Ensure all controls and working tools are in proper position for a parked machine.

REVISION 0

SAFETY Never attempt to start engine from the ground. Do not attempt to start engine by shorting across the starter solenoid terminals. Lower bin during work interruptions, apply park brake and be careful not to accidentally actuate controls when co-workers are present.

Welding Repairs NOTE: Disable electrical power before welding. Turn off main battery switch or disconnect positive battery cable. Separate harness connectors to engine, alternator and vehicle microprocessors.

Operating The Machine Avoid Tip Over Use safety belt at all times. Do not jump from machine if it tips. Use extra care when bin is raised. Machine stability is greatly reduced when bin is raised. Drive slowly, avoid sharp turns and uneven ground. Do not over load the machine.

GD0021CFM

Before operating machine after it has tipped, carefully inspect all hydraulic and electrical lines.

Avoid welding near fluid lines. Do not let heat go beyond work area near fluid lines.

Operating on Slopes

Remove paint properly. Wear eye protection and protective equipment when welding. Do not inhale dust or fumes.

GD0023CFM

Avoid side slope travel whenever possible. Check service brakes frequently when operating on slopes. The maximum slope will be limited by the ground conditions.

REVISION 0

SAFETY Tyre Information Welding or heating of the rim components, external fire or excessive use of brakes can cause overheating of the tyres, which could cause a tyre explosion. This explosion can propel the tyre, rim and final drive components approximately 500 metres (1 640ft) from the machine, which may cause personal injury or death and/or property damage. If the tyre is overheating and could explode, do not approach it within the area represented by the shaded area in the drawing, until it has cooled. Stand behind the tread and use a self attaching chuck with extension hose to inflate the tyres. Use a safety cage if available. Do not stand over the tyre.

15 m (49'3")

Use a safety cage if available

500 m (1 640 ft)

Do not stand over the tyre, use a clip-on chuck and extension hose GC0002FM

NOTE: It is recommended that only trained personnel service and change tyres and rims.

Inspect and Maintain ROPS A damages roll-over protective structure (ROPS) should be replaced, not reused. If the ROPS was loosened or removed for any reason, inspect it carefully before operating the machine again. To Maintain the ROPS: • • • •

Replace missing hardware using correct grade hardware. Check hardware torque. Check isolation mounts for damage, looseness or wear; Replace if necessary. Check ROPS for cracks or physical damaged.

Drive Metal Pins

Always wear protective goggles or safety glasses and other safety equipment. Use soft hammer or a brass bar between hammer and object to prevent chipping.

REVISION 0

SAFETY

SAFETY DECALS There are several safety decals on your HITACHI machine. Their exact location and description of the hazard are reviewed in this section. Please take the time to familiarise yourself with these safety decals. Keep the decals clean by using a soft cloth, water, and soap. Do not use solvent, gasoline, etc. You must replace a decal if it is damaged, missing or cannot be read. If a decal is on a part that is replaced, ensure a new decal is installed on the replacement part. Contact your HITACHI Representative for new decals.

CAUTION This instructional seat has been provided only for training operators or to diagnose machine problems. Keep all other riders off this machine. Always wear your seat belt. 207339-aFM

Located inside the cab on the rear panel

CAUTION

AVOID DEATH OR SERIOUS INJURY

BEFORE WELDING ON THIS UNIT:

To avoid control circuit damage: 1. Turn the electrical disconnect switch to “OFF”. 2. Make sure the vehicle ground straps are properly installed. 3. The welding ground clamp must have a good connection to the machine structure and close to the point of weld. 4. Attach welding ground clamp directly to structure before welding.

*READ AND UNDERSTAND OPERATOR’S MANUAL BEFORE OPERATING *THIS MACHINE. *OPERATE ONLY FROM THE OPERATOR’S SEAT. *BEFORE LEAVING SEAT: LOWER BODY TO FRAME REST. PLACE TRANSMISSION IN NEUTRAL. APPLY PARK BRAKE. STOP ENGINE (TURN KEY SWITCH TO OFF). *DO NOT PERMIT RIDERS. *AVOID CONTACT WITH OVERHEAD OBSTACLES WHEN OPERATING OR *HAULING THE TRUCK. *USE EXTRA CARE TO AVOID TIP-OVER WHEN DUMPER BODY IS RAISED.

WARNING Torque all wheel nuts to 650 N.m [480 LB.FT.] after the first 5 hours and then again after 50 hours. Repeat this procedure if wheels are changed.

INFORMATION

30 Ton Articulated Dump Truck MAKE

MODEL

SIZE

FRONT MIDDLE REAR

INFORMATION

25 Ton Articulated Dump Truck

PSI KPA PSI KPA PSI KPA

MICHELIN

XADN 185B

23.5R25

40 275 54 375 54 375

MICHELIN

XAD65-190B

750/65R25

29 200 44 300 44 300

GOODYEAR

RL - 2+ 185B

23.5R25

44 300 55 380 55 380

MAKE MICHELIN

MODEL XADN 185B

SIZE 23.5R25

FRONT MIDDLE REAR

PSI KPA PSI KPA PSI KPA

36 250 44 300 44 300 207309-C

207308-C

207307FM

Located inside the cab on the roof panel

Located on the silencer heat shield WARNING

AVOID SERIOUS INJURY Block wheels to prevent machine movement before deactivating park brake for towing. 207338FM

WARNING SPRING UNDER PRESSURE Read the manual before carrying out maintenance in this 207350FM area

WARNING COMPRESSED AIR RESERVOIR Avoid injury, drain completely before carrying out maintenance. Typical working pressure: 800 kPa (116 PSI).

Located on the inside of the rear chassis WARNING Ensure that the cab support is properly engaged before carrying out any maintenance in this area.

207349-AFM

Located on the air reservoir

WARNING HIGH PRESSURE HYDRAULICS See manual for correct maintenance procedure. Typical working pressure: 8000 kPa 207329FM (1160 PSI).

WARNING AVOID INJURY Ensure propshaft guards are in place at all times 207330FM

Located inside the battery box

REVISION 0

Located inside the cab next to the park brake

208046

Located on the chassis underneeth the cab

Located on the inside of the front chassis

GD0034CV

SAFETY

Located inside the cab on the rear pillar

WARNING Any alteration, modification, repair, structural damage or an overturn reduces this structure’s protective capabilities and invalidates this certification. Consult the manufacturer to determine this structure’s limitations.

IMPORTANT

WARNING

Avoid crushing Do not jump if machine tips

EMERGENCY EXIT Use tool to break window

ROLLOVER (ROPS) AND FALLING OBJECT (FOPS) PROTECTIVE STRUCTURE CERTIFICATION

DANGER Located inside Serious injury or death can result from contact with electric lines. Never move any part of unit or load closer than: 3m[10FT] plus twice the line insulator length to an electric line.

STAY CLEAR

USE SEAT BELT

OPERATOR MAY REVERSE MACHINE.

207192FM

Performance certified at date of manufacture to:

WARNING

the cab on the rear pillar

207337FM

207411FM

ROPS: SAE J 1040: 1994 ISO 3471: 1994

207191FM

Located on the rear of the machine & on the sides of the machine

Located inside the cab on the right hand side window

FOPS: SAE J/ISO 3449: 1998 ISO 3449: 1992 PROTECTIVE STRUCTURE PART NUMBERS: 202055, 207915 CERTIFIED PRIME MOVER MASS: 8600 Kg (18960 Lbs.) CERTIFIED ARTICULATED DUMP TRUCK MODELS:

DANGER To avoid injury or death, install bin support pole before carrying out any maintenance in this area 207351FM

B30D, B25D, B20D, B18D

BELL EQUIPMENT C0. S.A. (PTY) LTD RICHARDS BAY SOUTH AFRICA

Located on both sides of the rear chassis

207414-D

Located inside the cab

WARNING Crushing injury may result in hinge area if machine is turned. Make sure people are clear of machine before starting engine or moving steering wheel. Attach locking bar before performing service near center of machine or transporting on a truck. 207336FM

Located on both sides of the articulation joint

WARNING

IMPORTANT

AVOID INJURY Keep clear of rotating fan blades

Neutral to forward or reverse shifts are automatically prevented at high engine speeds. Reduce engine speed to below 900 rpm to allow neutral to forward or reverse shift.

207331FM

Located in the engine compartment on the fan cowling

Located inside the cab next to the gear shift control

207385-AFM

DANGER

WARNING PRESSURISED GAS Avoid injury from escaping fluid. Refer to manual for correct removal, installation and maintenance procedure. Typical working pressure: 4800 kPa (700 PSI). 207340FM

Located on the suspension cylinders

Start only from seat in park or neutral. Starting in gear kills. 207408FM

Located on the starter

IMPORTANT CAB TILT PROCEDURE Raising: 1.Park truck on level ground with body lowered. Engage park brake. 2.Turn ignition switch off. Turn battery disconnect switch off. 3.Close cab and right hand side external compartment doors. Mirrors to be in normal operating position. 4.Remove 2 retaining bolts per left hand side rubber cab mounting. 5.Insert tilt pump lever into the pump. 6.Put directional valve lever in “Cab Raise” position. 7.Pump until cab is tilted to the up position. 8.Slowly rotate directional valve clockwise towards “Cab Lower” position while pressing the cab pole handle towards the engine compartment. 9.Ensure the cab support sliding bolt is properly locked into the slot notch profile. 10.Place tilt pump lever in “Cab Raise” position. Lowering: 1.Ensure the cab area is free of obstacles. 2.Directional valve lever to be in “Cab Raise” position. 3.Ensure conditions apply as per 3 above. 4.Pump cab upward until peg has disengaged from support strut slot. 5.Slowly rotate directional valve lever clockwise, while pulling cab pole handle away from engine compartment, lowering cab until properly seated. 6.Install and torque new locking bolts. Refer to operator manual and parts manual for correct fastener and torque specifications. 7.Ensure directional valve lever is in “Cab Lower” position.

Located in the engine compartment on the cab tilt pump

207382-C

GD0035CV

REVISION 0

SAFETY

MCB 60A

IGNITION

CB1 20A

DO NOT OPERATE THIS TAG MUST ONLY BE REMOVED BY THE PERSON SERVICING THE MACHINE.

CB2 20A

12V

PURGING UNIT FUEL FILTER COOLANT LEVEL SWITCH 216065

Located inside the battery box around circuit breakers.

PART No. 870050

Located inside the PM pack wallet.

IMPORTANT REMOVE AND CLEAN AIRCON FILTER DAILY, WHEN OPERATING IN A DUSTY ENVIRONMENT. (FILTER LOCATED BEHIND OPERATOR'S SEAT.)

208314

Located on the bottom of the right hand side rear pillar.

218033-A

Located in the cab on the airconditioner filter cover.

REVISION 0

SAFETY

207409-AFM

207310FM

Located at the rear lifting points.

Located in the cab, at the tip lever.

WARNING %

25 TON ADT

MAXIMUM SPEED

52%

km/h 4.9

Mph

33%

km/h 7.9

Mph

20%

km/h 13.5 Mph

14%

km/h 19.2 Mph

11%

km/h 27.2 Mph

km/h 32.8 Mph

This decal applies to 25 Ton ADT’s with a fully laden gross vehicle mass of 39930 Kg. [88030 lb], with exhaust brake and hydraulic retarder fully functional and with the transmission locked in the specified gear. 207342-BFM

Located on the windscreen of the AH250-D truck.

WARNING %

30 TON ADT

MAXIMUM SPEED

47%

km/h 4.9

Mph

29%

km/h 7.9

Mph

18%

km/h 13.5 Mph

13%

km/h 19.2 Mph

10%

km/h 27.2 Mph

km/h 32.8 Mph

This decal applies to 30 Ton ADT’s with a fully laden gross vehicle mass of 45070 Kg. [99365 lb], with exhaust brake and hydraulic retarder fully functional and with the transmission locked in the specified gear. 207341-BFM

Located on the windscreen of the AH300-D truck.

REVISION 0

SAFETY

(OFF)

207290FM

Located on the front chassis front plate.

P P (ON)

R134a Refrigerant PAG Lubricant

207412 207412-BFM

Located inside the cab next to the park brake.

207381FM

Located inside the evaporator compartment on the right hand side of the cab.

207304FM

Located on the front plate of the rear chassis. REVISION 0

SAFETY

WARNING

IMPORTANT

NO ETHER Electrical pre-heater built in. Personal injury may result. 207306FM

Located on the air cleaner.

RAISE

LOWER 207897-AFM

Located on the cab lift pump.

Always engage Park Brake before leaving operator’s seat. 207277-AFM

Located inside the cab above the park brake lever.

REVISION 0

SAFETY

L MANUFACTURED BY: BELL EQUIPMENT CO.SA. (PTY) LTD. RICHARDS BAY, SOUTH AFRICA

MACHINE MODEL: YEAR OF MANUFACTURE: VIN NO: PIN NO:

CAB SN:

216424

ENGINE MODEL:

Located on the left hand side of the cab on the bottom next to the door.

SN: GROSS POWER:

TRANSMISSION MODEL: SN:

TRANSFER CASE MODEL: SN:

FRONT DIFFERENTIAL MODEL: SN:

MID DIFFERENTIAL MODEL: SN:

REAR DIFFERENTIAL MODEL: SN:

AXLE: EMPTY

LADEN

FRONT

MIDDLE

REAR

TOTAL

PAYLOAD

176114-BFM

Located inside the cab on the rear pillar.

REVISION 0

SAFETY

INFORMATION HYDRAULIC TEST POINTS

MP1

MP 2

M4 REFER TO OMM 207995FM

Located on the hydraulic tank next to the hydraulic test points.

REVISION 0

SAFETY

FUSE AND RELAY LAYOUT

87a

10A

FUSE 7

10A

FUSE 5

20A

FUSE 4

10A

FUSE 3

10A

INTERIOR LIGHT, BRAKE SWITCH & HAZARD SWITCH

FUSE 45

10A FUSE 46

10A FUSE 47

IGNITION FUSE 15

IGNITION TCU

FUSE 22

COLDSTART

FUSE 23

ECU

FUSE 24

10A FUSE 16

10A

40A FUSE 17

25A

10A FUSE 18

20A FUSE 19

30A FUSE 20

20A FUSE 21

20A

15A OEU OUTPUT DRIVER SUPPLY 3

FUSE 25

OEU OUTPUT DRIVER SUPPLY 6

FUSE 26

OEU OUTPUT DRIVER SUPPLY 4

FUSE 27

OEU OUTPUT DRIVER SUPPLY 5

FUSE 28

20A 30A 20A 20A

IGNITION OEU IGNITION STATUS

FUSE 29

OEU OUTPUT DRIVER SUPPLY 2

FUSE 30

OEU OUTPUT DRIVER SUPPLY 1

FUSE 31

10A 25A 15A

CCU2 OUTPUT DRIVER SUPPLY 3

FUSE 32

CCU2 OUTPUT DRIVER SUPPLY 6

FUSE 33

CCU2 OUTPUT DRIVER SUPPLY 4

FUSE 34

CCU2 OUTPUT DRIVER SUPPLY 5

FUSE 35

10A 10A 10A

10A

IGNITION CCU2 IGNITION STATUS

FUSE 36

CCU2 OUTPUT DRIVER SUPPLY 2

FUSE 37

CCU2 OUTPUT DRIVER SUPPLY 1

FUSE 38

DIAGNOSTIC CONNECTOR

FUSE 39

MDU2 IGNITION STATUS

FUSE 40

IQAN IGNITION SYPPLY

FUSE 41

MIRROR ELECTRICAL

ZF EOL

10A 10A 10A

12V RADIO IGNITION

10A 10A

10A

SPARE 4

SPARE 3

10A

SPARE 2

10A

SPARE 1

10A

FUSE 10

FUSE 9

10A

FUSE 8

87a

FUSE 43 FUSE 44

BATTERY

IQAN

87a 85

MDU2

R4 - OVERSPEED

MM BATTERY BALANCER DIAGNOSTIC CONNECTOR

BATTERY R3 - AUTO NEUTRAL

S1 - STUD 1 BATTERY POWER

FUSE 2

FUSE 1

ECU (20A on JD ECU) OEU CCU2

87a 85

TCU

R2 - GEAR HOLD

FUSE 6

R1 - 12V SUPPLY

12V 2WAY RADIO & REVERSE MONITOR 12V POWER SOCKET & 12V CIGARETTE LIGHTER MM 12V INPUT & CCU 12V INPUT 12V BATTERY POWER RADIO SUPPLY

SPARE 5 HARDWARE DETECTION, MM IGN. STATUS, PARK BRAKE DASH & PRES.SWITCH, HIGH RANGE PRES. SWITCH 12V RELAY, FR WIPER PARK SIGNAL, HDLIGHT SWITCH, DRIVER ID, AUTO GREASER INDICATOR, REAR WIPER MOTOR PARK SIGNAL

DIODE 1

ALTERNATOR D+

LOW ACC BRAKE PRES., EMERGENCY STEERING, TPM ON 4206D AUTO GREASER IGN. SUPPLY

10A ELECTRICAL SEAT

10A OBW, TPM

S2 - STUD 2 IGNITION POWER

10A ZF EOL PROG. PIN

10A

217845-C

Located inside the fuse panel lid.

IMPORTANT

DO NOT OVER SPEED MACHINE Serious damage can result.

n/min

Under NO circumstances must engine speed exceed 2400 rpm. 4206D & 35, 40 & 50 ton machines. 217826-BV

Located on the windscreen.

REVISION 0

SAFETY

GREASE POINTS

GREASE EVERY 500HRS 208073FM

GREASE EVERY 500HRS

Located on the rear of the chassis at the grease point at the steering cylinder pivot point.

207291-AFM

Located at the grease points at the oscilation joint.

REVISION 0

SAFETY

GREASE POINTS

GREASE EVERY 500HRS 207380FM

Located at the rear of the truck on the rear chassis.

GREASE EVERY 500HRS 207410-AFM

Located on the front chassis at the articulation joint next to the grease bank.

REVISION 0

SAFETY

25TON AND 30TON PERIODIC MAINTENANCE CHART

HYDRAULIC OIL LEVEL

R E F E R TO O P E R ATO R ' S M A N UA L F O R D E TA I L E D I N F O R M AT I O N ALL SYSTEM CHECKS ARE TO BE MADE WITH:

MACHINE ON LEVEL SURFACE BODY LOWERED TRANSMISSION IN NEUTRAL WITH PARK BRAKE ENGAGED REMOVE KEY FROM IGNITION SWITCH AND ATTACH “DO NOT OPERATE” WARNING SIGN TO STEERING WHEEL TURN BATTERY DISCONNECT SWITCH TO “OFF” POSITION INSTALL ARTICULATION LOCK BAR

I M P O R TA N T N OT E S : - R E F E R TO O P E R ATO R S M A N UA L F O R C O R R E C T M A I N T E N A N C E P R O C E D U R E S - F O R B R E A K I N O R R E B U I L D , S E E O P E R ATO R S M A N UA L - F O R S E V E R E W O R K I N G C O N D I T I O N S , R E D U C E S E RV I C E I N T E RVA L S A. B. C. D.

INTERVAL ITEM HOURS No. AS REQ AS REQ AS REQ AS REQ AS REQ AS REQ AS REQ AS REQ AS REQ AS REQ 10 10 10 10 10 10 10 10 10 10 500 500 500 500 500 500 500 500 500 500 500 500 500 500

15 20 22 25 28

MAINTENANCE POINT

ITEM

2 13 27 38 30 35 37 3 36 39 1 4 5

C H A N G E I N T E RVA L S M AY B E E X T E N D E D B Y O I L S A M P L I N G C H A N G E I N T E RVA L S TO E V E RY 2 5 0 H R S I F O P E R AT E D I N E X T R E M E LY W E T C O N D I T I O N S R E F E R TO B U L L E TO N 2 0 0 0 / 0 3 3 R E G A R D I N G WAT E R A N D C O O L A N T S P E C I F I C AT I O N I N S E V E R E A P P L I C AT I O N S C H E C K W E E K LY O R DA I LY

AIR CLEANER SECONDARY FILTER TYRES PRIMARY FUEL FILTER / WATER SEPERATOR ENGINE CRANK CASE BREATHER TRANSMISSION COOLERS

CHECK, CLEAN IF REQUIRED CHECK, CLEAN IF REQUIRED CHANGE THE COOLANT ( C ) GREASE CHECK INDICATOR, REPLACE IF REQUIRED - MINIMUM ONCE A YEAR

1 1

EXTERNAL LIGHTS, REVERSE BUZZER HYDRAULIC OIL LEVEL TRANSFER CASE OIL LEVEL TRANSMISSION OIL LEVEL RADIATOR COOLANT LEVEL

31 33 14,6 7 8 12 17 18 19 19 21 24 29

BRAKE ACCUMULATOR ENGINE OIL LEVEL AXLE BREATHERS SUSPENSION STRUT AIRCON FILTER SERVICE BRAKE PARK BRAKE OSCILLATION THRU DRIVE BEARINGS OSCILLATION JOINT ARTICULATION JOINT TRANSFER CASE OIL BREATHER TRANSMISSION BREATHER BATTERIES ENGINE OIL AND OIL FILTER ELECTRICAL CONNECTIONS HARNESS DUMP BODY PIVOTS

2000 2000 2000 2000 2000

PRIMARY FUEL FILTER / WATER SEPERATOR SECONDARY FUEL FILTERS ENGINE VALVE CLEARANCE HYDRAULIC TANK BREATHER FILTER AXLE AND FINAL DRIVE OIL AXLE AND FINAL DRIVE OIL TRANSFER CASE OIL TRANSMISSION OIL FILTERS TRANSMISSION OIL PNEUMATIC SYSTEM AIR DRYER FILTER

2000 4000 4000

36 9 10

RADIATOR EXTENDED LIFE COOLANT HYDRAULIC SYSTEM RETURN FILTER HYDRAULIC TANK

RECOMMENDED LUBRICANTS

F C

HITACHI FILTERS

CHECK AND CLEAN ELEMENT CHECK, CLEAN IF REQUIRED CHECK, CLEAN IF REQUIRED

HITACHI FILTERS

CHECK CHECK EVERY START-UP

WARNING LIGHTS, WARNING BUZZER

33 34 16 28 32 32 10 11 10 22 23 23 26

1000 1000 1000 1000 1000

REPLACE EVERY THIRD PRIMARY FILTER CHANGE - MINIMUM ONCE A YEAR CHECK TYRE PRESSURE CHECK COLD, DRAIN WATER BEFORE STARTING

RADIATOR GRILL, AIRCON CONDENSER CHARGE AIR COOLER PRE CLEANER ASSEMBLY RADIATOR EXTENDED LIFE COOLANT HINGES (BONNET AND BELLY PLATE) AIR CLEANER PRIMARY FILTER OPERATOR CONTROLS AND INSTRUMENTS

APPROVED MATERIAL

DESCRIPTION

1 6 2 1 2

1 1 1 1 1 1 3 2 4 8 1 2 2 2 1 1 2 2 2 2 2 12 1 9 9 1 2 1 1 1 1 1

CHECK CHECK COLD CHECK THE OIL LEVEL CHECK COLD OR WARM WHILE ENGINE IDLES CHECK COLD TEST FUNCTION CHECK CHECK, CLEAN IF REQUIRED CHECK HEIGHTS, LEAKS, RUBBER BOOTS CHECK AND CLEAN OR REPLACE (D) CHECK BRAKE PAD WEAR CHECK BRAKE PAD WEAR GREASE UNTIL IT ESCAPES AT JOINT (B) GREASE UNTIL IT ESCAPES AT JOINTS GREASE UNTIL IT ESCAPES AT JOINTS CHECK AND CLEAN CHECK AND CLEAN CLEAN AND TIGHTEN TERMINALS DRAIN WARM AND REPLACE CHECK CONDITION OF HARNESS, LOOMS GREASE UNTIL IT ESCAPES AT JOINTS REPLACE FILTER ELEMENT REPLACE EVERY SECOND OIL CHANGE ADJUST EVERY SECOND OIL CHANGE

SEE LUBRICANTS SEE LUBRICANTS SEE LUBRICANTS

SEE LUBRICANTS SEE LUBRICANTS HITACHI FILTERS

REPLACE CHECK THE OIL LEVEL DRAIN AND REFILL DRAIN AND REFILL REPLACE EVERY 2000 HOURS OR WITH ABNORMAL OIL SAMPLE (A) CHANGE THE OIL (A) REPLACE CHECK THE COOL ANT CONDITION ( C ) REPLACE DRAIN AND REFILL

- 40

- 22

-4

- 40

- 30

-20

A M B I E N T T E M P E R AT U R E R A N G E D U R I N G F I L L P E R I O D 14 32 50 68 -10

HITACHI FILTERS SEE LUBRICANTS HITACHI FILTERS SEE LUBRICANTS HITACHI FILTERS HITACHI FILTERS SEE LUBRICANTS

104

122

ENGINE - M-BENZ

- OILS TO MEET ‘M-BENZ 228.5 SPECIFICATIONS

SAE 15W-40 SAE 10W-40

PREFERRED: - CASTROL DYNAMAX 10W-40 - CALTEX XLD 10W-40

TRANSMISSION - ZF 6HP592 - USE ONLY CASTROL TRANSMAX Z OR S/TRANSYND

CASTROL TRANSMAX Z OR S (SAE 70W-80W)

HYDRAULIC OIL - OILS TO MEET ATF COMPLYING WITH VICKERS M-2952-S SPECIFICATION

ATF SAE 10W SAE 30

PREFERRED: - CALTEX TEXAMATIC TYPE-G NLGI N0. 2

GREASE - PREFERRED: - CALTEX MULTIFAK EP NGLI N0. 2 - CALTEX ULTRA DUTY GREASE NGLI N0. 2

DRIVE AXLES - HITACHI - OILS TO MEET API GL-5, MT-1, ZF TE-MLO5 SPECIFICTION

NLGI N0. 1 NLGI N0. 0

SAE 80W-90 SAE 85W-90 SAE 85W-140

PREFFERED: - CALTEX OIL ZF (85W - 90)

TRANSFER CASE - USE ONLY CASTROL TRANSMAX Z OR S/TRANSYND

CASTROL TRANSMAX Z OR S (SAE 70W-80W)

207435 208288FM

Located on the silencer heat shield. 32

REVISION 0

BULLETINS

BULLETINS Record the relevant information from the Technical Documentation Bulletins, Service Bulletins and Parts Bulletins into this manual as follows: Ensure the manual number (87————) reflected in the bulletin is the same as the 87——— number at the top of the main content pages. Carry out the instructions as detailed in the bulletin. Record the required information below. File the bulletins in numerical order in a suitable 3 or 4 ring binder.

TECHNICAL DOCUMENTATION BULLETIN RECORD BULLETIN No.

REVISION 0

SUBJECT

INSERTED BY NAME

SIGNATURE

DATE

BULLETINS

TECHNICAL DOCUMENTATION BULLETIN RECORD BULLETIN No.

SUBJECT

INSERTED BY NAME

SIGNATURE

DATE

REVISION 0

FEEDBACK

USER’S INFORMATION FEEDBACK FORM Should you, as user of this manual, have any suggestion for improving the manual, or you find any errors or omissions, then we would like to know. Please complete a facsimile of this form and hand it in to your nearest HITACHI Product Support Representative or post it directly to your nearest HITACHI Branch. Addresses are given at the beginning of this manual. Ideas, Comments (Please State Page Number): _____________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ Machine Model: _______________________________________________________________________ Serial Number:________________________________________________________________________ VIN: ________________________________________________________________________________ Page Number: ________________________________________________________________________ OVERALL, how would you rate the quality of this manual? (Check one) Poor 1

Fair 2

Good 4

Very Good 6

Excellent 9

Company Name: ______________________________________________________________________ Technician Name: _____________________________________________________________________ Address: ____________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ Phone Number: _______________________________________________________________________ Fax Number: _________________________________________________________________________ Thank you for your co-operation.

REVISION 0

FEEDBACK

REVISION 0

TABLE OF CONTENTS SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 SAFETY FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 SAFETY REGULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

SAFETY DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . 47 OPERATIONAL CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 OPERATIONAL CHECKS - KEY SWITCH ON, ENGINE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

CHAPTER 2. ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 SECTION 1. THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

SECTION 2. DIAGNOSE ENGINE MALFUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 SECTION 3. ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 DISPLAY MENU TACHOMETER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 SLOW AND FAST IDLE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 VALVE CLEARANCE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 EXHAUST BRAKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

SECTION 4. TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 CYLINDER COMPRESSION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 FUEL PUMP PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 FUEL RETURN FLOW QUANTITY AT ENGINE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 FUEL SYSTEM LOW PRESSURE FUEL CIRCUIT LEAK TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 OIL PUMP PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 CAN BUS J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 WHAT EXACTLY IS A “CAN BUS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 CANBUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 TESTING THE “CANBUS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 CHECKING THE CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND ON THE CAN HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 MAIN “CAN” HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 “CAN” SHORT TO GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 REVISION 0

TABLE OF CONTENTS “CAN “OPEN CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76 “CAN” SHORT TO POSITIVE 0 -24 VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77

CHAPTER 3. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 SECTION 1. SYSTEM INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 ELECTRICAL SCHEMATIC SYMBOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 CHASSIS CONTROL UNIT (CCU & OEU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 MDU2 (MONITOR DISPLAY UNIT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 MDU2 LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 MDU2 INPUT AND OUTPUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 START-UP DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 TO GO TO MAIN MENU FROM DEFAULT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 MAIN MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 EXPLANATION OF WIRE MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92

SECTION 2. DESCRIPTION OF CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 SSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 MDU2 WARNING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148 MDU2 GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152 CCU2 OUTPUT SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153 OEU OUTPUT SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157

SECTION 3. REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 PART 1. ENGINE FAULT CODES (ADM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161 PART 1: ENGINE FAULT CODES (PLD-MR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 PART 2. DM1 FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 Service Code Diagnostics - Electronic Unit Injector (EUI) Controller. . . . . . . . . . . . . . . . . . . . . . . . 209

SECTION 4. TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 KEY SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 Diode Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 Pneumatic System Solenoids, Pressure Switches, and Sensor Tests . . . . . . . . . . . . . . . . . . . . . . 213 38

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TABLE OF CONTENTS Steering Column Switch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218

CHAPTER 4. TRANSMISSION ZF 6 HP 592 C PLUS. . . . . . . . . . . . . . . . . . . . . . . . 231 SECTION 1. THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 GENERAL DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231 STALL SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238 PLANETARY GEARS AND POWER FLOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240 THE BASIC LAWS OF PLANETARY GEAR SETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241 ECOMAT TRANSMISSION PLANETARY CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 TRANSMISSION CLUTCH CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 TRANSMISSION CROSS SECTIONAL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 POWER FLOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247 HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 VALVE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259 VALVE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 HYDRAULIC PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261 PRESSURE CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262 RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 RETARDER LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264 ZF GEAR SHIFT CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265 INTERNAL SOLENOIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271 REMOVE VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273 RENEWING SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274 EXTERNSL SOLENOIDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282 DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283 ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283 WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 RANGE / SHIFT TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 DO NOT SHIFT LIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288

SECTION 2. DIAGNOSTIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 DIAGNOSTIC PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289 DIAGNOSE POWER TRAIN SYSTEM MALFUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 CHECK THE TRANSMISSION FLUID LEVEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 TRANSMISSION CONTROL UNIT ERROR CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 REVISION 0

TABLE OF CONTENTS TABLE OF ERROR CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304

SECTION 3. ADJUSTMENTS AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 TRANSMISSION WARM-UP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327

CHAPTER 5. PNEUMATIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 SECTION 1. THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 PNEUMATIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331 PNEUMATIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .332

SECTION 2. DIAGNOSTIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343 DIAGNOSTIC PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343 DIAGNOSE PNEUMATIC SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344

SECTION 3. ADJUSTMENTS AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346 PNEUMATIC SYSTEM MAIN PRESSURE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . 346 PARK BRAKE PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347 PARK BRAKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 GRAMMER SEAT FUNCTIONAL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350

CHAPTER 6. HYDRAULIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 SECTION 1. THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 ARTICULATED DUMP TRUCK HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . 351

SECTION 2. DIAGNOSTIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 DIAGNOSTIC PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 DIAGNOSE HYDRAULIC SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386

SECTION 3. TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 JT05800 DIGITAL THERMOMETER INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 JT02156A DIGITAL ANALOGUE PRESSURE/TEMPERATURE ANALYSER INSTALLATION. . . 399 HYDRAULIC OIL CLEANUP PROCEDURE USING PORTABLE FILTER CADDY . . . . . . . . . . . . 399 HYDRAULIC SYSTEM WARM-UP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400 CYCLE TIME TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401 MAIN HYDRAULIC PUMP RESIDUAL AND COMPENSATOR VALVES TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 SYSTEM RELIEF VALVE AND BIN RAISE CIRCUIT RELIEF VALVE TEST. . . . . . . . . . . . . . . . . 404 PRIORITY VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 ACCUMULATOR PRESSURE REDUCING VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . 405 BRAKE ACCUMULATOR CHARGE VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . 406 BRAKE LOW PRESSURE SWITCH AND BRAKE ACCUMULATOR TEST. . . . . . . . . . . . . . . . . . 407 FRONT AND REAR BRAKE ACCUMULATORS PRESSURE TEST AND CHARGE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 SERVICE BRAKE VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409 STEERING RELIEF VALVE PRESSURE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . 410 40

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TABLE OF CONTENTS STEERING CYLINDER LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410 SECONDARY STEERING PUMP RESIDUAL AND COMPENSATOR VALVES TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411 BIN LOWER CIRCUIT RELIEF VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412

CHAPTER 7. HEATING AND AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . 413 SECTION 1. THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 AIR CONDITIONING SYSTEM CYCLE OF OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413 HEATER CORE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414

SECTION 2. DIAGNOSTIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415 DIAGNOSE AIR CONDITIONING SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 415 HEATING/AIR CONDITIONING COMPONENT LOCATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417

SECTION 3. TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419 AIR CONDITIONING OPERATIONAL CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419 R134A AIR CONDITIONING SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 OPERATING PRESSURE DIAGNOSTIC CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421 A/C FREEZE CONTROL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 A/C COMPRESSOR CLUTCH TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 A/C HIGH/LOW PRESSURE SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 A/C EXPANSION VALVE TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .424 EXPANSION VALVE BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425 REFRIGERANT LEAK TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426

CHAPTER 8. MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429 NOTES:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432

CHAPTER 9. DAILY OR 10 HOURLY SERVICE CHECKS. . . . . . . . . . . . . . . . . . . . 433 CHAPTER 10. 150 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 435 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435 LOWER AND RAISE THE BELLY PLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435

CHAPTER 11. 500 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . 439 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440 BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443 REVISION 0

TABLE OF CONTENTS TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444

SECTION 2. CLEAN, CHECK AND REPLACE BREATHERS . . . . . . . . . . . . . . . . . . . . . . 445 GENERAL CHECK DRIVE LINE & SUSPENSION FASTENERS. . . . . . . . . . . . . . . . . . . . . . . . . . 445 TRANSFER CASE BREATHER (LOCATED UNDER THE HYDRAULIC RESERVOIR) . . . . . . . . 445 TRANSMISSION BREATHER AND AXLE BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445

SECTION 3. CAB AND ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 INSPECT, CLEAN AND REPLACE CAB AIR FILTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 CHECK BATTERIES, CLEAN AND TIGHTEN TERMINALS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448 CHECK ELECTRICAL CONNECTORS, HARNESSES AND LOOMS . . . . . . . . . . . . . . . . . . . . . . 448 CHECK WORK LIGHTS, REVERSE BUZZER AND HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448 RECORD & DELETE FAULT CODES ON THE MDU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448 CHECK THE OPERATOR CONTROLS AND INSTRUMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 448

SECTION 4. LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449 GREASE ALL GREASE POINTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449 HYDRAULICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 REPLACE HYDRAULIC RESERVOIR BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450

CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 453 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453

SECTION 2. HYDRAULICS AND LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457 REPLACE HYDRAULIC RESERVOIR BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457

SECTION 4. AXLES AND CHASSIS & SUSPENSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . 459 CHECK AXLE OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459 CHECK FINAL DRIVE OIL LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459 CHECK BIN SHOCK PAD CLEARANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459

CHAPTER 13. 2 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 461 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .461 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .461 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .461

SECTION 2. HYDRAULICS AND LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467 REPLACE HYDRAULIC OIL RETURN FILTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467

SECTION 3. CAB, PNEUMATICS AND ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 469 REPLACE PNEUMATIC SYSTEM DRYER FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469

CHAPTER 14. 3 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 471 42

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TABLE OF CONTENTS

SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471

SECTION 2. HYDRAULICS AND PNEUMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473

CHAPTER 15. 4 000 HOURS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . . . . . 475 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 REPLACE FAN BELT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475

SECTION 2. HYDRAULICS AND PNEUMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .477 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .477

CHAPTER 16. AS REQUIRED SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479 SECTION 1. ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479

SECTION 2. CAB AND LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483 CLEAN AIR CONDITIONING FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .483 GREASE HINGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .483

CHAPTER 17. MISCELLANEOUS SERVICE AND CHECKS . . . . . . . . . . . . . . . . . . 485 SECTION 1. DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .485 SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .485 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .485 WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .485

SECTION 2. ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487 USING BATTERY CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487 ADJUST HEADLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .489

SECTION 3. OPERATIONAL CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 493 OPERATIONAL CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493

CHAPTER 18. TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501 SECTION 1. SYMPTOMS AND REMEDIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501

CHAPTER 19. APPENDIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513

REVISION 0

TABLE OF CONTENTS

OBW Functional Description – ADT Mk IV 001-4002-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513 HYDRAULIC FAN COOLER FUNCTIONAL DESCRIPTION – ADT MK IV 001-4003-02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516 TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .516 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .516 2. CHASSIS CONTROL UNIT SOFTWARE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 516

CCU2 HEADLIGHT LOGIC AND CONTROL 001-4004-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519 2. HEADLIGHT LOGIC AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519

CCU2 WIPER CONTROL LOGIC 001-4005-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521 2. WIPER CONTROL LOGIC AND TIMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521

AIR-CONDITIONING CONTROL LOGIC 001-4006-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 523 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523 2. INPUTS/OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523

BIN CONTROL LOGIC 001-4007-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .525 2. BIN CONTROL LOGIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .525

PR001_PARK BRAKE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .529

REVISION 0

PART 1 OPERATION AND TEST

CHAPTER 1

CHAPTER 1. OPERATIONAL CHECK-OUT PROCEDURE OPERATIONAL CHECK-OUT Use this procedure to check operation of the machine. This procedure is designed so you can make a quick check of the machine operation while performing specific checks from the operator’s seat. Should you experience a problem with the machine, you will find helpful diagnostic information in this check-out that will help pinpoint the cause. A location will be required which is level and has adequate space to perform the check-out procedure. No tools or equipment are required to perform the check-out procedure. Compete the necessary visual checks (oil levels, oil condition, external leaks, loose hardware, linkages, wiring, etc.) prior to doing the operational check-out. The machine must be at operating temperature for many of the checks. Start at the top of the left column and read completely down column before performing check. Follow this sequence from left to right. In the far right column, if no problem is found, you will be instructed to go to next check. If a problem is indicated, you will be referred to either a chapter in this manual for specific test for repair procedure.

OPERATIONAL CHECKS - KEY SWITCH ON, ENGINE OFF Turn battery disconnect switch ON. Turn key switch to ON position. CHECKS Gauges and Indicator Lights

QUESTIONS/TASKS Do all indicator lights come ON or flash? Do all gauges and speedometer move to centre position? Do all sections of monitor liquid crystal display’s appear? Does audible alarm come ON?

RESULTS YES: Go to next check. NO: Check circuit breakers and fuses. Reset circuit breakers and/or replace fuses as necessary.

NOTE: 1. Cold start indicator light will remain ON for a maximum of 20 seconds in low ambient temperature conditions. 2. Air pressure indicator (1) on the numerical display Check indicator screen may remain ON, depending on system air pressure. light bulbs. Replace if Do all gauges and displays return to normal operation mode necessary. and audible alarm go OFF after 3 seconds? Go to (“Menu Do all indicator lights, except for secondary steering (marked Display Unit” on emergency steering), battery charge and park brake to go page ). OFF and low brake accumulator brake pressure, depending on the pressure in the accumulator?

REVISION 0

CHAPTER 1 CHECKS Transmission Shift Control

QUESTIONS/TASKS Does shift control operate correctly?

RESULTS YES: Go to next check. NO: Replace transmission shift control.

Gauges and Indicator Lights

Start engine. NOTE: 1. Low air pressure alarm will be ON until air pressure reaches normal operating pressure. 2. Transmission oil temperature gauge will not begin to indicate temperature until transmission oil is close to operating temperature.

YES: Go to next check. NO: Go to (“Menu Display Unit” on page ).

Do all indicator lights, except park brake indicator light, go OFF after the engine starts? Does the Menu Display Unit display engine speed? Does engine oil pressure gauge display engine oil pressure? Does the needle of the gauge indicates pressure is increasing to green (Normal)? Check the air pressure gauge immediately after the engine has started. Does the needle of the gauge indicates pressure is increasing to green (Normal)? Service Brake Accumulator

Apply brakes repeatedly until main hydraulic pump strokes to charge accumulators. When accumulators are fully charged, pump will de-stroke. Turn engine “OFF”. Turn key switch “ON” again and wait for indicator lights to go “OFF” Apply the service brakes, counting the number of applications until the accumulator low pressure light illuminates.

Service Brake

YES: Go to next check. NO: Go to (“Font And Rear Brake Accumulators Pressure Test And Charge Procedure” on page 408).

NOTE: Perform this check in an open area where machine YES: Go to next check. can travel at full speed. NO: Go to Drive machine slowly. (“Service Brake System Apply brake pedal to stop machine. Malfunction” on Release the brake pedal. page 392). Does brake pedal push easily without binding? Does brake pedal return to the released position so brakes are not dragging? Do brakes stop machine in a reasonable distance without pulling to one side or making noise? Drive machine at full speed. Release accelerator and apply brake pedal to stop machine. Do brakes stop machine in a reasonable distance without pulling to one side or making noise?

REVISION 0

CHAPTER 1 CHECKS

QUESTIONS/TASKS

Park Brake

CAUTION Machine will stop abruptly during this check. Fasten seat belt. Perform check in open area. From an initial start up, if the air pressure was below 6 bar, the park brake needs to be released, applied and released again. Start engine.

RESULTS YES: Continue check. NO: Go to (“Diagnose Power Train System Malfunction” on page 290).

Switch park brake switch "OFF" Drive machine at slow idle in 1 st gear at ~ 4 km/h (2.5 m.p.h.). Switch park brake "ON". Does park brake indicator light illuminates? Does the park engages and machine stops With engine “ON”, transmission in “N” (Neutral) and park brake “ON” switch park brake switch "OFF".

YES: Continue check.

Shift transmission to “D” (Drive).

NO: Go to (“Diagnose Power Train System Malfunction” on page 290).

Slowly increase engine speed. Does machine move when engine speed is just above slow idle? Return engine to slow idle. Shift transmission to “N” (Neutral). Steering

Park machine in an open area, on a hard level surface. Turn inter-axle switch to the “OFF” position. Ensure that the inter-axle lock switch is in the “OFF” position and the IDL light on the MDU is “OFF”. Release park brake. Release service brakes. Run engine at slow idle.

YES: Continue check. NO: Go to (“Steering System Malfunction” on page 394).

Turn steering wheel fully left and then fully right. Does machine turn smoothly in both directions. Run engine at fast idle. Turn steering wheel fully left then right. Does machine turn smoothly in both directions.

REVISION 0

YES: Continue check. NO: Go to (“Steering System Malfunction” on page 394).

CHAPTER 1 CHECKS

QUESTIONS/TASKS

Bin

CAUTION Avoid possible serious injury from machine movement. Clear area of all bystanders before performing test. Area must have enough overhead clearance to raise bin to full height of 6207 mm (20 ft. 4 in.). Do not perform this test within 4 m (13ft.) of high voltage power lines.

RESULTS YES: Continue check. NO: Go to (“Hydraulic System Malfunctions” on page 386).

Perform this check in an open area, clear of bystanders. Position the machine frames straight. Operate the engine at 1500 r.p.m. Pull bin control lever rearward to raise bin. When bin is almost complete up, reduce engine speed to slow idle. Does bin raise to full height smoothly? Release bin control lever. Does bin control lever return to neutral position?

YES: Continue check.

Push bin control lever to full forward detent bin float position and release lever.

YES: Go to next check.

Does the control lever stay in the float position until the last 5% (3.5°) of body travel, at which time the lever returns to neutral position?

NO: Go to (“Bin Control Circuit” on page ).

NO: Go to bin Control Valve Operation. (See Chapter 21, SECTION 1, Repair Manual)

Dos bin lower to full down position smoothly? Viscous Fan Drive

NOTE: Engine must be cool or fan may not turn freely by hand.

YES: Do to next check.

Allow engine to cool.

NO: Replace viscous fan drive.

Turn fan by hand, feel for rough bearing or fan not turning freely. Does fan turn freely and smoothly? Start engine and run 2 -3 minutes. Check that fan turns at near engine speed, then slows down. As engine warms to normal operating temperature, fan will speed up to near engine speed. Does fan speed increase as engine warms? Turn engine “OFF”

REVISION 0

CHAPTER 1 CHECKS Exhaust Smoke

QUESTIONS/TASKS

RESULTS

Start engine and allow to warm to normal working temperature.

YES: Continue to next check.

Operate machine under full load at fast engine speed.

NO: Go to (“Diagnose Engine Malfunctions” on page 57).

Observe exhaust colour. No smoke is normal. Blue smoke indicates faulty or stuck piston rings. White or grey smoke indicates stuck piston rings, fuel cetane too low or engine running too cold. Heavy black smoke indicates injection nozzles faulty, engine injection system incorrect, fuel cetane to low or air filter element clogged. Is engine exhaust smoke normal colour? Engine Speed

Start engine and warm to normal operating temperature. Run engine at low idle; Record r.p.m. Is engine speed 600 ± 20 r.p.m? Increase engine speed to high idle. Record r.p.m. Is engine speed 2600 ± 20 r.p.m.

REVISION 0

YES: Check complete. NO: Do slow and Fast idle Adjustment. (See “Slow And Fast Idle Adjustment: on page 59).

CHAPTER 1

REVISION 0

CHAPTER 2

CHAPTER 2. ENGINE SECTION 1. THEORY OF OPERATION ENGINE

Final Fuel Filter (Not Shown).

Oil Filter.

10. Camshaft

Engine Exhaust Valve Rocker Arm.

11. Starter Motor.

Engine Intake Valve Rocker Arm.

12. Crankshaft.

Engine Exhaust Valve Brake (Not Shown).

13. Alternator (Not Shown).

Fuel Delivery Nozzle.

14. Flywheel.

Electronic Unit Injector (EUI).

15. Oil Pump.

Intake Manifold.

Turbo Charger

The engine is a 6 cylinder inline liquid cooled cast iron block and cast iron cylinderhead engine. It has overhead valves, 3 per cylinder, two intake valves and one exhaust valve. Roller cam followers ride on the camshaft which move the push rods that open and close the valves. The EUI’s (Electronic Unit Injectors) also ride on the camshaft which send pressurized fuel through a fuel pipe to the fuel delivery nozzles, which are located directly over the top of the piston. The EUI’s are electronically controlled by the EUI controller, a crankshaft position sensor, camshaft position sensor and a solenoid.

REVISION 0

CHAPTER 2

Electronic Unit Injector Fuel System

Fuel Delivery Suction Stage 1

3 5

The EUI system is designed to precisely control:

• The start of injection. • An accurate delivery of a calculated amount of

fuel. • A sharp end of injection.

10 8

The fuel system consists of four sub-systems;

• • • •

Low Pressure Supply System, High Pressure System - Unit Injectors, Fuel Delivery Nozzles, Control System.

The electronic unit injector fuel system has these notable features:

• • • • • • • • •

Precision control of timing and fuel delivery, Field proven reliability, Electronic control of each cylinder, One unit injector per cylinder, High injection pressures, Low emissions, Compact design, Eliminates injection pump, No injection timing adjustment required.

13 RETURN FUEL 14 LOW PRESSURE 40D3001CV

Fuel Delivery Nozzle.

Connector Pipe.

EUI (Electronic Unit Injector).

Valve.

Solenoid.

Supply Gallery in Crankcase.

High Pressure Chamber.

Pump Plunger.

Engine Camshaft.

10. Pressure Relief Chamber. 11. Return Flow Gallery in Crankcase. 12. Bleed-Off Chamber. 13. Return Fuel. 14. Low Pressure. The EUI’s (3) ride on individual lobes on the engine camshaft (9). There is one EUI per cylinder. The EUI’s are mounted in the block of the engine under the intake manifold.

REVISION 0

CHAPTER 2 There are passages in the block that route fuel to and from the EUI’s. The fuel delivery nozzles (1) are located in the cylinder head and are positioned directly above the pistons.

12. Bleed-Off Chamber.

A connector pipe (2) is used to direct fuel from the EUI’s to the nozzles. Internal passages in the cylinder heads allow excess fuel from the nozzles to be bled off.

During the pre-delivery stage, the pump plunger (8) moves up. As the valve (4) is not yet closed, the fuel is first forced into the pressure relief chamber (10), then into the return gallery(11).

A solenoid (5) controls the fuel metering valve (4). For complete electrical theory of the MR/PLD SEE “Engine Control Unit MR/PLD” on page .

Delivery Stage

13. Return Fuel. 14. Low Pressure.

During the suction stage, the pump plunger (8) moves down. As a result of the constant fuel excess pressure of approximately 600kPa (6 bar) (87 psi) in the fuel low pressure circuit, the high pressure chamber (7) of the unit pump is fitted with fuel through the supply gallery (6).

Pre-Delivery Stage

11 8

13 RETURN FUEL 14 LOW PRESSURE

Fuel Delivery Nozzle.

Connector Pipe.

EUI (Electronic Unit Injector).

Valve.

Solenoid.

Supply Gallery in Crankcase.

High Pressure Chamber.

Pump Plunger.

Engine Camshaft.

15 HIGH PRESSURE

Fuel Delivery Nozzle.

Connector Pipe.

EUI (Electronic Unit Injector).

Valve.

Solenoid.

Supply Gallery in Crankcase.

High Pressure Chamber.

Pump Plunger.

Engine Camshaft.

40D3003CV

10. Pressure Relief Chamber. 11. Return Flow Gallery in Crankcase. 12. Bleed-Off Chamber. 13. Return Fuel. 14. Low Pressure. 15. High Pressure.

10. Pressure Relief Chamber. 11. Return Flow Gallery in Crankcase. REVISION 0

CHAPTER 2 As soon as the valve (4) is closed while the pump plunger (8) is moving towards its top dead centre, the unit pump is in the delivery stroke. Fuel injection into the combustion chamber takes place in the delivery stage. During this stage the fuel pressure in the high pressure chamber (7) rises to a pressure approximately 160 000 kPa (1600 bar) (23 206 psi).

After the valve (4) has opened (end of delivery), The fuel pressure in the high pressure chamber (7) is collapsing.

Residual Stage

The pressure relief chamber serves as an expansion chamber for the pressure peaks of the unit pump in the residual stage. This prevents the pressure ratio of the adjacent unit pumps being affected through the return flow gallery.

The remaining fuel delivery by the pump plunger (8) up to the apex of the camshaft (9), is again forced into the pressure relief chamber (10) and the return flow gallery (11).

Cold Start Operation

11 7

13 RETURN FUEL 14 LOW PRESSURE

40D3004CV

Fuel Delivery Nozzle.

Connector Pipe.

EUI (Electronic Unit Injector).

Glow Plug.

Valve.

Solenoid.

Cold Start Jet.

Supply Gallery in Crankcase.

High Pressure Chamber.

Pump Plunger.

Engine Camshaft.

10. Pressure Relief Chamber. 11. Return Flow Gallery in Crankcase. 12. Bleed-Off Chamber. 13. Return Fuel. 14. Low Pressure.

The cold start system operates only when the engine coolant temperature is below 15° C (59° F). When the key switch is tuned to the “ON” the position, the glow plug (1) begins to heat up and the indicator light on the dash will light up. Light will stay on and the glow plug will continue to heat up for approximately twenty seconds. When the key switch is turned to the START position, the solenoid (2) is energized, allowing fuel to flow to the cold start jet (3). The fuel from the jet is sprayed on the glow plug causing the fuel to atomize. The atomized air/fuel mixture is directed to the cylinders by the incoming air through the intake manifold. machine. Replace the seat belt at least every three years, regardless of the condition. REVISION 0

CHAPTER 2

CHAPTER 2. ENGINE SECTION 2. DIAGNOSE ENGINE MALFUNCTIONS Symptom Starter motor turns engine too slowly

Hard starting when cold

Engine turns but does not start

Engine stops soon after starting

Engine misfires

REVISION 0

Problem

Solution

Batteries under charged

Recharge or replace batteries.

Poor engine ground connection.

Repair, clean or secure connections.

Loose or dirty battery terminals.

Clean and tighten battery terminals.

Worn starter motor.

Perform starter load test.

Hydraulic Cut Off Solenoid Valve.

Go to “Hydraulic System Manifold Operation (Top View)” on page 370.

Defective cold start aid.

See “Cold Start Operation” on page 56.

Incorrect valve clearance.

Adjust valve clearance (See “Valve Clearance Adjustment” on page 59.)

Compression too low.

Test compression (See “Cylinder Compression Test” on page 61.)

Insufficient fuel in fuel tank.

Fill tank and bleed system.

Compression too low.

Test compression (See “Cylinder Compression Test” on page 61.)

Low fuel pump pressure.

Test fuel pump pressure (See “Fuel Pump Pressure Test” on page 62.)

Insufficient fuel in fuel tank.

Fill tank and bleed system.

Air in fuel system.

Bleed system, check and repair air entry.

Blocked fuel filters.

Replace fuel filters.

Low fuel pump pressure.

Test fuel pump pressure (See “Fuel Pump Pressure Test” on page 62.)

Electronic Unit Injector.

Check fault codes.

Incorrect valve clearance.

Adjust valve clearance (See “Valve Clearance Adjustment” on page 59.)

Compression too low.

Test compression (See “Cylinder Compression Test” on page 61.)

Low fuel pump pressure.

Test fuel pump pressure (See “Fuel Pump Pressure Test” on page 62.)

CHAPTER 2

Symptom Low engine oil pressure

Abnormal oil consumption

Excessive vibration at any speed. Black smoke from exhaust.

White smoke from exhaust.

Problem

Solution

Failed pressure gauge/sensor.

Test or replace.

Incorrect grade of oil.

Change oil.

Low pump output.

Test oil pump pressure. Do Oil Pump Pressure Test (See “Oil Pump Pressure test” on page 66.)

Pressure relief valve stuck.

Install new pressure relief valve.

Engine bearings worn.

Remove, inspect and repair.

Crankcase breather or line blocked.

Inspect and repair.

Valve stem seals worn.

Replace valve stem seals.

Valve guides worn.

Replace valve guides.

Piston rings worn; cylinders scored.

Test compression (See “Cylinder Compression Test” on page 61.)

Worn or broken engine mountings.

Inspect, repair or replace.

Drive shaft out off balance.

Balance or replace.

Inlet system restricted.

Service and repair inlet system.

Incorrect grade of fuel.

Reset valve clearance.

Worn fuel delivery nozzles.

Replace fuel delivery nozzles.

Engine running too cold.

Check that thermostats are not stuck open.

Worn fuel delivery nozzles.

Replace fuel delivery nozzles.

Pistons, rings or liners scored.

Test compression (See “Cylinder Compression Test” on page 61.)

Coolant entering cylinder bores.

Check cylinder head gasket. Replace cylinder head gasket.

Cold start solenoid defective.

Test solenoid. (See “Cold Start Circuit” on page .) REVISION 0

CHAPTER 2

CHAPTER 2. ENGINE SECTION 3. ADJUSTMENTS DISPLAY MENU TACHOMETER

VALVE CLEARANCE ADJUSTMENT CAUTION To prevent accidental starting of the engine while performing valve adjustments, always turn battery disconnect switch to “OFF”

HITACHI AH250-D

The tachometer on the Menu Display Unit is accurate enough for test work. (See Operators Manual CHAPTER 2 for more information and CHAPTER 8 for detail operating the Menu Display Unit).

NOTE: Check and adjust valve clearance only when engine is COLD. Remove rocker arm cover. Install cranking device DC280088.

SLOW AND FAST IDLE ADJUSTMENT There is no slow or fast idle adjustment. If slow or fast idle is not within specification, check for an engine mechanical problem or an electrical failure. Slow Idle Speed RPM’s . . . . . . . . . 600 ± 20 Fast Idle Speed RPM’s . . . . . . . . 2750 ± 20 If no mechanical failure is found and the controller is suspected, See Engine Control Unit (ADM)” on page and “Engine Control Unit (MR/PLD)” on page .

There are 37 slots (1) machined in the flywheel. One slot has a dimple in it. This is the TDC timing mark. Turn engine in the direction of rotation until TDC timing mark (2) on flywheel lines up in centre of the window in timing case. NOTE: All valves can be adjusted in two crankshaft positions.

REVISION 0

CHAPTER 2 Rocker arms and push rods for number one cylinder should be loose. If not, rotate engine 360°. Engine must be at TDC on the compression stroke for number one cylinder.

EXHAUST BRAKE ADJUSTMENT

NOTE: When adjusting valve clearance, the bolt on the valve bridge should on no account be loosened. Measure the valve clearance between the rocker arm and the valve bridge with a feeler gauge.

1 1 2 3

4 5 6

With engine off, check the clearance between the control arm (1) and the stop (2). In the brake valve “OFF” position, the control arm should be resting on the stop. Disconnect the air line (3) from the cylinder. Connect a regulated air supply line to the cylinder. Regulate air pressure so pressure is approximately 740 - 810 kPa (7.4 - 8.1 bar) (107 117 psi).

FLYWHEEL I

30D3005CV

With number one cylinder on TDC, Check the valve clearance on cylinder one - intake and exhaust, cylinder two - intake, cylinder three exhaust, cylinder four - intake and cylinder five exhaust. Crank engine until cylinder six is on TDC (cylinder one valve overlap): Check valve clearance on cylinder two - exhaust, cylinder three - intake, cylinder four - exhaust, cylinder five - intake and cylinder six - intake and exhaust. Intake Valve Clearance . . . 0.40 mm (0.016in.) Exhaust Valve Clearance . . 0.60 mm (0.024in.) Locknut tightening torque . . . . 50Nm (37 lb-ft) To adjust clearance: Loosen locknut (2) and turn adjusting screw (1) in or out depending on gap to big or small.

Check control arm (1) to stop (2) clearance. The control arm must not rest on the stop. There must be slight clearance between the control arm and stop to ensure that exhaust brake is fully closed. If adjustment is needed, loosen locknut (3), remove clip (4) and disconnect cylinder from control arm. Turn rod end (5) for adjustment.

Tighten locknut to specification while holding adjusting screw in position. Adjust valves in same order used for checking. Check clearance again after tightening locknut.

REVISION 0

CHAPTER 2

CHAPTER 2. ENGINE SECTION 4. TESTS CYLINDER COMPRESSION TEST NOTE: Compression pressures are affected by the cranking speed of the engine. Before beginning the test, ensure that the batteries are fully charged and the starter motor is in a good working condition. Remove fuel delivery nozzle from cylinder being tested.

Install JDG1599 compression tester adapter (1) into cylinder head. Install holddown clamp (2) using an M10 x 1.5 x 70 mm long cap screw (3). Install compression tester to adapter.

CAUTION Engine must not be started with fuel line from EUI disconnected. Remove Fuse 17 (ECU/EUI Power Fuse). Crank engine approximately ten seconds. Record readings and compare to specification. Engine Compression Pressure· · · · · · · · · · · · · · · · · · · · · · · · · 2800 kPa (28 bar) (406 psi). Permissible Difference Between Cylinders · · · · · · · · · · · · · · · · · · · · · 400 kPa (4 bar) (58psi).

REVISION 0

CHAPTER 2

FUEL PUMP PRESSURE TEST Specification Pressure At Slow Idle · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · >430 kPa (4.3 bar) (62 psi). Pressure At Fast Idle (2500r.p.m.) · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 400 - 650kPa · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (4 - 6.5 bar) (58 - 94 psi).

Essential Tools Parker No. 34982-16-6: Banjo Union. Parker No. 0502-12-12: 1 1/16 - 12M x 3/4 - 14NPT F Adapter. Parker No. 3/4 x 1/2 PTR: 3/4 - 14 NPT M x 1/2 - 14 NPT F Pipe Thread Reducer. Parker No. 1/2 x 3/8 PTR: 1/2 - 14 NPT M x 3/8 - 18 NPT F Pipe Thread Reducer. Parker No. 30182-6-6: 3/8 - 18 NPT M x 3/8 Barb Fitting.

Service Equipment And Tools JT07148 Digital Hydraulic Tester. JT07156 0.5 to 15 GPM Lt Flow Meter.

30D3006CV

NOTE: 904 engine shown. Remove cover (1). Unplug wiring harness connecter (2) from temperature sensor (3). Remove temperature sensor (3). Install adapter piece (4) with seal ring on crankcase.

Install ring piece (5), pressure gauge (6) and measuring hose (7) on adapter piece (4). Connect wiring harness connecter plug to temperature sensor and attach on engine. Start engine and compare to specification. If out of specification, repair.

REVISION 0

CHAPTER 2

FUEL RETURN FLOW QUANTITY AT ENGINE TEST Specification Measuring Point - Bypass Valve Fuel return flow at fuel filter housing at idle 600 - 650 r.p.m. for more than 1 minute · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · < 0.3 l/min (0.07 Gal/min) Fuel return flow at fuel filter housing at 2500 r.p.m. for more than 30 seconds · < 0.3 l/min (0.07 Gal/min) Fuel return flow at bypass valve at idle 600 - 650 r.p.m. for more than 1 minute · · · · · · · · · · · · · · · · · · · · · · · · · < 0.9 - 1.7 l/min (0.2 - 3.7 Gal/min) Fuel return flow at bypass valve at 2500 r.p.m. for more than 30 seconds · · · < 2.7 - 7.5 l/min (0.6 - 1.65 Gal/min)

Special Tools

NOTE: 904 engine shown. Remove cover (1). Disconnect fuel return line (4) on bypass valve (6). Steady bypass valve (6) when loosening the fuel return line (3). Seal fuel return line (3) with banjo bolt (2) and lock nut (7). Detach ring piece (5) from bypass valve (6). Steady bypass valve (6) when tightening bolts. Install transparent fuel line (9) on ring piece (5) and guide into a clean container (8).

REVISION 0

Disconnect fuel return line (14) on fuel filter housing (12), connection “RL” and install transparent fuel line (13). The support (11) with opening clamp (arrow) must press the non-return valve into the connection. Guide fuel return line (13) into a clean container (10). Start engine and compare to specification.

CHAPTER 2

FUEL INTAKE PRESSURE UPSTREAM OF FUEL PUMP TEST Specification Measuring Point - Bypass Valve Fuel pressure upstream of fuel pump at 600 - 650 r.p.m. · · · · · · · · · · · · · · · · · - 90 to -120 kPa · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · -0.09 to -0.12 bar (-13 to -17 psi) Fuel pressure upstream of fuel pump at 2500 r.p.m. · · · · · · · · · · · · · · · · · · · -400 to -500 kPa · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (-0.4 to -0.5 bar)(-58 to -73 psi)

Special Tools Gauge vacuum

Install tester (1) with test cables (2) and connectors (3) between fuel supply line (4) and pre-filter housing (5).

Bleed fuel system.

The support (6) with opening clamp (arrow) must press the non-return valve into the connection (7).

Start engine.

Attach tester (1) to frame.

Compare to specification.

Check sealing ring on support (6) for damage and replace if necessary.

REVISION 0

CHAPTER 2

FUEL SYSTEM LOW PRESSURE FUEL CIRCUIT LEAK TEST Specification Measuring Point - Bypass Valve Test pressure · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · - 1000 kPa (10 bar) (145 psi) Test time · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 5 Minutes Pressure drop · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · <250 kPa (0.25 bar) (36 psi)

Special Tools Pressure gauge 1500kPA (15 bar) (218 psi).

Remove cover (1). Remove fuel temperature sensor harness (2) and fuel temperature sensor (3). Install adapter piece (4) with seal ring on crankcase.

Detach fuel return line (9) on fuel filter housing (12), connection “RL” and seal with cap (8). Detach fuel supply line (14) on fuel pre-filter housing, connection “VL” and install connection line (10) with shut-off cock (11).

Install ring piece (5), measuring hose (6) and pressure gauge (13) on adapter piece (4).

REVISION 0

CHAPTER 2

OIL PUMP PRESSURE TEST Specification Engine Oil Pressure at Slow Idle . . . . . . . . . . . . . 50kPa (0.5 bar) (7.3psi). Engine Oil Pressure at Fast Idle . . . . . . . . . . . 250 kPa (2.5 bar) (36.3psi).

Essential Tools Parker No. 8M16F80MX: M 16 x 1.5 M x 3/4 - 16 M 37° Adapter. JT03132: 3/4 - 16 M 37° x 3/4 - 16 F 37° Sw 90° Elbow. JT03003: 7/16 - 20 M 37° x 3/4 - 16 F 37° Reducer.

Service Equipment And Tools • 413 kPa (4.1 bar) (60psi) Gauge.

Install adapter (1) and connect gauges (2) to fittings. To achieve an accurate oil pressure reading, warm engine to 105° C (220° F). Run engine at slow idle. Compare reading to specification. Run engine at fast idle. Compare reading to specification. When installing plug ensure that there is no oil leaks and that the plug is screwed in tight.

Remove plug on main oil supply channel (1).

REVISION 0

Y11

Y12

Y13

B10

STOP S11

START S10

N3-49

RD/WH 0.5

GY/PL 1.5

PL 0.35

B11 B12 B14 B15 B16 B65 B90 N3-24

N3-28

N3-36

N3-55

N3-52

N3-51

N3-50

N3-14

N3-43

N3-42

N3-41

N3-40

N3-13

S10 S11 Y6 Y7 Y8 Y9 Y10 Y11 Y12 Y13

B10

PL 1.5

MR-13

UNIT

BK/WH 1.5

MR-12 X3 - 28

BK/WH 1.5

MR-8

N3-31

N3-4

RD 1.5 GN 2.5

GN 2.5

X3 - 6

X3 - 5

BK 2.5

X3 - 25

MR-6

MR-5

MR-15

MR-11

MR-9

MR-2

X3 - 24

X25 - 1

X25 - 2

MR-4

LEGEND

N3-27

X25 - 3

X25 - 5

X3 - 13

N3-18

N3-26

X25 - 6

X25 - 4

MR-3

BN 0.35

YL 0.35

RD 0.35

WH 0.35

GN 0.35

X3 - 14

X106

PWM ACCELERATOR PEDAL

MR-1

PLD ENGINE CONTROL UNIT

N3-21

N3-17

N3-16

N3-47

N3-9

OR/BL 1.5

N3-45

N3-37

GY/WH1.5

GY/GN 1.5

N3-38

GY/YL 1.5

N3-46

WH/RD 1.5

OR/GN 1.5

N3-53

N3-44

GY/BL 1.5

WH/BL 1.5

N3-54

GY/BK 1.5

N3-12

N3-11

N3-35

RD/BK 0.5

1 2

N3-25

BL/WH 0.5

N3-30

N3-33

YL 0.5

N3-6

BR/GY 0.5

2 3

WH 0.5

N3-10

N3-8

N3-32

N3-48

GN/BL 0.5

BR/BK 0.5

N3-29

GR/YL 0.5

VL 0.5

N3-22

N3-7

N3-5

N3-23

N3-39

N3-15

N3-34

N3-3

N3-2

N3-19

N3-20

N3-1

BL 0.5

B12

TEMP

GN 0.5

3 1

GY/BR 0.5

RD/YL 0.5

BR/WH 0.5

Y10

B14

B90

B11

WH/YL 0.5

BK/VL 0.5

1 2

BR/VL 0.5

BR/YL 0.5

(4) (2)

BK/YL 0.5

PWM

START-K150 1

96 Ay

R7-87

87a

X10

R5-86

RD/YL 1.5

RD 1.5 RD 1.5

14 2

91 8

95 8

86 8

HITACHI TRAINING CENTER TR001233 AH500-D REVISION 0.1

2260........2701 Ohm 0,6...1,1 Volt 15........22 Ohm 1000........1385 Ohm 1000........1385 Ohm 2260........2701 Ohm 1,0...1,4 Volt 2205........2653 Ohm NORMALLY OPEN NORMALLY OPEN 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm 0,07........0.37 Ohm

VALUE @ 20 C

RELAY 12 ADM / MR SUPPLY

FUSE6-1

R7-86

DIAG-F BK/WH 1.5

BK 1.5

15 2

ADM MERCEDES ENGINE CONTROL UNIT

FUSE8-1

OR 1.5

12-2

12-1

18-9

18-2

15-6

15-15

15-14 BL 1.0

15-13

15-5

21-2

BN 1.0

BK 1.0

YL/GN 1.0

BL/RD 1.5

RD 1.5

21-12 21-3

BK 1.5

21-13

21-14

21-20

21-21

21-19

21-1

GN 1.5

BL/YL 1.5

BL/GN 1.5

SHIELD

GN 1.0

YL 1.0

BK/YL 1.5

BK 1.5

RD 1.5

X19 - C

X19 - B

X19 - A

FUEL PRESSURE SENSOR OIL TEMPERATURE SENSOR (COMBINATION SENSOR) OIL PRESSURE SENSOR (COMBINATION SENSOR) OIL LEVEL SENSOR CAM SHAFT SENSOR CRANK SHAFT SENSOR COOLANT TEMPERATURE SENSOR CHARGE AIR PRESSURE SENSOR (COMBINATION) CHARGE AIR TEMPERATURE SENSOR START BUTTON STOP BUTTON UNIT PUMP SOLENOID CYLINDER 1 UNIT PUMP SOLENOID CYLINDER 2 UNIT PUMP SOLENOID CYLINDER 3 UNIT PUMP SOLENOID CYLINDER 4 UNIT PUMP SOLENOID CYLINDER 5 UNIT PUMP SOLENOID CYLINDER 6 UNIT PUMP SOLENOID CYLINDER 7 UNIT PUMP SOLENOID CYLINDER 8

DESCRIPTION

90 89 88

MCB1-2

(6) (3) (5) (1)

B65

B15

DIAG-G

REVISION 0 _

B16

MERCDES BENZ ADM AND PLD SCHEMATIC FOR OM502 LA AH500-D ADT

CHAPTER 2

Engine Schematic

CHAPTER 2

REVISION 0

CHAPTER 2

CAN BUS J1939 WHAT EXACTLY IS A “CAN BUS” The Controller Area Network (CAN) is a serial communications protocol that efficiently distributes real time control (Data) with great Data integrity. In other words it is a system that sends data (In a binary code or math between electronic control units.) The “CAN” is a means of transferring data between components and in the case of the "D" Series ADT’s there is a “CAN” between numerous components, namely: SSM · Sealed Switch Module MDU · Monitor Display Unit TCU · Transmission Control Unit CCU · Chassis Control Unit ECU · Commonly known as the ADM is the · · · · Engine control unit (Cab Mounted). MR · · Engine mounted control unit (PLD). OBW · On Board Weighing FDC · Fan Drive Controller SCU · Suspension control unit MM· · Memory module OEU · Output Expansion Unit. There are numerous advantages of using a “CAN” system: Reliable. Fast. Cost effective. High flexibility. The following illustrations describe the HITACHI “CAN” and the tests that can be carried out to test the wiring.

REVISION 0

CHAPTER 2

REVISION 0

X94 - C

X94 - B

X94 - A

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

Diag

MDU

SHIELD

7.2 V

GN 1.0

YL 1.0

Wake up Module

SHIELD

SHIELD GN 1.0 YL 1.0

GN 1.0 YL 1.0

SHIELD

SHIELD GN 1.0 YL 1.0

FDC

SAT. Modem

OBW

SHIELD

MM & GPS

CCU

YL 1.0

SCU

TCU

GN 1.0

ADM

CTI

SAE J1939 CAN BUS

X93 - C

X93 - B

X93 - A

HITACHI TRAINING CENTER TR001634 AH500-D REVISION 01

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

CHAPTER 2

CANBUS

YL 1.0

GN 1.0

GN 1.0 YL 1.0

SHIELD GN 1.0 YL 1.0

GN 1.0 YL 1.0

SHIELD

GN 1.0

YL 1.0

CHAPTER 2

REVISION 0

CHAPTER 2

TESTING THE “CANBUS” The construction of the “CAN” line is of a high quality cable consisting of a CAN_H and a CAN_L cable. These two cables carry the information in Series to and from the Control units in the system. CAN_H and CAN_L Both send the same messages and basically check on each other. The O’s and 1’s are created by voltages that are produced inside the control units.The two cables are protected by a shield around the outside to prevent in EMI (Electro Magnetic Interferences).This EMI can cause false or incorrect signals in the system.

1. CAN_H Short to ground. 2. CAN_L Short to ground. 3. CAN_H Short to CAN_L. 4. CAN_H Open circuit. 5. CAN_L Open circuit 6. CAN_H and CAN_L Open circuit. 7. CAN _H or CAN_L shorted to a Arbitrary Potential (Voltages) Any of these errors will cause a Error code to come up on the MDU Display.

The “CANBUS” has two resistors connected to the end of the “CAN line.” These Resistors are fitted to Terminate the signals in the “BUS”. If these Resistors where not fitted the signals would reflect in the “CAN” line and the System would not work.The Resistors also play an important Role in the system for the technician,The resistors are connected across the CAN_H and CAN_L lines.If You measure the Resistance across any of the two lines at any of the control units you will measure 60 Ohms. A short circuit or open circuit will cause the resistances to change.

The Display will show For example “CCU CAN ERROR” on the display.

There are numerous errors that can occur within the system.

Before beginning the troubleshooting process, read and understand the following:

CHECKING THE CABLES When testing the “CANBUS” the most important factor will be the 60 Ohm reading across the CAN_H and CAN_L. NOTE: A digital Multi meter Must be used to check any readings on the D Series Machines.

Wire identification presents the Connector, the terminal on the connector and the colour. Shut off the engine and ignition before any harness connectors are disconnected or connected. When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and not the wires extending from the connector. Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to maintain firm contact. Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-residue, non-lubricating solvent. When checking the CAN harness at the connectors, it is important to remember to check the CAN from each of the pins on the different plugs that are used in the CAN circuit.

REVISION 0

CHAPTER 2

CHECKING OPENS, SHORTS BETWEEN WIRES AND SHORTS TO GROUND ON THE CAN HARNESS NOTE: Always make sure that all the connectors are removed from all the control units before testing. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of the problems, reconnect the clean connectors and operate the vehicle normally. If all connectors are clean and connected correctly, determine which Control unit is causing the error on the display. Remove all the connectors on the control units and measure the resistance of the “CAN BUS” as shown below for each fault. Each control unit has their own connector as they are manufactured by different OEM’S.

MAIN “CAN” HARNESS The Main “CAN” Harness is measured in Ohms and One should measure 60 Ohms as per the calculation shown previously. The reading obtained in Ohms is very important as previously discussed as this will determine if there is a problem with the “CAN” Line. Once all the connectors have been removed each connector can be measured for 60 Ohms. There are Numerous faults that can occur to prevent the 60 Ohms reading from being obtained.

REVISION 0

CHAPTER 2

“CAN” SHORT TO GROUND A short to ground on one or both “CAN” lines will result in continuity being read to ground. Check the continuity on any connector as shown below. Make sure that the ground you are using is a good clean ground.

VOLT/OHMMETER (VOM)

CAN_H or CAN_L Shorted to ground

Ð + +

X19 - A

X19 - B

E X19 - C

ECU CAN

X18 - A

X18 - B

X18 - C

CCU CAN

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

CANT1-A

YL 1.0

CANTERM - A

CANT1-B

GN 1.0

CANTERM - B

CANT1-C

SHIELD

CANTERM - C

CAN Short To Ground CV

REVISION 0

CHAPTER 2

“CAN “OPEN CIRCUIT A Open circuit on one or both “CAN” lines will result in only one resistor being read which will show 120 Ohms on the multimeter. Check the resistance on all the connectors as shown below. Also Check the Resistance of the individual Resistors (120 Ohms).

CAN_H or CAN_L Open circuit or both Open Circuit

X19 - A

X19 - B

X19 - C

ECU CAN

X18 - A

X18 - B

X18 - C

CCU CAN

VOLT/OHMMETER (VOM)

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

CANT1-A

YL 1.0

CANTERM - A

CANT1-B

GN 1.0

CANTERM - B

CANT1-C

SHIELD

CANTERM - C

CAN Open Circuit CV

REVISION 0

CHAPTER 2

“CAN” SHORT TO POSITIVE 0 -24 VOLTS CAN_H or CAN_L must also be measured for a voltage at the connectors in case the lines have shorted to a positive. Check from any connector to ground for a Voltage, make sure that the ground you are using is a good clean ground.

CAN_H or CAN_L 0

VOLT/OHMMETER (VOM)

Shorted to a Voltage

A voltage from 0-24V

X19 - A

X19 - B

E X19 - C

ECU CAN

X18 - A

X18 - B

X18 - C

CCU CAN

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

CANT1-A

YL 1.0

CANTERM - A

CANT1-B

GN 1.0

CANTERM - B

CANT1-C

SHIELD

CANTERM - C

CAN Short To + 0 -24Volts CV

REVISION 0

CHAPTER 2

REVISION 0

CHAPTER 3

CHAPTER 3. ELECTRICAL SYSTEM SECTION 1. SYSTEM INFORMATION

DFM L

B+

Circuit Breaker

ACC 0 IGN ST

Kl30

Kl50

ELECTRICAL SCHEMATIC SYMBOLS

BGND

BAT

Isolator Switch

Starter

Fuse

Alternator

12 V Cigarette Lighter / Accessory Socket

Battery

Ignition Switch

Horn

3 30

Continue 85

Radio / Cassette Player

6 87

Diode

Ignition Solenoid

Temperature Sender

Battery Balancer Pressure Switch

Pressure Sender

Head Light Switch

87a 87

30 85

Engine Speed Sensor

Pressure Switch

“-"

Latch Switch

Relay

“+"

12 V Two Way Radio

Speaker

Light Pot

Solenoid 2

Compressor Clutch Solenoid

Monitor

H Sol

0 1 V7

Retarder Accum. Resistor

Headlight

Retarder Solenoid

Retarder Temp Sensor

Thermal Protection

(6)

6 (4) PWM

(1)

HORN WASHER

INDICATORS

WIPERS

DIP/BRIGHTS

MIRROR SERVO 3 M

2 1

BRIGHTS

1 0

(2)

(5)

(3)

Wiper motor

Pump & Motor

Switch

PWM

Ignition

Park

Earth

Position Sensor 2

DIPS

Fan / Blower

Switch

Motor Speed Switch

Demister

Diode Bank

0 (OFF) 1 (L) 2 (M) 3 (H)

Diode Light

PWM Accelerator Pedal

MIRROR SERVO

Steering Column Switch Symbols Elec

REVISION 0

CHAPTER 3

CHASSIS CONTROL UNIT (CCU & OEU)

The Chassis Control Unit, commomly known as the “CCU”, is a processor that has been designed to control certain functions used on the machine. This processer reads inputs, sends outputs and sends and receives Can-bus signals. Inputs: Digital signals ( Ground eg: Indicator left turn signal from indicator switch). Annalog signals (Variable resistance eg: Air pressure sender unit). CAN-bus (J 1939) signals (eg: Engine temperatre). Outputs:Digital signals ( +24V dc eg: Energise left turn indicator). Pulse width modulated signals (eg:Interaxle diff lock). CAN-bus (J 1939) signals (eg: To bring on the MDU left turn signal). Example:When the indicator switch is moved to left turn it supplies a ground signal to the MDU2. At the same time a CAN message is send to the CCU2. CCU recieves this digital ground signal processes it and sends out and intermittent digital +24V signal to the Left turn indicator light controlling the flashing. At the same time it will send out a “CAN-BUS” (J1939) signal to the MDU to bring on the left turn indicator signal light.

REVISION 0

CHAPTER 3

MDU2 (MONITOR DISPLAY UNIT) 1

50 60

10 0

20 10

4 70

30 40

COOLANT TEMP

RPM

Km/h M/h

n/min

TRANS TEMP

COLD START

FUEL

COOLANT LEVEL

ENGINE

EMERGENCY

FAULT

STEERING

TYRE

TRANS

RETARDER

PRESSURE

FAULT

PARK BRAKE

BRAKE PRESSURE

BRAKE TEMP

HYDRAULIC

n/min ENGINE

BATTERY

AIR FILTER

CHARGE

BIN UP

INTER-AXLE

DIFF

HIGH

DIFF LOCK

LOCK

RANGE

GD1037CV

The Monitor Display Unit, commonly known as the “MDU” is a multi-functional display unit. This unit is capable of displaying vehicle speed in kilometers per hour and miles per hour. A fuel gauge, engine oil pressure gauge, coolant temperature gauge, transmission temperature gauge and air pressure gauge have been incorporated for easy and clear viewing for the operator. There are two alpha numeric displays which can show numerous values selected by the operator, there are five main menus, each menu having sub-menu’s (Each menu will be discussed later in this section). These are selected by using the four push buttons on the right-hand side of the unit. The unit also consists of warning indicators, for example: general warning, change in direction, transmission fault or bin up. The MDU receives all of its information from digital inputs or CAN -BUS signals from the other vehicle control units such as Chassis Control Unit (CCU), Transmission Control Unit (TCU) or Engine Management System (ADM).

REVISION 0

CHAPTER 3

MDU2 LAYOUT 1

50 60

10 20

4 70

30 40

COOLANT TEMP

RPM

Km/h M/h

n/min

28 TRANS TEMP

COLD START

FUEL

COOLANT LEVEL

ENGINE

EMERGENCY

FAULT

STEERING

PARK BRAKE

BRAKE PRESSURE

BRAKE TEMP

HYDRAULIC

n/min

TYRE

TRANS

PRESSURE

FAULT

RETARDER

ENGINE

BATTERY

AIR FILTER

CHARGE

BIN UP

INTER-AXLE

DIFF

HIGH

DIFF LOCK

LOCK

RANGE

8 GD0036CV

10 11 12 13 14

18 19

20 21

Coolant Temperature gauge.

Main Warning Light.

Speedometer.

Engine Air Filter Indicator Light.

Menuy Display Screen.

Battery Charge Warning Light.

Revolution Counter.

High Beam Indicator Light.

Fuel Gauge.

Bin Raised Warning Light.

Transmission Temperature Gauge.

Engine Over Speed Warning Light.

Cold Start Warning Light.

Inter Axle Differential Lock Light.

Left Indicator.

Controlled Traction Differential Lock Light.

Coolant Level Warning Light.

Brake Pressure Warning Light.

Tyre Pressure Indicator Light.

High Speed Indicator Light.

Engine Fault Warning Light.

Right Turn Indicator Light.

Transmission Fault Warning Light.

Emergency Steering Warning Light.

High Hydraulic Fluid Temperature Warning Light.

Retarder Light.

Brake Temperature Warning Light.

Park Brake Warning Light.

REVISION 0

CHAPTER 3

MDU2 INPUT AND OUTPUTS MDU2J1

MDU2J2

B K P F

km/h COOLANT TEMP

mph 0

30 40 50 10

20 30

B 60

40 50

70 80

RPM

n/min

J C

J L

TRANS TEMP

FUEL

M N

COLD START

COOLANT LEVEL

ENGINE

EMERGENCY

FAULT

STEERING

PARK BRAKE

A C

BRAKE PRESSURE

BRAKE TEMP

TYRE

TRANS FAULT

RETARDER

ENGINE

BATTERY

AIR FILTER

CHARGE

BIN UP

R S

n/min

PRESSURE

HYDRAULIC

INTER-AXLE

DIFF

HIGH

DIFF LOCK

LOCK

RANGE

D N MDU2_PLUGS_CV

REVISION 0

CHAPTER 3 MDU2J1

MDU2J2

Battery Positive, Input, Fuse 8, 10A

Ground via Hyd. Filter Pressure Switch

Not used

Not Used

J1939 CAN

Output to Low ACC Brake Pressure Switch

Buzzer

Output to CTD Pressure Switch

Not used

Output to Emergency Steering Switch

Not used

Battery Positive Input via Steering Column Switch

Not used

Battery Positive Input via Steering Column Switch

Not used

Output Signal to Low Coolant Level Switch

Not used

Output to Cold Start Module

J1939 CAN

Not Used

Battery Positive, Input, Fuse 33, 10A

Not Used

Buzzer

J1939 CAN From SSM

Output to Ground via Fuel Sender

To Engine Air Intake Pressure Switch

Ground

Not Used

Output to Ground via Steering Column Switch Left

Output to Ground via Steering Column Switch Right

REVISION 0

CHAPTER 3 The “MDU” displays the selected menu and it’s different values. NOTE: In the Default Menus some of the value on the “MDU” can be altered by the operator to display the information that the operator would prefer.

RELAY In HITACHI we use a five pin relay, commonly known as a change over relay. This type of relay can be wired normally open or normally closed. A relay has two sections, the trigger section and the load section.

87a 87 30 85

TR000237

The pin numbers are numbered as follows: 85

Trigger

Supply

Normally open (Load)

87a Normally closed (Load)

REVISION 0

CHAPTER 3 The “MDU” displays the selected menu and it’s different values. NOTE: There are five Default Menus. In some of the menusthe operator can choose what to display. To go to the MAIN MENU from any default screen: Press the MENU BUTTON.

START-UP DISPLAY

Press the "NEXT" button to scroll betrween ODM (Km/m.p.h); HOURS (total hours) and SPEED (Km/h or m.p.h) To change to the next DEFAULT SCREEN: Press the "Select" button on the MDU.

DEFAULT SCREEN

When the machine is switched on the MDU will come up with "HITACHI LOGO". It will then automatically scroll to the default menu that was last active. NOTE: To scroll backwards throught he options, press the "BACK" button.

DEFAULT SCREEN

To change to the next DEFAULT SCREEN: Press the "Select" button on the MDU.

DEFAULT SCREEN HITACHI AH300-D

In this screen the information displyaed at the bottom can be changed by the operator. (See default menu 5 for more information). To change to the next DEFAULT SCREEN: Press the "Select" button on the MDU.

To change to the next DEFAULT SCREEN: Press the "Select" button on the MDU.

DEFAULT SCREEN

To change the info displayed at the right hand bottom of the screen when in this screen:

REVISION 0

CHAPTER 3

DEFAULT SCREEN

TO GO TO MAIN MENU FROM DEFAULT SCREEN Press the “MENU” button to go to "MAIN MENU" from default screen. NOTE: To access "Service Mode or Factory Mode" Menus: Press No 6 on SSM and "MENU" button on MDU2 simultaneously and hold for 5 seconds.

MAIN MENU In this screen the information displayed in the middle right hand side of the screen can be changed to display one of the following options in sequence;

• • • • • • • • • • • • • • • • • • • • • • • • •

MACHINE TYPE BINTIP COUNT TRIP ODO TRIP TIME TRIP FUEL TRIP LOAD LCKUP CTH CURRENT GEAR TRANS TEMP RET TEMP RETADER TORQ ENG TEMP ENG PRES BOOST PRESS ENG OIL LVL FUEL ECONOMY ENGINE TORQ ENG RET TORQ FUEL AIR PRESSURE HYD TEMP BRAKE TEMP PAYLOAD TIME DATE

The following sub-menus are available in the main menu: 1 - Counters 2 - Actual Values 3 - Diagnostics 4 - Machine Config 5 - Machine ID 6 - Factory Mode (Accessible with Service Mode / Factory Mode only) When a menu is selected, the first option will be high lighted. To scroll between the options in sub-menus press “NEXT” button. To go back to the previous menu, press “BACK” button. NOTE: To choose an option in a menu, press the "SELECT" Button.

Counters The following options are in the sub-menu "COUNTERS": 1 - Trip Info, 2 - Bintip Count, 3 - Service 4 - Bonnet Fan (Accessible with Service Mode only). Press the "NEXT" button to scroll between the options.

NOTE: 1) To scroll from one option in this menu to the next option, just press “Next”. To scroll backwards, press "BACK" button. Press the "Select" button on the MDU to scroll between "DEFAULT SCREENS".

REVISION 0

CHAPTER 3 Trip Info

Trans Values

Press "NEXT" Button when in the "Trip Info" menu to scroll between the following "Trip Info" sub-menus:

This menu has three sub-menus. Use the "NEXT" button to scroll between this menus and "BACK" to go to Actual Value menu.

1 - Trip Distance, 2 - Trip Time, 3 - Trip Fuel and 4 - Trip Load.

Vehicle Values

NOTE: When in a sub-menu and the “BACK” press button is pressed, the system will go back to the "COUNTERS" Menu. To reset a value in this sub-menu: Press “SELECT” button and hold for three beeps, the system will reset that value in the sub-menu. Bintip Count To reset a value in this sub-menu: Press “SELECT” button and hold for three beeps, the system will reset that value in the sub-menu. Service NOTE: In the "Service" sub-menu, the reset can only be done by a service technician once in service mode. Bonnet Fan The bonnet fan will only be displayed in "Service Mode" and is not applicable for this trucks.

Actual Values In "Main Menu" press "NEXT" to scroll to this option, press "SELECT" button to select this option. Actual Values The actual values menu has three sub-menus: 1 - Engine Values 2 - Trans Values 3 - Vehicle Values Engine Values This menu has five sub-menus. Use the "NEXT" button to scroll between this menus and "BACK" to go to Actual Value menu.

This menu has four sub-menus. Use the "NEXT" button to scroll between this menus and "BACK" to go to Actual Value menu.

Diagnostics In "Main Menu" press "NEXT" to scroll to this option, press "SELECT" button to select this option. The diagnostics menu has ten sub-menus: 1 - Actual Faults 2 - Stored Faults 3 - CCU Diagnostics 4 - OEU Outputs 5 - MDU Diagnostics 6 - OBW Diagnostics 7 - MM Diagnostics 8 - CAN Diagnostics 9 - TPM Diagnostics 10 - Task Times (Accessable only in Factory Mode via a password). Actual Faults There can be up-to twenty sub-menus and each sub-menu will display an active fault code. Press "SELECT" button in the sub-menu for an detailed desciption of the fault code. Stored Faults There can be up-to twenty sub-menus and each sub-menu will display a stored fault code. Press "SELECT" button in the sub-menu for an detailed desciption of the fault code. NOTE: The stored faults can only be cleared in service mode.

CCU Diagnostics In "Diagnostics Menu" scroll to CCU Diagnostics. The CCU Diagnostics Menu has three sub-menus:

REVISION 0

CHAPTER 3 1 - CCU Inputs 2 - CCU Analog 3 - CCU Outputs

TPM Diagnostics

CCU Inputs

1 - Left Front 2 - Right Front 3 - Left Middle 4 - Right Middle 5 - Left Rear 6 - Right Rear.

CCU Inputs Menu has five sub-menus. CCU Analog CCU Analog has six sub-menus. CCU Outputs The CCU Outputs Menu has eight sub-menus. OEU Outputs There are seven sub-menus. MDU Diagnostics There are four sub-menus under the MDU Diagnostics menu. OBW Diagnostics There are three sub-menus under the OBW Diagnostics menu. (Can only be switched on in Factory mode). MM Diagnostics There are three sub-menus under the MM Diagnostics menu. CAN Diagnostics There are two sub-menus under the CAN Diagnostics menu. 1 - CAN Stats 2 - RX CAN Mess. CAN Stats CAN Stats has four sub-menus. RX CAN Mess RX CAN Mess will display all active controllers.

REVISION 0

TPM Diagnostics has six sub-menus.

Task Times Task Times has three sub-menus.

Machine Config In the Main Menu, scroll to "Machine Config" menu and press "SELECT" button. There are thirteen sub-menus in menu "Machine Config". 1 - Monitor Settings 2 - Wiper Timing 3 - Scraper Function (Not Used on ADT's) 4 - Prod Options 5 - Bin Settings 6 - Tire Size (Accessable in service mode only) 7 - Position Sensors (Accessable in service mode only) 8 - OBW Config (Accessable in service mode only) 9 - MM Config (Accessable in service mode only) 10 - TPM Config (Accessable in service mode only) 11 - Hyd Press Setup (Accessable in service mode only) 12 - Sus Setup (Accessable in service mode only) 13 - Enable Options (Accessable in service mode only) 14 - Factory Functions (Accessable in factory mode only). Monitor Setings There are five sub-menus in menu "Monitor Settings". 1 - Language 2 - Units 3 - Backlighting 4 - LCD Contrast 5 - LCD Offset (Accessable in service mode only)

CHAPTER 3 Language Menu

Bin Settings

There are five options to choose from:

There are two sub-menus in menu "Bin Settings".

English German French Spanish Units Menu There are two options to choose from: Metric Imperial

1 - Production Limit 2 - Safety Limit (Accessible in Service Mode only) Production Limit Menu Button to Exit Back Button to Decrease Next Button to Increase Select Button to store.

Backlighting Menu

Safety Limit (Accessable in service mode only)

Menu Button to Exit Back Button to Decrease Next Button to Increase Select Button to store.

LCD Contrast Menu

Machine ID

Menu Button to Exit Back Button to Decrease Next Button to Increase Select Button to store.

There are nine sub-menus in menu "Machine ID".

LCD Offset Menu (Accessible in Service Mode only) Menu Button to Exit Back Button to Decrease Next Button to Increase Select Button to store. Wiper Timing Menu Button to Exit Back Button to Decrease Next Button to Increase Select Button to store. Scraper Function (Not Used) Prod Options Prod Options Menu has two options: Bin Restriction Load Selection.

1 - ECU 2 - TCU 3 - MDU 4 - CCU 5 - OEU 6 - SSM 7 - MMU 8 - OBW 9 - TPM Each of the menus above has only one sub-menu.

Trip Load NOTE: This value is only displayed when an On Board Weighing System is installed on the machine, otherwise "- - - - " is displayed. This option on the default menu gives the accumulated weight in metric tons since the last reset of the “Trip Load”. (Example: If the trip load was reset in the morning and has done 10 trips for the day; it will display the total amount of tons moved for the ten trips).

REVISION 0

CHAPTER 3

Pay Load NOTE: This value is only displayed when an On Board Weighing System is installed on the machine, otherwise "- - - -" is displayed. This value is displayed in screen one and five. It is the actual load on the bin. If the bin is empty, the value displayed will be “0”. If OBW is not installed, "- - - -" will be displayed. The “Pay Load” is measured automatically by the “On Board Weighing System”.

On Board Weighing System (OBW) (Optional) The OBW weighs the load as it is loaded onto the bin. It automatically add up the weight as it is loaded. Functional description of the OBW with upgraded software (See Service Bulletin 2005/1013). The On Board Weighing Module (OBW) measures the strain as seen by the truck’s walking beams. This data is sent to the Chassis Computer Unit (CCU) via the Controller Area Network (CAN), where the strain is used to calculate the payload of the truck. The calculated payload is transmitted on the CAN bus in the vehicle weight message, cargo weight. (See specification SAE J1939 – 71, message Vehicle weight for more detail.) The OBW Module uses this data to determine which load light should be on.

REVISION 0

The Chassis Control Unit (CCU) determins the truck’s rated capacity (in short tons) from the VIN number. The CCU module converts this value to metric tones and drive the load lights in the following manner:

• If the vehicle speed is lower than 5 km/h and

the payload is less than 75% of the truck’s rated capacity, the yellow light is blinking at a rate of 1 blink per second. • Irrespective of the vehicle speed, if the payload is equal or larger than 75% but less than 95% of the truck’s rated capacity, the yellow light is permanently on. • Irrespective of the vehicle speed, if the payload is equal to 95% and less than 110% of the truck’s rated capacity, the green light is permanently on. • Irrespective of the vehicle speed, if the payload is larger than 110% of the truck’s rated capacity, the red light will be on. During power-on, the CCU Module tests the load lights. First it switches only the yellow light on for a period of 100 ms, then only the green light for 100 ms then only the red light for 100 ms. At the end it switches all the lights off for 200ms. The above sequence repeats 10 times after which the CCU Module commences with its normal operation. This power-up sequence can be used during the installation phase to confirm the wiring and light colors. If the OBW function is switched off at the MDU, the OBW module will complete the power-on test sequence but will not drive any lights during normal operation.

CHAPTER 3

EXPLANATION OF WIRE MARKINGS Wire Colour The wire colour (Two character code) is simply an abbreviation of the wire colour. SCHEMATIC ABBREVIATION

WIRE COLOUR Black

Blue

Brown

Green

Gray

Orange

Pink

Purple

Red

White

Yellow

Multiple Wire Colours Wires with more than one colour abbreviation will have a stripe running parallel to the wire. The first colour abbreviation will be the main colour, the second abbreviation will be the colour of the stripe. Example: WH/BK represents a white wire with a black stripe. Wires with three colour abbreviations will have two stripes running parallel to the wire. The second and third colour abbreviations will be the colour of the stripes. Example: BK/WH/GN represents a black wire with a white and green stripe.

REVISION 0

CHAPTER 3

Diodes/Resistors, Fuses and Relays/Voltage Regulator FUSE AND RELAY LAYOUT

87a

10A

FUSE 7

10A

FUSE 5

20A

FUSE 4

10A

FUSE 3

INTERIOR LIGHT, BRAKE SWITCH & HAZARD SWITCH

FUSE 45

10A FUSE 46

10A FUSE 47

IGNITION FUSE 15

IGNITION TCU

FUSE 22

COLDSTART

FUSE 23

ECU

FUSE 24

10A FUSE 16

10A

40A FUSE 17

25A

10A FUSE 18

20A FUSE 19

30A FUSE 20

20A FUSE 21

20A

15A OEU OUTPUT DRIVER SUPPLY 3

FUSE 25

OEU OUTPUT DRIVER SUPPLY 6

FUSE 26

OEU OUTPUT DRIVER SUPPLY 4

FUSE 27

OEU OUTPUT DRIVER SUPPLY 5

FUSE 28

20A 30A 20A 20A

IGNITION OEU IGNITION STATUS

FUSE 29

OEU OUTPUT DRIVER SUPPLY 2

FUSE 30

OEU OUTPUT DRIVER SUPPLY 1

FUSE 31

CCU2 OUTPUT DRIVER SUPPLY 3

FUSE 32

CCU2 OUTPUT DRIVER SUPPLY 6

FUSE 33

CCU2 OUTPUT DRIVER SUPPLY 4

FUSE 34

CCU2 OUTPUT DRIVER SUPPLY 5

FUSE 35

10A 25A 15A 10A 10A 10A

10A

IGNITION CCU2 IGNITION STATUS

FUSE 36

CCU2 OUTPUT DRIVER SUPPLY 2

FUSE 37

CCU2 OUTPUT DRIVER SUPPLY 1

FUSE 38

DIAGNOSTIC CONNECTOR

FUSE 39

MDU2 IGNITION STATUS

FUSE 40

10A 10A 10A

12V RADIO IGNITION

10A 10A

10A

SPARE 4

SPARE 3

10A

SPARE 2

10A

SPARE 1

10A

FUSE 10

FUSE 9

10A

FUSE 8

FUSE 43 FUSE 44

87a

BATTERY

IQAN

87a 85

MDU2

R4 - OVERSPEED

MM BATTERY BALANCER DIAGNOSTIC CONNECTOR

10A

BATTERY R3 - AUTO NEUTRAL

S1 - STUD 1 BATTERY POWER

FUSE 2

FUSE 1

ECU (20A on JD ECU) OEU CCU2

87a 85

TCU

R2 - GEAR HOLD

FUSE 6

R1 - 12V SUPPLY

12V 2WAY RADIO & REVERSE MONITOR 12V POWER SOCKET & 12V CIGARETTE LIGHTER MM 12V INPUT & CCU 12V INPUT 12V BATTERY POWER RADIO SUPPLY

DIODE 1

ALTERNATOR D+

LOW ACC BRAKE PRES., EMERGENCY STEERING, TPM ON 4206D AUTO GREASER IGN. SUPPLY

10A ELECTRICAL SEAT

10A

IQAN IGNITION SYPPLY

FUSE 41

MIRROR ELECTRICAL

ZF EOL

OBW, TPM

S2 - STUD 2 IGNITION POWER

10A ZF EOL PROG. PIN

10A

217845-C

REVISION 0

CHAPTER 3

REVISION 0

BATTERY 12V

RD 70.0

BK 70.0

RD 70.0

ALT-E

OUT

SW24

BAT

IGN-3

MCB-1

GND

IGN-2

BK 1.5

ISW2-OUT

STAR-50

KL50

KL30

MCB-2

GN 10.0

IGNS-2

CONT

GN 2.5

GN 10.0

IGNS-1

BK 70.0

RD/BK2.5

RD/BK 2.5

D6-V

RD 4.0

RD 10.0

D1-S

GN 10.0

RD/BK 2.5

CB2-1

STUD 1

DIODE1 3A

WH 2.5

D1-V

CB2-2

CB2 20A

D6-S

YL/RD 0.75

IGNITION SOLENOID IGNS-87

IGNS-30

D6-U

BK 1.5

(JD 250/300D Only)

STARTER

DIODE 3AMCB1 60A GN 4.0

IGNITION SWITCH

IGN-1

ISOLATOR SWITCH

BK/WH 1.5

SW26

YL/RD 1.5

D6-T D3-3

WH 2.5

BK/WH 1.5

YL/RD 1.5

GN 16.0

OUT ISW1-OUT

SW25

ISW1-IN IN

ISW2-IN

D+

ALTERNATOR

B+

ALT-D+

ALT

BK 16.0

ALT-B+

D6-R

GN 16.0

ACC 0 IGN ST

RD 70.0

WH 2.5

CB1-2

BK/WH 1.5

CB1 20A

BK 70.0

D1-U GN 10.0

REVISION 0

CB1-1

OUT

D6-Y

(All Large Trucks)

(All Small Trucks)

FUSE 10 10A

FUSE 9 10A

FUSE 8 10A

FUSE 7 10A

FUSE 6 10A

FUSE 5 10A

FUSE 4 20A

FUSE 3 20A

FUSE 2 10A

FUSE 1 10A

(JD 250/300D Only)

MM21B-1

GN 0.75

HZDSW-2

GN 0.75

BK/GN 0.75

CCU2J1-C2

BB-6

COL-1

RD 1.5 RD/BK 1.5

FF-1

AH-1

RD 2.5 RD 2.5

AH-1

RD 2.5

FUSE 15-1

BLS-1

GN 0.75

RD 10.0

ILHT-A

IQAN-3

MDU2J1-A

DIAG-B

GN 0.75

GN 1.5

GN 0.75

BB-2

MM21C-16

GN 1.5

CCU2J2-L1 GN 0.75

OEUJ2-L1

ADM21-1

TCU-2

GN 2.5

D6-X

GN 2.5

MR-6

MR-5

OEUJ1-H1&H2

MR-12

FUSE 35-2

R1-30

18 JD ECU - 2 (Int) - 20A

23 Transmission Interface

3 5

3 18

4 Battery Balancer

5 Monitor Display Unit

9 Brake Lights Switch

6 Fuel Filter 6 Coolant Level 4

25 26

1 700437-01_A_CV_MK4

6 Air Heater (Large)

6 Air Heater (Small)

2 Interface Connector

20 11 Hazard Switch

18 26 Interior Light

17 29 Iqan Interface

15 25 Diagnostic Connector

13 25 Memory Module

12 25 Memory Module

11 10 Chassis Control Unit

10 15 Output Expansion Unit

FUELTP-5

(JD 250/300D Only)

BK/WH 1.5

GN 0.75

GN 1.5

GN 0.75

GN 1.5

WH 2.5

RD 0.75

D6-W

D3-6

D1-T

CHAPTER 3

Circuit Diagrams

Figure 1: Starting & Charging Circuit

CS8-1

CS4-4

ADM21-2

MR-15

OEUJ1-G3

OEUJ1-G4

OEUJ1-H3

OEUJ1-H4

OEUJ2-L3

OEUJ2-M3

OEUJ2-L4

OEUJ2-M4

18 31

18 32

18 33

14 34

14 35

14 36

14 37

15 38

15 39

15 40

15 41

Cold Start Ignition Supply

ADM, JD ECU

Output Driver Supply 3

Output Driver Supply 6

Output Driver Supply 4

Output Driver Supply 5

23 29

Interface Connector

18 30

TCU-3

Cold Start Ignition Supply

FUSE 29-1

IGNS-87

Ignition Solenoid

RD 1.5

RD 0.75

RD 2.5

RD 1.5

RD 10.0

RD 6.0

2 1

RD 2.5 2 1

FUSE21 20A

RD 2.5

FUSE20 20A

RD 2.5

FUSE19 30A

RD 2.5

FUSE18 20A

RD 1.5

FUSE17 10A

RD 2.5

FUSE16 40A

FUSE15 10A

RD 6.0

STUD 2

RD 2.5

FUSE28 20A

FUSE27 20A

FUSE26 30A

FUSE25 20A

FUSE24 15A

FUSE23 25A

FUSE22 10A

RD 1.5

CCU2J2-M4

CCU2J2-L4

CCU2J2-M3

CCU2J2-L3

CCU2J1-H4

CCU2J1-H3

CCU2J1-G4

CCU2J1-G3

OEUJ3-H4

OEUJ3-H3

OEUJ3-G2

OEUJ3-G1

OEUJ2-M1

7 Output Driver Supply 6

7 Output Driver Supply 3

2 700437-02_CV_MK4

54 10 Output Driver Supply 5

53 10 Output Driver Supply 5

52 10 Output Driver Supply 4

51 10 Output Driver Supply 4

46 16 Output Driver Supply 1

45 16 Output Driver Supply 1

44 16 Output Driver Supply 2

43 16 Output Driver Supply 2

42 15 Ignition Status

CHAPTER 3

Figure 2: Ignition Power Fuses

REVISION 0

MSW-2

ACU-8

27 64

17 65

Ignition Supply

Aircon Ignition Supply

DIODE 1-IN

IQAN-1

Ignition Supply via Diode 1

29 63

Ignition Supply (Via Interface Connector)

MDU2J1-L

Ignition Status

Ignition Supply

SSM-1

CCU2J3-H4

12 59

Output Driver Supply 1

CCU2J3-H3

12 58

Output Driver Supply 1

DIAG-E

CCU2J3-G2

12 57

Output Driver Supply 2

Diagnostic Tool Ignition Supply 25 60 (DIAG-B)

CCU2J3-G1

12 56

CCU2J2-M1

10 55

Ignition Status

Output Driver Supply 2

FUSE 15-1

Stud 2 Connection

RD 0.75

RD 1.5

RD 0.75

RD 1.5

RD 6.0

FUSE35 10A

FUSE34 10A

FUSE33 10A

FUSE32 10A

RD 2.5

FUSE31 15A

RD 2.5

FUSE30 25A

FUSE29 10A RD 6.0 2

ZF EOL 00A

FUSE41 10A

FUSE40 10A

FUSE39 10A

FUSE38 10A

FUSE37 10A

FUSE36 10A

D5-X

D2-R

D2-N

RD 0.75

RD 1.5

AHP-P

PK/GY 0.75

RD 1.5

RD 0.75

6 Headlight Switch (Dip & Bright)

6 Headlight Switch (Flash)

8 Front Wiper Park Signal

7 2 Speed Pressure Switch

6 Park Brake Pressure Switch

TCU-10

RHP-P

ESEAT-1

Automatic Greaser

Signal Supply Low Acc Brake Pressure Signal Supply 5 Emergency Steering 5

4 12V Relay Ignition

8 Rear Wiper Motor Park Signal

3 700437-03_A_CV_MK4

EOL Programming Pin

83 28 Ignition Supply Tyre Pressure Monitor TPM-3

84 23 (TCU Interface)

82 28 Ignition Supply On Board Weighing OBW-4

81 26 Electrical seat

80 26 Ignition Supply

79 ES-4

AG-1

78 LABP-4

76 R1-86

75 26 Automatic Greaser Indicator AGI-A

74 25 Driver ID Ignition Supply

RWMI-3

DID-1

SCS12-4

SCS12-1

FWMD-3

2SPS-3

PBPS-2

68 25 Memory Module Ignition Status

RD 0.75

66 11 Park Brake Dash Switch

PBDSW-2 MM21C-5

Signal Ignition Supply 1 -

67 12 Hardware Detection

RD 0.75

CCU2J3-F4

RD 0.75

CHAPTER 3

Figure 3: Ignition Power, Fuses 29 to 41 & ZF EOL

30 85

FUSE 37-2

BK 1.5

RD/BK 1.5

GN 1.5

RELAY 1 12V SUPPLY

87 86

BATTERY BALANCER

CB1-2

WH 2.5

BK 1.5

WH/RD 2.5

WH 1.5

WH/RD 1.5

87a

RD 0.75

CUSTOMER SUPPLIED 12V TWO WAY RADIO

IGN-3

1 2

WH/RD 1.5 1 2

WH/RD 1.5

RM - 1

WH/RD 1.5

85 86

12V

BK 1.5

JUNCTION BOX

CIGARETTE LIGHTER

CL-2

CL-1

12V Power Socket, 12V Cigarette Lighter

WH/RD 1.5

12V 2Way Radio

FUSE46 10A

WH 1.5

12V Radio Ignition

FUSE45 10A

2WR-2

12V Battery Power - Radio Supply

FUSE44 10A

WH/RD 1.5

BK 1.5

FUSE43 10A

WH/RD 1.5

26 14

NPN CUSTOMER FURNISHED

FUSE47 10A

WH/RD 1.5

FUSE 6-2

RM - 2 WH/RD 1.5

WH/RD 0.75

CCU2J1-F1 CCU 12V Input

WH/RD 1.5

BK 1.5

12V POWER SUPPLY

12V-B

12V

12V-A

REVERSE CAMERA

REVERSE MONITOR "-" LFS-1

RIGHT SPEAKER E2

"+" RFS-2

"-" RFS-1

LEFT SPEAKER

"+" LFS-2

BK/BL 1.5

BK 1.5

4 700437-04_A_CV_MK4

ANTENNA

12V RADIO

A7 A4 A8 B3 B4 B5 B6

RADI-B WH/RD 1.5

2WR-1 WH/RD 0.75

MM21C-1 MM 12V Input

RADI-A

BK 1.5

RADI-C BK 1.5

WH 1.5

98 BK/GN 1.5

CHAPTER 3

Figure 4: 12V Circuit

REVISION 0

BL/WH 1.5

HFP-1

D2-Q

(Used on 4206D Only)

HFP-2

BK 1.5

RD/GY 1.5

OR/BK 1.5

OR/BK 0.75

RD/GY 0.75

BL/WH 0.75

PL/GN 0.75

BL/YL 0.75

YL/BL 0.75

BK 1.5

LABP-2

LOW ACC BRAKE PRESSURE

B23

RD 1.5

COLD START

TRANS FAULT

TYRE

FAULT

ENGINE

PRESSURE

COOLANT LEVEL

BK 1.5

TRANS TEMP

COOLANT TEMP

BATTERY CHARGE

20 30

ENGINE

70 80

BIN UP

n/min

40 50

30 40 50

AIR FILTER

mph 0

EMERGENCY STEERING

B24

RD 1.5

3 CTDPS-3

HYDRAULIC

B26

RANGE

HIGH

BRAKE TEMP

n/min

CTD PRESSURE SWITCH

BK 1.5

CTDPS-1

DIFF LOCK

BRAKE PRESSURE

FUEL

RPM

INTER-AXLE

PARK BRAKE

MONITOR DISPLAY UNIT

RETARDER

STEERING

EMERGENCY

HYD FILTER PRESSURE

D3-30

PBPS-1

HLS-1

Engine Air Intake Filter Pressure Switch

29 91

D2-A

WH/BL 0.75

COL-3

CS8-8

18 90

LABP-1

OR/GN 0.75

GY/WH 0.75

SCS 12-5

LABP-3

WH/GY 0.75

SCS 12-3

D2-B

LABP-4

ES-4

km/h

ES-1

ES-2

FUSE 38-2

D3 - 27 AFP-1 BL/WH 1.5

ES-3

BN/RD 0.75 YL/RD 0.75

R S

FUEL-2

FS-2

3 6

62 99

100 6

FUSE 33-2 SCS 12-10 SCS 12-9

AFP-2

5 700437-05_A_CV_MK4

FS-1

FUEL-1

BUZZER

98 SSM-4

BUZ-2

FUEL SENDER

BUZ-1

95 25

SSM

94 25 DIAG

SSM-3

93 25

DIAG-D DIAG-C

FUSE 8-2

216446 (B20/2306D Only)

FUEL SENDER

BL/WH 0.75

OR/WH 0.75

B19

BK/RD 0.75

FUEL-1

RD 1.5

GN 0.75

BK 1.5

YL 0.75

BK 0.75

GN 0.75

FUEL-2

MDU2J1

BK 1.5

REVISION 0 BK 1.5

MDU2J2

CHAPTER 3

Figure 5: Monitor Display Circuit

MDU2J2-H

CB2-2

SSCAN-C

24 199

SSCAN-A

SSCAN-B

24 197

D3 - 2

YL 0.75

COL-1

COL-2

COL-3

COL-2

RD 1.5

COL-4

COL-1

WH/BL 1.5

BK 1.5

WH/BL 1.5

BK 1.5

BK 0.75

GN 0.75

BK 1.5

LOW COOLANT LEVEL SWITCH

1 +

3 SIG

2 _

BK 0.75

GN 0.75

YL 0.75

RD 0.75

B20

SSM-4

SSM-3

LOW COOLANT LEVEL SWITCH

1 SIG

2 _

SSM-1 SSM-2

1 PBPS-1

PARK BRAKE PRESSURE SWITCH

PBPS-2

B18

MDU2J2-M BL/YL 0.75

FUSE 36-2 RD 0.75

SEALED SWITCH MODULE

24 198

AH-2

BK 2.5

MDU2J1

MDU2J1-K

MDU2J1-C

FUSE 33-2

HEADLIGHTS

87 5

88 5

AH-1

RD 2.5

STEERING COLUMN SWITCH

BRIGHTS 56a

56b

DIPS

AIR HEATER

SCS12-1

INDICATORS

22 24

CB2-2

SCS12-5

GY/WH 0.75

MDU2J2-G

RD 2.5

SCS12-10

SCS12-4 SCS12-3

WH/GY 0.75

MDU2J2-F

CB2-2 SCS12-11

FF-1

HORN

SCS12-12

SCS12-9

BK 0.75

SCS12-2

BK 0.75

100 61 97 98 96 69

207981

MDU2J1-S CCU2J1-F2

YL/RD 0.75 GN/BK 0.75

BK 1.5

BK 2.5

101 7

100 5

700437-06_CV_MK4

MDU2J1-R

BN/RD 0.75

SW27

FUSE 37-2 FUSE 37-2

RD 0.75

FF-2

RD 0.75

FUEL FILTER

t<7.2°C

CHAPTER 3

Figure 6: Sealed Switch Module, Steering Column Switch, Air Heater, Fuel Filter & Coolant Level Sircuit

REVISION 0

AHP-K

10 102

BK 1.5

PSEN-B

RHL-3

LHL-3

LREV-1

PSEN-A

AIR PRESSURE SENDER 0-10bar

RIGHT HEADLIGHT

RHL-1

RHL-2

E31

LREV-2

LEFT REVERSE LIGHT

BK 1.5

RREV-1

RIGHT REVERSE LIGHT

LEFT HEADLIGHT

LHL-2

LHL-1

BK/YL 0.75

CCU2J2-K2

RHP-K

BK/GN 0.75

LREV-2

4206D Only

IGN-2

WH/GY 1.5

D3-10

GY/WH 1.5 D3-11

LREV-1

4206D Only

RREV-1

4206D Only

YL/GN 1.5

RHP-A

H3 BUA-A

BUA-B

D2-C YL/GN 1.5

AHP-A

R2SP1-1

RHP-D AHP-D

MAP-1 RHP-B AHP-B BL/YL 1.5

D5-R

WH/OR 1.5 D5-P BL/YL 0.75

WH/OR 0.75

E32

YL/GY 0.75

BACK UP ALARM

RHP-K

CCU2 J1

BK 1.5

2SPS-1 1

AHP-K

RD/OR 0.75

RREV-2

PL/WH 0.75

BK 1.5

GN/WH 0.75

RHP-K

WH/RD 0.75

RREV-2

2 3 2SPS-3

MAP-2

BL 0.75

RD 0.75

(NORMALLY CLOSED) (AH500-D ONLY)

(AH500-D ONLY)

R2SP1-2

MID 2 SPEED SWITCH

2 M2SSW-2

RHP-U

(NORMALLY CLOSED) (AH500-D ONLY)

R2SP1-2

REAR 2 SPEED SWITCH

2 R2SSW-2

2 SPEED PRESSURE SWITCH

SPRING APPLIED AIR RELEASED LN

M2SSW-1 1

SPRING APPLIED AIR RELEASED LN

R2SSW-1 1

BL 0.75

4206D Only

GN/BK 0.75

REVISION 0 BL 0.75

AHP-K

SCS-2

GN/BK 0.75

FUSE 26-2

RD 1.5

111 8

110 8

700437-07_CV_MK4

FUSE 26-2

WLHT-B

RD/WH 1.5 RD 1.5

WLHT-A

RD/WH 1.5

FUSE 25-2

109 13 D2-P

RD 1.5

108 8 D3-26

FUSE 25-2

107 11 PBDSW-8

RD 1.5

106 23 TCU-6

101 6

FUSE 46-2

105 8 FWMD-4

RD/OR 0.75 WH/RD 0.75

104 29

103 8

IQAN-4

FUSE 36-2

RWMI-4

BK 1.5

YL/GY 0.75

AHP-U

BK 1.5

GN/WH 0.75

RHP-U

AHP-U

CHAPTER 3

Figure 7: CCU2 J1 Circuit (Page 1)

101

Park

Ignition

Earth

CCU2J1-F3&F4

CCU2J1-H1

CCU2J1-H2

7 110

7 111

RD/WH 1.5

D3-26

YL 1.5

BK 1.5

GN 1.5

RD 1.5

BL 1.5

WLHT-B

WLHT-A

FRONT WIPER MOTOR DOGA

7 108

Thermal Protection

RD 1.5

BL 1.5

FWMD-3

FWMD-6

FWMD-1

FWMD-4

FWMD-2

CCU2J3-C1

CCU2J2-E2

LPLHT-2

FUSE 37-2

CCU2J1-E3&E4

RPLHT-2

RWL-2

LWL-2

RIGHT WORKLIGHT

RWL-2

LEFT WORKLIGHT

LWL-1

FRONT RIGHT PARKLIGHT

RPLHT-1

FRONT LEFT PARKLIGHT

LPLHT-1

RD 0.75

BK 1.5

PK 0.75

RD/OR 0.75

OR 0.75

BK 1.5

WLHT-C

BK 1.5

76 114 103 115

FUSE 37-2

CCU2J2-E1

BK 1.5

CCU2J1-D3&D4

CCU2J2-G4

102 112 105 113 71

RD 1.5

GN 1.5 BK 1.5 YL 1.5

RWMD-1 RWMD-6 RWMD-3

PK/BL 0.75 BK 1.5 RD 0.75

RWMI-1 RWMI-6 RWMI-3

BL 1.5

RWMD-4

RWMD-2

YL/GY 0.75

OR/BL 0.75

RWMI-4

RWMI-2

Park

Ignition

Earth

Thermal Protection

8 700437-08CV

REAR WIPER MOTOR DOGA

CHAPTER 3

Figure 8: CCU2 J1 Circuit (Page 2)

REVISION 0

TCUCAN-A

BFI-4

IDLSOL-1

YL 0.75

BK 0.75

OEUJ2-A1

OEUJ2

BK 0.75

YL 0.75

GN 0.75

YL/PL 1.5

FTS-1

CHASSIS CONTROL UNIT

BLS-2

B28

GN/BL 0.75

BONNET FAN TEMP SWITCH

BRAKE LIGHTS SWITCH

GN 0.75

BLS-1

BK 1.5

OEUJ2-B1

GN 0.75

INTER AXLE DIFF LOCK SOLENOID

Y18

FTS-2

SCHOTTKY DIODE 1A/100V

IDLSOL-2

BK 0.75

FUSE 10-2

PL/BL 1.5

BPR-1

Not on 4206D

BIN PRESSURE REDUCTION SOLENOID

Y22

BPR-2

GY/GN 0.75

GN/BL 0.75

GN/PL 1.5

GN/BK 0.75

CCU2-J2 (A-F)

BFI-1 D3-31

HSL-4

128 127 126 125 124 123

TCUCAN-B

SUS-8 D5-T PL/BL 0.75

BK 1.5

PL/YL 0.75

PL/RD 0.75

PK/BK 0.75

PK 0.75

PL/RD 0.75

10 129

TCUCAN-C

D5-W GN/PL 0.75

YL/PL 0.75

D6-Z

D3-4

Small Trucks Only

D2-T YL/GN 0.75

REVISION 0 PL/GN 0.75

SCHOTTKY DIODE 1A/100V

GN/GY 0.75

AHP-L

BK 2.5 PBOS-1

2 GN/GY 0.75 IDLPS-3

B25

See pg10 for CCU2 J2 Pins G-M

OR/BN 0.75

Y15

BK 1.5 CTDSOL-2

CTD SOLENOID

122 28

121 10

120 10

113 8

114 8

119 10

118 10

117 11

116 29

700437-09CV

FDL-1

BPS-B

AS-B

FWMD-1

(AH500-D SS Only)

GN/GY 1.5

PL/GN 1.5

SCHOTTKY DIODE 1A/100V

D5-M

CTDSOL-1

RHP-L

PNEUMATIC BLOW OFF SOLENOID

Y16

PBOS-2

IDL PRESSURE SWITCH

IDLPS-1

YL/GN 2.5

SCHOTTKY DIODE 1A/100V

PL/RD 1.5

PK 0.75

RWMI-1

PK/BK 0.75

PL/YL 1.5

BL-6

HSR-4

GN/BK 0.75

PL/RD 0.75

IQAN-5 HZDSW-3

GN/BK 0.75

CHAPTER 3

Figure 9: CCU2 J2 (A - F) Circuit

103

BK 1.5

HSOL-2

HORN SOLENOID

CCU2J2-C3

Y19

HORN-2

HORN-1

ELECTRIC HORN

BK 1.5

HSOL-1

RWMI-4

PBDSW-3

F2SSW-1

BK/YL 1.5

WBT-1

PL/BL 1.5

ACU-10

11 8

138 137 136 135 134 133 115

CCU2J2-E3

D5-S

D5-V

OR/BK 0.75

C A

OR/WH 0.75

CHASSIS CONTROL UNIT - 217999

(AH500-D Only)

SUS-12

See pg 9 for CCU2 J2 Pins A-F

BL/GN 0.75

PL/YL 1.5

BK/YL 1.5

SUS-7

BL/GN 1.5

(AH500-D Only)

RD/YL 1.5 (B40/35D Only)

OR/GN 0.75

CCU2J2-D3

SUS-11

120

(AH500-D & 4206D130 Only)

ARTIC SENSOR

RD/BK 0.75

HEIGHT SENSOR RIGHT

WH/BL 0.75

7 9

131 132 102 121

CCU2-J2 (G-M)

GY/RD 0.75

X°

HTS-B BL/GN 0.75

SIG -

BK/YL 1.5

ACU-9

118

WBT-2 RD/YL 0.75

HEIGHT SENSOR LEFT CCU2J2-F1 RD/OR 0.75

SUS-7

ACU-11

D3 - 15

BL/GN 0.75

RD/YL 1.5

(B40/35D Only)

FB-1

RD/YL 1.5 (B40/35D Only)

D2-O BL/GY 0.75

SUS-1

BK/YL 1.5

PL/WH 0.75

PL/RD 1.5 (B40/35D Only)

D2-L

PSEN-B

BK/YL 0.75 BK/YL 0.75

PL/GN 1.5

AHP-N D2-V

RHP-N

RD/OR 1.5

RHP-M AHP-M D2-U

X°

M1 M2 M3 M4

(Not on 4206D, 2306D & T17D F/D)

BIN POSITION SENSOR

BL-2

SIG -

BIN LEVER

FUSE 28-2 FUSE 29-2

E2 FUSE 27-2

RD 1.5 RD 1.5 BK 1.5

RD 1.5

119

2 3

11 51

700437-10_CV_MK4

FUSE 28-2

FUSE 27-2

RD 1.5

FUSE 4-2

BL-3

RD 1.5

BL-1

GN 1.5

SCHOTTKY DIODE 1A/100V

BL-6

BL-5 BK 0.75

CCU2J2-D4 PL/RD 0.75

104

129

CHAPTER 3

Figure 10: CCU2 J2 (G - M) Circuit

REVISION 0

CCU2J2-K2

CCU2J2-H4

10 131

10 135

FB-1

BK/YL 0.75

M FB-2

BK/YL 1.5

FLASHING BEACON LIGHT

OR/WH 0.75

WBT-2

BK 0.75

WET BRAKE TEMPERATURE SENDER 40°C-120°C

B22

20 139

1 -7

BK 1.5

HZDSW-7

HZDSW-3

(See pg 28 for Hazard Switch Circuit for 4206D)

SW7

HAZARD DASH SWITCH

HZDSW-8

HZDSW-2

GN 0.75 FUSE 10-2

WH/BL 1.5

BN 0.75 LIND-1

WBT-1

117

66 107

1 -7

BK 1.5

PBDSW-7

PBDSW-3

133

134 10

700437-11CV

CCU2J2-H2

(NORMALLY CLOSED) (AH500-D ONLY [NOT AH500-D S/S])

PL/WH 0.75

F2SP-2

FRONT 2 SPEED SWITCH

2 F2SSW-2

PARK BRAKE DASH SWITCH

PBDSW-8

PBDSW-2

D5-N

SPRING APPLIED AIR RELEASED LN

F2SSW-1 1

F2SP-1

GN/BK 0.75 CCU2J2-D2

D2-W

RD 0.75 FUSE 36-2

WH/BL 0.75

BL 0.75 CCU2J1-F3&F4

CCU2J2-J2

BL/GY 0.75

REVISION 0 CCU2J2-H1

10 137

CHAPTER 3

Figure 11: CCU 2 J2 Circuit (Page 2)

105

LMIR-2

27 149

BD-2

HTS-B

BK/YL 1.5

RD/BN 0.75 HTS-A

HYDRAULIC TEMPERATURE SENDER 40°C-120°C

GN/BL 0.75

B21

BK/YL 1.5

RD/GY 0.75

BIN UP SOLENOID

CCU2J2-K2

Y21

BD-1

YL/GN 1.5

RMIR-2

27 148

YL 0.75

OR 0.75

GY/BL 0.75

BN 0.75

YL/BL 0.75

RD/BN 0.75

SCHOTTKY DIODE 1A/100V

RIND-1

LBP-B

13 146

FWMD-2

LIND-1

13 145

8 112

CS8-4

18 144

13 147

ACU-7

10 130

ARLHT-1

ARTIC REVERSE LIGHT

ARLHT-2

17 143

BK 0.75

YL/GN 0.75

D5-H

BK/YL 0.75

D5-J

YL/BL 0.75

YL/GN 0.75

D2-X GN/WH 1.5

PL/GN 0.75

RWASH-2

GY/BL 0.75 M

YL 0.75

OR 0.75

REAR WIPER WASHER PUMP

RWASH-1

BN 0.75

GN/PL 0.75

BK/YL 0.75

FWASH-2

GN/YL 0.75

RD/PK 0.75

GN/YL 1.5 BD-1

BIN DOWN SOLENOID

BD-2

BK/YL 1.5

SCHOTTKY DIODE 1A/100V

142

RD 0.75

D2-H

RD 1.5

CCU2J3

BK/WH 0.75

FRONT WIPER WASHER PUMP

FWASH-1

BK/YL 0.75

BK 0.75

GN/WH 0.75

WH/GN 0.75

BK 0.75

RD/GY 0.75

D5-L

BL/YL 0.75

GN/YL 0.75

HCS-2

BK 1.5

HYDRAULIC CUT SOLENOID

Y17

SCHOTTKY DIODE 1A/100V

HCS-1

BK/WH 1.5

BK 0.75

BIN-A

BK 1.5

141

12 700437-12CV

RELAY 4 OVERSPEED

87a

Y14

PBSOL-2

168 17

BK 0.75

PBSOL-1

BN/YL 0.75

PARK BRAKE SOLENOID

SCHOTTKY DIODE 1A/100V

WH/GN 0.75

140 17

FUSE 36-2

RD 0.75

ACU-12

56 FUSE 30-2

RD 1.5

BL/YL 0.75

57 FUSE 30-2

RD 1.5

FUSE 31-2 FUSE 31-2

RD 1.5

RD/PK 0.75

BN/YL 0.75

D5-K

BK/WH 0.75

CS8-5

RD/PK 0.75

106 ADM18-16

CHASSIS CONTROL UNIT - A8

CHAPTER 3

Figure 12: CCU 2 J3 Circuit (Page 1)

REVISION 0

BK 1.5

INDL-1

INDL-2

BN 1.5

INDR-1

YL 1.5

BN 1.5

INDR-2

RIND-1

RSIND-2

RSIND-1

FRONT RIGHT INDICATOR

RIND-2

BN 1.5

B20D Only

YL 1.5

FRONT RIGHT SIDE INDICATOR

BK 1.5

LIND-1

YL 1.5

REAR RIGHT INDICATOR LIGHT (LED)

RLEDS-4

4206D Only

TCI1-5

29 154

BN 1.5

REAR LEFT INDICATOR LIGHT (LED)

LLEDS-4

4206D Only

TCI1-3

RHP-K

LIND-2

FRONT LEFT INDICATOR

29 153

LSIND-1

FRONT LEFT SIDE INDICATOR B20D Only

BK 1.5

RHP-K

LSIND-2

LLEDS-1 RLEDS-1

AHP-F

AHP-H

RHP-F

RHP-H

D3-8

YL 1.5

BN 1.5

IQAN-5 BN 0.75

CCU2J3-B2 BN 0.75

HZDSW-8 BN 0.75

D3-9

D2-K

D2-J

TCI1-2

147 146 109 152

BK 1.5

NPL-2

NPL-1

(Used on B20D, T17D T/D, T17D F/D)

NUMBER PLATE LIGHT

RHP-J

AHP-J

D2-P

YL 1.5

BN 1.5

RHP-C

AHP-F

AHP-C

BK 1.5

D2-E

AE BK 1.5

GY/BL 1.5 GY/BL 1.5

BK 1.5

4206D Only

BK 1.5

BL 1.5 BL 1.5 BL 1.5

BL 1.5

BN 0.75 YL 0.75

YL 0.75 CCU2J3-C2

BN 0.75

GY/BL 0.75 CCU2J3-B4

YL 0.75

BL 0.75 CCU2J1-F3 & F4

BL 1.5 GY/BL 1.5

TCI-6 TCI-4

TC1-4

TC1-6

TC1-2

RBP-C

RLEDS-3

RIGHT BRAKE / PARK LIGHTS

RBP-B

4206D Only

BL 1.5

TCI-2

TC1-5

TC1-3

GY/BL 1.5

YL 1.5

TCI-5

TC2-4

GY/BL 1.5

TCI-4

TC1-1

TC2-6

BL 1.5

TCI-6

BN 1.5

TC2-2

BL 1.5

TCI-2

BK 1.5

TC2-5

YL 1.5

TCI-5

TCI-3

TC2-3

BN 1.5

TCI-3

TCI-1

TC2-1

BK 1.5

TCI-1

LEFT BRAKE / PARK LIGHTS

LBP-C

LBP-B

BK 1.5

RLEDS-2 4206D Only

LLEDS-3

4206D Only

LLEDS-2

4206D Only

RHP-F

BK 1.5

REVISION 0 BK 1.5

139 145 150

LLEDS-4

AHP-K

RLEDS-4

4206D Only

AHP-K

4206D Only

151 29

700437-13_CV_MK4

RHP-K

RBP-A

RHP-K

LBP-A

TCI1-4

(Used on T17D F/D, T17D T/D & 2306D)

TRAILER CONNECTOR 1

(Used on 2306D)

TRAILER CONNECTOR 2

CHAPTER 3

Figure 13: CCU 2 J3 Circuit (Page 2)

107

ACU-3

ACU-2

ACU-1

17 155

17 156

17 157

RD/GY 1.5

RD/GN 0.75

RD/BL 0.75

BN/BK 0.75

D3-19

108 B3

FAN1-2

BK 1.5

BFI-4

FAN1-1

BN/BK 1.5

BFI-2

SCHOTTKY DIODE 1A/100V

OEU J1

(AH500-D ONLY)

BONNET FAN 1

D3-20

BN/BL 0.75

BK 1.5

BFI-4

BN/BL 1.5

BFI-3

FAN2-2

FAN2-1

1 2 2

36 37 FUSE 19-2

RD 1.5

700437-14_CV_MK4

FUSE 19-2

RD 1.5

4 KL50

35 BK/WH 1.5

34 FUSE 18-2 FUSE 18-2

RD 1.5

(AH500-D ONLY)

BONNET FAN 2

RD 1.5

SCHOTTKY DIODE 1A/100V

CHAPTER 3

Figure 14: OEU J1 Circuit

REVISION 0

187

RELAY 2 GEAR HOLD

BK 0.75

87a

BK/BL 0.75

BK 0.75 2SSOL-2

(AH500-D ONLY)

2 SPEED SOLENOID

2SSOL-1

GN/PL 0.75

WH/GY 0.75

BK 1.5

OBWWL-4

OBWWL-3

YL/PK 0.75

OBWWL-1

87a 87 86

30 85

700437-15_A_CV_MK4

ON BOARD WEIGHING WARNING LIGHTS. OPTIONAL.

RELAY 3 AUTO NEUTRAL

WH/BL 0.75

BK 0.75

SCHOTTKY DIODE 1A/100V

GN 0.75

CCU2J2

CCU2J2-B1

9 125

9 123

OBWWL-2

WH/GN 0.75

YL 0.75

CCU2J2-A1

9 124

M1 M2 M3 M4

ADM21-20

18 164

ADM21-19

ADM21-21

OEU J2

18 162

TCU-8

BK/BL 0.75

BK 0.75

18 163

H1 C2

OUTPUT EXPANSION UNIT - 217999 A1 A2 A3 A4 B1 B2 B3 B4 C1

161

39 41

FUSE 20-2 RD 2.5

FUSE 21-2 RD 2.5

TCU-7 YL/PK 0.75

38 40 42

TCU-9 GN/BK 0.75

TCU-12 PL/WH 0.75

FUSE 3-1 GN 1.5

FUSE 20-2 RD 1.5

159

FUSE 21-2 RD 1.5

FUSE 22-2 RD 1.5

REVISION 0 BK 1.5

158

CHAPTER 3

Figure 15: OEU J2 Circuit

109

17 167

ACU-4

FCS-1

MSS-1

BK/GN 1.5

BL/GY 1.5

MEDIUM SPEED SOLENOID

SCHOTTKY DIODE 1A/100V

MSS-2

BK 1.5

FAN CUT SOLENOID

BN/RD 0.75

FCS-2

BK 1.5

SCHOTTKY DIODE 1A/100V

LOW SPEED SOLENOID

2 BK 1.5

LSD-2

2 BK 1.5

LSU-2

OEU J3

(AH500-D Only)

LSU-1

SCHOTTKY DIODE 1A/100V

LEFT STRUT UP SOLENOID

PK/GY 1.5

(AH500-D Only)

LEFT STRUT DOWN SOLENOID

LSD-1

D5-A

D3-17 BL/YL 0.75

RD/BN 1.5

D5-C PL/GN 0.75

BL/GY 0.75

PL/GN 1.5

SUS-3 D5-D RD/BN 0.75

LSS-1

SUS-2 D5-B PK/GY 0.75

D3-18 BK/YL 0.75

RD/OR 0.75

LSS-2

D5-G OR/WH 0.75

SCHOTTKY DIODE 1A/100V

RD/YL 0.75

BK 1.5

BK/GN 0.75

D5-F BN/RD 0.75

D5-E

GY/OR 0.75

110 F2

SUS-5

LSD-1

2 BK 1.5

LSD-2

BK 1.5

LSU-1

BK 1.5 LSU-2

FUSE 24-2

RD 1.5

2 2 2

44 45 46

166 17

165 17

700437-16_A_CV_MK4

FUSE 24-2

FUSE 23-2

RD 1.5 RD 1.5

FUSE 23-2

RD 1.5

ACU-6 ACU-5

RD/YL 0.75

RD/OR 0.75

(AH500-D Only)

SCHOTTKY DIODE 1A/100V

RIGHT STRUT UP SOLENOID

GY/OR 1.5

(AH500-D Only)

RIGHT STRUT DOWN SOLENOID

OR/WH 1.5

SCHOTTKY DIODE 1A/100V

SUS-4

SCHOTTKY DIODE 1A/100V

CHAPTER 3

Figure 16: OEU J3 Circuit

REVISION 0

OEUJ1-C3 & C4

OEUJ1-E3 & E4

OEUJ3-A2

OEUJ3-E2

OEUJ3-D2

CCU2J3-A2

FUSE 35-2

CCU2J2-K2

CCU2J2-J3

CCU2J2-J1

CCU2J3-F2

14 156

14 155

16 167

16 166

16 165

12 143

10 132

10 138

10 136

12 140

12 168

BK 1.5

RD/GY 1.5

Y20

WH/GN 1.5

WH/GN 0.75

BL/YL 0.75

RD/BK 0.75

GY/RD 0.75

BK/YL 0.75

RD 0.75

RD/BN 0.75

RD/OR 0.75

RD/YL 0.75

BN/RD 0.75

RD/BL 1.5

RD/GN 1.5

AIRCON COMPRESSOR CLUTCH SOLENOID

CCU2J3-E3

OEUJ1-B3 & B4

14 157

HVAC SECTION OF SEALED SWITCH MODULE

D3-12

*E5

THERMOFUSE BK 1.5

ACTUATOR 4 - 24V PWM FROM HITACHI CONTROLLER 24V CONTROLLER POWER RETURN 0 Ohm - 10K Ohm TO HITACHI CONTROLLER 0 Ohm - 10K Ohm TO HITACHI CONTROLLER 24V TO HITACHI CONTROLLER

ACU-7 ACU-8 ACU-9 ACU-10 ACU-11 ACU-12

BINARY SWITCH

BIN-A

ACTUATOR 3 - 24V PWM FROM HITACHI CONTROLLER

ACU-6

BIN-B

ACTUATOR 2 - 24V PWM FROM HITACHI CONTROLLER

ACU-5

WH/GN 0.75

ACTUATOR 1 - 24V PWM FROM HITACHI CONTROLLER

ACU-4

THERMO SWITCH

FAN LOW SPEED - 24V FROM HITACHI CONTROLLER

ACU-3

FAN HIGH SPEED - 24V FROM HITACHI CONTROLLER FAN MEDIUM SPEED - 24V FROM HITACHI CONTROLLER

ACU-1 ACU-2

*NOTE: E5 - HVAC CASE EARTH. EYE TERMINAL THROUGH BOLT UNDER 12 WAY BULKHEAD CONNECTED TO CAB EARTH THROUGH EYE TERMINAL ON CAB HARNESS.

FAN/BLOWER

M 1.2

RESISTOR

ACTUATOR SIGNAL BOARD

A/C EVAPORATOR TEMPERATURE

3.5

A/C INLET AIR TEMPERATURE

*E5

700437-17_CV_MK4

*NOTE: E5 - HVAC CASE EARTH. EYE TERMINAL THROUGH BOLT UNDER 12 WAY BULKHEAD CONNECTED TO CAB EARTH THROUGH EYE TERMINAL ON CAB HARNESS.

BK 1.5

REC. AIR ACTUATOR

MID/DEMIST ACTUATOR

FEET ACTUATOR

HEAT VALVE ACTUATOR

CHAPTER 3

Figure 17: Air Conditioner Circuit

111

ACT 1 - 0v-12v Signal

ACT 1 - 12v Power

CS4-1

CS4-2

CS4-3

CS4-4

CS8-1

CS8-4

CS8-5

CS8-8

CS8-2

CS8-3

CS8-6

CS8-7

GPE

BK 2.5

GLOW PLUG

COLD START

COLD START TEMP SENDER

CSGP

BK 2.5

CSSOL-2

COLD START SOLENOID

BK 2.5

GY/WH 2.5

D1 - W

BL/WH 2.5

GY/BK 2.5

D1 - X

D1 - Y

CSSOL-1

12 12

31 30 144 142 90

RD 1.5

FUSE 16-2

CSTS-1

RD 1.5

FUSE 16-2

CSTS-2

YL/BL 0.75

CCU2J3-A4

BK 2.5

BK/WH 0.75 CCU2J3-E2

(6) (3) (5)

PWM

Position Indicator

Top Dead Centre Position Sensor

Oil Level Sender

Air Press Sender

Air Temp Sender

Oil Press Sender

Oil Temp Sender

Cool. Temp Sender

Fuel Temp Sender

BN 0.35

YL 0.35

RD 0.35

WH 0.35

GN 0.35

PL 0.35

MR-13

MR-12

MR-6

MR-5

MR-15

MR-11

MR-9

4 Outputs for Air VTG Waste Gate, Hydraulic Exhaust Brake Solenoid Motor Start

Sub. Pump

Motor Stop

Sub. Pump

PL 1.5

D3 - 28

D3 - 5

D3 - 25

D3 - 24

BK 2.5

D3 - 13

MR-3 MR-4 MR-2

D3 - 14

MR-1

ACCP-1

ACCP-2

ACCP-5

ACCP-3

ACCP-4

ACCP-6

MR ENGINE ECU

ACCELERATOR PEDAL

(1)

(4) (2)

PL 0.75

170 3

DIAG-J

PWM

OEUJ2

OEUJ2-B1

OEUJ2-A1

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

BK 0.75

BK/WH 1.5 STAR-50

OR/GN 0.75 MDU2J2-J

164 163 162

CABT1-B

33 32

GN 2.5 MCB-1

RD 1.5

FUSE 17-2

RD 1.5

112 _

FUSE 17-2

B10 CANT1-A EVBSOL-1

FUSE2-2

BK 0.75

141 12

169 25

700437-18CV

R4-87

EVBSOL-2

DIAG-H

OR 0.75

RD/PK 0.75

ADM - MERCEDES ECU

12-2

18-16

18-11

18-9

15-6

BK 0.75

15-15 BN 0.75

15-14 BK 0.75

RD/YL 0.75

15-5 15-13

BL/RD 0.75

21-2

YL/GN 0.75

21-3

BK 0.75 RD 0.75

21-12

21-13

21-14

21-20

21-21

21-19

21-1

GN 0.75

EXHAUST BRAKE SOLENOID

BL/YL 0.75

BL/GN 0.75

BK/YL 0.75

BK 0.75

GN 0.75

YL 0.75

CHAPTER 3

Figure 18: Mercedes Engine

REVISION 0

CANT1-C

REVISION 0

113

Figure 19: John Deere ECU J1 -

GN/WH 1.5

D4A-A

GN/YL 0.75

D4B-11

GN/BN 0.75

D4B-7

GN/RD 0.75

D4B-5

GN/OR 0.75

D4B-2

GN/GY 0.75

D4B-1

4 + -

9 + -

+ -

------

GN/PK 0.75

216297

FUEL INJECTORS

GN/PL 1.5

D4A-B

D4B-13

D4B-9

BK 0.75

SHIELD

B A

BL/GY 0.75

D4B-3

TURBO SPEED (VTGSS)

GY/GN 0.75

D4B-4

C1 C2

------ 1

EE GN 1.5

OR/BL 0.75

D4B-10

PK/BL 0.75

D4B-12

GN/BL 0.75

D4B-6

FUEL TRANSFER PUMP

BK 1.5

GY/OR 0.75

D4B-8

Status Out

Ground

Current Out

174 173 172

------ 21

JOHN DEERE ENGINE CONTROL UNIT J1

MCB-1

Power

PWR On Sig.

Speed CMD

JDECUJ3-A4 JDECUJ3-A2 JDECUJ3-A3

D4B-15

BK/YL 0.75

------

PL/GN 1.5 RD/GY 1.5

D4B-16

BL/WH 0.75

EGR VALVE

D4B-14

OR/RD 0.75

D4A-C

PL/GN 0.75

D4A-D

RD/GY 0.75

Return POS

SHIELD

------

PUMP CONTROL

YL/BL 1.5

D4A-F

GY/BL 1.5

D4A-E

SHIELD

GND

WH/BL 1.5

BK 1.5

D4B-28

OR/WH 0.75

------

171

700437_19_John_Deere_ECU_J1

VTG ACTUATOR (VTGA)

D4A-G

PWR SRA

PWM

UART

JDECUJ3-E4

CHAPTER 3

114

REVISION 0

Figure 20: John Deere ECU J2 216297

BL/RD 0.75

BL/GN 0.75

YL 0.75

ADM21-2

RD 0.75

FUSE 17-2

GN 0.75

B3 B4 C1 C2 C3

BK/YL 0.75

C4 D1 D2 D3 D4 E1 E2 E4 F1 F2 G1

ACCP-6 ACCP-4

ADM15-5 ADM21-13

(CAN WIRES)

ADM21-19

BL/RD 0.75 BL/GN 0.75 YL 0.75 GN 0.75

ACCP-3

WH 0.35

ADM21-21

ACCP-5

RD 0.35

ADM21-20

BK 0.75

ADM21-14

ACCP-1

BK/YL 0.75

ACCELERATOR PEDAL

PL 0.35 GN 0.35

ACCP-2

YL 0.35 BN 0.35

2 1

4 3 5

(5) (1)

206070

6 (4)

(3)

PWM (2)

PWM

JOHN DEERE ENGINE CONTROL UNIT J2

(6)

+ +

H4 J1 J2 J3 J4 K1 K2

BK 0.75

K3 K4

GN 1.5

ADM21-1

BK 1.5

FUSE 2-2

BK 1.5

ADM21-3

BK 1.5

GN 1.5 BK 1.5

700437_20_John_Deere_ECU_J2

GN 1.5

BK 1.5

M1 M2 M3 M4

GN 1.5

CHAPTER 3

EGRA-B

RAIL-2

22 175

22 176

EGRV-6

19 174

D4B-17

D4B-19

D4B-18

BK/YL 0.75 D4B-21

PK/GY 0.75

3 Inc P

Inc P

t°

WH/BL 0.75

OR/GY 0.75

MANIFOLD AIR PRESSURE

------

BK/YL 0.75

------

COMPRESSOR INLET AIR TEMP

200K

WATER IN FUEL

------

BK/YL 0.75

RD/OR 0.75

JOHN DEERE ENGINE CONTROL UNIT J3 C2

D4B-23

BN/BL 0.75 RD/OR 0.75

OR/BN 0.75 BK/YL 0.75

t°

BN/RD 0.75

OIL -----PRESSURE

D4B-25

------

D4B-27

D4B-29

D4B-30

D4B-32

D4B-31

D4A-H

D4A-J

D4A-L

D4A-K

COOLANT TEMPERATURE

t°

FUEL -----PRESSURE

GY/WH 0.75

BN/RD 0.75

BK/YL 0.75

BL/WH 0.75

BK/YL 0.75

D4B-24

PL/WH 0.75

RD/GN 0.75 D4B-22

OR/RD 0.75

RAIL-3 CRANK-B CRANK-A EGRF-A EGRA-A VTGA-4 EGRE-A

OR/BK 1.5 YL/GN 0.75 BN/YL 0.75 RD/BL 0.75 PL/BL 0.75 OR/WH 0.75 WH/GN 0.75

BK/YL 0.75

185 22

171 19

184 22

183 22

182 22

181 22

180 22

179 22

178 22

177 22

21 700437_21_John_Deere_ECU_J3

EXHAUST BRAKE PRESSURE

------

RAIL-1 BK/YL 1.5

ECAM-A

YL/PK 1.5

ECAM-B

BK/OR 1.5

Inc P

FUEL -----TEMPERATURE

EGRV-1

BK/YL 0.75

EGRV-5

D4B-20

19 172

BK/YL 0.75

19 173

D4B-26

BK/YL 0.75

216297 A1 A2

RD/OR 0.75 D4A-N

REVISION 0 D4A-M

216297

CHAPTER 3

Figure 21: John Deere ECU J3

115

RD/OR 0.75

------

JDECUJ3-G3

YL/PK 1.5

CRANK SENSOR

JDECUJ3-G2 BK/YL 1.5

------

BK/YL 0.75

t°

Inc P

------

FRESH AIR TEMP (EGRF)

175 184

183

A ------

MANIFOLD AIR TEMP (EGRA)

t°

ENGINE CAM POSITION SENSOR

JDECUJ3-F3 BN/YL 0.75

181 182

185

A ------

BK/YL 0.75

700437_22_John_Deere_ECU_J3

EXHAUST TEMP (EGRE)

B t°

RAIL -----PRESSURE

JDECUJ3-G4

BK/OR 1.5

JDECUJ3-G1

OR/BK 1.5

JDECUJ3-C1

BN/RD 0.75

JDECUJ3-F4 YL/GN 0.75

180 176 179 JDECUJ3-F2 RD/BL 0.75

JDECUJ3-B2 BK/YL 0.75

JDECUJ3-F1 PL/BL 0.75

JDECUJ3-E2 WH/GN 0.75

116

177 178

CHAPTER 3

Figure 22: John Deere ECU J3

REVISION 0

117

Figure 23: ZF Transmission PL/WH 0.75

OEUJ2-J4

TCU-3 CAB-3

RD 1.5

FUSE 15-2

TCU-9 CAB-9

GN/BK 0.75

OEUJ2-G4

TCU-8 CAB-8

BK/BL 0.75

R2-87

TCU-7 CAB-7

YL/PK 0.75

R3-87

TCU-6 CAB-6

CCU2J1-F3&F4 BL 0.75

106

TCU-11 CAB-11

BN/RD 0.75

186

AG-3

RD 0.75

K N

BK 0.75

L C B

188 189

15 2 15 25 3

30 29 54

ZF-6 ZF-19 ZF-24 ZF-22

5 4

ZF-11 ZF-12 ZF-13

10 11

11 12 13

ZF-9

ZF-2

17 18

ZF - TCU

ZF-10

ZF-17 ZF-18

RT1

ZF-1 ZF-15 ZF-4

ZF-14

ZF-8

9 9

25 26

20 21

126 127 128

27 58 51

TCU CAN

BL1

57 16 34 49 62

TCUCAN-B

TRANSMISSION VALVE BODY

GE2 BR2

19 24 22

48 47 15 60 18

ZF-20

ZF DIAGNOSTIC

DIAG-2 DIAG-4

TCUCAN-C TCUCAN-A

23 68

45 64

50 42 41 21

161 187 158 29 159

GN 1.5

BK 1.5

TCU-1 CAB-1

BK 1.5

TCU-4 CAB-4

RD 1.5

TCU-12 CAB-12

TCU-2 CAB-2

GN 1.5

GN 0.75

DIAG-3 DIAG-7 DIAG-6

DIAG-5

TCU-5 CAB-5

BK 0.75

CCU2J2

FUSE 1-2

DIAG-1

YL/BK 0.75

DIAG-F

YL/BL 0.75

DIAG-G

TCU-10 CAB-10

YL 0.75

CCU2J2-A1

SHIFT SELECTOR

PK/GY 0.75

ZF EOL-2

GN 0.75

CCU2J2-B1

25 25 25

BK 1.5

ZF-31

ZF-30

RETARDER SOLENOID

190 191 192

ZF-21

MM15A

MM15A-10 MM15A-9

3 24

ZF-28

TRANS TEMP

ZF-29

700437-23CV

BK 0.75

CHAPTER 3

118

REVISION 0

Figure 24: ALLISON Transmission TCU CAN

Engine Speed Sensor

A B

CCU2J2-A1

TCUCAN-A

Output Speed Sensor

A B

15 25

Turbine Speed Sensor

A B

80 20

HD/B 500 Only

42 17 22 23 32 72 41

R3-87

CAB-7 TCU-7

60 40

CCU2J2-B1

TCUCAN-B

R2-87

DIAG-F DIAG-G

187 159 158 188 189 186

59 39

YL 0.75

CCU2J2

TCUCAN-C

OEUJ2-J4

CAB-8 TCU-8

CAB-4 TCU-4

YL/BK 0.75

AG-3

ALL-17

OR/GN 0.85

GN 0.75

YL/PK 0.75

OEUJ2-G4

CAB-9 TCU-9

CAB-12 TCU-12

CAB-5 TCU-5

ALL-16

BK/BN 0.85

BK 0.75

BK/BL 0.75 PL/WH 0.75 GN/BK 0.75

CAB-11 TCU-11

BN/RD 0.75

YL/BL 0.75

ALL-15

WH/GY 0.85

ALL-19 ALL-18

{

127 128 126 161

ALL-23

GN/BL 0.85

B13 BL/PL 0.85

BL/OR 0.85

BK 1.5

CAB-1 TCU-1

BK 1.5

14 13 17

69 34

PK/BL 0.75

BK 0.75

ALL-6

WH/YL 0.85

Turbine Speed

TCC

HSD 3

TRANSMISSION BLOCK

51 33 52 36 71 74

ALL-11

YL/BN 0.85

70 10 63

ALL-26

GN/WH 0.85

PCS3

GN 0.75

RD 1.5

ALL-12

BL/GN 0.85

PCS2

14 15 8 3

16 19 BN/BL 0.85

PL/BK 0.85

CAB-3 TCU-3

CAB-2 TCU-2

SSCAN-C

SSCAN-B

SSCAN-A

CAB-6 TCU-6

55 11 77 76 54 16 12 ALLISON - TCU

RD 0.75

ALL-7

WH/GN 0.85

PCS1

ALL-1

BN/BK 0.85

HSD 2

ALL-9

OR/WH 0.85

Main Mod

ALL-10

BN/YL 0.85

PCS 4

PSI

ALL-8

BN/GN 0.85

HSD 1

ALL-4

ALL-21

WH/BL 0.85

Trans ID Sump Temp

GN/OR 0.85

H Sol

Retarder Solenoid

31 15

RD 1.5

GN 1.5

BK 0.75

GN 0.75

YL 0.75

BL 0.75

ALL-2

SHIFT SELECTOR

ALL-20

YL/RD 0.85

ALL-14

BN/RD 0.85

SS1

ALL-22

BL/WH 0.85

Oil Level

Analog Return

ALL-28 GN/RD 0.85

B11

Retarder Temp Sensor

B ALL-25

58 75

ALL-13 OR/GY 0.85

700437-24_A_CV

2 1

BN/BL 0.85

FUSE 15-2

FUSE 1-2

195 28

OBW-10

OBW-9

Retarder Accum. Resistor

194 28

106 7

193 28

CCU2J1-F3 & F4

OBW-8

199 6

198 6

SSM

197 6

ALL-24

SSM-4

BL/RD 0.85

SSM-3

A5 CHAPTER 3

REVISION 0

119

Figure 25: Diagnostic, Memory Module, Driver I.D. & SATC Circuits DRIVER ID

BK 0.75

FUSE 37-2

RD 0.75

DID-1

FUSE 5-2

GN 0.75

DID-2

FUSE 5-2

GN 0.75

DID-4

FUSE 36-2

RD 0.75

74 12 13 68 86

FUSE 46-2

WH/RD 0.75

DID-3

E3 5

RD 0.75

WH/RD 0.75

10 9 4

SATC - MT2000

(MM18E) 2 3

SATC-1

SATC-2

SATC-3

SATC-4

(MM21B) 1 6 5

YL/RD 0.75

BK 0.75

18 18

3 23

(MM15A) 8 10 9

1 23

E3 G

YL/BL 0.75

BK 0.75

RD 0.75

OR 0.75

GN 0.75

YL/BK 0.75

YL 1.0

PL 0.75

GN 1.0

SHIELD

95 93 94

TCUCAN-A

YL 1.0

TCUCAN-B

GN 1.0

TCUCAN-C

SHIELD

MDU2J1 MDU2J1-K

191 190 192

170 169 60 188 15 189

RD/YL 0.75

MEMORY MODULE

GN/RD 0.75

BN 1.0

BK 0.75

YL/RD 0.75

BK 0.75 GN 0.75

(MM21C) 16 2 6

GN 0.75 PL/WH 0.75 RD/OR 0.75

OR 1.0

WH 1.0

BK 1.0

OR/BN 0.75

RD/OR 0.75

YL/RD 0.75

MR-13 ADM12-2 FUSE 32-2 TCU-4 FUSE 7-2 TCU-5

MDU2J1-C

DIAGNOSTIC

700437-25

CHAPTER 3

FUSE 37-2

RD 0.75

AG-6

AG-8

AG-7

AG-3

AG-1

AG-2

Automatic Greaser Pigtail, not on AH500-D.

(Optional. Standard Fitment on AH500-D Only)

OR/GN 0.75 BK 0.75

AUTOMATIC GREASER INDICATOR

AUTOMATIC GREASER

2 3

5 2

4 1

2 2 2 1 1 1

1 2

AGI-A GY 1.5

PUMP

AGI-C GY 1.5

AGI-B GY 1.5

OR/GN 1.5

OR/BL 1.5

BN/RD 1.5

BK 1.5

80 186

TCU-11 BN/RD 0.75 D2 - S

FUSE 39-2 RD 1.5 D2 - D

RHP-V RHP-W

AHP-V AHP-W

AGPS-1

AGPS-2

AUTOMATIC GREASER PRESSURE SWITCH

OR/BL 1.5

FUSE 10-2 1

GN 0.75

81 FUSE 40-2

BK 1.5

BK 0.75

ILHT-B

INTERIOR LIGHT

ILHT-A

ELECTRICAL SEAT

ESEAT-1

RD 1.5 ESEAT-2 ------

120 ------

1. Electric motor of the pump 2. Solenoid valve 3. Minimum-level switch 4. Test pushbutton 5. Control unit 6. Pump body

26 700437-26CV

CHAPTER 3

Figure 26: Automatic Greaser, Electrical Seat & Interior Lights Circuits

REVISION 0

YL 1.0

GN 1.0

RIGHT MIRROR

MIRROR SERVO

LEFT MIRROR

MIRROR SERVO

BN 1.0 GN 1.0 YL 1.0 OR 1.0 BN 1.0 OR 1.0

RD/GY 0.75

RMIR-2

LMIR-5 LMIR-4 RMIR-4 LMIR-3 RMIR-3 RMIR-5

LMIR-2

RD 1.0

GN/BL 0.75 OR/GN 0.75 OR/BN 0.75 YL/GN 0.75 GN/YL 0.75

BK 0.75 RD 0.75

LMIR-1

BK 0.75

RMIR-1

BK 0.75

COMMON LEFT HORIZONTAL RIGHT HORIZONTAL LEFT VERTICAL RIGHT VERTICAL

RIGHT MIRROR DEMISTER

BK 1.0

R13

3 8 6 5 7

1 _ 2 +

LEFT MIRROR DEMISTER

BK 1.0

SUPPLY

R12

RD/GY 0.75

RD 0.75

DOWN

RD/GY 0.75

149 12

148 12

64 3

700437-27CV

CCU2J3-D2

FUSE 35-2

MIRROR SWITCH

SW13

CCU2J3-D2

CHAPTER 3

Figure 27: Electrical Mirrors Circuit

121

SUPPLY

SUPPLY SUPPLY

FIDLSW-1

OBW-1

(NORMALLY OPEN)

AHP-E

CANA-B

CANA-A

CANA-C

FDL-2

FIDLSW-2

ENGAGED

OBW-1

OBW-2

RIGHT STRAIN GAUGE

sig

FRONT INTERAXLE DIFFLOCK

DISENGAGED

GN 1.0

YL 1.0

FDL-1

SHIELD

GN/GY 1.5

SSCAN-B

24 194

IDLPS-1

SSCAN-A

24 193

9 122

SSCAN-C

24 195

LEFT STRAIN GAUGE

sig

OBW-3

RHP-E

AHP-U

AHP-U RHP-U

GN/GY 1.5

GN 1.0

YL 1.0

SHIELD

RIDL-1

RIDL-2 ENGAGED

RHP-U

(NORMALLY OPEN) (NOT ON AH500-D S/S)

RHP-U

RHP-S

RHP-R

RHP-T

AHP-U

MAP1-2

REAR INTERAXLE DIFFLOCK

GN/GY 1.5

AHP-S

AHP-R

AHP-T

BK 1.5

DISENGAGED

MAP1-3

RSG-4

LSG-4

BK 1.5

RD 1.5

AHP-U

RHP-U

BK 1.5

RD 1.5

CANTERM-B

A13

700437-28_A_CV_MK4

TYRE PRESSURE MONITOR

OPTION

FUSE 41-2

120 OHM 3 WAY DEUTSCH CAN TERMINATOR

CANTERM-A

YL 1.0

CANTERM-C

FUSE 41-2

ON BOARD WEIGHING NOT ON 4206D

GN 1.0

SHIELD

RHP-U

BK 1.5

GY 1.5

GY 1.5 LSG-2

12 2

PL/GN 1.5

LSG-1 RSG-3

PL/GN 1.5

GY 1.5

1 11

BL 1.5

YL/GN 1.5

RSG-1

YL/GN 1.5

LSG-3 RSG-2

BL 1.5 BL 1.5

OBW-2

4206D Only

122

OBW-3

CHAPTER 3

Figure 28: On Board Weighing, Tyre Pressure Monitor & Difflock Switches Circuit

REVISION 0

IQAN-1

RD 1.5

FUSE 34-2

IQAN-4

GN/WH 0.75

CCU2J1-E1

1 -7

SDSW-7

BK 1.5

4206D Only

SCRAPE DASH SWITCH

SDSW-8

IQAN-2

COMPLETE : 216148

SDSW-3

HYDSW-2

4206D Only

HYDRAULIC LEVEL SWITCH

HYDSW-1

HYD-1

208548

HYD-1 BK 1.5

(Used on 4206D)

TRAILER CONNECTOR 2

(Used on 4206D)

TRAILER CONNECTOR 1

TCI2-4

TC2-4

TCI2-5

TC2-5

1 -7

4206D Only

BL 1.5

BK 1.5

BL 1.5

BN 1.5

GY/BL 1.5

YL 1.5

BL 1.5

YL 1.5

GY/BL 1.5

BN 1.5

BK 1.5

HZDSW-7

HZDSW-3

IQAN-2

COMPLETE : 217724

HAZARD DASH SWITCH

HZDSW-8

HZDSW-2

TCI2-1

TCI2-6

TC2-6

TC2-1

TCI1-6

TC1-6

TCI2-2

TCI1-5

TC1-5

TCI2-3

TCI1-4

TC1-4

TC2-2

TCI1-3

TC1-3

TC2-3

TCI1-2

TC1-2

BK 1.5

RHP-F

AHP-F

17 150

116

IQAN-3 GN 1.5 FUSE 9-2

SDSW-2

104 63 196

RD 1.5

XPM-28,29&42

BK 1.5

IQAN-6 BN 0.75 CCU2J3-B2

GN/WH 0.75

BL/YL 1.5 D3 - 23 MDU2J2-L

TCI1-1

GN/BK 0.75 CCU2J2-D2

REVISION 0 IQAN-5

TC1-1

154 13

151 13

153 13

152 13

700437_29_4206D

INDR-2

LBP-B

INDL-2

LBP-C

CHAPTER 3

Figure 29: 4206D Circuit

123

124

REVISION 0

Figure 30: 4206D IQAN PL/RD 1.5

HV8-2

HYD VALVE 8

HV7-2

HYD VALVE 7

HV6-2

HYD VALVE 6

HV5-2

HYD VALVE 5

HV4-2

HYD VALVE 4

HV3-2

HYD VALVE 3

HV2-2

HYD VALVE 2

HYD VALVE 1

HV9-2

HYD VALVE 9

HV1-2

HV1-1

HV16-2

HV15-2

HV14-2

HV13-2

HV12-2

HV11-2

HV10-2

HYD VALVE 10

HYD VALVE 11

WH/GY

D8-19

D8-1

D7-1 D7-19

WH/BN 1.5

HV2-1

KIT : 262358 (208209)

HYD VALVE 12

HYD VALVE 13

D8-2

D7-2

BL/YL 1.5

HYD VALVE 14

HYD VALVE 15

HYD VALVE 16

LEVER CONTROL 1

L1-3

L1-2

HV3-1

36 23

D7-3

L1-4

LEVER CONTROL 2

YL/BL 1.5

L2-3

D7-20

RD/GN

D8-3

HV4-1

D7-4

HV5-1

D7-5

L2-2

L2-4

LEVER CONTROL 3

OR/BL 1.5

L3-3

L3-2

L3-4

HV6-1

D7-21

D7-6

LEVER CONTROL 4

BL/OR 1.5

L4-3

L4-2

L4-4

HV7-1

D7-7

LEVER CONTROL 5

BL/GY 1.5

L5-3

L5-2

L5-4

HV8-1

D7-22

D7-8

37 24 10 38 25 11 39 26 12 40 27 13 41

GN/RD

D8-5

D8-7

WH/RD

D8-20 D8-4

WH/BL

D8-21 XD8-6

WH/GN

D8-22 D8-8

LEVER CONTROL 6

GY/BL 1.5

L6-3

L6-2

L6-4

HV9-1

D7-9 D7-23

D7-10

HV11-1

XP CAN 1

XP CAN 2

D7-11

1 1

D7-14

BK 1.5

IQAN-2

HV15-1

RD 1.5

D7-15

HV16-1

D7-26

MASTER DISPLAY MODULE

HV14-1

208586 EA (PART OF 210594)

HV13-1

BK 1.5

RD 1.5

YL/BK 1.5

BK/YL 1.5

120 OHM TERMINATOR

X345

HV12-1

D7-24 D7-12

D7-13 D7-25

208495

PK/BK

D8-15

EXPANSION MODULE (X347)

HV10-1

YL/BK

D8-9

BN/YL

RD/BL

D8-11

BL/RD

GY/BK

D8-13

OR/BK

262367 X 6

GY/WH

D8-23 D8-10

RD/WH

D8-24 D8-12

BL/WH

D8-25 D8-14

GN/WH

D8-26 D8-16

PL/WH

D7-16

RD 1.5

D8-18

SDSW-8

700437_30_4206D_IQAN

LASER

RD 1.5

D7-17

D8-17

RD 1.5

KIT : 262358 (208208)

BK 1.5

LASER-2

LASER-1

196 29

CHAPTER 3

CHAPTER 3. ELECTRICAL SYSTEM SECTION 2. DESCRIPTION OF CIRCUITS MDU2 AND CCU2 PIN LAYOUT MDU2 16 PIN CONNECTOR - J1 PIN NUM BER

TYPE OF INPUT/OUT PUT

J1 -A

Battery Power (KL30)

Battery Power Supply

J1 -B

CAN Shield

NOT USED

J1 -C

CAN High

250KB

J1 -D

Alarm output (Ground)

Buzzer Negative

J1 -E

Bootloader Enable

NOT USED

J1 -F

+5V Sensor Ground

NOT USED

J1 -G

RS 232 TX

NOT USED

J1 -H

RS 232 RX

NOT USED

J1 -J

+5V Sensor Power

NOT USED

J1 -K

CAN Low

J1 -L

Ignition Power (KL15)

Ignition Power Supply

FUSE 33

J1 -M

Alarm output (Power)

Buzzer Positive

28 V

J1 -N

Fuel Sensor

Fuel Sensor Signal

0 - 100 ohm

J1 -P

Ground

Power Ground

J1 -R

Digital Input 1

Left Indicator Switch

Open Circuit/Grou nd

REVISION 0

CONROLLER FUNCTION

VEHICLE FUNCTION

RANGE

COMMENTS

MICRO PIN

FUSE 8

Pull to 24 V(Circuit A)

Tristate(Circuit B)

125

CHAPTER 3

J1 -S

Digital Input 2

Right Indicator Switch

Open Circuit/Grou nd

VEHICLE FUNCTION

RANGE

Tristate(Circuit B)

14 PIN CONNECTOR - J2 PIN NUM BER

TYPE OF INPUT/OUT PUT

J2 - A

Digital Input 3

Hydraulic Filter Press Switch

J2 - B

+5V Sensor Ground

NOT USED

J2 - C

Digital Input 4

Low Brake Press Switch

Open Circuit/Grou nd

Tristate(Circuit B)

J2 - D

Digital Input 5

CTD Press Switch

Open Circuit/Grou nd

Pull To 5 V(Circuit C)

J2 - E

Digital Input 6

Emergency Steering Press Switch

Open Circuit/Grou nd

Tristate(Circuit B)

J2 - F

Digital Input 7

Headlight Bright Switch

Open Circuit/24V

Tristate(Circuit B)

J2 - G

Digital Input 8

Headlight Dip Switch

Open Circuit/24V

Tristate(Circuit B)

J2 - H

Digital Input 9

Engine Coolent Level Switch

Open Circuit/Grou nd

Tristate(Circuit B)

J2 - J

Digital Input 10

Cold Start Light

Open Circuit/Grou nd

Tristate(Circuit B)

J2 - K

Digital Input 11

Transmission Filter Bypass Press Switch

Open Circuit/Grou nd

J2 - L

Digital Input 12

Hydraulic Level Switch

Open Circuit/Grou nd

Pull To 5 V(Circuit E)

J2 - M

Digital Input 13

Park Brake Pressure Switch

Open Circuit/24V

Pull to OV(Circuit D)

J2 - N

Digital Input 14

Engine Air Intake Filter Press Switch

Open Circuit/Grou nd

Pull To 5 V(Circuit F)

126

CONROLLER FUNCTION

COMMENTS

Open Circuit/Ground

Remat Only

MICRO PIN Pull To 5 V(Circuit C)

Pull To 5 V(Circuit C)

REVISION 0

CHAPTER 3

J2 - P

+5V Sensor Power

NOT USED

CCU2 32 PIN CONNECTOR - J1 (BROWN) PIN NUM BER

TYPE OF INPUT/OUT PUT

CONROLLER FUNCTION

VEHICLE FUNCTION

RANGE

J1 A3

On/Off driver #19

VP 5 6A (BTS443)

Headlight Dips

24V OUTPUT

P2.12

J1 A4

On/Off driver #19

VP 5 6A (BTS443)

Headlight Dips

24V OUTPUT

P2.12

J1 B3

On/Off driver #20

VP 5 6A (BTS443)

Headlight Brights

24V OUTPUT

P2.13

J1 B4

On/Off driver #20

VP 5 6A (BTS443)

Headlight Brights

24V OUTPUT

P2.13

J1 C1

Analog in 2-0

Temperature

System Air Pressure

5-200OHM( 0-10BAR)

Mux3: X0 (P6.3:0| P6.4:0| P6.5:0)

J1 C2

Analog in 2-3

Diagnostic

Start Signal

OPEN/GRO UND

Mux3: X3 (P6.3:1| P6.4:1| P6.5:0)

J1 C3

On/Off driver #23

VP4 6A (BTS443)

Reverse

24V OUTPUT

P8.6

J1 C4

On/Off driver #23

VP4 6A (BTS443)

Reverse

24V OUTPUT

P8.6

J1 D1

Analog in 2-2

Diagnostic

Rear Two Speed Switch

OPEN/GRO UND

Mux3: X2 (P6.3:0| P6.4:1| P6.5:0)

J1 D2

Analog in 2-1

Diagnostic

Middle Two Speed Switch

OPEN/GRO UND

Mux3: X1 (P6.3:1| P6.4:0| P6.5:0)

J1 D3

On/Off driver #21

VP 3 6A (BTS443) Diode Isolation

Rear Wiper Lo Speed

24V OUTPUT

P2.14

J1 D4

On/Off driver #21

VP 3 6A (BTS443) Diode Isolation

Rear Wiper Lo Speed

24V OUTPUT

P2.14

J1 E1

Analog in 2-6

Diagnostic

Scraper Dash Switch

OPEN/GRO UND

Mux3: X6 (P6.3:0| P6.4:1| P6.5:1)

J1 E2

Analog in 2-4

Diagnostic

Pressure Two Speed Switch

OPEN/24V

Mux3: X4 (P6.3:0| P6.4:0| P6.5:1)

REVISION 0

COMMENTS

MICRO PIN

127

CHAPTER 3

J1 E3

On/Off driver #22

VP 3 6A (BTS443) Diode Isolation

Front Wiper Lo Speed

24V OUTPUT

P2.15

J1 E4

On/Off driver #22

VP 3 6A (BTS443) Diode Isolation

Front Wiper Lo Speed

24V OUTPUT

P2.15

J1 F1

Analog in 2-5

Special

12 V

0-18V

Mux3: X5 (P6.3:1| P6.4:0| P6.5:1)

J1 F2

Analog in 2-7

Diagnostic

Horn Switch

OPEN/GRO UND

Mux3: X7 (P6.3:1| P6.4:1| P6.5:1)

J1 F3

On/Off driver #29

VP 6 6A (BTS443)

Park Lights

24V OUTPUT

P7.4

J1 F4

On/Off driver #29

VP 6 6A (BTS443)

Park Lights

24V OUTPUT

P7.4

J1 G3

VP3 - Valve pwr & digital (sw 10)

FUSE 25

J1 G4

VP3 - Valve pwr & digital (sw 10)

FUSE 25

J1 H1

On/Off driver #24

VP 6 20A (BTS650)

Work Lights

24V OUTPUT

P8.7

J1 H2

On/Off driver #24

VP 6 20A (BTS650)

Work Lights

24V OUTPUT

P8.7

J1 H3

VP6 - Valve pwr & digital (sw 13)

FUSE 26

J1 H4

VP6 - Valve pwr & digital (sw 13)

FUSE 26

48PIN CONNECTOR - J2 (BROWN) PIN NUM BER

TYPE OF INPUT/OUT PUT

CONROLLER FUNCTION

VEHICLE FUNCTION

RANGE

J2 A1

CANH

CAN High

250KB

128

COMMENTS

MICRO PIN

REVISION 0

CHAPTER 3 J2 A2

CAN +8V (no int. connect)

NOT USED

J2 A3

CAN2H

NOT USED

J2 A4

Analog in 10

Diagnostic + Dirve Output #1

Brake Light Switch

OPEN/24V

P5.10

J2 B1

CANL

CAN Low

250KB

J2 B2

CAN SPG (no int. connect)

NOT USED

J2 B3

CAN2L

NOT USED

J2 B4

On/Off driver #9

VP3 3A (BTS621)

IDL Solenoid

24V OUTPUT

P2.8

J2 C1

Analog in 6

Diagnostic

Bonnet Fan Temp Switch

OPEN/GRO UND

P5.6

J2 C2

Analog in 8

Diagnostic

J2 C3

Analog in 11

Normal

Left Height Position Sensor

0 - 5V (0 100%)

P5.11

J2 C4

On/Off driver #10

VP3 3A (BTS621)

Bin Pressure Reduction Solenoid

24V OUTPUT

P2.9

J2 D1

Digital Switch 2

2.5K PU B+

J2 D2

Analog in 7

Diagnostic

Hazards Dash Switch

OPEN/24V

P5.7

J2 D3

Analog in 12

Normal

Right Height Position Sensor

0 - 5V (0 100%)

P5.12

J2 D4

On/Off driver #13

VP4 3A (BTS621)

Bin Lever Latch

24V OUTPUT

P3.2

J2 E1

Digital Switch 4

2.5K PD Switch

Rear Wiper Park Signal Input

OPEN/24V

P8.2

J2 E2

Digital Switch 3

2.5K PD Switch

Front Wiper Park Signal Input

OPEN/24V

P8.1

J2 E3

Analog in 9

Normal

Artic Angle Postion Sensor

0 - 5V (0 100%)

P5.9

REVISION 0

P5.8

P8.0

129

CHAPTER 3 J2 E4

On/Off driver #14

VP4 3A (BTS621)

Pneumatic Blow off Solenoid

24V OUTPUT

P3.3

J2 F1

Analog in 1-5

Normal

Bin Position Sensor

0 - 5V (0 100%)

Mux2: X5 (P6.3:1| P6.4:0| P6.5:1)

J2 F2

Digital Switch 1

2.5K PU B+

IDL Press Switch

OPEN/GRO UND

CS2, Databus bit0

J2 F4

On/Off driver #11

VP4 3A (BTS621)

CTD Solenoid

24V OUTPUT

P3.0

J2 G1

Analog in 1-6

Normal

Bin Lever Position Sensor

0 - 5V (0 100%)

Mux2: X6 (P6.3:0| P6.4:1| P6.5:1)

J2 G2

Analog in 1-7

Normal

J2 G4

On/Off driver #12

VP4 3A (BTS621)

Rear Wiper High Speed

24V OUTPUT

P3.1

J2 H1

Analog in 1-3

Diagnostic

Park Brake Dash Switch

OPEN/24V

Mux2: X3 (P6.3:1| P6.4:1| P6.5:0)

J2 H2

Analog in 1-4

Diagnostic

Front Two Speed Switch

OPEN/GRO UND

Mux2: X4 (P6.3:0| P6.4:0| P6.5:1)

J2 H4

On/Off driver #15

VP 5 3A (BTS621)

Flashing Beacon Light

24V OUTPUT

P3.4

J2 J1

Analog in 1-1

Temperature

Aircon Evaporator Temperature

32.649 1.48kOHM( 0-75°C)

Mux2: X1 (P6.3:1| P6.4:0| P6.5:0)

J2 J2

Analog in 1-0

Temperature

Wet Disk Brake Temperature

350 - 10 OHM(20 120°C)

Mux2: X0 (P6.3:0| P6.4:0| P6.5:0)

J2- J3

Analog in 1-2

Temperature

Cab Temperature

32.649 1.48kOHM( 0-75°C)

Mux2: X2 (P6.3:0| P6.4:1| P6.5:0)

J2 J4

On/Off driver #16

VP 5 3A (BTS621)

Horn

24V OUTPUT

P2.10

Mux2: X7 (P6.3:1| P6.4:1| P6.5:1)

Left Height Position Sensor J2 K1

Sensor Ref1 +5V

5 V Supply to Sensors

Right Height Position Sensor Artic Position Sensor

130

REVISION 0

CHAPTER 3 Left Height Position Sensor Right Height Position Sensor Artic Position Sensor J2 K2

Sensor return 1

5 V Return for Sensors

Wet Disk Brake Temperature Evaporator Temperature

SENSOR GROUND

Cab Temperature System Air Pressure Hydraulic Temperature J2 K3

Sensor return 2

5 V Return for Sensors

Bin Position Sensor Bin Lever Position Sensor Bin Position Sensor

J2 K4

Sensor Ref2 +5V

5 V Supply to Sensors

J2 L1

Battery Power

28 V Battery (KL30)

FUSE 4

Vcc / Vss

J2 L2

Power Ground

Ground (KL31)

Ground(KL31)

GROUND

J2 L3

VP4 - Valve pwr & digital (sw 11)

FUSE 27

J2 L4

VP5 - Valve pwr & digital (sw 12)

FUSE 28

J2 M1

Ignition Power

28V Ignition (KL15)

FUSE 29

J2 M2

Power Ground

Ground (KL31)

GROUND

J2 M3

VP4 - Valve pwr & digital (sw 11)

FUSE 27

J2 M4

VP5 - Valve pwr & digital (sw 12)

FUSE 28

REVISION 0

Bin Lever Position Sensor

131

CHAPTER 3

32 PIN CONNECTOR - J3 (BLUE) PIN NUM BER J3 A1 J3 -A2

J3 A3

TYPE OF INPUT/OUT PUT

CONROLLER FUNCTION

VEHICLE FUNCTION

RANGE

VP2 3A (BTS621)

Artic Reverse Light

24V OUTPUT

P2.3

VP1 3A (BTS621)

Recirculation Flap

24V OUTPUT

P7.0

PWM/ON-OF F (BTS621)

Bin Up Solenoid

24V PWM

P7.2

V batt 3A (BTS621)

Engine Running

24V OUTPUT

P2.1

VP2 3A (BTS621)

Rear Washer Pump

24V OUTPUT

P2.2

On/Off driver #17

V batt 3A (BTS621)

Left Indicator Light

24V OUTPUT

P2.11

On/Off driver #1

V batt 3A (BTS621) External Driven

Brake Light

24V OUTPUT

P2.0

VP2 3A (BTS621)

Front Wiper High Speed

24V OUTPUT

P2.5

On/Off driver #4 CC PWM On/Off driver #25 TRUE PWM Analog Driver #1 (VP1) HSD

COMMENTS

MICRO PIN

TRUE PWM J3 A4 J3 B1 J3 B2 J3 B4

J3 C1

On/Off driver #2 CC PWM On/Off driver #3 CC PWM

CC PWM On/Off driver #6 CC PWM

J3 C2

On/Off driver #18

V batt 3A (BTS621)

Right Indicator Light

24V OUTPUT

P3.5

J3 C4

Analog Return #2 LSD AN0-3

PWM Return

Bin Down Return

PWM RETURN

P7.7

VP2 3A (BTS621)

Front Washer Pump

24V OUTPUT

P2.4

VP1 3A (BTS621)

Mirror Heating

24V OUTPUT

P6.7

J3 D1 J3 D2

132

On/Off driver #5 CC PWM On/Off driver #28

REVISION 0

CHAPTER 3 J3 D3

J3 D4

Analog Return #1 LSD AN0-2 Analog Driver #2 (VP1) HSD TRUE PWM

J3 E1 J3 E2 J3 E3 J3 E4 J3 F1

On/Off driver #8 CC PWM On/Off driver #27 On/Off driver #26 TRUE PWM Analog in 5 On/Off driver #7 CC PWM

PWM Return

Bin Up Return

PWM RETURN

P7.6

PWM / ON-OFF (BTS621)

Bin Down Solenoid

24V PWM

P7.3

VP2 3A (BTS621)

Overspeed Control

24V OUTPUT

P2.7

VP1 3A (BTS621)

Hydraulic Cut Solenoid

24V OUTPUT

P7.5

VP1 3A (BTS621)

Aircon Clutch Solenoid

24V OUTPUT

P7.1

Temperature

Hydraulic Temperature Sensor

350 - 10 OHM(20 120°C)

P5.5

VP2 3A (BTS621)

Park Brake Solenoid

24V OUTPUT

P2.6

Aircon Thermo Switch

OPEN/24V

P8.4

J3 F2

Digital Switch 6

2.5K PD Switch

J3 F3

Digital Switch 5

2.5K PD Switch

J3 F4

Digital Switch 7

2.5K PD Switch

J3 G1

P8.3 Hardware Detection

24V

P8.5

VP2 - Valve pwr & digital (sw 9)

FUSE 30

J3 G2

VP2 - Valve pwr & digital (sw 9)

FUSE 30

J3 H1

VP1 Ground

GROUND

J3 H2

VP1 Ground

GROUND

J3 H3

VP1 - Valve pwr & digital (sw 8)

FUSE 31

J3 H4

VP1 - Valve pwr & digital (sw 8)

FUSE 31

REVISION 0

133

CHAPTER 3

OEU PIN LAYOUT OEU - Output Extension Unit J1 - BROWN (32 PIN) J2 - BROWN (48 PIN) J3 - BLUE (32 PIN) PIN NUMBER

TYPE OF INPUT/OUTPUT

CONROLLER FUNCTION

VEHICLE FUNCTION

RANGE

J2 - L1

Battery Power

28 V Battery (KL30)

FUSE 3

Vcc / Vss

J2 - M1

Ignition Power

28V Ignition (KL15)

FUSE 22

J2 - L2

Power Ground

Ground (KL31)

Ground(KL3 1)

GROUND

J2 - M2

Power Ground

Ground (KL31)

GROUND

J2 - A1

CANH

CAN High

250KB

J2 - B1

CANL

CAN Low

250KB

J3 - H3

VP1 - Valve pwr & digital (sw 8)

FUSE 24

J3 - H4

VP1 - Valve pwr & digital (sw 8)

FUSE 24

J3 - H1

VP1 Ground

GROUND

J3 - H2

VP1 Ground

GROUND

J3 - G1

VP2 - Valve pwr & digital (sw 9)

FUSE 23

J3 - G2

VP2 - Valve pwr & digital (sw 9)

FUSE 23

J1 - G3

VP3 - Valve pwr & digital (sw 10)

FUSE 18

J1 - G4

VP3 - Valve pwr & digital (sw 10)

FUSE 18

J2 - L3

VP4 - Valve pwr & digital (sw 11)

FUSE 20

J2 - M3

VP4 - Valve pwr & digital (sw 11)

FUSE 20

J2 - L4

VP5 - Valve pwr & digital (sw 12)

FUSE 21

J2 - M4

VP5 - Valve pwr & digital (sw 12)

FUSE 21

134

COMMENTS

MICRO PIN

REVISION 0

CHAPTER 3 J1 - H3

VP6 - Valve pwr & digital (sw 13)

FUSE 19

J1 - H4

VP6 - Valve pwr & digital (sw 13)

FUSE 19

24V OUTPUT

P2.0

J3 - B4

J3 - A4 J3 - B1 J3 - A1 J3 - D1 J3 - C1 J3 - F1 J3 - E1

On/Off driver #1 CC PWM On/Off driver #2 CC PWM On/Off driver #3 CC PWM On/Off driver #4 CC PWM On/Off driver #5 CC PWM On/Off driver #6 CC PWM On/Off driver #7 CC PWM On/Off driver #8 CC PWM

V batt 3A (BTS621) External Driven V batt 3A (BTS621)

Fan Cut Solenoid

24V OUTPUT

P2.1

VP2 3A (BTS621)

Fan Low Solenoid

24V OUTPUT

P2.2

VP2 3A (BTS621)

Fan Medium Solenoid

24V OUTPUT

P2.3

VP2 3A (BTS621)

Left Strut Up

24V OUTPUT

P2.4

VP2 3A (BTS621)

Left Strut Down

24V OUTPUT

P2.5

VP2 3A (BTS621)

Right Strut Up

24V OUTPUT

P2.6

VP2 3A (BTS621)

Right Strut Down

24V OUTPUT

P2.7

J2 - B4

On/Off driver #9

VP3 3A (BTS621)

Gear Hold

24V OUTPUT

J2 - C4

On/Off driver #10

VP3 3A (BTS621)

Two Speed Diff

24V OUTPUT

J2 - F4

On/Off driver #11

VP4 3A (BTS621)

Automatic Neutral

24V OUTPUT

J2 - G4

On/Off driver #12

VP4 3A (BTS621)

Engine Overheat/Pr eselect 2nd

24V OUTPUT

P3.1

J2 - D4

On/Off driver #13

VP4 3A (BTS621)

Load Light Yellow

24V OUTPUT

P3.2

J2 - E4

On/Off driver #14

VP4 3A (BTS621)

Load Light Green

24V OUTPUT

P3.3

J2 - H4

On/Off driver #15

VP 5 3A (BTS621)

Load Light Red

24V OUTPUT

P3.4

J2 - J4

On/Off driver #16

VP 5 3A (BTS621)

Laden/Unla den

24V OUTPUT

P2.10

J3 - B2

On/Off driver #17

V batt 3A (BTS621)

REVISION 0

+ RELAY

P2.8 P2.9

+ RELAY

P3.0

P2.11

135

CHAPTER 3 J3 - C2

On/Off driver #18

V batt 3A (BTS621)

J1 - A3

On/Off driver #19

VP 5 6A (BTS443)

Bonnet Fan 1

24V OUTPUT

P2.12

J1 - A4

On/Off driver #19

VP 5 6A (BTS443)

Bonnet Fan 1

24V OUTPUT

P2.12

J1 - B3

On/Off driver #20

VP 5 6A (BTS443)

Blower Speed 3

24V OUTPUT

P2.13

J1 - B4

On/Off driver #20

VP 5 6A (BTS443)

Blower Speed 3

24V OUTPUT

P2.13

J1 - D3

On/Off driver #21

VP 3 6A (BTS443) Diode Isolation

24V OUTPUT

P2.14

J1 - D4

On/Off driver #21

VP 3 6A (BTS443) Diode Isolation

24V OUTPUT

P2.14

J1 - E3

On/Off driver #22

VP 3 6A (BTS443) Diode Isolation

Blower Speed 1

24V OUTPUT

P2.15

J1 - E4

On/Off driver #22

VP 3 6A (BTS443) Diode Isolation

Blower Speed 1

24V OUTPUT

P2.15

J1 - C3

On/Off driver #23

VP4 6A (BTS443)

Blower Speed 2

24V OUTPUT

P8.6

J1 - C4

On/Off driver #23

VP4 6A (BTS443)

Blower Speed 2

24V OUTPUT

P8.6

J1 - H1

On/Off driver #24

VP 6 20A (BTS650)

JD Starter

24V OUTPUT

P8.7

J1 - H2

On/Off driver #24

VP 6 20A (BTS650)

JD Starter

24V OUTPUT

P8.7

VP1 3A (BTS621)

Heater Valve

24V OUTPUT

P7.0

24V OUTPUT

P7.1

J3 -A2 J3 - E3

On/Off driver #25 TRUE PWM On/Off driver #26 TRUE PWM

P3.5

VP1 3A (BTS621)

J3 - E2

On/Off driver #27

VP1 3A (BTS621)

Feet Actuator

24V OUTPUT

P7.5

J3 - D2

On/Off driver #28

VP1 3A (BTS621)

Middle/Demi st Actuator

24V OUTPUT

P6.7

J1 - F3

On/Off driver #29

VP 6 6A (BTS443)

Bonnet Fan 2

24V OUTPUT

P7.4

J1 - F4

On/Off driver #29

VP 6 6A (BTS443)

Bonnet Fan 2

24V OUTPUT

P7.4

136

REVISION 0

CHAPTER 3 Analog Driver #1 (VP1) HSD

J3 - A3

TRUE PWM Analog Return #1 LSD AN0-2

J3 - D3

Analog Driver #2 (VP1) HSD

J3 - D4

TRUE PWM Analog Return #2 LSD AN0-3

J3 - C4

PWM/ON-OFF (BTS621)

Engine Hydraulic Cooler Fan(+)

24V OUTPUT

P7.2

PWM Return

Engine Hydraulic Cooler Fan(-)

24 RETURN

P7.6

PWM / ON-OFF (BTS621)

24V OUTPUT

P7.3

PWM Return

24V OUTPUT

P7.7

SSM

FUNCTION

ASSOCIATED OUTPUT

LED

BUTTON SEQUENCE

AIRCON

CCUJ3-E3

ON/OFF

REVISION 0

COMMENT

137

CHAPTER 3 FUNCTION

ASSOCIATED OUTPUT

LED

BUTTON SEQUENCE

AIRCON RECIRCULATION

CCUJ3-A2

ON/OFF

AIRCON FAN SPEED ONE

OEUJ1-E3/E4

INCREMENT

CONTINUOUS LOOP

AIRCON FAN SPEED TWO

OEUJ1-C3/C4

INCREMENT

AIRCON FAN SPEED THREE

OEUJ1-H1/H2

INCREMENT

DIFFLOCK(CTD)

CCU2 J2-F4

ON/OFF

INTER-AXLE DIFFLOCK (IDL)

CCU2 J2-B4

ON/OFF

GEAR HOLD

OEU J2-B4

ON/OFF

HIGH RANGE

OEU J2-C4

ON/OFF

SELECTOR DEFROST

OEU J3-E2 OEU J3-D2

SCROLL

CONTINUOUS LOOP

SELECTOR DEFROST + FEET

OEU J3-D2

SELECTOR MIDDLE

SELECTOR MIDDLE + FEET

138

TEMP CONTROL - MIN°C

OEU J3-E2

OEU J3-E2 OEU J3-D2 OEU J3-E2 OEU J3-D2

OEU J3-A2

COMMENT

SCROLL

SCROLL SCROLL

INCREMENT

INCREMENT/ DECREMENT BY THE USE OF TWO BUTTONS UP AND DOWN. FLASH ALL LEDS WHEN UP IS PRESSED AND ALL LED’S ARE ALLREADY ON. FLASH THE 18 °C LED WHEN THAT IS THE ONLY ONE ON AND DOWN IS PRESSED.

REVISION 0

CHAPTER 3 FUNCTION

ASSOCIATED OUTPUT

LED

TEMP CONTROL - 16°C

OEU J3-A2

INCREMENT

TEMP CONTROL - 18°C

OEU J3-A2

INCREMENT

TEMP CONTROL - 20 °C

OEU J3-A2

INCREMENT

TEMP CONTROL - 22 °C

OEU J3-A2

INCREMENT

TEMP CONTROL - 24 °C

OEU J3-A2

INCREMENT

TEMP CONTROL - 26°C

OEU J3-A2

INCREMENT

TEMP CONTROL - MAX °C(34 °C)

OEU J3-A2

INCREMENT

REVISION 0

BUTTON SEQUENCE

COMMENT

139

CHAPTER 3 FUNCTION

BIN MAX POSITION

ASSOCIATED OUTPUT

SET BIN FULL POSITION TO 100%

LED

BUTTON SEQUENCE

COMMENT

PRESS AND HOLD FOR 1.5 SEC IMPLIES THAT THE MDU WILL JUMP TO THE SET BIN FULL MENU AND THIS WILL THEN ACT AS A SHORT CUT JUMP TO THIS MENU WITH THE SIMULATION OF THE SELECT NO LED, BUTTON. FLASH 4 PRESS LEDS WHILE BUTTON BUTTON IS AGAIN TO PRESSED, SWITCH ALL FOUR LIMIT OFF. LEDS ON WHILE 1. BASE PRODUCTIVI SERVICE TY LEVEL IS MENU ACTIVE. 2. SAFETY LEVEL 3. PRODUCTIVI TY LEVEL NOTE: MENU HAS TO JUMP BACK AFTER 5 SEC ONCE SET. CONTINUOUS LOOP WITH FLASHING ON EVEN LOOPS.

140

BIN MATERIAL 1

MM WILL STORE THIS DETAIL WHEN TIPPING.

SCROLL = 1 , FLASH = 5

BIN MATERIAL 2

MM WILL STORE THIS DETAIL WHEN TIPPING.

SCROLL = 2 , FLASH = 6

REVISION 0

CHAPTER 3 FUNCTION

ASSOCIATED OUTPUT

LED

BIN MATERIAL 3

MM WILL STORE THIS DETAIL WHEN TIPPING.

SCROLL = 3 , FLASH = 7

BIN MATERIAL 4

MM WILL STORE THIS DETAIL WHEN TIPPING.

SCROLL = 4 , FLASH = 8

FLASHING BEACON

CCU2 J2-H4

ON/OFF

PARKLIGHTS

CCU2 J1-F3/F4

ON/OFF

CONTINUOUS LOOP

HEADLIGHT SUPPLY

CCU2 J1-A3/A4 DIPS CCU2 J1-B3/B4 BRIGHTS

BUTTON SEQUENCE

SSM IS THE ON/OFF SWITCH. NO ACTION TO BE TAKEN FROM THE DIP/BRIGHTS INPUTS FROM THE CAN MESSAGE FROM THE MDU IF THIS SSM LED IS NOT ACTIVE.

INCREMENT

INCREMENT/ DECREMENT BY THE USE OF TWO BUTTONS UP AND DOWN. FLASH ALL LEDS WHEN UP IS PRESSED AND ALL LED’S ARE ALLREADY ON.

RETARDER OFF

CAN MESSAGE: TSC1 TO ADDESS 16

RETARDER POSITION 1

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

20%

RETARDER POSITION 2

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

30%

RETARDER POSITION 3

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

40%

REVISION 0

NO LED = 0% REQUEST

COMMENT

15%

37% STEP CHAN GE

141

CHAPTER 3 FUNCTION

ASSOCIATED OUTPUT

LED

RETARDER POSITION 4

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

55%

RETARDER POSITION 5

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

75%

RETARDER POSITION 6

CAN MESSAGE: TSC1 TO ADDESS 16

INCREMENT

100%

FRONT WIPER WASHER

FRONT WIPER INTERMITTANT

FRONT WIPER LOW SPEED

CCU2 J3-D1 FRONT WASHER PUMP CCU2 J1-E3/E4 - FRONT WIPER LOW SPEED

NO LED

BUTTON SEQUENCE

COMMENT

PRESS AND HOLD WIPE AS BUTTON TO LONG AS YOU ACTIVATE THE WASHER WASH, PLUS 1 WIPE AFTER OUTPUT. THE BUTTON IS RELEASED. CONTINUOUS LOOP

CCU2 J1-E3/E4 CCU2 J2-E2 FRONT PARK SIGNAL

SCROLL

CCU2 J1-E3/E4 CCU2 J2-E2 FRONT PARK SIGNAL

SCROLL

CCU2 J3-C1 20

FRONT WIPER HIGH SPEED

REAR WIPER WASHER

CCU2 J2-E2 FRONT PARK SIGNAL

CCU2 J3-B1 REAR WASHER PUMP CCU2 J1-D3/D4 -REAR WIPER LOW SPEED

SCROLL

NO LED

PRESS AND HOLD BUTTON TO ACTIVE WASHER OUTPUT. CONTINUOUS LOOP

WIPE AS LONG AS YOU WASH, PLUS 1WIPE AFTER THE BUTTON IS RELEASED.

CCU2 J1-D3/D4 20

142

REAR WIPER INTERMITTANT

CCU2 J2-E1 REAR PARK SIGNAL

SCROLL

REVISION 0

CHAPTER 3 FUNCTION

ASSOCIATED OUTPUT

LED

BUTTON SEQUENCE

COMMENT

SECOND LED NOT USED

CCU2 J1-D3/D4 20

REAR WIPER LOW SPEED

REAR WIPER HIGH SPEED

CCU2 J2-E1 REAR PARK SIGNAL

SCROLL

WORK LIGHT

CCU2 J1-H1/H2

ON/OFF

MIRROR HEATING

CCU2 J3-D2

ON/OFF

AUTO BIN TIP 1

CCU2 J2-D4 DETENT

SCROLL

CONTINUOUS LOOP

CCU2 J2-E1 REAR PARK SIGNAL

SCROLL

CCU2 J2-G4

AUTO BIN TIP 2

CAN MESSAGES: TC1

NO LED = SOFTSTOPS. 1 LED = HARDSTOPS. WHEN YOU ARE AT 100% BIN LEVER POSITION AUTOMATICA LLY DO THE FOLLOWING:

SCROLL

TSC1

APPLY THE PARK BRAKE REQUEST NEUTRAL REQUEST 100% ENGINE SPEED(IDLE AT TOP)

AUTO BIN TIP 3

CAN MESSAGES: TC1 TSC1

REVISION 0

SCROLL

SHAKE THE BIN BETWEEN 95% TO 100% WHILE THE BIN LEVER POSITION IS IN THE 100%.

143

CHAPTER 3 MM, SCU, OBW & FDC PIN LAYOUTS MM 15 PIN CONNECTOR - A PIN NUMBER

TYPE OF INPUT/OUTPUT

A-1

RS232 TX (A)

A-2

RS232 RX (A)

A-3

NOT USED

A-4

COMS GROUND

A-5

RS 232 TX (B)

A-6

RS 232 RX (B)

A-7

RS 232 TX (C)

MT 2000

A-8

RS 232 RX (C)

MT 2000

A-9

CAN LO (A)

CAN LO

A - 10

CAN HI (A)

CAN HI

A - 11

CAN LO (B)

A - 12

CAN HI (B)

A - 13

RS 485 A

A - 14

RS 485 B

A - 15

COMS GROUND

FUNCTION

RANGE

COMMENTS

MICRO PIN

21PIN CONNECTOR - B

144

B-1

24 V BATTERY (KL30)

WAKE-UP SUPPLY

B-2

GROUND

WAKE-UP SUPPLY

B-3

GROUND

B-4

7.5 V (2 AMP) OUTPUT

7.5 V FOR MT 2000

B-5

24 V(500 mA) OUTPUT

WAKE-UP OUTPUT

B-6

PULSED INPUT

SYNCRONI ZATION INPUT

B-7

POWER OUTPUT

B-8

NOT USED

REVISION 0

CHAPTER 3 B-9

NOT USED

B - 10

NOT USED

B - 11

NOT USED

B - 12

NOT USED

B - 13

NOT USED

B - 14

NOT USED

B - 15

NOT USED

B - 16

NOT USED

B - 17

NOT USED

B - 18

NOT USED

B - 19

NOT USED

B - 20

NOT USED

B - 21

GROUND (KL31) 21PIN CONNECTOR - C

C-1

12 V INPUT

C-2

LIN OUTPUT

LIN OUTPUT DID

C-3

NOT USED

C-4

PULSED INPUT

C-5

PULSED INPUT

IGNITION STATUS

C-6

PULSED INPUT

WAKE-UP INPUT

C-7

RS 232 TX (D)

C-8

RS 232 RX (D)

C-9

COMS GROUND

C - 10

NOT USED

C - 11

NOT USED

C - 12

RTS

C - 13

NOT USED

C - 14

NOT USED

C - 15

GROUND (KL31)

REVISION 0

GROUND( KL31) 145

CHAPTER 3

C - 16

24 V BATTERY (KL30)

C - 17

NOT USED

C - 18

GROUND (KL31)

C - 19

24 V BATTERY (KL30)

C - 20

NOT USED

C - 21

NOT USED

24 V BATTERY (KL30)

21PIN CONNECTOR - D D-1

NOT USED

D-2

NOT USED

D-3

NOT USED

D-4

NOT USED

D-5

NOT USED

D-6

NOT USED

D-7

NOT USED

D-8

NOT USED

D-9

NOT USED

D - 10

NOT USED

D - 11

NOT USED

D - 12

NOT USED

D - 13

NOT USED

D - 14

NOT USED

D - 15

NOT USED

D - 16

NOT USED

D - 17

NOT USED

D - 18

NOT USED

D - 19

NOT USED

D - 20

NOT USED

D - 21

NOT USED 18PIN CONNECTOR - E

E -1

146

24 V OUTPUT

REVISION 0

CHAPTER 3 E -2

24 V OUTPUT

DID LED

E -3

24 V OUTPUT

WAKE-UP SYNCRONI ZATION

E -4

24 V OUTPUT

E -5

NOT USED

E -6

NOT USED

E -7

NOT USED

E -8

NOT USED

E -9

NOT USED

E -10

NOT USED

E -11

NOT USED

E -12

NOT USED

E -13

NOT USED

E -14

NOT USED

E -15

NOT USED

E -16

PULSED INPUT

E -17

PULSED INPUT

E -18

PULSED INPUT DID 4 PIN CONNECTOR

PIN NUMBER

TYPE OF INPUT/OUTPUT

FUNCTION

K1-1

24 V IGNITION (KL15)

MAIN SUPPLY

K1-2

K - LINE

LIN BUS

K1-3

GROUND

MAIN SUPPLY

K1-4

DRIVER ID LED

LED

REVISION 0

RANGE

COMMENTS

MICRO PIN

RED WIRE TO PIN 1 12V MAX

GREEN WIRE TO PIN 2 BROWN WIRE TO PIN ON LED AND PIN 3

24V

BLUE WIRE TO PIN ON LED

147

CHAPTER 3

MDU2 WARNING LIGHTS

FUNCTION

INPUT ORIGIN

TRIGGER

LIGHT STATUS

SWITCHING INPUT CONTINUOUS ACTIVE LOW TO MDU2 J2-J. ON

BUZZER

MAIN IDIOT LIGHT

NOT ACTIVE

COLD START

LOW ENGINE SWITCHING INPUT CONTINUOUS CONTINUOUS COOLANT ACTIVE LOW TO MDU2 J2-H. ON ON LEVEL

148

ENGINE FAILURE

J1939 MESSAGE, DM1 - LAMP STATUS

NORMAL: LAMP STATUS = 00 CONTINUOUS CONTINUOUS DM1 ON ON MESSAGE WITH STOP LAMP AND PROTECT LAMP ONLY.

EMERGENCY SWITCHING INPUT STEERING ACTIVE LOW TO MDU2 J2-E. ONLY

0.5 SEC. INTERMITTENT

CONTINUOUS ON

0.5 SEC. INTERMITTENT

REVISION 0

CHAPTER 3

FUNCTION

MAIN GENERAL WARNING / IDIOT LIGHT

HEADLIGHTS BRIGHT

ENGINE OVERREV

PARK BRAKE

LOW ACCUMULAT OR PRESSURE

WET DISC BRAKE TEMPERATURE

TRIGGER

LIGHT STATUS

BUZZER

MAIN IDIOT LIGHT

J1939 MESSAGE FROM THE CCU OUTPUT.

IF THE BRIGHT OUTPUT ON THE CCU IS ACTIVE.

CONTINUOUS ON

NOT ACTIVE

J1939 MESSAGE FROM ECU.

ENGINE RPM HIGHER THAN 2450 RPM.

INPUT ORIGIN 1.) AS PER ACTIVATION OF COLUMN “MAIN IDIOT LIGHT”. 2.) WHEN GAUGES ARE AT 2ND LEVEL WARNING IN RED ZONE.

CONTINUOUS CONTINUOUS ON ON

NOT ACTIVE WHEN IN NEUTRAL AND INETERMITTANT WHEN IN GEAR.

NOT ACTIVE.

SWITCHING INPUT ACTIVE LOW TO MDU2 J2- C.

0.5 SEC. INTERMITTENT

CONTINUOUS ON

0.5 SEC. INTERMITTENT

TRIGGER 1: > 95° C FOR LONGER THAN 5 SEC.

0.5 SEC. INTERMITTENT

NOT ACTIVE.

SWITCHING INPUT CONTINUOUS ACTIVE LOW TO MDU2 J2- M. ON

J1939 MESSAGE FROM CCU.

TRIGGER 2: > 100° C CONTINUOUS CONTINUOUS FOR ON ON LONGER THAN 5 SEC.

REVISION 0

0.5 SEC. INTERMITTENT

149

CHAPTER 3

FUNCTION

INPUT ORIGIN SWITCHING INPUT TO MDU2 J2- L. (HYDRAULIC LEVEL) SWITCHING INPUT TO MDU2 J2- A.

HYDRAULIC

(HYDRAULIC FILTER)

J1939 MESSAGE FROM CCU. (HYDRAULIC OIL TEMP)

150

DIRECTION LEFT

TYRE PRESS INDICATOR

TRANSMISSION FAILURE

J1939 MESSAGE FROM CCU OUTPUT STATUS.

J1939 MESSAGE, DM1 - LAMP STATUS

TRIGGER

LIGHT STATUS

BUZZER

MAIN IDIOT LIGHT

ACTIVE LOW

CONTINUOUS ON

0.5 SEC. INTERMITTENT

NOT ACTIVE.

ACTIVE LOW

CONTINUOUS ON

0.5 SEC. INTERMITTENT

NOT ACTIVE.

TRIGGER 1: > 95° C FOR CONTINUOUS LONGER ON THAN 5 SEC.

0.5 SEC. INTERMITTENT

NOT ACTIVE.

TRIGGER 2: > 100° C CONTINUOUS CONTINUOUS FOR ON ON LONGER THAN 5 SEC.

0.5 SEC. INTERMITTENT

IF THE LEFT INDICATOR OUTPUT ON THE CCU IS ACTIVE.

IN PHASE WITH THE OUTPUT

NOT ACTIVE.

CONTINUOUS ON

NOT ACTIVE.

NORMAL: LAMP STATUS = 00 DM1 MESSAGE WITH ANY LAMP STATUS = 01 NORMAL: LAMP STATUS = 00 CONTINUOUS CONTINUOUS DM1 ON ON MESSAGE WITH STOP LAMP AND PROTECT LAMP ONLY.

0.5 SEC. INTERMITTENT

REVISION 0

CHAPTER 3

FUNCTION

EXHAUST BRAKE / TRANSMISSION RETARDER

ENGINE AIR FILTER BYPASS

TRIGGER

LIGHT STATUS

BUZZER

MAIN IDIOT LIGHT

IF THE ACTUAL RETARDER TORQUE IS LESS THAN -5%.

CONTINUOUS ON

NOT ACTIVE

0.5 SEC. INTERMITTENT

NOT ACTIVE.

0.5 SEC. INTERMITTENT

NOT ACTIVE.

NOT ACITVE.

NOT ACTIVE.

CONTINUOUS ON

NOT ACTIVE.

SWITCHING INPUT CONTINUOUS ACTIVE LOW TO MDU2 J2- D. ON

NOT ACTIVE.

NOT ACITVE.

NOT ACTIVE.

INPUT ORIGIN A.) J1939 MESSAGE FROM TRANSMISSION RETARDER. B.) J1939 MESSAGE FROM ENGINE RETARDER.

SWITCHING INPUT CONTINUOUS ACTIVE LOW TO MDU2 J2- N. ON

BATTERY CHARGE

J1939 MESSAGE, DM1 - LAMP STATUS AND BATTERY SPN.

BIN UP

J1939/PROPRIETY MESSAGE FROM CCU.

INTER-AXLE DIFFLOCK (IDL)

J1939 MESSAGE FROM THE IDL PRESS SWITCH.

CONTROL TRACTION DEVICE (CTD)

J1939 MESSAGES FROM THE CCU. (2 SPEED PRESS SWITCH 21

HIGH RANGE

FRONT 2 SPEED SWITCH MIDDLE 2 SPEED SWITCH REAR 2 SPEED SWITCH)

REVISION 0

NORMAL: LAMP STATUS = 00 DM1 MESSAGE WITH ANY LAMP STATUS = 01 AND SPN =158

CONTINUOUS ON

IF THE BIN CONTINUOUS POSTION IS ON > 5%. IF THE IDL PRESS SWITCH STATUS IS ON.

IF THE 4 STATUS CHANGE FROM OFF TO ON AND CONTINUOUS WHEN THE 4 ON STATUS CHANGE FROM ON TO OFF.

151

CHAPTER 3

INPUT ORIGIN

TRIGGER

LIGHT STATUS

BUZZER

MAIN IDIOT LIGHT

J1939 MESSAGE FROM CCU OUTPUT STATUS.

IF THE RIGHT INDICATOR OUTPUT ON THE CCU IS ACTIVE.

IN FASE WITH THE OUTPUT

NOT ACTIVE.

FUNCTION

DIRECTION RIGHT

MDU2 GAUGES

FUNCTION

152

FUEL ( PERCENTAGE %)

INPUT ORIGIN

LED TRIGGER LEVELS

ANALOG IF THE FUEL% INPUT IS LESS THAN ON THE 5% ACTIVATE MDU2 THE LED J1-N.

BUZZER

1 SEC CONTINUOUS WHEN THE LED IS SWITCHED ON.

MAIN IDIOT LIGHT

POP UP TEXT

NOT ACTIVE

“LOW FUEL” SHOULD BE DISPLAYED FOR 3 SECONDS AFTER THE ENGINE IS STARTED.

REVISION 0

CHAPTER 3 INPUT ORIGIN

LED TRIGGER LEVELS

BUZZER

MAIN IDIOT LIGHT

POP UP TEXT

ENGINE RPM

J1939 MESSAGE FROM THE ECU.

IF THE ENGINE RPM > 2500 FOR LARGE TRUCKS AND IF THE ENGINE RPM > 3000 FOR SMALL TRUCKS.

CONTINUOUS

0.5 SEC INTERMITTENT

NONE

SPEEDOMETER (KM/H, MPH)

J1939 MESSA GE FROM CCU CCVS.

NONE

ENGINE COOLANT TEMPERATURE

J1939 MESSAGE FROM ECU.

1.) > 95° C. FOR LONGER THAN 5 SEC.

1.) 0.5 SEC. INTERMITTENT

NOT ACTIVE

NONE

2.) > 100° C. FOR LONGER THAN 5 SEC.

2.) CONTINUOUS

2.) 0.5 SEC. INTERMITTENT

NONE

1.) > 95° C FOR LONGER THAN 5 SEC.

1.) 0.5 SEC. INTERMITTENT

NOT ACTIVE

NONE

2.) > 100° C. FOR LONGER THAN 5 SEC.

2.) CONTINUOUS

2.) 0.5 SEC. INTERMITTENT

NONE

FUNCTION

TRANSMISSION OIL TEMPERATURE

A.) J1939 MESSA GE FROM TCU.

CCU2 OUTPUT SPECIFICATION #

PIN NUMBER

CCU2 OUTPUT FUNCTION

J1 A3/A4

Headlight Dips

001-4004-00 (See Chapter 19)

J1 B3/B4

Headlight Brights

001-4004-00 (See Chapter 19)

J1 C3/C4

Reverse

REVISION 0

ASSOCIATED INPUTS

CAN Message PGN 61445 (ETC2)

FUNCTIONAL DESCRIPTION

COMMENTS

If selected gear < 0 (reverse), output ON, otherwise output OFF

153

CHAPTER 3

PIN NUMBER

CCU2 OUTPUT FUNCTION

J1 D3/D4

Rear Wiper Lo Speed

001-4005-00 (See Chapter 19)

J1 E3/E4

Front Wiper Lo Speed

001-4005-00 (See Chapter 19)

J1 F3/F4

Park Lights

J1 H1/H2

J2 - B4

Work Lights

IDL Solenoid

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

SSM Park Light

If the SSM parklight LED status is ON, then the output is ON, otherwise the output is OFF.

SSM Worklight

If the SSM worklight LED status is ON and the Worklight option is enabled, then the output is ON, otherwise the output is OFF.

SSM IDL

COMMENTS

For output state change OFF to ON to occur, the accelerator pedal must less than 10% and the SSM IDL LED status must be ON and additionally for large trucks, the output shaft speed must be less than 60 RPM. Under any conditions, if the SSM IDL LED status is OFF, then the output must be OFF. The output status for a AH500-D 2-Speed is inverted.

J2 - C4

Bin Pressure Reduction

J2 - D4

Bin Lever Latch

J2 - E4

Pneumatic Blow off Solenoid

J2 - F4

CTD Solenoid

J2 - G4

Rear Wiper High Speed

154

Bin Position

If the Bin Position goes higher than 70%, then this output must be ON, otherwise if the position is less than 70%, the output must be OFF. Only activate the Latch Solenoid if the Bin Lever Position is < -80% and not in float.

CAN Message PGN 61444 (EEC1)

10 minutes after engine speed > 400 RPM, switch this output on for 500ms, and then switch OFF.

SSM CTD

If the SSM CTD LED status changes from OFF to ON, then the output must be ON for 30 seconds, then the output must be switched off, and the SSM CTD LED status must be switched OFF. If the SSM CTD button is pressed while the CTD LED status is ON, then the timer is reset and the output must be ON for a further 30 seconds. 001-4005-00 (See Chapter 19)

REVISION 0

CHAPTER 3

PIN NUMBER

CCU2 OUTPUT FUNCTION

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

J2 - H4

Flashing Beacon Light

SSM Flashing Beacon

If the SSM Flashing Beacon Light LED status is ON, and the Flashing Beacon option is enabled, then the output is ON, otherwise the output is OFF.

J2 - J4

Horn

Horn Signal

If the Horn input is ON, then the output must be ON, otherwise the output must be OFF.

J3 - A1

Artic Reverse Light

CAN Message PGN 61445 (ETC2)

If selected gear < 0 (reverse), output ON, otherwise output OFF

J3 - A3

Bin Up Solenoid

(See Chapter 19) - See point 37 as well.

J3 - A4

D+

If the engine speed > 400 RPM, output is ON, otherwise output is OFF

J3 - B1

Rear Washer Pump

001-4005-00 (See Chapter 19)

Left Indicator Light

If MDU left indicator status is ON, then this output must flash ON and OFF at 500ms intervals. If the Hazard input status is ON, then this output must flash ON and OFF at 500ms intervals unless the MDU right indicator status is ON, then this output must be ON without flashing.

J3 - B2

J3 - B4

Brake Light

MDU Digital 1

CAN Message PGN 61440 (ERC1) Service Brake Input

J3 - C1

001-4005-00 (See Chapter 19) If MDU right indicator status is ON, then this output must flash ON and OFF at 500ms intervals. If the Hazard input status is ON, then this output must flash ON and OFF at 500ms intervals unless the MDU left indicator status is ON, then this output must be ON without flashing.

J3 - C2

Right Indicator Light

J3 - D1

Front Washer Pump

REVISION 0

If the Service Brake input status is ON, or if any of the retarders actual torque values < -10%, then this output must be ON, otherwise this output must be OFF.

Front Wiper High Speed

MDU Digital 1

COMMENTS

001-4005-00 (See Chapter 19)

155

CHAPTER 3

PIN NUMBER

CCU2 OUTPUT FUNCTION

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

SSM Mirror Heating

If the SSM Mirror Heating LED status is ON and the Mirror Heating option is enabled, then the output is ON, otherwise the output is OFF.

J3 - D2

Mirror Heating

J3 - D4

Bin Down Solenoid

COMMENTS

(See Chapter 19) For large trucks, if the engine speed exceeds 2270 RPM, turn this output ON until the output drops below 2100 RPM, then switch the output OFF.

J3 - E1

Overspeed Control

CAN Message PGN 61444 (EEC1)

For small trucks, if the engine speed exceeds 2800 RPM, turn this output ON until the output drops below 2600 RPM, then switch the output OFF. If the output is ON, simultaneously send TSC1 to address 15 and 16, with a retardation torque request of -100%.

CAN Message PGN 61444 (EEC1)

If engine speed < 400 RPM, turn output ON and leave ON until 2 seconds after 400RPM has been exceeded.

J3 - E2

Hydraulic Cut Solenoid

J3 - E3

Aircon Clutch Solenoid

001-4006-00 (See Chapter 19)

J3 - F1

Park Brake Solenoid

(See Chapter 19)

J3 -A2

Recirculation Flap

001-4006-00 (See Chapter 19)

TSC1

All engine(0), engine retarder(15) and Transmission Retarder(16) controls

(See Chapter 19) - Document to explain the use of the VIN/TSC1 Excel Table.

156

REVISION 0

CHAPTER 3

PIN NUMBER

CCU2 OUTPUT FUNCTION

ASSOCIATED INPUTS Start Signal

ESS

Engine Start/Stop Message

MMU immobilise CAN message CAN Message PGN 61444 (EEC1) Ignition Status

CCVS

Vehicle Weight

Scraper Control

FUNCTIONAL DESCRIPTION

COMMENTS

If the Start Signal is ON and the transmission is in neutral and the truck is not immobilised, then the start message is transmitted until the engine RPM > 400 RPM for 2 seconds. If the Ignition status is OFF, then the stop message is transmitted until the CCU switches off.

001-4002- (See Chapter 19)

If the Binposition ³ 50% limit the gear to 1st only. If the Binposition is ³ 15% but less than 50%, limit the gear to max of 2nd gear. If the Binposition is ³ 0% but less than 15%, limit the gear to max 3rd gear.

Gear Hold Control with Bin Position

The reverse is also true, thus if the tranmission is in 4th gear or higher, do not allow the bin to be raised. If the transmission is in 3rd gear, only allow the bin to be raised to 15%, 2nd gear to 50% and 1st gear has no limit.

OEU OUTPUT SPECIFICATION #

PIN NUMBER

OEU2 OUTPUT FUNCTION

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

COMMENTS

J1 A3/A4 Start Signal J1 B3/B4

JD Starter

J1 C3/C4

Blower Speed 2

CAN Message PGN 61444 (EEC1)

If the Start Signal is ON and the transmission is in neutral, then turn the output ON until the engine speed > 400 RPM. 001-4006-00 (See Chapter 19)

J1 D3/D4

REVISION 0

157

CHAPTER 3

PIN NUMBER

OEU2 OUTPUT FUNCTION

J1 E3/E4

Blower Speed 1

001-4006-00 (See Chapter 19)

Blower Speed 3

001-4006-00 (See Chapter 19)

Gear Hold

If the SSM Gear Hold LED status is ON, then the output is ON and TC1 CAN message must be transmitted to indicate the upshift inhibit, otherwise the output is OFF and the TC1 CAN message must change back to allow upshifts for 1 second and then the TC1 message must stop.

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

COMMENTS

J1 F3/F4 J1 H1/H2

J2 - B4

SSM Gear Hold

J2 - C4 J2 - D4

Load Light Yellow

001-4002- (See Chapter 19)

J2 - E4

Load Light Green

001-4002- (See Chapter 19)

J2 - F4

Automatic Neutral

J2 - G4

Engine Overheat/P reselect 2nd

This output must always be ON unless the engine temperature > 98°C

J2 - H4

Load Light Red

001-4002- (See Chapter 19)

J2 - J4

Laden/Unla den

001-4002- (See Chapter 19)

J3 - A1

Fan Medium Solenoid

001-4003- (See Chapter 19)

J3 - A3

Engine Hydraulic Cooler Fan(+)

(See Chapter 19)

J3 - A4

Fan Cut Solenoid

001-4003- (See Chapter 19)

J3 - B1

Fan Low Solenoid

001-4003- (See Chapter 19)

Check code for detail

J3 - B2

158

REVISION 0

CHAPTER 3

PIN NUMBER

OEU2 OUTPUT FUNCTION

ASSOCIATED INPUTS

FUNCTIONAL DESCRIPTION

COMMENTS

J3 - B4 Left Strut Down

N/A

J3 - D1

Left Strut Up

N/A

J3 - D2

Middle/Dem ist Actuator

001-4006-00 (See Chapter 19)

J3 - E1

Right Strut Down

N/A

J3 - E2

Feet Actuator

001-4006-00 (See Chapter 19)

J3 - F1

Right Strut Up

N/A

J3 -A2

Heater Valve

001-4006-00 (See Chapter 19)

J3 - C1 J3 - C2

J3 - D4

J3 - E3

REVISION 0

159

CHAPTER 3

160

REVISION 0

CHAPTER 3

CHAPTER 3. ELECTRICAL SYSTEM SECTION 3. REFERENCES PART 1. ENGINE FAULT CODES (ADM) DM2 fault codes (J1939) SPN/FMI 45/3 45/4 84/3

ADM2 fault codes (k-line) 10003 10004 10103

Description

Decom - pression Open circuit valve MBR_KD Decom- pression Shorted to ground valve MBR_KD Vehicle speed signal C3

Open circuit

Remedial action

- Check wiring

15/10

- Check solenoid valve - Check wiring

15/10

- Check solenoid valve - Check wiring

15/03

- Check parameter 08/01

84/4

10104

Vehicle speed signal C3

Shorted to ground

- Check wiring

15/03

84/14

10114

Vehicle speed signal C3

Value not plausible

- Check parameter 08/01

15/03

91/0

10200

Analog Accelerator pedal accelerator pedal not adjusted

- Restart accelerator pedal adjustment routine

21/11

- Check wiring - Limit value idle operation position: 5,0 V - Limit value kickdown position: 4,9 V 91/2

10202

Analog Voltage not plausible - Pedal unit exchange, if 21/11 accelerator pedal defective - Check wiring - Limit value idle operation position: 5,0 V - Limit value kickdown position: 4,9 V

REVISION 0

161

CHAPTER 3 DM2 fault codes (J1939) SPN/FMI 91/3

ADM2 fault codes (k-line) 10203

Description

Analog Voltage too high or accelerator pedal shorted to battery voltage

Remedial action

- Pedal unit exchange, if 21/11 defective - Check wiring - Limit value idle operation position: 5,0 V - Limit value kickdown position: 4,9 V

91/4

10204

Analog Voltage too low or accelerator pedal shorted to ground AFPS

- Pedal unit exchange, if 21/11 defective - Check wiring - Limit value idle operation position: 5,0 V - Limit value kickdown position: 4,9 V

98/0

10400

Oil level

Oil level to high

- Oil discharge with to strong overstocking.

PLD-MR

- Remark: This problem can occur also if in PLD-MR the false type of oil pan were programmed. 98/1

10401

Oil level

Low oil level

- Refill oil

PLD-MR

98/14

10414

Oil level

Oil level too low

- Refill oil

PLD-MR

- Remark: This problem can occur also if in PLD-MR the false type of oil pan were programmed. 100/1

10501

Oil pressure sensor

Low oil pressure

- Check oil pump and oil PLD-MR circuit

100/14

10514

Oil pressure sensor

Oil pressure too low

- Check oil pump and oil PLD-MR circuit.

107/0

10800

Air filter sensor

Air pressure too high - Check wiring.

15/08

107/3

10803

Air filter sensor

Open circuit

- Check wiring.

15/08

107/4

10804

Air filter sensor

Shorted to ground

- Check wiring.

15/08

110/0

10900

Coolant temperature

High coolant temperature

- Cooling-water level and cooling circuit check.

PLD-MR

162

REVISION 0

CHAPTER 3 DM2 fault codes (J1939) SPN/FMI

ADM2 fault codes (k-line)

Description

Remedial action

110/14

10914

Coolant temperature

Coolant temperature - Cooling-water level too high and cooling circuit check.

PLD-MR

111/1

11001

Coolant level

Low coolant level

15/07

- Refill coolant - Check wiring

111/3

11003

Coolant level

Open circuit

- Check wiring

15/07

- Voltage must be larger than 2,0 V. 111/4

11004

Coolant level

Shorted to ground

- Check wiring.

15/07

158/0

11100

Terminal 15 (ignition)

Over voltage

- Check battery voltage

21/02

Terminal 15 (ignition)

Under voltage

158/1

11101

- Check parameter 2/08 (24V/12V selection) - Check battery voltage

21/02

- Check parameter 2/08 (24V/12V selection)

558/1

11701

Idle switch (analog pedal)

21/12 and Wiring idle validation - Check wiring switch GAS1 and - Pedal unit exchange, if 21/13 or 21/14 GAS2 twisted or defective open circuit at potentiometer ground FP-

558/5

11705

Idle switch (analog pedal)

Both switches open circuit (GAS2 + GAS1 open)

- Check wiring

558/12

11712

Idle switch (analog pedal)

Both switches closed (GAS2 + GAS1 closed)

- Check wiring

599/12

11812

Cruise control switch CC+ and CC-

Both switches closed

- Check wiring

Cruise control switch CC+ and CC-

Both switches closed

- Check wiring

601/12

11912

21/12 and

- Pedal unit exchange, if 21/13 defective 21/12 and - Pedal unit exchange, if 21/13 defective - Check cruise control switch - Check cruise control switch

18/04 and 18/05 18/04 and 18/05

620/3

12103

Power supply analog pedal (AFP+)

Voltage too high

- Supply voltage > 5,2 V.

21/09

620/4

12104

Power supply analog pedal (AFP+)

Voltage too low

- Supply voltage < 4,8 V.

21/09

REVISION 0

163

CHAPTER 3 DM2 fault codes (J1939) SPN/FMI 625/2

ADM2 fault codes (k-line) 12202

Description

CAN link ADM2 - No communication MR with MR

Remedial action

- Check wiring (engine CAN)

- Check configuration: MR parameter (../..) And ADM2 parameter 1/01 to be set to equal functionality (0ne wire capability) 625/14

12214

CAN link ADM2 - One wire mode MR

- Check wiring (engine CAN)

- check configuration: MR parameter (../..) And ADM2 parameter 1/01 to be set to equal functionality (0ne wire capability) 629/12

12312

ADM2

Internal error

677/5

13305

Output relay 1

Open circuit

- Check wiring

15/12

- Check relay 1 677/6

13306

Output relay 1

Shorted to ground

- Check wiring

15/12

- Check relay 1 730/0

730/1 730/2

13900

13901 13902

Output relay 2

Output relay 2 Output relay 2

Grid heater: no increasing boost temperature after activation

- Check wiring

Grid heater: relay permanently closed

- Check wiring

Grid heater: relay permanently closed

- Check wiring

15/09

- Check relay 2 - Check grid heater 15/09

- Check relay 2 15/09

- Check relay 2

730/3

13903

Output relay 2

Voltage too high or shorted to battery voltage

- Check wiring

15/09

730/4

13904

Output relay 2

Voltage too low or shorted to ground

- Check wiring

15/09

Supply voltage out of range

- limit values for the supply voltage of the HFG:

974/2

14202

Remote pedal HFG

- Check relay 2 18/17

Minimum value: 4,8 V and maximum value: 5,2 V.

164

REVISION 0

CHAPTER 3 DM2 fault codes (J1939) SPN/FMI 974/3

974/4 1004/3

ADM2 fault codes (k-line) 14203

14204 14403

Description

Remedial action

Remote pedal HFG

Voltage too high or shorted to battery voltage

- Check wiring

Remote pedal HFG

Voltage too low or shorted to ground

- Check wiring

Output relay 4

Open circuit

- Check wiring

18/18

- Check remote pedal 18/18

- Check remote pedal 18/01

- Check relay 4 1004/4

14404

Output relay 4

Shorted to ground

- Check wiring

18/01

- Check relay 4 1005/3

14503

Output PWM pedal supply or transmission

Open circuit

- Check wiring.

15/05

1005/4

14504

Output PWM pedal supply or transmission

Shorted to ground

- Check wiring.

15/05

1006/3

14603

Exhaust brake valve MBR_BK

Open circuit

- Check wiring

15/06

Exhaust brake valve MBR_BK

Shorted to ground

CAN identifiers ETC#1 or ACC#1 missing

1006/4

14604

- Check exhaust brake valve - Check wiring - Check exxhaust brake valve

639/2

14902

J1939 CANinterface

1015/1

15001

PWM accelerator No supply voltage pedal

1015/2

15002

PWM accelerator Both signals missing - Check wiring pedal (GAS1 and GAS2) - Pins 21/13, 21/12, 15/05 , 21/14.

1015/3

15003

PWM accelerator Signal GAS2, not pedal available

- Check wiring

PWM accelerator Signal GAS1, not pedal available

- Check wiring

PWM accelerator Accelerator pedal pedal not adjusted

- Restart accelerator pedal adjustment routine

1015/4

1015/5

REVISION 0

15004

15005

15/06

- PGN ETC1 was received only once and did not disappear. - Check wiring

15/05

- Pins 21/13, 15/05 , 21/14. - Pins 21/12, 15/05 , 21/14. -

165

CHAPTER 3 DM2 fault codes (J1939) SPN/FMI

ADM2 fault codes (k-line)

Description

Remedial action

1015/6

15006

PWM accelerator Idle position out of pedal adjusted range

- Restart accelerator pedal adjustment routine

1015/7

15007

PWM accelerator Accelerator pedal pedal out of adjusted range

- Restart accelerator pedal adjustment routine

PART 1: ENGINE FAULT CODES (PLD-MR) Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI

Description

Repair instructions

45/12

16409D

Heater flange

Open circuit fault (heater flange defective)

The heating flange becomes after Kl. 15 uniquely briefly switched on. Here if no break-down of the battery voltage is recognized, the heating flange is classified as defective. Error threshold and cyclic duation are deposited in the data record.

94/0

11715

Fuel pressure sensor or fuel pressure & temperature sensor

Measuring range exceeded or short ciruit to termianl 30 / terminal 15.

If a fuel pressure sensor or a combination sensor fuel pressure & temperature is fitted to the engine depends on the engine make

94/1

11716

Combination input (FPS, P-DK)

Remains under measuring range or short ciruit to ground.

94/2

11717

Combination input (FPS, P-DK)

Signal not plausible.

94/3

13015

Combination input (FPS, P-DK)

Open circuit

94/4

13016

Combination input (FPS, P-DK)

Short ciruit to ground

94/14

11917

Fuel line signal not plausible *

Measured value not plausible

166

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 98/2

Description

Repair instructions

02026

Engine oil circulation* Fluid level too high / too low

- Message via CAN: Warning oil level too high (=98/0) or advance warning (=98/1) or Warning oil level too low (=98/1)

02517

Oil level sensor (up to Measured value not diagnosis version 4) plausible

- Check oil level, correct if necessary. - Check wire if shorted to battery, repair or replace if necessary. - Check oil level sensor, replace if necessary. nominal value: 20-25 Ohm - Perform functional check.

98/4

02515

Oil level sensor **

Measuring range exceeded

- Check oil level, correct if necessary. - Check wire for ground short, repair or replace if necessary. - Check oil level sensor, replace if necessary. Nominal value: 20-25 Ohm - Perform functional check.

98/3

02516

Oil level sensor **

Measured value not plausible

- Check oil level, correct if necessary. - Check wire for ground short, repair or replace if necessary. - Check oil level sensor, replace if necessary. Nominal value: 20-25 Ohm Perform functional check.

98/5

02509

Oil level sensor **

Open circuit fault

- Check oil level sensor replace if necessary. - Check wire for open circuit fault, repair or replace if necessary. Perform functional check

REVISION 0

167

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 100/2

11617

Description Oil pressure sensor

Signal not plausible

Repair instructions - Check oil level, correct if necessary. - Check wire for open circuit fault, repair or replace if necessary. - Check oil pressure sensor, replace if necessary. Perform functional check.

100/3

11615

Oil pressure sensor

Measuring range exceeded

- Check oil pressure sensor, replace if necessary. - Check wire for open circuit fault or if shortened to battery voltage - repair if necessary. Perform functional check.

100/4

11616

Oil pressure sensor

Remains under measuring range

- Check oil pressure sensor - replace if necessary. - Check wire for short circuit to ground - repair if necessary. - Perform functional check.

100/14

02020

Engine oil circulation **

Pressure too low

Message via CAN: Oil pressure advance warning or warning

102/0

11820

Booster path *

Boost pressure too high

- If fault codes 11415 or11417 are also present, process them first. - Boost pressure system (boost air tubes, boost air cooler) visual check - Perform functional check.

102/1

11818

Booster path*

Booster path defective - Check tubes and connections between turbocharger, boost air cooler and the boost air tubes for leakage. - Check boost air cooler. - Perform functional check.

168

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 102/2

11417

Description Boost pressure sensor

Measured value not plausible

Repair instructions - Check wire for open circuit fault - repair if necessary. - Check boost pressure sensor, replace if necessary. - Perform functional check. - If fault code 01315 or 01316 also actual: replace and calibrate ECU engine control (e.g. MR-PLD).

102/3

11415

Boost pressure sensor

Measuring range exceeded

- Check boost pressure, replace if necessary. - Check wire for open circuit fault and if shorted to battery voltage, repair if necessary. Perform functional check.

102/4

11416

Boost pressure sensor

Remains under measuring range

- Unplug the connector from combination sensor. fault codes 01215 and 11415 actual: replace combination sensor. - Check wire for short circuit to ground, repair if necessary. Perform functional check.

102/13

11873

Booster path / boost pressure control **

Max. output of booster speed balancing governor

102/13

11874 oder 01874

Booster path / boost pressure control

Set value deviation too (with power reduction) high - Check booster path fault codes 11874* - 01874**

102/13

11875

Booster path / boost pressure control*

Boost pressure deviation too high

102/13

11876

Booster path / boost pressure control *

Braking power too low

102/13

12415

Scavenging gradient sensor (P2S-P3)**

(boost pressure) measuring range exceeded

REVISION 0

- Check sensor - replace if necessary. - Check wire for open circuit

169

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 102/13

12416

Description Scavenging gradient sensor (P2S-P3)**

(boost pressure) remains under measuring range

Repair instructions - Check sensor - replace if necessary. - Check wire for open circuit

103/7

12612

No speed booster 1** No engine speed

103/14

12712

No speed booster 2** No engine speed

105/0

01822

Booster path **

Temperature to high

- Temerature of boost pressure too high

105/3

11215

Boost temperature sensor

Measuring range exceeded

- Check temperature sensor - replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire if connected to battery voltage and if open circuit fault - repair if necessary. Perform functional check.

105/4

11216

Boost temperature sensor

Remains under measuring range

- Check temperature sensor - replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire for short circuit to ground - repair if necessary. Perform functional check.

110/0

02122

Coolant temperature sensor *

Temperature too high

110/3

11515

Coolant temperature sensor

Measuring range exceeded

- Check sensor - repair or replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire for open circuit fault or if shortened to battery voltage - repair if necessary. - Perform functional check.

170

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 110/4

11516

Description Coolant temperature sensor

Remains under measuring range

Repair instructions - Check sensor - repair or replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire for open circuit fault - repair or replace if necessary. Perform functional check.

158/2

12219

Terminal 15 detection Inconsistency MRFR * terminal 15

- Check fuse - replace if necessary. - Check wires and plug connectors for open circuit fault - repair or replace if necessary. Perform functional check.

158/2

12319

Terminal 50 detection*

Inconsistency MRFR terminal 50

- Check wires and plug connectors for open circuit fault - repair if necessary. - Check wires and plug connectors for open circuit fault - repair if necessary.

168/3

07542

Terminal 30, battery voltage

Nominal range exceeded

- 24 V-Mode: 30 V, 12 V-Mode: 16 V - Alternator or governer defect

168/4

07543

Terminal 30, battery voltage

Remains below nominal range

- 24 V-Mode: 22 V, 12 V-Mode: 10 V - Battery defect - Alternator, governer or fuse defect

174/3

11115

Fuel temperature sensor

Measuring range exceeded

- Check wire - repair or replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire if shortened to battery voltage and if open circuit fault - repair if necessary. - Perform functional check

REVISION 0

171

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 174/4

11116

Description Fuel temperature sensor

Remains under measuring range

Repair instructions - Check sensor - repair or replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21°C) - Check wire for short circuit to ground - repair if necessary. Perform functional check

175/3

01015

Oil temperature sensor

Measuring range exceeded

- Check oil temperature sensor and replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21 °C) - Check wire for ground short - repair if necessary. - Perform functional check.

175/4

01016

Oil temperature sensor

Remains under measuring range

- Check oil temperature sensor B11 and replace if necessary. - Nominal value: 2.4 kOhm (corresponds to 21 °C) - Check wire for ground short - repair if necessary. - Perform functional check

190/0

10530

Engine speed

Engine speed too high - Inform about authorized engine speed - Delete fault memory

609/11

04056

Internal fault*

Backup control defective*

- Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. - If fault code is still present, renew and program control unit - Perform functional check.

172

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 609/12

01315

Description Ambient pressure sensor

Measuring range exceeded

Repair instructions - If fault codes 11415 or 11416 are present remove them first - Fault code 01315 remains present: read out actual values 014 and 015 and compare with each other. - Actual value shoud be inside tolerance band (+/10%) while engine stops.

609/12

01316

Ambient pressure sensor

Remains under measuring range

- If fault codes 11415 or 11416 are present remove them first - Fault code 01316 remains present: read out actual values 014 and 015 and compare with each other. - Actual value inside tolerance band (+/- 10%) while engine stops: replace and program ECU engine control (e.g. MR-PLD).

609/12

04024

Internal fault

Auxiliary controller defective

609/12

14034D

Internal fault**

HS-transistor PVB1 high-resistance Highside-Transistor

Change control unit

609/12

14035D

Internal fault**

HS-transistor PVB2 high-resistance

Change control unit**

609/12

14036D

Internal fault

HS-transistor PV5 high-resistance

Change control unit**

REVISION 0

173

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 609/12

04038

Description Internal fault*

High resistance starter driver (redundant-/auxiliary path)

Repair instructions Present, remove this fault code first. - Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/12

14038

Internal fault**

Starter driver high-resistance (main path)

- Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/12

14039

Internal fault*

Starter driver low-resistance (main path or auxiliary path)

- Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. - Perform functional check

609/12

04040

Internal fault

Level detection starter - Check all affected plugs, defec tive plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. - Perform functional check

609/12

14041

Internal fault (till diagnosis version 4)

PV- Highsidetransistor defective

- Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

174

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 609/12

14054

Description Internal fault

CAN-data area defective

Repair instructions - Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. - If fault code is still present - replace and program control unit. Perform functional check.

609/12

18039

Internal fault**

Starter output stage with low impedance (main branch or branch of emergency) or load (relay) also to high resistance and/or to high inductance.

Main branch: During the controller initialization the two transistors of the main branch are alternating switched on briefly. The level at the starter output changes thereby on „High“, the main branch is classified as low impedance. Backup branch: If that changes for clamp 50 signal on „High“ and follows this level change a change of the level at the starter output before the starter output stage was activated, the backup branch is classified as low impedance.

609/14

04037

Internal fault

Cylinder number implausible

- Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/14

04047

Internal fault

Characteristic data map defec tive

- Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

REVISION 0

175

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 609/14

04048

Description Internal fault

Cylinder number implausible

Repair instructions - Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/14

14049

Internal fault **

Parametrization fault

- Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/14

04050

Internal fault

Incorrect hardware detection

- Check all affected connectors, plug connections and electrical components for damage, loose contact, corrosion etc. and repair if necessary. Perform functional check.

609/14

04051

Internal fault

EEPROM: Checksum failure 1 (memory fault)

609/14

14052

Internal fault

EEPROM: CKS- fault 2 (groups vehicle parameters)

- Check all affected plugs, plug connectors and electrical components for damage, loose contact, corrosion etc. and repair if necessary. - If fault code is still present - replace and program control unit. Perform functional check.

176

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 609/14

24053

Description Internal fault **

EEPROM: Checksumfault 3 (block production or immobilizer)

Repair instructions - Check all affected connectors, plug connections and electric components for damage, loose contact, corrosion etc., and repair if necessary. - If fault code still present, renew and calibrate control unit. Perform functional check

611/4

06506

Oil separator*

Short circuit to ground diagnostic line

611/12

06564

Oil separator*

Oil separator defective

625/2

10102

CAN connection

CAN data not plausible

- Work off actual faults of SG FRE apart from CAN data bus fault codes 10201; 00202 and 10203. - Perform functional check

625/2

10104

CAN connection

No connection to CAN - Check CAN connection to SG FRE - Check cables, connectors, plug connectors and electrical components for damage, correct connection, loose contact and corrosion, repair if necessary. - Remove engine CAN bus fault in the SG FRE - Perform functional check - Communication with the ECU engine control (e.g. MR-PLD) restored: check calibration of ECU engine control (e.g. MR-PLD) for one wire capability.

REVISION 0

177

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 625/14

10100

Description CAN connection

CAN-High defective

Repair instructions - Check for open circuit fault - repair or replace if necessary. - Switch on ignition - Delete fault memory in ECU engine control (e.g. MR-PLD) - Delete fault memory in SG FRE Perform functional check

625/14

10101

CAN connection

CAN-Low defective

- Check wire for open circuit fault, repair of replace if necessary - Switch on ignition - Delete fault memory in ECU engine control (e.g. MR-PLD) - Delete fault memory in SG FRE - Perform functional check

625/14

10149

CAN connection

Parameter fault CAN

- Check parameters and - Perform functional check

636/1

10310

Crankshaft position sensor

Crankshaft level too low

- Pull out position sensor while engine is stopped and perform visual check. - Remove metal pieces / shavings if necessary. - Replace position sensor in the case of mechanical damage (clear stress marks) - Replace clamping sleeve of the position sensor if necessary. - Press-in speed (position) sensor during engine standstill until mechanical limit stop. Perform functional check

636/3

178

10309

Crankshaft position

Crankshaft sensor open circuit fault

- Check wire and position sensor for open circuit fault - Replace if necessary nominal value 1.2 kOhm

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 636/4

10308

Description Crankshaft position

Crankshaft sensor ground

Repair instructions - Check wire and position sensor for ground short replace if necessary Nominal value 1.2 kOhm

636/7

10311

Crankshaft position sensor

Crankshaft/camshaft signal assignment not plausible

- Pull out position sensor during engine standstill and perform visual check. - Replace position sensor in the case of mechanical damage (clear stress marks). - Check crankshaft and camshaft position sensor for tight fitting - replace clamping sleeve if necessary. - Check wires at plug connection for damage, correct connection and corrosion, repair if necessary. - Check crankshaft- and camshaft position sensor at plug for interchanging.

636/8

10312

Crankshaft position

Crankshaft timeout no crankshaft signal Timeout

- Press in speed (position) sensor during engine standstill until mechanical limit stop. - Fault code 10309 actual: work off this fault code. - Fault code 10312 actual: check crankshaft position sensor, replace if necessary. Nominal value 1.2 kOhm

636/14

10313

Crankshaft position

Crankshaft sensor wrong polarity

- Connect the position sensor correctly Perform functional check

651/3

24805

Control solenoid valve**

Shortened to battery - Switch off solenoid valves voltage Highside bank bank 1 1

651/3

24905

Control solenoid valve**

Shortened to battery - Switch off solenoid valves voltage Highside bank bank 2 2

651/4

24806

Control solenoid valve**

Ground short Lowside - Switch off solenoid valves bank 1 bank 1

REVISION 0

179

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI

Description

Repair instructions

651/4

24906

Control solenoid valve**

Ground short Lowside - Switch off solenoid valves bank 2 bank 2

651/5

15027

Control failure injector-/solenoid valve

Control cylinder 1 disturbed

Important note: - Upon removing mechanical or electrical faults at the injector valves, the engine-smoothness control has to be set to zero.

651/6

25028

Solenoid valve cylinder 1**

Important note: Short circuit injector solenoid valve cylinder - Upon removing 1 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

651/7

15026

contact recognition injector-/solenoid valve

No contact cylinder 1

Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

651/12

09044

Engine-smoothness cylinder 1

LRR-limitation cylinder Important note: 1 - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

651/14

09045

Individual cylinder adaption

EZA-limitation cylinder Important note: 1 - Upon removing mechanical or electrical faults at the injector valves, the engine smoothness control has to be set to zero

180

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 652/5

15127

Description Injector-/solenoid valve cylinder 2

Control cylinder 2 disturbed / failure

Repair instructions - Upon removing mechanical or electrical faults at the injector valves, the engine-smoothness control has to be set to zero. - The engine-smoothness control can be set to zero in the menu “controls” at the menu level “check engine-smoothness control”.

652/6

25128

Solenoid valve cylinder 2**

Short circuit injector-/

- Check electrical screw connections of the affected injector valve for short circuit. - Disconnect electrical screw connections of the affected injector valve.

652/7

15126

Contact recognition injector-/solenoid valve cylinder 2

No contact cylinder 2

- Upon removing mechanical or electrical faults at the injector valves, the engine-smoothness control has to be set to zero. - The engine-smoothness control can be set to zero in the menu “controls” at the menu level “check engine-smoothness control”.

652/12

09144

Injector-/solenoid valve cylinder 2

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

652/14

09145

Injector-/solenoid valve cylinder

Individual cylinder Important note: adaptation: - Upon removing EZA-limitation cylinder mechanical or electrical faults at the injector valves, the engine smoothness control has to be set to zero

REVISION 0

181

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 653/5

653/6

15227

25228

Description

Repair instructions

Injector-/solenoid valve cylinder 3

Control cylinder 3 disturbed / failure

Important note:

Injector-/solenoid valve cylinder 3**

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 3 injector valve for short circuit.

- Upon removing mechanical or electrical faults at the injector valves, the engine-smoothness control has to be set to zero.

- Disconnect electrical screw connections of the affected injector valve. 653/7

15226

Injector-/solenoid valve cylinder 3

Contact recognition injector-/solenoid valve: no contact cylinder 3

Important note: - Upon removing mechanical or electrical faults at the injector valves, the engine-smoothness control has to be set to zero.

653/12

09244

Injector-/solenoid valve: cylinder 3

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero

653/14

09245

Injector-/solenoid valve: cylinder 3

Individual cylinder adaptation: EZA-limitation cylinder 3

Important note:

Control failure injector-/solenoid valve

Contact recognition injector-/solenoid valve: no contact cylinder 4

Important note:

654/5

182

15327

- Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero. - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 654/6

25328

Description Injector-/solenoid valve cylinder 4**

Repair instructions

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 4 injector valve for short circuit. - Disconnect electrical screw connections of the affected injector valve.

654/7

15326

Injector-/solenoid valve cylinder 4

Contact recognition injector-/solenoid valve: no contact cylinder 4

Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

654/12

09344

Injector-/solenoid valve cylinder 4

Important note: Engine-smoothness control: LRR-limitation - Upon removing cylinder 4 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

654/14

09345

Injector-/solenoid valve cylinder 4

Individual cylinder adaption: EZA-limitation cylinder 4

Important note:

Injector-/solenoid valve cylinder 5

Contact recognition injector-/solenoid valve: no contact cylinder 5

Important note:

Injector-/solenoid valve cylinder 5 **

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 5 injector valve for short circuit.

655/5

655/6

15427

25428

- Disconnect electrical screw connections of the affected injector valve.

REVISION 0

183

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 655/7

15426

Description Injector-/solenoid valve cylinder 5

Contact recognition injector-/solenoid valve: no contact cylinder 5

Repair instructions Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

655/12

09444

Injector-/solenoid valve cylinder 5

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder 5 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

655/14

09445

Injector-/solenoid valve cylinder 5

Individual cylinder adaptation: EZA-limitation cylinder 5

Important note:

Injector-/solenoid valve cylinder 6

Control failure injector-/solenoid valve: control cylinder 6 disturbed

Important note:

Injector-/solenoid valve cylinder 6**

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 6 injector valve for short circuit.

656/5

656/6

15527

25528

- Disconnect electrical screw connections of the affected injector valve. 656/7

184

15526

Injector-/solenoid valve cylinder 6

Contact recognition injector-/solenoid valve: no contact cylinder 6

Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI

Description

Repair instructions

656/12

09544

Injector-/solenoid valve cylinder 6

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder 6 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

656/14

09545

Injector-/solenoid valve cylinder 6

Individual cylinder adaption: EZA-limitation cylinder 6

Important note:

Injector-/solenoid valve cylinder 7

Control failure injector-/solenoid valve

Important note:

Injector-/solenoid valve cylinder 7**

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 7 injector valve for short circuit.

657/5

657/6

15627

25628

- Disconnect electrical screw connections of the affected injector valve. 657/7

657/12

REVISION 0

15626

09644

Injector-/solenoid valve cylinder 7

Contact recognition injector-/solenoid valve: no contact cylinder 7

Important note:

Injector-/solenoid valve cylinder 7

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder 7 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

- Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

185

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 657/14

658/5

658/6

09645

15727

25728

Description

Repair instructions

Injector-/solenoid valve cylinder 7

Individual cylinder adaptation: EZA-limitation cylinder 7

Important note:

Injector-/solenoid valve cylinder 8

Control failure injector-/solenoid valve: control cylinder 8 disturbed

Important note:

Injector-/solenoid valve cylinder 8**

Short circuit injector-/ - Check electrical screw solenoid valve cylinder connections of the affected 8 injector valve for short circuit.

- Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

- Disconnect electrical screw connections of the affected injector valve. 658/7

15726

Injector-/solenoid valve cylinder 8

Contact recognition injector-/solenoid valve: no contact cylinder 8

Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

658/12

09744

Injector-/solenoid valve cylinder 8

Engine-smoothness Important note: control: LRR-limitation - Upon removing cylinder 8 mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

658/14

09745

Injector-/solenoid valve cylinder 8

Individual cylinder adaptation: EZA-limitation cylinder 8

186

Important note: - Upon removing mechanical or electrical faults at the injector valves, the enginesmoothness control has to be set to zero.

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 677/3

18005

Description Starter control (PLD-MR)**

Starter relay external current supply

Repair instructions - Check wire - terminal 50 input of starter relay if shortened to battery voltage, repair or replace if necessary. - Check starter relay, replace if necessary. - Restore electrical connection(s)

677/5

18009

Starter control (PLD-MR)**

Starter relay external current supply

- Check of starter relay if shortened to battery voltage, repair or replace if necessary. - Check starter relay, replace if necessary. - Restore electrical connection(s)

677/6

18008

Starter control (PLD-MR)**

Short circuit to ground - Check wire - terminal 50 input of the starter relay for short circuit to ground, repair or replace if necessary. - Check starter relay, replace if necessary.

677/7

18086

Starter control (PLD-MR)**

Starter does not engage

677/14

18033

Starter control Starter Starter relay fixed in relais (PLD-MR)** closed position

- Check starter electrically and mechanically perform functional check. - Check starter relay, replace if necessary. - Perform functional test

697/3

697/4

REVISION 0

17007D

Proportional valve (MBR-BK)

Shortened to battery voltage (-lead)

- Set output off

17705

Proportional valve bank 1 PVB

Shortened to battery voltage (+lead)*

- Set output off 1 2 3 4

17708

Proportional valve bank 1 (PVB 1)

Short circuit to ground - Set output off 1 2 3 4 (+lead)**

187

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 697/5

17009

Description Proportional valve 1 (MBR-BK)

Open circuit fault** ECU engine control (e.g. MR-PLD) wrong calibration.

Repair instructions - Check parametrization. - Parameter 06 has to be set to NOT ACTIVE - If not, then the data set of ECU engine control (e.g. MR-PLD) is wrong - Replace and program ECU engine control (e.g. MR-PLD). - Perform functional check.

697/6

17006

Proportional valve 1 (MBR-BK)

Short circuit to ground - Check parametrization. (-lead) ECU engine - Parameter 06 has to be control (e.g. MR-PLD) set to NOT ACTIVE wrong calibration. - If not, then the data set of ECU engine control (e.g. MR-PLD) is wrong - Replace and program ECU engine control (e.g. MR-PLD). - Perform functional check.

698/3

17305C 17307D

698/5

17317C 17309D

698/6

17306

Proportional valve 2 (MBR-KD)

Shortened to battery voltage (-lead) High Side

- Set output off

Proportional valve 2 (MBR-KD)

Open circuit fault Low Side

- Set output off

Short circuit to ground Proportional valve 2 (-lead) High Side Activation: engine brake eecompression wrong calibration valve (MBR-KD)

- Check calibration, correct if necessary. Parameter 007 has to be set to NOT ACTIVE. - If not, then the data set of the control unit MR is wrong. - Replace and program ECU engine control (e.g. MR-PLD). - Perform functional check.

699/3

188

17107D

Proportional valve 3

Shortened to battery voltage (-lead)*

- Set output off

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 699/5

17109

Description Proportional valve 3

Open circuit fault wrong calibration

Repair instructions - Check calibration, correct if necessary. Parameter 008 has to be set to NOT ACTIVE. NOTE: - If a Linnig-fan is installed, the following calibration applies: a) parameters 8 and 9 have to be set to ACTIVE. b) parameter 14 has to be set to “Type 0".

699/6

17106

Proportional valve 3

Short circuit to ground (-lead) ECU engine control (e.g. MR-PLD) wrong calibration / short circuit to ground

- Check calibration, correct if necessary. Parameter 008 has to be set to NOT ACTIVE. - If the calibration is OK, check wire for short circuit to ground - repair or replace if necessary. - If still no fault can be detected - replace and program ECU engine control (e.g. MR-PLD). - Perform functional check.

700/3

REVISION 0

17207**

Proportional valve 4

Shortened to battery voltage (-lead)*

- Set output off

189

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI 700/5

17209

Description Proportional valve 4

Open circuit fault

Repair instructions NOTE: ECU engine control (e.g. MR-PLD) wrong calibration / open circuit fault - Check calibration, correct if necessary. Parameter 009 has to be set to NOT ACTIVE. NOTE: - If a Linnig-fan is installed, the following calibration applies: a) parameters 8 and 9 have to be set to ACTIVE. b) parameter 14 has to be set to “Type 0". - Fault code 17209 remains actual: check wires for open circuit fault, repair or replace if necessary. - If no fault can be detected - replace and program ECU engine control (e.g. MR-PLD) - Perform functional check. - Set output off

700/6

17206

Proportional valve 4

Short circuit to ground NOTE: ECU engine (-lead) control (e.g. MR-PLD) wrong calibration / short circuit to ground. - Check calibration, correct if necessary. Parameter 009 has to be set to NOT ACTIVE. - If the calibration is OK, check wire for short circuit to ground, repair or replace if necessary. - If still no fault can be detected, replace and program ECU engine control (e.g. MR-PLD). - Perform functional check.

705/3

190

17405

Proportional valve 5

Shortened to battery voltage (+lead)*

- Set output off.

REVISION 0

CHAPTER 3 Fault-codes Fault-codes SAE J1939 PLD-MR SPN/FMI

Description

Repair instructions

705/4

17408

Proportional valve 5

Short circuit to ground - Set output off for valve 6 (+lead)* and 5.

705/11

17805

Proportional valve bank 2 PVB 2

Shortened to battery voltage (+lead)*

705/11

17808

Proportional valve bank 2 PVB 2

Short circuit to ground - Set output off for valve 6 (+lead)* and 5.

706/3

17609

Proportional valve 6

Open circuit fault *

723/3

10409

Camshaft position

Camshaft sensor open - Check wire for open circuit fault circuit - replace if necessary

- Set output off for valve 6 and 5.

- Set output off for valve 6

- Nominal value: 1.2 kOhm 723/4

10408

Camshaft position sensor

Camshaft sensor ground short

- Check wire and position sensor for ground short replace if necessary. - Nominal value: 1.2 kOhm

723/8

10412

Camshaft position sensor

Camshaft time-out (no - If fault codes 10408 and 10409 are current, remove cam shaft signal) them first Timeout - Pull out position sensor during engine standstill and perform visual check - Remove metal pieces/shavings if necessary. - Replace position sensor in the case of mechanical damage (clear stress marks). - Press in speed (position) sensor during engine standstill until mechanical limit stop. - Perform functional check.

723/14

10413

Camshaft position

Camshaft sensor wrong polarity Sensor verpolt

- Position sensor correctly with pin of the ECU engine control (e.g. MR-PLD) - Perform functional check

986/8

17112

Fan speed

No signal (timeout) Timeout

Currently not fan speed detection installed. Check calibration, correct if necessary. Parameter 14 has to be set to “Type 0".

REVISION 0

191

CHAPTER 3

PART 2. DM1 FAULT CODES GENERAL - All Controllers PIN NUMBER

VEHICLE FUNCTION Bootmode

TRIGGER

SPN

FMI

LAMP STATUS

Controller in Bootmode

628

TEXT Controller Is In Bootmode

MDU2 PIN NUMBER J1-N

VEHICLE FUNCTION Fuel Sensor

TRIGGER

SPN

FMI

Voltage above normal

830

Voltage below normal

192

LAMP STATUS

TEXT Fuel Sensor Above Normal Fuel Sensor Below Normal

ECU Can error

No CAN messages for 5 sec

2000

TCU Can error

No CAN messages for 5 sec

2003

CCU Can error

No CAN messages for 5 sec

2033

OEU Can error

No CAN messages for 5 sec

2049

TPM Can error

No CAN messages for 5 sec

2051

OBW Can error

No CAN messages for 5 sec

2064

SSM Can error

No CAN messages for 5 sec

2140

MMU Can error

No CAN messages for 5 sec

2251

Loss Of ECU Can Messages

Loss Of TCU Can Messages

Loss Of CCU2 Can Messages

Loss Of OEU Can Messages

Loss Of TPM Can Messages

Loss Of OBW Can Messages

Loss Of SSM Can Messages

Loss Of MM Can Messages

REVISION 0

CHAPTER 3 System Can Error - bus off and high error rate

No CAN messages for 5 sec

Vin Mismatch EOL Error

Loss Of All Can Messages 639

VIN not the same as on the CCU2

237

CRC not the same as CCU2

630

Vin Mismatch Between Mdu2 And Ccu2 EOL Not Programmed Correctly

CCU2 PIN NUMBER J1 A3/A4

VEHICLE FUNCTION Headlight Dips

TRIGGER

SPN

FMI

Current Below Normal or Open Circuit

8000

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit J1 B3/B4

Headlight Brights

Current Below Normal or Open Circuit

Voltage above normal

8001

J1 C3/C4 REVISION 0

J1-A3,A4: Headlight Dip Short Circuit

J1-B3,B4: Headlight Bright Open Circuit

J1-B3,B4: Headlight Bright Short Circuit J1-B3,B4: Headlight Brights Less Than Normal Current

8002

Voltage below normal J1 - C2

J1-A3,A4: Headlight Dip Open Circuit

Partial problem that allows less than Normal current, but not Open Circuit System Air Pressure

TEXT

J1-A3,A4: Headlight Dip Less Than Normal Current

Current Above Normal or Short Circuit

J1 - C1

LAMP STATU S

J1-C1: System Air Pressure Voltage Too High

J1-C1: System Air Pressure Voltage Too Low J1-C2: Start Signal Voltage Too High

Start Signal

Votage above Normal

8003

Reverse

Current Below Normal or Open Circuit

8004

J1-C3,C4: Reverse Open Circuit

193

CHAPTER 3 Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit

J1-C3,C4: Reverse Short Circuit

J1-C3,C4: Reverse Less Than Normal Current 18

J1 - D1

Rear Two Speed Switch

Votage above Normal

8005

J1-D1: Rear Two Speed Switch Voltage Too High

J1 - D2

Middle Two Speed Switch

Votage above Normal

8006

J1-D2: Middle Two Speed Switch Voltage Too High

Rear Wiper Lo Speed

Current Below Normal or Open Circuit

8007

J1-D3,D4: Rear Wiper Lo Speed Open Circuit

J1 D3/D4

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit

J1-D3,D4: Rear Wiper Lo Speed Short Circuit J1-D3,D4: Rear Wiper Lo Speed Less Than Normal Current

J1 - E1

Scraper Votage above Dash Switch Normal

8008

J1 - E2

Pressure Two Speed Switch

Voltage below normal

8009

J1-E2: Pressure Two Speed Switch Voltage Too High

Front Wiper Lo Speed

Current Below Normal or Open Circuit

8010

J1-E3,E4: Front Wiper Lo Speed Open Circuit

J1 E3/E4

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit J1 - F1

194

Battery Imbalance

Votage above Normal

J1-E1: Sraper Dash Switch Voltage Too High

J1-E3,E4: Front Wiper Lo Speed Short Circuit J1-E3,E4: Front Wiper Lo Speed Less Than Normal Current

8011

J1-F1: 12V Battery Voltage Too High

REVISION 0

CHAPTER 3 Voltage below normal J1 - F2 J1 F3/F4

Horn Switch

Votage above Normal

8012

Park Lights

Current Below Normal or Open Circuit

8013

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit Voltage below normal

8014

J1 H1/H2

Work Lights

Current Below Normal or Open Circuit

8015

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit Voltage below normal

J2 - A4

Brake Light Switch

Voltage below normal

IDL Solenoid

Voltage above normal or shorted to System Voltage

J2 - B4

REVISION 0

Bonnet Fan Temp Switch

Votage above Normal

J1-F3,F4: park lights open circuit

J1-F3,F4: Park Lights Short Circuit

J1-G3,G4: Ignition Supply Via Fuse 25 Voltage Too Low J1-H1,H2: Work Lights Open Circuit

J1-H1,H2: Work Lights Short Circuit J1-H1,H2: Work Lights Less Than Normal Current

8016

8017

8018

Current Below Normal or Open Circuit J2 - C1

J1-F2: horn switch voltage too high

Ignition Power 3 (VP3)

Ignition Power 6 (VP6)

J1-F1: 12V Battery Voltage Too Low

J1-F3,F4: Park Lights Less Than Normal Current

J1 G3/G4

J1 -H3/H4

8019

J1-H3,H4: Ignition Supply Via Fuse 26 Voltage Too Low J2-A4: Brake Light Switch Voltage Too Low J2-B4,J2-C4: IDL Solenoid Or Bin Pressure Reduction Solenoid Voltage Too High

J2-B4,J2-C4: IDL Solenoid Or Bin Pressure Reduction Solenoid Open Circuit Or Short Circuit J2-C1: Bonnet Fan Temp Switch Voltage Too High

195

CHAPTER 3 J2 - C2

NOT USED

J2 - C3

Left Height Position Sensor

8020 Votage above Normal

8021

Voltage below normal

J2 - C4

Bin Pressure Reduction Solenoid

Voltage above normal or shorted to System Voltage

8018

Current Below Normal or Open Circuit

J2-B4,J2-C4: IDL Solenoid Or Bin Pressure Reduction Solenoid Open Circuit Or Short Circuit J2-D2: Hazard Dash Switch Voltage Too Low

Hazards Voltage below Dash Switch normal

8022

J2 - D3

Right Height Position Sensor

8023

Voltage below normal

J2 - D4

Bin Lever Latch

Voltage above normal or shorted to System Voltage

8024

Current Below Normal or Open Circuit J2 - E3

Artic Angle Postion Sensor

Votage above Normal Voltage below normal

J2 - E4

Pneumatic Blow Off Solenoid

Voltage above normal or shorted to System Voltage Current Below Normal or Open Circuit

J2 - F1

Bin Position Sensor

Votage above Normal Voltage below normal

196

J2-E3: Artic Angle Position Sensor Voltage Too High

J2-E3: Artic Angle Position Sensor Voltage Too Low J2-D4, J2-E4: Bin Lever Latch Or Pneumatic Blow Off Solenoid Voltage Too High

J2-D4, J2-E4: Bin Lever Latch Or Pneumatic Blow Off Solenoid Open Circuit Or Short Circuit

8026

J2-D3: Right Height Position Sensor Voltage Too Low

J2-D4, J2-E4: Bin Lever Latch Or Pneumatic Blow Off Solenoid Open Circuit Or Short Circuit

8024

J2-D3: Right Height Position Sensor Voltage Too High

J2-D4, J2-E4: Bin Lever Latch Or Pneumatic Blow Off Solenoid Voltage Too High

8025

J2-C3: Left Height Position Sensor Voltage Too Low J2-B4,J2-C4: IDL Solenoid Or Bin Pressure Reduction Solenoid Voltage Too High

J2 - D2

Votage above Normal

J2-C3: Left Height Position Sensor Voltage Too High

J2-F1: Bin Position Sensor Voltage Too High

J2-F1: Bin Position Sensor Voltage Too Low REVISION 0

CHAPTER 3

J2 - F4

CTD Solenoid

Voltage above normal or shorted to System Voltage

8027

Current Below Normal or Open Circuit J2 - G1

Bin Lever Position Sensor

Votage above Normal

8028

Voltage below normal J2 - G2

J2 - G4

NOT USED Rear Wiper High Speed

Voltage above normal or shorted to System Voltage

8027

J2 - H2

Front Two Speed Switch

Votage above Normal

8031

Flashing Beacon Light

Voltage above normal or shorted to System Voltage

8032

Current Below Normal or Open Circuit Votage above Normal Voltage below normal Wet Disk Brake Temp

Votage above Normal

8034

Voltage below normal J2- J3 REVISION 0

Cab Temp

Votage above Normal

8033

8035

J2-F4,J2-G4: CTD Solenoid Or Rear Wiper High Speed Voltage Too High

J2-H1: Park Brake Dash Switch Voltage Too Low

8030

J2 - J2

J2-G1: Bin Lever Position Sensor Voltage Too Low

J2-F4,J2-G4: CTD Solenoid Or Rear Wiper High Speed Open Circuit Or Short Circuit

Park Brake Voltage below Dash Switch normal

Aircon Evaporator Temp

J2-G1: Bin Lever Position Sensor Voltage Too High

J2 - H1

J2 - J1

J2-F4,J2-G4: CTD Solenoid Or Rear Wiper High Speed Open Circuit Or Short Circuit

8029

Current Below Normal or Open Circuit

J2 - H4

J2-F4,J2-G4: CTD Solenoid Or Rear Wiper High Speed Voltage Too High

J2-H2: Front Two Speed Switch Voltage Too High J2-H4,J2-J4: Flashing Beacon Light Or Horn Voltage Too High

J2-H4,J2-J4: Flashing Beacon Light Or Horn Open Circuit Or Short Circuit J2-J1: Aircon Evaporator Temperature Voltage Too High

J2-J1: Aircon Evaporator Temperature Voltage Too Low

J2-J2: Wet Disk Brake Temperature Voltage Too High

J2-J2: Wet Disk Brake Temperature Voltage Too Low

J2-J3: Cab Temperature Voltage Too High 197

CHAPTER 3 Voltage below normal Horn J2- J4

Voltage above normal or shorted to System Voltage

8032

Current Below Normal or Open Circuit

J2 - K1

5V SUPPLY TO -Left Height Position Sensor -Right Height Position Sensor -Artic Position Sensor

J2-H4,J2-J4: Flashing Beacon Light Or Horn Voltage Too High

J2-H4,J2-J4: Flashing Beacon Light Or Horn Open Circuit Or Short Circuit

Votage above Normal

J2-K1: 5 Volt Supply To Position Sensors Too High

8036

Voltage below normal

J2 - K4

J2-J3: Cab Temperature Voltage Too Low

5V SUPPLY Votage above TO Normal -Bin Position Sensor -Bin Lever Position Sensor

J2-K1: 5 Volt Supply To Position Sensors Too Low

J2-K4 5 Volt Supply To Bin Sensors Too High 8037

Voltage below normal

J2-K4 5 Volt Supply To Bin Sensors Too Low

J2 L3/M3

Ignition Power 4 (VP4)

Voltage below normal

8038

J2-L3,M3: Ignition Power Via Fuse 27 Voltage Too Low

J2 L4/M4

Ignition Power 5 (VP5)

Voltage below normal

8039

J2-L4,M4: Ignition Power Via Fuse 28 Voltage Too Low

J2 - M1

Main Ignition Power (Alternator Voltage)

Votage above Normal

Voltage below normal

198

8040

J2-M1: Alternator Voltage Via Fuse 29 Too High

J2-M1: Alternator Voltage Via Fuse 29 Too Low

REVISION 0

CHAPTER 3

J3 - A1

Artic Reverse Light

Voltage above normal or shorted to System Voltage

8041

Current Below Normal or Open Circuit

J3 - A2

Recirculation Flap

Voltage above normal or shorted to System Voltage

8042

Current Below Normal or Open Circuit J3 - A3

Bin Up Solenoid

Current Below Normal or Open Circuit

J3 - A4

Voltage above normal or shorted to System Voltage

8043

8044

Current Below Normal or Open Circuit

J3 - B1

Rear Washer Pump

Voltage above normal or shorted to System Voltage

8041

J3 - B2

Voltage above normal or shorted to System Voltage Current Below Normal or Open Circuit

REVISION 0

J3-A2,J3-E3: Recirculation Flap Or Aircon Clutch Solenoid Voltage Too High

J3-A2,J3-E3: Recirculation Flap Or Aircon Clutch Solenoid Open Circuit Or Short Circuit J3-A3: Bin Up Solenoid Open Circuit

J3-A3: Bin Up Solenoid Short Circuit

J3-A4,J3-B4: Engine Running Or Brake Light Output Voltage Too High

8045

J3-A1,J3-B1: Artic Reverse Light Or Rear Washer Pump Open Circuit Or Short Circuit

Current Below Normal or Open Circuit Left Indicator Light

Current Above Normal or Short Circuit Engine Running

J3-A1,J3-B1: Artic Reverse Light Or Rear Washer Pump Voltage Too High

J3-A4,J3-B4: Engine Running Or Brake Light Output Open Circuit Or Short Circuit J3-A1,J3-B1: Artic Reverse Light Or Rear Washer Pump Voltage Too High

J3-A1,J3-B1: Artic Reverse Light Or Rear Washer Pump Open Circuit Or Short Circuit J3-B2,J3-C3: Left Indicator Light Or Right Indicator Light Voltage Too High

J3-B2,J3-C3: Left Indicator Light Or Right Indicator Light Open Circuit Or Short Circuit

199

CHAPTER 3

J3 - B4

Brake Light Output

Voltage above normal or shorted to System Voltage

8044

Current Below Normal or Open Circuit

J3 - C1

Front Wiper High Speed

Voltage above normal or shorted to System Voltage

J3 - C2

Voltage above normal or shorted to System Voltage

8046

J3 - D1

Voltage above normal or shorted to System Voltage

8045

J3 - D2

Voltage above normal or shorted to System Voltage

8046

Bin Down Solenoid

Current Below Normal or Open Circuit Current Above Normal or Short Circuit

200

J3-C1,J3-D1: Front Wiper Hi Speed Or Front Washer Pump Open Circuit Or Short Circuit J3-B2,J3-C3: Left Indicator Light Or Right Indicator Light Voltage Too High

J3-B2,J3-C3: Left Indicator Light Or Right Indicator Light Open Circuit Or Short Circuit J3-C1,J3-D1: Front Wiper Hi Speed Or Front Washer Pump Voltage Too High

J3-C1,J3-D1: Front Wiper Hi Speed Or Front Washer Pump Open Circuit Or Short Circuit

8047

Current Below Normal or Open Circuit J3 - D4

J3-C1,J3-D1: Front Wiper Hi Speed Or Front Washer Pump Voltage Too High

Current Below Normal or Open Circuit Mirror Heating

J3-A4,J3-B4: Engine Running Or Brake Light Output Open Circuit Or Short Circuit

Current Below Normal or Open Circuit Front Washer Pump

Current Below Normal or Open Circuit Right Indicator Light

J3-A4,J3-B4: Engine Running Or Brake Light Output Voltage Too High

J3-D2,J3-E2: Mirror Heating Or Hydraulic Cut Solenoid Voltage Too High

J3-D2,J3-E2: Mirror Heating Or Hydraulic Cut Solenoid Open Circuit Or Short Circuit

8048

J3-D4: Bin Down Solenoid Open Circuit

J3-D4: Bin Down Solenoid Short Circuit

REVISION 0

CHAPTER 3

J3 - E1

Overspeed Control

Voltage above normal or shorted to System Voltage

8049

Current Below Normal or Open Circuit

J3 - E2

Hydraulic Cut Solenoid

Voltage above normal or shorted to System Voltage

J3 - E3

Voltage above normal or shorted to System Voltage

8047

Hydraulic Temp Sensor

Votage above Normal

8042

J3 - F1

Voltage above normal or shorted to System Voltage

J3-D2,J3-E2: Mirror Heating Or Hydraulic Cut Solenoid Voltage Too High

J3-D2,J3-E2: Mirror Heating Or Hydraulic Cut Solenoid Open Circuit Or Short Circuit J3-A2,J3-E3: Recirculation Flap Or Aircon Clutch Solenoid Voltage Too High

J3-A2,J3-E3: Recirculation Flap Or Aircon Clutch Solenoid Open Circuit Or Short Circuit

8050

Voltage below normal Park Brake Solenoid

J3-E1,J3-F1: Overspeed Control Or Park Brake Solenoid Open Circuit Or Short Circuit

Current Below Normal or Open Circuit J3 - E4

Current Below Normal or Open Circuit Aircon Clutch Solenoid

J3-E1,J3-F1: Overspeed Control Or Park Brake Solenoid Voltage Too High

J3-E4: Hydraulic Temperature Sensor Voltage Too High

J3-E4: Hydraulic Temperature Sensor Voltage Too Low

8049

Current Below Normal or Open Circuit

J3-E1,J3-F1: Overspeed Control Or Park Brake Solenoid Voltage Too High

J3-E1,J3-F1: Overspeed Control Or Park Brake Solenoid Open Circuit Or Short Circuit

J3 G1/G2

Ignition Power 2 (VP2)

Voltage below normal

8051

J3-G1,G2: Ignition Power Voltage Via Fuse 30 Too Low

J3 H3/H4

Ignition Power 1 (VP1)

Voltage below normal

8052

J3-H3,H4: Ignition Power Voltage Via Fuse 31 Too Low

REVISION 0

201

CHAPTER 3 OEU2 PIN NUMBER J1 A3/A4

VEHICLE FUNCTION Bonnet Fan 1

TRIGGER

SPN

FMI

Current Below Normal or Open Circuit

9000

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit J1 B3/B4

Blower Speed 3

Current Below Normal or Open Circuit

9001

Current Below Normal or Open Circuit Current Above Normal or Short Circuit

202

J1-A3,A4: Bonnet Fan 1 Short Circuit

J1-B3,B4: Blower Speed 3 Open Circuit

J1-B3,B4: Blower Speed 3 Short Circuit J1-B3,B4: Blower Speed 3 Less Than Normal Current

9002

J1-C3,C4: Blower Speed 2 Open Circuit

Partial problem that allows less than Normal current, but not Open Circuit NOT USED

Current Above Normal or Short Circuit

J1 D3/D4

J1-A3,A4: Bonnet Fan 1 Open Circuit

Partial problem that allows less than Normal current, but not Open Circuit Blower Speed 2

TEXT

J1-A3,A4: Bonnet Fan 1 Less Than Normal Current

Current Above Normal or Short Circuit

J1 C3/C4

LAMP STATUS

J1-C3,C4: Blower Speed 2 Short Circuit J1-C3,C4: Blower Speed 2 Less Than Normal Current

9003

REVISION 0

CHAPTER 3 Partial problem that allows less than Normal current, but not Open Circuit J1 E3/E4

Blower Speed 1

Current Below Normal or Open Circuit

9004

Current Above Normal or Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit J1 F3/F4

Bonnet Fan 2

Current Below Normal or Open Circuit

J1 H1/H2

Voltage below normal

JD Starter

Current Below Normal or Open Circuit

9005

REVISION 0

Voltage below normal

J1-F3,F4: Bonnet Fan 2 Short Circuit J1-F3,F4: Bonnet Fan 2 Less Than Normal Current

9006

9007

Partial problem that allows less than Normal current, but not Open Circuit Ignition Power 6 (VP6)

J1-F3,F4: Bonnet Fan 2 Open Circuit

Current Above Normal or Short Circuit

J1 -H3/H4

J1-E3,E4: Blower Speed 1 Short Circuit

Partial problem that allows less than Normal current, but not Open Circuit Ignition Power 3 (VP3)

J1-E3,E4: Blower Speed 1 Less Than Normal Current

Current Above Normal or Short Circuit

J1 G3/G4

J1-E3,E4: Blower Speed 1 Open Circuit

J1-G3,G4: Ignition Supply Voltage Via Fuse 18 Too Low J1-H1,H2: JD Starter Open Circuit

J1-H1,H2: JD Starter Short Circuit J1-H1,H2: JD Starter Less Than Normal Current

9008

J1-H3,H4: Ignition Supply Voltage Via Fuse 19 Too Low

203

CHAPTER 3 Gear Hold J2 - B4

Voltage above normal or shorted to System Voltage

9009

Current Below Normal or Open Circuit

J2 - C4

Two Speed Diff

Voltage above normal or shorted to System Voltage

9009

Current Below Normal or Open Circuit

J2 - D4

Load Light Yellow

Voltage above normal or shorted to System Voltage

J2 - E4

Voltage above normal or shorted to System Voltage

9010

J2 - F4

Voltage above normal or shorted to System Voltage

9010

J2 - G4

Voltage above normal or shorted to System Voltage Current Below Normal or Open Circuit

REVISION 0

9011

Current Below Normal or Open Circuit Engine Overheat/Pr eselect 2nd

Current Below Normal or Open Circuit Automatic Neutral

Current Below Normal or Open Circuit Load Light Green

9011

J2-B4,J2-C4: Gear Hold Or Two Speed Diff Voltage Too High

J2-B4,J2-C4: Gear Hold Or Two Speed Diff Open Circuit Or Short Circuit J2-B4,J2-C4: Gear Hold Or Two Speed Diff Voltage Too High

J2-B4,J2-C4: Gear Hold Or Two Speed Diff Open Circuit Or Short Circuit J2-D4,J2-E4: Load Light Yellow Or Load Light Green Voltage Too High

J2-D4,J2-E4: Load Light Yellow Or Load Light Green Open Circuit Or Short Circuit J2-D4,J2-E4: Load Light Yellow Or Load Light Green Voltage Too High

J2-D4,J2-E4: Load Light Yellow Or Load Light Green Open Circuit Or Short Circuit J2-F4,J2-G4: Automatic Neutral Or Pre-Select 2nd Gear Voltage Too High

J2-F4,J2-G4: Automatic Neutral Or Pre-Select 2nd Gear Open Circuit Or Short Circuit J2-F4,J2-G4: Automatic Neutral Or Pre-Select 2nd Gear Voltage Too High

J2-F4,J2-G4: Automatic Neutral Or Pre-Select 2nd Gear Open Circuit Or Short Circuit

204

CHAPTER 3

J2 - H4

Load Light Red

Voltage above normal or shorted to System Voltage

9012

Current Below Normal or Open Circuit

J2- J4

Laden / Unladen

Voltage above normal or shorted to System Voltage

J2-H4,J2-J4: Load Light Red Or Laden-Unladen Voltage Too High

J2-H4,J2-J4: Load Light Red Or Laden-Unladen Open Circuit Or Short Circuit

9012

Current Below Normal or Open Circuit

J2-H4,J2-J4: Load Light Red Or Laden-Unladen Voltage Too High

J2-H4,J2-J4: Load Light Red Or Laden-Unladen Open Circuit Or Short Circuit

J2 L3/M3

Ignition Power 4 (VP4)

Voltage below normal

9013

J2-L3,M3: Ignition Power Voltage Via Fuse 20 Too Low

J2 L4/M4

Ignition Power 5 (VP5)

Voltage below normal

9014

J2-L4,M4: Ignition Power Voltage Via Fuse 21 Too Low

J2 - M1

Main Ignition Power

Votage above Normal

9015

J2-M1: Alternator Voltage Via Fuse 22 Too High

Voltage below normal

J3 - A1

Fan Medium Voltage above Solenoid normal or shorted to System Voltage

9016

Current Below Normal or Open Circuit

J3 - A2

Heater Valve

Voltage above normal or shorted to System Voltage

9017

Current Below Normal or Open Circuit J3 - A3

205

NOT USED

J2-M1: Alternator Voltage Via Fuse 22 Too Low J3-A1,J3-B1: Fan Medium Solenoid Or Fan Low Solenoid Voltage Too High

J3-A1,J3-B1: Fan Medium Solenoid Or Fan Low Solenoid Open Circuit Or Short Circuit J3-A2,J3-E3: Heater Value Voltage Too High

J3-A2,J3-E3: Heater Value Open Circuit Or Short Circuit

9018

REVISION 0

CHAPTER 3

J3 - A4

Fan Cut Solenoid

Voltage above normal or shorted to System Voltage

9019

Current Below Normal or Open Circuit

J3 - B1

Fan Low Solenoid

Voltage above normal or shorted to System Voltage

9016

Current Below Normal or Open Circuit J3 - B2

NOT USED NOT USED

J3 - B4

J3 - C1

Voltage above normal or shorted to System Voltage

J3 - C2

NOT USED

J3 - D1

Left Strut Up Voltage above normal or shorted to System Voltage

9019

J3-A1,J3-B1: Fan Medium Solenoid Or Fan Low Solenoid Voltage Too High

9021

J3-A1,J3-B1: Fan Medium Solenoid Or Fan Low Solenoid Open Circuit Or Short Circuit

J3-A4,J3-B4: Fan Cut Solenoid Voltage Too High

J3-A4,J3-B4: Fan Cut Solenoid Open Circuit Or Short Circuit J3-C1,J3-D1: Left Strut Down Or Left Strut Up Voltage Too High

J3-C1,J3-D1: Left Strut Down Or Left Strut Up Open Circuit Or Short Circuit

9020

9021

Current Below Normal or Open Circuit

REVISION 0

J3-A4,J3-B4: Fan Cut Solenoid Open Circuit Or Short Circuit

9020

Current Below Normal or Open Circuit

J3 - D2

Current Below Normal or Open Circuit Left Strut Down

J3-A4,J3-B4: Fan Cut Solenoid Voltage Too High

Middle/Demi Voltage above st Actuator normal or shorted to System Voltage

9022

J3-C1,J3-D1: Left Strut Down Or Left Strut Up Voltage Too High

J3-C1,J3-D1: Left Strut Down Or Left Strut Up Open Circuit Or Short Circuit J3-D2,J3-E2: Middle-Demist Actuator Or Feet Actuator Voltage Too High

206

CHAPTER 3 Current Below Normal or Open Circuit J3 - D4

J3 - E1

NOT USED Right Strut Down

9023 Voltage above normal or shorted to System Voltage

9024

Current Below Normal or Open Circuit

J3 - E2

Feet Actuator

Voltage above normal or shorted to System Voltage

J3 - E3

Voltage above normal or shorted to System Voltage

9022

J3 - F1

Voltage above normal or shorted to System Voltage

J3-E1,J3-F1: Right Strut Down Or Right Strut Up Open Circuit Or Short Circuit J3-D2,J3-E2: Middle-Demist Actuator Or Feet Actuator Voltage Too High

J3-D2,J3-E2: Middle-Demist Actuator Or Feet Actuator Open Circuit Or Short Circuit

9017

Current Below Normal or Open Circuit Right Strut Up

J3-E1,J3-F1: Right Strut Down Or Right Strut Up Voltage Too High

Current Below Normal or Open Circuit NOT USED

J3-D2,J3-E2: Middle-Demist Actuator Or Feet Actuator Open Circuit Or Short Circuit

J3-A2,J3-E3: Heater Value Voltage Too High

J3-A2,J3-E3: Heater Value Open Circuit Or Short Circuit

9024

Current Below Normal or Open Circuit

J3-E1,J3-F1: Right Strut Down Or Right Strut Up Voltage Too High

J3-E1,J3-F1: Right Strut Down Or Right Strut Up Open Circuit Or Short Circuit

J3 G1/G2

Ignition Power 2 (VP2)

Voltage below normal

9025

J3-G1,G2: Ignition Power Voltage Via Fuse 23 Too Low

J3 H3/H4

Ignition Power 1 (VP1)

Voltage below normal

9026

J3-H3,H4: Ignition Power Voltage Via Fuse 24 Too Low

207

REVISION 0

CHAPTER 3 VEHICLE SPECIFIC PIN NUMBER

SPN

FMI

LAMP STATU S

Boost Pressure Protection

8100

Free Wheeling

8101

Excesive Idle

8102

Engine Is Idling For More Than 20 Minutes

Engine Overspeed

8103

Engine r.p.m Exceeded Allowable Limit

Output Shaft Speed Too High

8104

8105

Harsh Braking

8106

Coolent Temp Too High

8107

Engine Oil Press Low

8108

Trans Sump Temp Too High

8109

TCU CAL Mismatch

8110

8111

VEHICLE FUNCTION

TRIGGER

Overloading

Dynamic Park Brake Application OBW Strain Gauge

REVISION 0

> 300 rpm

8112

TEXT Boost Pressure Protection Is Activated Free Wheeling Event Detected

Output Shaft Speed Exceeded Allowable Limit Bin Is Overloaded Harsh Braking Detected Engine Coolant Temperature Too High Engine Oil Pressure Too Low Transmission Sump Temperature Too High

Allison Tcu Calibration Mismatch Park Brake Burnout Event Detected OBW Strain Gauge Error

208

CHAPTER 3

Service Code Diagnostics - Electronic Unit Injector (EUI) Controller Code - Symptom

Problem

Solution

98.2 - Engine Oil Level Sensor Value Not Recognized.

Broken wire or poor connection.

Check front frame/engine harness(W7) and cab main harness(W10).

98.3 - Oil Level Sensor Out Of Range High.

Engine oil level sensor (B3).

Check oil level sensor. Replace sensor.

Wire shorted to positive.

Check engine main harness (W8).

98.4 - Oil Level Sensor Out Of Range Low.

Engine oil level sensor (B3).

Check oil level sensor. Replace sensor.

Wire shorted to ground.

Check engine main harness (W8).

98.5 - Oil Level Sensor Open Circuit.

Engine oil level sensor (B3).

Check oil level sensor. Replace sensor.

Broken wire or poor connection

Check engine main harness (W8).

100.2 - Engine Oil Pressure Sensor Value Not Recognized.

Broken wire or poor connection.

Check front frame/engine harness (W7) and Cab Main harness (W10).

100.3 - Engine Oil Pressure Sensor Out of Range High.

Engine oil pressure sensor (B5).

Check oil pressure sensor. Replace sensor.

Wire shorted to positive.

Check engine main harness (W8).

100.4 - Engine Oil Pressure Sensor Out of Range Low.

Engine oil pressure sensor (B5).

Check oil pressure sensor. Replace sensor.

Wire shorted to ground.

Check engine main harness (W8).

102.2 - Manifold Air Pressure (MAP) Sensor Value Not Recognized.

Broken wire or poor connection.

Check front frame/engine harness (W7) and Cab Main harness (W10).

102.3 - Manifold Air Pressure (MAP) Sensor out Of Range High.

Intake manifold air pressure/temperature sensor (B6).

Check intake manifold air pressure/temperature sensor. Replace sensor.

Wire shorted to positive.

Check engine main harness (W8).

102.4 - Manifold Air Pressure (MAP) Sensor out Of Range Low.

Intake manifold air pressure/temperature sensor (B6).

Check intake manifold air pressure/temperature sensor. Replace sensor.

Wire shorted to ground.

Check engine main harness (W8).

209

REVISION 0

CHAPTER 3

REVISION 0

210

CHAPTER 3

CHAPTER 3. ELECTRICAL SYSTEM SECTION 4. TESTS KEY SWITCH TEST

RELAYS

Key Switch Terminals

Relay Test NOTE: Bosch 5 - pin normally open relay shown. Remove relay.

86 87A 87 30

ACC

GRD

BAT (B)

40D1001CFM

With relay de-energized, check for continuity across terminals 30, 87A and 87 as shown. Replace relay if checks indicated the following:

Remove key switch. With key switch in the OFF position, check for continuity across all terminals (1 - 5). If continuity is indicated, replace switch. Position

ACC

¾¾

• No continuity across terminals 30 and 87A. • Continuity exists across terminals 30 and 87. 24V

86 87A 87

OFF

¾¾

START

¾¾

Put key switch in each position (ACC, ON, START) and check for continuity across appropriate terminals (see legend). Replace key switch if continuity is not indicated between terminals as shown in legend.

40D1001CV

Energize relay by grounding terminal 85 and applying 24 volts to terminal 86. With relay energized, check for continuity across terminals 30, 87A and 87 as shown. 211

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CHAPTER 3 Replace relay if checks indicated the following:

• No continuity across terminals 30 and 87 • Continuity exists across terminals 30 and 87A.

Diode Test NOTE: Fit with loop on right hand side. Remove diode.

Check for continuity across terminals (1 and 2), then reverse test leads and repeat continuity check.

• If continuity is indicated in one check and not the other, diode is good.

• If continuity is indicated in both checks, diode is shorted, replace diode.

• If no continuity is indicated in either check, diode is open, replace diode.

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212

CHAPTER 3

Pneumatic System Solenoids, Pressure Switches, and Sensor Tests 4

TLU

2 1

5 210949V - Pneumatic Block Inside Cab

213

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CHAPTER 3 1.

Differential Lock Solenoid.

Park Brake Solenoid.

Inter-Axle Lock Solenoid.

Park Brake Pressure Switch.

Horn Solenoid.

Inter-Axle Lock Pressure Switch.

System Air Pressure Sensor.

10. Differential Lock Pressure Switch.

Exhaust Brake Solenoid.

Specifications Pneumatic Pressure Switches Park Brake Pressure Switch (B18) Pressure · · · · · · · · · · · · · · · · · · · · · · · · Contacts are closed at and above 550 kPa (5.5 bar) (79.8 psi) Inter-Axle Lock Pressure Switch (B25) Pressure · · · · · · · · · · · · · · · · · · · · · · · · Contacts are closed at and above 550 kPa (5.5 bar) (79.8 psi) Differential Lock Pressure Switch (B26) Pressure · · · · · · · · · · · · · · · · · · · · · · · · · Contacts are closed at and above 550 kPa (5.5 bar) (79.8 psi) System Air Pressure Sensor Air Pressure at 0 kPa (0 bar) (0 psi) Resistance · · · · · · · · · · · · · · · · · · · · · · · · · · 10 Ohms Air Pressure at 200 kPa (2 bar) (29 psi) Resistance · · · · · · · · · · · · · · · · · · · · · · · · 51 Ohms Air Pressure at 400 kPa (4 bar) (58 psi) Resistance · · · · · · · · · · · · · · · · · · · · · · · · 86 Ohms Air Pressure at 600 kPa (6 bar) (87 psi) Resistance · · · · · · · · · · · · · · · · · · · · · · · · 122 Ohms Air Pressure at 800 kPa (8 bar) (116 psi) Resistance · · · · · · · · · · · · · · · · · · · · · · · · · 152 Ohms Air Pressure at 1000 kPa (10 bar) (145 psi) Resistance · · · · · · · · · · · · · · · · · · · · · 180 Ohms To do this, remove the existing coupler assembly (1). Install an appropriate coupler using a 1/4 NPT adapter and attach a regulated air supply to the newly installed coupler.

The following tests require a regulated air source applied to port (2).

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214

CHAPTER 3

Pneumatic Pressure Switches (B18, B25, B26) Test Disconnect wire harness connector from pressure switch to be tested. NOTE: Park brake pressure switch (B18), inter-axle lock pressure switch (B25), and differential lock pressure switch (B26) use the normally open contacts.

For differential lock pressure switch (B26), turn key switch to ON position, then push differential lock pressure switch to the ENGAGE position. The differential lock circuit will energize for 30 seconds then will automatically deactivate. With air pressure applied to pressure switch, continuity must NOT exist across terminals (1 and 2), but continuity must exist across terminals (1 and 3).

System Air Pressure Sensor (B15) Test

With no air pressure applied to pressure switch, continuity must exist across terminals (1 and 2), but continuity must NOT exist across terminals (1 and 3).

Apply specified air pressure to sensor (at external port of manifold) while checking resistance across sensor terminals. Replace sensor if not to specification.

NOTE: Before performing this part of the continuity check, make sure the related pneumatic solenoid and the pneumatic system is functioning properly.

Pneumatic Solenoid Test Disconnect wire harness from solenoid.

Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to the external port of the pneumatic manifold, then perform the following:

CAUTION Chock wheels to prevent vehicle from moving. Park brake may disengage when performing this test.

24V

• For park brake pressure switch (B18), turn key

switch to ON position, then move park brake lever to the DISENGAGE position. • For inter-axle lock pressure switch (B25), turn key switch to ON position, then push inter-axle lock switch to the ENGAGE position.

40D1002CV

Apply 24 volts across solenoid terminals (1 and 2). Replace solenoid if solenoid does not click when voltage is applied.

215

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CHAPTER 3

Hydraulic Pressure Switches Test Specifications Service Brake Low Pressure Switch (B23) Pressure . . . . . . . . . . . Contacts are closed at and above . . . . . . . . . . . 11 000 kPa (110 bar) (1595.4 psi) Secondary Steering Pressure Switch (B24) Pressure . . . . . . . . . . . Contacts are closed at and above . . . . . . . . . . . . . . . 500 kPa (5 bar) (72.5 psi)

For service brake low pressure switch (B23) and secondary steering pressure switch (B24), replace switch if continuity is indicated. For stop light pressure switch (B27), replace switch if no continuity is indicated.

Hydraulic Temperature Sensors Test

Stop Light Pressure Switch (B27) Pressure . . . . . . . . . . . Contacts are closed at and above . . . . . . . . . . . . . . . . 600 kPa (6 bar) (87 psi)

NOTE: This test applies to both the Hydraulic Temperature Sensor (B21) and Wet Brake Temperature Sensor (B22).

Remove pressure switch.

Specification

NOTE: 1. The normally closed contacts are used on service brake low pressure (B23) and secondary steering pressure (B24). 2. The stop light pressure switch (B27) is a normally open switch.

Temperature at 40°C (104°F) - Resistance . . . . . . . . . . . . . . . . . . . 287.4 Ohms

With no pressure applied to pressure switch, check for continuity across the switch terminals.

Temperature at 50°C (122°F) - Resistance . . . . . . . . . . . . . . . . . . . 193.6 Ohms Temperature at 60°C (140°F) - Resistance . . . . . . . . . . . . . . . . . . . . 134 Ohms Temperature at 70°C (158°F) - Resistance . . . . . . . . . . . . . . . . . . . . 92.5 Ohms Temperature at 80°C (176°F) - Resistance . . . . . . . . . . . . . . . . . . . . 69.1 Ohms Temperature at 90°C (194°F) - Resistance . . . . . . . . . . . . . . . . . . . . 51.3 Ohms Temperature at 100°C (212°F) - Resistance . . . . . . . . . . . . . . . . . . . . 38.6 Ohms Temperature at 110°C (230°F) - Resistance . . . . . . . . . . . . . . . . . . . . 29.4 Ohms Temperature at 120°C (248°F) - Resistance . . . . . . . . . . . . . . . . . . . . 22.7 Ohms

Service Brake Low Pressure Switch (B23) and Secondary Steering Pressure Switch (B24)

Remove sensor.

Stop Light Pressure Switch (B23)

40D1003CFM

For service brake low pressure switch (B23) and secondary steering pressure switch (B24), replace switch if no continuity is indicated. For stop light pressure switch (B27), replace switch if continuity is indicated.

40D1004CFM

Apply specified heat to sensor while checking resistance between sensor terminal and body of sensor. Replace sensor if not to specification.

Apply specified pressure to switch while checking for continuity across the switch terminals.

REVISION 0

216

CHAPTER 3

Bin Position Sensor Test Specifications Check Resistance Across Terminals A and C Resistance . . . . . . . . . 5000 ± 1000 Ohms Check Terminals A and B (Sensor Lever Rotated Fully Clockwise) Resistance . . . . . . . . . . . . 350 ± 70 Ohms Check Terminals B and C Ohms (Sensor Lever Rotated Fully Clockwise) Resistance . . . . . . . . . . . . . . 5350 ± 1070 Check Terminals A and B (Sensor Lever Rotated Fully Counter clockwise) Resistance . . . . . . . . . . 5350 ± 1070 Ohms Check Terminals B and C (Sensor Lever Rotated Fully Counter clockwise) Resistance . . . . . . . . . . . . 350 ± 70 Ohms

Measure resistance across terminals A and C of body position sensor. Replace sensor if not to specification. Insert shaft of support and lever (2) into body position sensor (3) and rotate lever fully clockwise (as viewed from lever side of sensor). Measure resistance across sensor terminals A and B, then across terminals B and C. Replace sensor if resistance is not to specification. With test leads of ohmmeter attached to terminals A and B or B and C, slowly rotate sensor lever fully counter clockwise (as viewed from lever side of sensor). The change in resistance from stop-to-stop must be smooth and continuous in correlation to lever movement. Replace sensor if resistance is not to specification when lever is fully rotated or if change in resistance is uneven or stops changing as sensor lever is rotated. Install body position sensor (3), support and lever (2), and cap screws and nuts. Make sure O-rings (1) are in position. Connect linkage (2) and wire connector (1).

Disconnect wire connector (1) and linkage (2) from sensor lever. NOTE: It is necessary to remove sensor from mounting bracket to give the sensor lever full travel. Remove cap screws and nuts (3).

NOTE: The body position sensor needs to be calibrated whenever the sensor, CCU, or MDU is replaced. The sensor may also need re-calibrating if the key switch is turned to the ON position while sensor is disconnected. Calibrate sensor to the full body down and full body up positions. To calibrate sensor:

• Start engine. Make sure bin is at the full •

• • • Remove sensor by separating support and lever (2) from body position sensor (3). 217

•

down position. Access menu function D041 on menu display unit (MDU). For information on accessing the MDU menu structure, (See CHAPTER 8). Push and hold the SELECT button on the MDU for a least 3 seconds to set the 0% position. Raise bin to the full raised position. Access menu function D042. Push and hold the SELECT button for at least 3 seconds to set the 100% position. Lower bin fully. Stop engine. REVISION 0

CHAPTER 3

Steering Column Switch Test POSITION

CONNECTOR SCS 1

Turn Signals

Left

¾ R

Drive Lights

Right

High Beam

¾¾¾¾ ¾¾¾¾

Low Beam Momentary High Beam Horn

¾ 0

¾¾¾¾¾¾¾¾¾ ¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾¾

Remove the steering column switch assembly.

While operating the switch functions, check for continuity across terminals as indicated in the switch legend. Replace the switch assembly if continuity is not according to the switch legend.

REVISION 0

218

CHAPTER 3 Apply the service brakes while checking for voltage at terminal (4). With the service brakes applied, voltage at terminal (4) must be at maximum output voltage (approximately 4.3 volts). Stop engine. Install relay socket array. If specified voltages exist at terminals (1,2, and 5) and ground exists at terminal 3, but voltage at terminal (4) is not to specification, replace retarder voltage regulator.

Specification Transmission Temperature at 20°C (4°F) Resistance . . . . . . . . . . . . . . . . 2.50 - 2.90 Ohms. Transmission Temperature at 0°C (32°F) Resistance . . . . . . . . . . . . . . . . 2.75 - 3.20 Ohms. Transmission Temperature at 20°C (68°F) Resistance . . . . . . . . . . 2.95 - 3.50 Ohms. Transmission Temperature at 40°C (104F) Resistance . . . . . . . . . . 3.20 - 3.75 Ohms.

Transmission Speed Sensors Test

Transmission Temperature at 60°C (140°F) Resistance . . . . . . . . . . . . . . 3.45 - 4.00 Ohms.000

Specifications

Transmission Temperature at 80°C (176°F) Resistance . . . . . . . . . . 3.70 - 4.25 Ohms.

Transmission Temperature at 40°C (-40°F) Resistance . . . . . . . . . . . . . . 200 Ohms.

Transmission Temperature at 100°C (212°F) Resistance . . . . . . . . . . 3.90 - 4.50 Ohms.

Transmission Temperature at 20°C (68°F) Resistance . . . . . . . . . . . . . . 300 Ohms.

Transmission Temperature at 120°C (248°F) Resistance . . . . . . . . . . 4.20 - 4.75 Ohms.

Transmission Temperature at 110°C (230°F) Resistance . . . . . . . . . . . . . . 400 Ohms.

Transmission Temperature at 140°C (284°F) Resistance . . . . . . . . . . 4.45 - 5.05 Ohms,

Disconnect speed sensor connector.

Measure resistance across sensor terminals (1). Replace sensor if not within specification.

Transmission Solenoids Test Disconnect transmission control module connector (X223). See “Transmission Control Harness” on page . Measure resistance of each solenoid across appropriate terminals.

Solenoid A = Terminals A and G 219

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CHAPTER 3 Solenoid B = Terminals H and J Solenoid C = Terminals B and L Solenoid D = Terminals A and M Solenoid E = Terminals H and K Solenoid F = Terminals E and F Solenoid G = Terminals C and L

Remove and Install Electronic Unit Injector (EUI) Controller

Turn key switch and battery disconnect switch to OFF position.

Remove bolt retaing mounting and ECU/ADM. Disconnect harness connectors (3).

Disconnect harness connectors (4 and 5) on engine.

Remove engine control unit (ECU/ADM) (1) and mounting (2) as an assembly.

Disconnect fuel lines (2 and 3).

To separate ECU/ADM (1) from mounting plate (2), push ECU/ADM against spring clips until opposite end of ECU/ADMis free of mounting.

Remove cap screws and washers (1) to remove EUI controller (6). Install EUI controller (6).

Assemble in reverse order.

Connect fuel lines (2 and 3) and wire harnesses (4 and 5).

Remove and Install Engine Control Unit (ADM) Turn key switch and battery disconnect switch to OFF position. Remove controller access panel located under left console in the cab.

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220

CHAPTER 3 Turn key switch to ON position and access the MDU menu function B013. For information on accessing the MDU menu structure, (See CHAPTER 8).

Remove and Install Cold Start Module

While observing the number that represents pedal position as a percentage on the MDU data display, depress accelerator pedal fully to fast idle position, then allow pedal to return fully to slow idle position.

Remove controller access panel located under left console inside the cab.

Turn key switch and battery disconnect switch to OFF position.

Remove the bolt retaining the mounting and Cold Start Module and ADM.

Movement of the accelerator pedal (slow idle to the fast idle) should correspond from 0% to 100% on the data display. NOTE: An acceptable margin of error between pedal movement relative to percentage read-out will differ from operator to operator. Because of this, the need for re-calibration will be determined by operator preference. If the percentage read-out relative to pedal movement is not acceptable, calibration of accelerator pedal position sensor is required. To perform this procedure, a special diagnostic tool called the MiniDiag II (Version B) is needed. The MiniDiag II can be acquired from HITACHI Product Support. NOTE: 1. The MiniDiag II is capable of reading and deleting engine related service codes and calibrating accelerator pedal position. Follow the instructions that come with the diagnostic tool. 2. Call BTAC (HITACHI Product Support) for additional help. Disconnect harness connectors (4). Remove cold start module, mounting plate and ADM assembly. Remove screws to separate cold start module (1) from mounting (2). Assemble in reverse order.

221

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Remove and Install Memory Module Turn key switch and battery disconnect switch to OFF position. Remove controller access panel located under left console inside the cab. Remove the bolt retaining the mounting and Cold Start Module.

Disconnect harness connectors (2). Remove OEU (1) and mounting (3) as an assembly. Loosen the screws (3) and remove the OEU. Assemble in reverse order. Disconnect harness connectors (4). Remove mounting (2) and Cold start Module (1) as an assembly. Loosen screws (3) and remove the Cold Start Module (1). Assemble in reverse order.

Remove and Install OEU Turn key switch and battery disconnect switch to OFF position. Remove controller access panel located under left console inside the cab. Remove the bolt retaining the OEU.

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222

CHAPTER 3

Remove and Install Chassis Control Unit Turn key switch and battery disconnect switch to OFF position. Remove controller access panel located under left console.

Disconnect harness connectors (3). Loosen and remove the bolt retaining the mounting and TCU2 Assembly. Remove the mounting (2) and transmission control unit (TCU) (1) assembly. Disconnect harness connectors (3). Remove bolt and washer (1). Remove mounting and chassis control unit (CCU2) assembly (2).

Loosen the screws (4) to separate TCU (1) from mounting plate. Assemble in reverse order.

Remove the screws retaining the CCU2 to the mounting. Remove the CCU2 (4). Assemble in the reverse order.

Remove and Install Transmission Control Unit Turn key switch and battery disconnect switch to OFF position. Remove controller access panel located under left console.

223

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CHAPTER 3

Remove and Install Battery Balancer

Remove and Install Menu Display Unit

Turn key switch and battery disconnect switch to OFF position and remove controller access panel located under left console.

NOTE: The new MDU2 must be programmed to the same version as the CCU2 prior to installation.

Open access panel.

Turn key switch and battery disconnect switch to OFF position.

Remove screws (1) and pul lMDU2 towards the steering wheel and flip it over onto the dash.

Loosen the mounting and slide the mounting with the battery balancer (1) out. Disconnect the harness (2). Loosen the screws (3), top and bottom. Remove battery balancer (4). Assemble in reverse order.

Disconnect the plugs J1 (1) and J2 (2). Remove the MDU2. Connect harnesses to the new MDU2. Install MDU2 in dash. Fit and fasten the screws.

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224

CHAPTER 3

Remove, Install, and Calibrate Accelerator Pedal Position Sensor The accelerator pedal position sensor connector is accessed through the A/C compartment door located on right side of cab.

NOTE: An acceptable margin of error between pedal movement relative to percentage read-out will differ from operator to operator. Because of this, the need for re-calibration will be determined by operator preference. If the percentage read-out relative to pedal movement is not acceptable, calibration of accelerator pedal position sensor is required. To perform this procedure, a special diagnostic tool called the MiniDiag II (Version B) is needed. The MiniDiag II can be acquired from HITACHI Product Support. NOTE: The MiniDiag II is capable of reading and deleting engine related service codes and calibrating accelerator pedal position. Follow the instructions that come with the diagnostic tool. Call DTAC (HITACHI Product Support) for additional help.

Replace DEUTSCH™ Rectangular or Triangular Connectors NOTE: Connector shown is the female half or a 4-pin square connector. Other similar styles of Deutsch connectors can be serviced using the same procedure. Disconnect harness connector (2) located in the air conditioning compartment. Remove two cap screws and lock nuts (1) to remove accelerator pedal position sensor (3). Install sensor and connect harness connector. Turn key switch to ON position and access the MDU2 menu function Actual Values/Engine Values menu 5/5 Throttle Position. For information on accessing the MDU menu structure, (See Main Menu, Page 87). While observing the number that represents pedal position as a percentage on the MDU data display, depress accelerator pedal fully to fast idle position, then allow pedal to return fully to slow idle position.

Pull connector (1) apart. Inspect and clean connector seal and contacts.

Movement of the accelerator pedal (slow idle to the fast idle) should correspond from 0% to 100% on the data display.

225

REVISION 0

CHAPTER 3 Remove locking wedge (2) from connector using hook on JDG1383 service tool.

Start correct size extractor tool over wire at handle (1). Release primary locking latch (1) next to the pin to be removed using screwdriver on JDG1383 service tool.

Slide extractor tool rearward along wire until tool tip snaps onto wire.

CAUTION

Gently pull wire out from back of connector. Replace connector contact as necessary. See “Install DEUTSCHä Contact” on page 227.

Do NOT twist tool when inserting in connector.

Install wire terminal back into connector until it clicks into place.

Slide extractor tool along wire into connector body until it is positioned over terminal contact.

NOTE: Locking wedge in 2-pin connector is not symmetrical. Position latch shoulder next to terminals.

Pull wire out of connector body, using extractor tool.

Install locking wedge until it snaps into place.

Replace DEUTSCH™ Connectors

WARNING Install contact in proper location using correct size grommet.

1. Select correct size extractor tool for size of wire to be removed:

• JDG361 Extractor Tool for 12 to 14 gauge wire.

• JDG362 Extractor Tool for 16 to 18 gauge wire.

• JDG363 Extractor Tool for 20 gauge wire.

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226

CHAPTER 3

Push contact straight into connector body until positive stop is felt.

Insert contact (1) and turn adjusting screw (4) until contact is flush with cover (2).

Pull on wire slightly to be certain contact is locked in place.

Tighten lock nut (3).

Transfer remaining wires to correct terminal in new connector.

WARNING Contact must remain centred between indentures while crimping.

Install DEUTSCH™ Contact Strip 6 mm (1/4 in.) insulation from wire.

Insert wire in contact and crimp until handle touches stop. Release handle and remove contact. Adjust selector (1) on JDG360 Crimper for correct wire size. Loosen lock nut (2) and turn adjusting screw (3) in until it stops.

WARNING Select proper size contact “sleeve” or “pin” to fit connector body.

227

WARNING If all wire strands are not crimped into contact, cut off wire at contact and repeat contact installation procedures. NOTE: Readjust crimping tool for each crimping procedure.

REVISION 0

CHAPTER 3

Inspect contact to be certain all wires are in crimped barrel.

Replace WEATHER PACK™ Connector Identify wire colour locations with connector terminal letters. Open connector body.

Push contact into new connector body until fully seated. Pull on wire slightly to be certain contact is locked in place. Transfer remaining wires to correct terminal in new connector. Close connector body.

Install WEATHER PACK™ Contact NOTE: Cable seals are colour coded for three sizes of wire: Green - 18 to 20 gauge wire Gray - 14 to 16 gauge wire Blue - 10 to 12 gauge wire

Insert JDG364 Extraction Tool over terminal contact in connector body. Hold extractor tool fully seated and pull wire from connector body. NOTE: If terminal cannot be removed, insert wire or nail through extractor tool handle and push terminal contact from connector.

WARNING Carefully spread contact lances to assure good seating on connector body. NOTE: Connector bodies are “keyed” for proper contact mating. Be sure contacts are in proper alignment.

REVISION 0

Slip correct size cable seal on wire. Strip insulation from wire to expose 6 mm (1/4 in.) and align cable seal with edge of insulation. NOTE: Contacts have numbered identification for two sizes of wire: a) #15 for 14 to 16 gauge wire b) #19 for 18 to 20 gauge wire

228

CHAPTER 3

Put proper size contact on wire and crimp in place with a “W” type crimp, using JDG783 Terminal Applicator.

WARNING

Insert a “T” pin (2) 6.4 mm (1/4 in.) into connector body socket (1). NOTE: Use JDG777 Terminal Extraction Tool or “T” pin to remove terminals.

Proper contact installation for “sleeve” (1) and “pin” (2) is shown.

Secure cable seal to contact as shown, using JDG783 Terminal Applicator.

Angle “T” pin so pin tip slides close to the plastic socket edge pushing terminal locking tab (1) inward.

Replace (Pull Type) Metri-Pack™ Connectors

Remove “T” pin and push terminal (2) out of socket.

Disconnect the Metri-Pack connector (1). Remove tie bands and tape.

229

Remove terminal, cut strip and crimp wire through connector. Check to make sure locking tab on new terminal is in outward position, then pull on wire until terminal locks in connector body socket.

REVISION 0

CHAPTER 3 Terminal will seat only one way. If terminal does not pull into the connector body socket, check to make sure terminal is aligned correctly.

Replace (Push Type) Metri-Pack™ Connectors Disconnect the Metri-Pack connector. Remove the tie bands and tape.

Remove Connector Body from Blade Terminals Depress locking tang (1) on terminal, using a small screw driver. Slide connector body off. Be sure to bend locking tang back to its original position (2) before installing connector bod

Remove the connector lock (1), and mark wire colours for identification. Identify wire colour locations with connector terminal letters. Insert JDG776 or JDG777 Terminal Extraction Tool (2) into connector body socket (3) pushing the terminal locking tab inward. NOTE: Use JDG776 Extraction Tool with 56, 280 and 630 series METRI-PACK terminals. Use JDG777 Extraction Tool with 150 series METRI-PACK terminals. Remove extraction tool and pull terminal (4) out of the socket. Replace terminal. Make sure locking tab (5) on the new terminal is in the outward position. Push terminal into connector body socket until terminal locks.

REVISION 0

230

CHAPTER 4

CHAPTER 4. TRANSMISSION ZF 6 HP 592 C PLUS SECTION 1. THEORY OF OPERATION GENERAL DESCRIPTIONS ZF 6 HP 592 C PLUS • • • • •

ECOMAT 2 PLUS · · · · · · · · · · · · · · · · · · · · SECOND FAMILY OF THE ECOMAT RANGE 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NUMBER OF FORWARD RANGES HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH POWER 592 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 SERIES (MODEL 592) C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAN BUS COMPATIBLE

ZF 6 HP 592 C Transmission

3 2 4 1

TR000278

Output Shaft.

Clutch Test Points.

Oil Filter.

Sump Internal Control Valve.

Identification Plate.

Cooler Ports.

Temperature Sensor.

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231

CHAPTER 4

Transmission Identification

The transmission identification plate is located on the left-rear side of the transmission. The identification plate shows the transmission Type / Model, Parts List No., Serial number, Customer Spec No, Total Ratio Of All Gears, P.T.O Ratio, Oil Capacity and Oil Grade. Quote These numbers when ordering parts and remember to quote TCU number when ordering new Electronic Control Units.

232

REVISION 0

CHAPTER 4

Torque Converter

Pump.

Turbine.

Stator.

Lock-up Clutch.

Operational Overview

The converter’s pump is bolted to the converter cover.

The torque converter provides a hydro-mechanical coupling that supplies rotational input from the engine to the transmission’s gearing.

• As the pump rotates, fluid enters from around

Torque Converter Operation

• Centrifugal force causes fluid to be thrown

The HD torque converter has four main components:

• • • •

The pump rotates at engine speed the pump hub.

around the outside of the pump and over to the converter turbine. • Once the force reaches a certain point, the fluid begins to spin the turbine.

Pump. Stator. Turbine. Lock-up clutch.

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233

CHAPTER 4 The converter’s turbine is splined to the transmission turbine shaft.

• Fluid from the converter pump strikes the

turbine’s vanes and eventually forces the turbine to rotate. • Since the turbine is splined to the turbine shaft, the turbine shaft rotates and supplies input to the transmission’s gearing. • Fluid exits the turbine near its hub and flows to the stator. The stator redirects fluid back to the converter pump.

• When fluid from the turbine hits the front of the • • • •

stator blades, the stator locks against its one-way clutch. Fluid leaving the locked stator is directed back to the pump at an accelerated rate, increasing torque. As the turbine gains speed, it directs oil to the back side of the stator blades, causing the stator to “freewheel”. Fluid flowing through the freewheeling stator is no longer accelerated and does not increase torque. As turbine speed increases, flow through the stator becomes smoother and eventually stops.

234

REVISION 0

CHAPTER 4

Stator One-way Clutch Operation

The stator’s one-way clutch provides locking and freewheeling action. • A series of rollers and springs are located inside the stator. • When fluid strikes the front of the stator blades, the stator tries to rotate in a counter clockwise direction. • This wedges the rollers into the small side of the tapered cavity, the stator is locked and can’t rotate that direction. • When fluid strikes the back side of the stator blades, the stator begins to rotate in a clockwise direction. • The wedged rollers are released, and the one-way clutch’s design allows the stator to rotate in a clockwise direction.

Vortex Flow

• Vortex flow occurs when the stator is in the locked position. REVISION 0

235

CHAPTER 4 • • • • •

The turbine is still stalled or moving slowly. Fluid exiting the turbine strikes the front face of the stator blades. This locks the stator The locked stator directs fluid back to the pump at an accelerated rate. This helps the pump increase torque by adding an extra “push.”

Rotary Flow

T000011

Rotary flow occurs when the stator is in the freewheeling position. • As the turbine begins to rotate and its speed increases, the fluid exiting the turbine strikes the back of the stator blades. • This frees the one-way clutch and allows the stator to rotate. • The fluid flow through the stator becomes much smoother and slowly ceases. • This eliminates the torque increase.

236

REVISION 0

CHAPTER 4

lock-up clutch operation

The torque converter’s fluid coupling will never allow turbine speed to equal engine speed.

Stall Testing

• Once rotary flow has been achieved and

Stall testing is performed to determine whether a power complaint is due to an engine problem or transmission malfunction.

• • • • • • •

•

certain speed and range requirements are met, the torque converter attains “lock-up.” This physical connection between the converter turbine and pump allows the turbine to rotate at engine speed. Lock-up clutch components include: The backing plate always rotates at engine speed. A torsional damper and lock-up clutch plate assembly - located next to the backing plate. It’s splined directly to the turbine. The lock-up clutch piston - located inside the converter front cover. It’s splined to the converter front cover and always rotates at engine speed. Hydraulic fluid forced between the front cover and lock-up clutch piston causes the piston to move. This “sandwiches” the clutch plate between the piston and backing plate, forcing the clutch plate to rotate at engine speed. Since the clutch plate is splined to the turbine, the transmission’s input equals engine RPM.

REVISION 0

Stall speed is the maximum engine RPM attainable when the engine is at full throttle and when the torque converter turbine is not moving, or “stalled.” During stall test, compare actual engine speed at full throttle stall with established engine manufacturer’s specifications.

Stall Protection The D Series machines have been fitted with stall protection software to protect the transmission Torque convertor / oil Pump from Damage. The Software installed allows the operator to stall only when certain conditions have been met. Firstly the vehicle must be in the stationary position for more than 6 seconds. The Engine torque must be more than 50 % for 6 Seconds.

237

CHAPTER 4 The Park brake or service brake must be applied (Or Both) for more than 6 seconds If these parameters are active for more than 6 seconds the CCU Knows that the vehicle is in a stall condition and will allow the stall to continue up till a total of 15 seconds have past . After 15seconds the CCU will command the ADM to 0% Torque or Low Idle for 50 Seconds. If Neutral is selected while in the 50 Second cool off period is active the CCU will command a speed restriction of 1250 rpm for the remainder of the 50 Seconds. Stall Test Procedure To bring oil temperature up to stall testing temperature:

• Before starting check that the oil on the

dipstick is within the safe operating band.

• Place chocks in front and behind wheels. • Ensure that no person is working on or under •

• •

the machine. Start the engine and let it idle. MDU can be used by selecting “Actual Values “ and pressing “Select” and then “Next”, taking you to “Transmission values” . Press “select” and this will bring you to “Transmission Temp”. The transmission sump temperature must be monitered at all times during stall test. Remove foot from accelerator pedal and select neutral. Push accelerator until engine is running at 1500RPM and hold for approximately 30 seconds. (This will allow the oil to circulate, preventing a large temperature difference within the pump, thus preventing any damage to the pump). Remove foot from accelerator pedal. Repeat steps 9 to 13 until the sump temperature stabilizes around 70 ºC - 80 ºC (160 ºF- 175 ºF).

Checking of stall RPM:

• Bring sump temperature as described above. • Select first gear and apply foot brake pedal • • • • • •

and keep it down. Push accelerator pedal all the way down. After 10 - 15 seconds the RPM will stabilize.(Do not exceed 20 seconds). This stabilised RPM will be the stall RPM. (Refer to table:1 in the next column.) Remove foot from accelerator pedal. Select neutral. Accelerate to 1500RPM for 2 minutes to cool the transmission. Let engine idle for at least 1 minute before switching off.

NOTE: 1. Never stall for longer than 20 seconds. 2. If you have a prolink available the optimum range to stall in is fourth range. 3. Always refer to latest service bulletin for stall speed specifications.

STALL SPEEDS High idle

Stall speed

AH300-D 600 rpm

2800 rpm

2092 rpm

AH250-D 600 rpm

2800 rpm

1851rpm

Model

Low idle

TABLE 1

Analysing Stall Test Results If stall test readings are 150 RPM higher or lower than specifications...

• The stall test readings are acceptable. • Stall test readings may vary slightly above or below specifications, depending on ambient temperature, altitude, tachometer variations and other conditions.

If stall test readings are 200 RPM or more below specifications...

• The engine may be down on power. • The engine may not be attaining full fuel.

238

REVISION 0

CHAPTER 4 If stall test readings are extremely low (about 30% lower than specifications...)

• The engine may be severely down on power. • The engine may not be attaining full fuel. • The converter stator may be freewheeling. If stall test readings are 200 RPM or more above specifications...

• The transmission may have slipping clutches. • Transmission oil level might be too low or high. • Converter out pressure may be too low due to internal transmission problem.

If stall test readings are normal, but there are high converter out temperatures after cool down...

• The converter stator may be stuck. • The transmission cooling system may not be operating properly.

Troubleshooting A Stuck Stator A stuck stator can cause high converter out temperatures after cool down, despite normal stall test readings.

• A stuck stator can also prevent the vehicle • • • •

from reaching its top speed and/or transmission overheating at highway speeds. To verify a stuck stator prior to tear down, stall test as follows: Stall until converter out temperature reaches 120 - 130°C (250 - 270 ° F.) Place the transmission in neutral, then accelerate the engine to between 1200 and 1500 - RPM for 2 to 3 minutes. If the converter out temperature doesn’t drop, the stator may be stuck or the engine/ transmission cooling system may be malfunctioning.

• The engine cooling system may not be

If tests confirms that the converter stator is suspect, remove the transmission, disassemble the torque converter and inspect the stator, springs, rollers and race.

Trouble Shooting A Freewheeling Stator

Stall Torque Ratio

A freewheeling stator can cause extremely low stall speeds.

Stall torque ratio reflects the amount of turbine shaft torque the converter develops compared to the amount of torque the engine develops.

operating properly.

• To verify a freewheeling stator prior to tear

down, road test the vehicle. • If the vehicle has no power at low speed, but performs normally at high speeds, the stator may be freewheeling. • Elevated oil temperatures or no full-throttle up-shifts can also indicate a freewheeling stator.

REVISION 0

Example: If the converter configuration provides a 2:1 stall torque ratio, the torque converter is capable of delivering twice the engine’s torque to the transmission gearing. NOTE: The Stall Torque Ratio Of The AH500-D Is 1.58: 1

239

CHAPTER 4

PLANETARY GEARS AND POWER FLOWS Planetary Gear Sets Clutch pack Ring Gear

Planetary Carrier

Sun Gear

Planetary Gears x 4 TR000013

The HD transmission uses three sets of planetary gears.

• Understanding basic planetary gear operation

is critical to understanding the HD’s operating principles. • Planetary gear sets consist of a sun gear, planetary pinion gears (held by a carrier) and a ring gear.

Gear relationships: When two gears with external teeth mesh, their rotation is opposite each other. Example - the sun gear and pinion gears. When a gear with external teeth meshes with a gear with internal teeth, they rotate in the same direction. Example - the pinion gears and the ring gear. These gear relationships provide the basis for planetary gear operation.

240

REVISION 0

CHAPTER 4

THE BASIC LAWS OF PLANETARY GEAR SETS SUN

CARRIER

RING

SPEED

TORQUE

DIRECTION

INPUT

OUTPUT

HELD

MAXIMUM REDUCTION

INCREASE

SAME AS INPUT

HELD

OUTPUT

INPUT

MINIMUM REDUCTION

INCREASE

SAME AS INPUT

OUTPUT

INPUT

HELD

MAXIMUM INCREASE

REDUCTION

SAME AS INPUT

HELD

INPUT

OUTPUT

MINIMUM INCREASE

REDUCTION

SAME AS INPUT

INPUT

HELD

OUTPUT

REDUCTION

INCREASE

OPPOSITE OF INPUT

OUTPUT

HELD

INPUT

INCREASE

REDUCTION

OPPOSITE OF INPUT

NOTE: When any two members are held together speed and direction are same as input. The ratio will be 1:1

Clutches

When one planetary component is held and another is rotated, or “input,” the third member becomes an output mechanism. Depending on which components are held and input, the planetary gear set can develop various output ratios:

• • • •

Decrease input speed Increase input speed Provide direct, 1:1 drive Create reverse

TR000041

Clutches provide the input and holding power planetary gear sets required for operation. Clutches in the HD transmission can be either rotating or stationary. Rotating clutches supply rotational input to other shafts or components. The HD transmission’s rotating clutches are located in the rotating clutch module.

REVISION 0

241

CHAPTER 4

• Stationary clutches hold components in place, • • • • •

• Even though the plates are intertwined, they

allowing other components to be input and output. The HD has three stationary clutches that hold planetary gear components. Clutches consist of two intertwined sets of clutch plates and a piston. Two kinds of plates are used - fibre, “friction,” plated and steel, “reaction” plates. Plates are alternated in the clutch assembly so that they sandwich each other. One set of clutch plates is splined to an inner component, the other is splined to an outer component (The housing).

rotate independently, when not applied.

• The clutch assembly has a piston and spring assembly.

• When the clutch is applied, the piston forces The intertwined plates together as one unit.

• When the clutch is released, the spring

assembly returns the piston. • If one of the components splined to the clutch plates is stationary, the clutch is a “stationary clutch”. • If both components splined to the clutch plates are capable of rotating the clutch is a “rotating clutch.”

ECOMAT TRANSMISSION PLANETARY CONFIGURATION

B C D

TR000281

The Ecomat transmission has four sets of planetery gear sets: Each Stationary Clutch namely D,E,F,G has a corresponding ring gear wihch is held staionary when the clutch is applied. Rotating Clutchs A,B,C are connected to the turbine shaft when applied.They apply a rotational input into the transmission.

242

REVISION 0

CHAPTER 4

TRANSMISSION CLUTCH CONFIGURATION

B C D

A P1 P2 P3

GDS3233CV

Each ring gear has a corresponding clutch. • Clutches are labelled C5 (holds the P3 ring gear), C4 (holds the P2 ring gear) and C3 (holds the P1 ring gear). • Two rotating clutches are located inside the rotating clutch module. • C1 is the smaller inner clutch - when applied, it transmits rotational input to the main shaft. • C2 is the larger outer clutch - when applied, it rotates the P2 carrier.

CLUTCHES

NEUTRAL FIRST

SECOND

THIRD

FOURTH

FIFTH

SIXTH REVERSE

REVISION 0

X X X X X X

X X

243

CHAPTER 4

244

REVISION 0

CHAPTER 4

6 HP 592 C

TR000279

TRANSMISSION CROSS SECTIONAL DIAGRAM

REVISION 0

245

CHAPTER 4

246

REVISION 0

3.43

TOTAL RATIO: 5.60-0.83

2ND

1ST

RATIO 5.60

Clutchs D,E,F,G are Stationary Clutches and Hold components Stationary

Note: Clutches A,B,C are rotating Clutches They supply rotational input.

4TH

1.42

3RD

2.01

1.00

5TH

B C D

R 4.84

6TH 0.83

P1 P2 P3

INPUT A

B C

TR000330

OUTPUT

TR000280

P1 RING GEAR R CONNECTED C TO CLUTCHES C & D RESPECTIVELY R

P2 RING GEAR C R CONNECTED TO P1 PLANET CARRIER

P3 RING GEAR R CONNECTED C TO P2 PLANET CARRIER C R CONNECTED D P1 P RING GEAR R CONNECTED C TO CLUTCH HB

P4 RING GEAR R (STAND ( ALONE)

P3 PLANET CARRIER R CONNECTED C TO P4 PLANET CARRIER TO OUTPUT SHAFT

MAIN N SHAFT( S WITH HP P2,P3 & P4 SUN GEARS CONNECTED TO CLUTCH A)

(INPUT CLUTCHES A,B,C)

ZF ECOMAT 2 POWER FLOW F G INPUT ROTATING CLUTCH H MODULE M

CHAPTER 4

POWER FLOW

247

CHAPTER 4

248

REVISION 0

CHAPTER 4

Neutral Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000330

In neutral, no clutches are applied. Rotational power from the torque converter is not transmitted beyond the rotating clutch module.

REVISION 0

249

CHAPTER 4

1st Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000331

In first range, A and G clutches are applied.

• A locks the turbine shaft and main shaft together.

• The P4 sun gear is part of the main shaft

module, so it becomes input for the P4 Planetary set. • G holds the P4 ring gear. • Since the P4’s sun gear is input and the P4’s ring gear is held, the P4 carrier becomes the output. • The P4 carrier is part of the output shaft.

250

REVISION 0

CHAPTER 4

2nd Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000332

In second range, the A and F clutches are applied and the P3 planetary works to provide the appropriate output.

• The A clutch locks the turbine shaft and main shaft together.

• This drives the P3 sun gear. • The F clutch holds the P3 ring gear. • Since the P3’s sun gear is input and the P3’s ring gear is held, the P3 carrier becomes the output. • P3’s carrier is connected to P4’s carrier. • P4’s carrier is part of the output shaft.

REVISION 0

251

CHAPTER 4

3rd Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000333

In third range A and E clutches are applied and the P2 and P3 planetaries work together to provide the appropriate output.

• The A clutch locks the main shaft to the • • •

• •

turbine shaft , the E clutch holds the P2 ring gear. Since the P2’s sun gear is input and the P2’s ring gear is held, the P2 carrier becomes output. The P3’s ring gear is connected to the P2’s carrier, so its rotating. Since the P3 ring gear is rotating slower than the P3’s sun gear, it acts like a held member. The P3 sun gear is input , the P3 ring gear is held so the P3 carrier becomes output. P3’s carrier is connected to P4’s carrier. P4’s carrier is part of the output shaft.

252

REVISION 0

CHAPTER 4

4th Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

turbine shaft , the D clutch holds the P1 sun gear. • Since the P2’s carrier is connected to the P1’s ring gear and P3’s ring gear , it becomes the input to the P1’s ring gear which intern drives P1’s carier. • The P1’s carrier is connected to the P2’s ring gear making it input to P2’s ring gear.

REVISION 0

In forth range A and D clutches are applied and P1, P2 and P3 planetaries work together to provide the appropriate output.

• The A clutch locks the main shaft to the

P4 G

TR000334

• Since the P2’s ring gear is rotating slower than

• •

the P2’s sun gear, it acts like a held member. The P2 sun gear is input, the P2 ring gear is rotating (held member) so the P2 carrier becomes output. The P2’s carrier is connected to the P1’s ring gear and P3’s ring gear. Since the P3’s ring gear is rotating slower than the P3’s sun gear, it acts like a held member. The P3 sun gear is input , the P3 ring gear is rotating (held member) so the P3 carrier becomes output. P3’s carrier is connected to P4’s carrier P4’s carrier is part of the output shaft.

253

CHAPTER 4

5th Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000335

In fifth range, the A and B clutches are applied and all four planetary sets work together to create the appropriate output.

• The A clutch locks the main shaft to the turbine shaft.

• The B clutch locks P3’s ring gear via P2’s carrier to the turbine shaft.

• Since no stationary clutches are applied, all

Four planetary gears turn at turbine speed. • Since all components are rotating together,the final ratio is 1 to1 or direct drive.

254

REVISION 0

CHAPTER 4

6th Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

P4 G

TR000336

In six range, the B and D clutches are applied and the P1, P2 and P3 planetary sets work together to create the appropriate output.

• The P2’s carrier is rotating faster than the

• The B clutch locks the P3 ring gear via P2’s

•

carrier and P1’s ring gear to the turbine shaft. • The D clutch holds the P1 sun gear. • Since the P1’s ring is input and the P1 sun gear is held, the P1’s carrier becomes output. • Since the P2’s carrier is rotating at turbine speed and P2’s ring gear is connected to P1’s carrier.

REVISION 0

• • • •

P2’s ring gear, so its ring gear acts like a rotating (held member). P2 sun gear becomes output. The P2 sun gear is input to the main shaft module. Since the P3’s ring gear is rotating slower than the P3’s sun gear, it acts like a rotating (held member). The P3 carrier becomes output. P3’s carrier is connected to P4’s carrier P4’s carrier is part of the output shaft. This gearing combination creates overdrive.

255

CHAPTER 4

Reverse Range Power Flow

B C

A INPUT

OUTPUT

P1 B C

P3 F

In reverse, the C and F clutches are applied and all three planetary gears work together to create output.

256

TR000337

• P2’s sun gear is connected to the main shaft •

• The P1 sun gear is rotating with the rotating

clutch module clutch C. The P1 ring gear is held by the F clutch which. The P1 carrier becomes output. • The P1 carrier is splined to the P2 ring gear. The P2 ring gear becomes input for the P2 planetary set. • Since the P2 ring gear is input and the P2 carrier is held, the P2 sun gear becomes output in the opposite direction.

• • • • •

module. Since the P3 sun gear rotates with the main shaft, it also rotates in the opposite direction (counter-clockwise). The P3 sun gear becomes reverse input for the P3 planetary set. The P3 ring gear is held by the F clutch. The P3 carrier becomes reverse output. P3’s carrier is connected to P4’s carrier P4’s carrier is part of the output shaft. P3’s carrier is connected to P4’s carrier P4’s carrier is part of the output shaft.

REVISION 0

CHAPTER 4

HYDRAULIC SYSTEM

Lubrication pressure valve 15 - HYDRAULIC 1 - (retarder not operating)

How the hydraulic system works

Pressure D4 downstream of the converter counterpressure valve is transmitted through the cooler change-over valve (5), through the cooler back through the cooler change-over valve (5) to the lubrication pressure valve (15) and reduced there to a specified lubrication pressure. Pressure D7 is fed to the planetary gear section 7.

Please refer to the hydraulic system diagrams. Eccomat Hydraulic1 - disengaged. Eccomat Hydraulic2 - engaged. For the clarification of how the components are connected. This text explains the function of individual components.

Description of hydraulic system Pump 14 and fliter 13 The pump (14) draws oil from the sump through filter (13). This only works when engine is running. Main pressure valve 12 The main pressure valve (12) sets the necessary system pressure depending on whether the lock-up clutch is open or closed. Torque converter safety valve 3 The torque converter safety valve (3) limits pressure D2 towards the torque converter to a specified value. The C3 pressure switch, located in the C3 clutch circuit, monitors circuit pressure. The TCU receives data from the C3 pressure switch to determine if C3 clutch operations have performed as expected. Converter counter-pressure valve 16 Pressure oil from the torque converter flows to the converter counter-pressure valve (16). This valve sets converter internal pressure A8 to a specified value. A8 pressure is transmitted to the torque converter lock-up clutch valve unit 8.

Lubrication pressure valve 15 - HYDRAULIC 2 - (retarder operating) Solenoid (18) is used to actuate the retarder control valve (11). This exhausts the pressure from on top of the spool in the cooler change-over valve (5) via control line D8. The spring force forces the spool up. Pressure D4 downstream of the converter counter pressure valve (16) is transmitted through the cooler changeover valve (5) to the lubrication pressure valve (15) as pressure D7 and fed to the planetary gear section 7. Retarder control valve 11 - HYDRAULIC 2 Pressure D2 is a supply pressure at the retarder control valve. Pressure R3 is set according to the electrical signal at proportional solenoid 18. This limmits amount of pressure in R3 adjusting the retarder effect (limmits the flow to the retarder). Pressure R3 passes through the cooler change-over valve and cooler into the retarder. Throttle pressure valve17 Normal operation: - HYDRAULIC 1 Depending on the engine load condition, pressure D1 is created at this proportional solenoid valve and fed to pressure control vavle 9.2. Retarder operation: - HYDRAULIC 2 Depending on the R2 pressure (retarder braking torque), pressure D1 is created and fed to the pressure control valve 9.2. Valve unit 9 (clutches, brakes) After the solenoid valve 9.1 and shut-off valve 9.3 are energized, a shift pressure is created from main pressure P in the pressure control valve 9.2.

REVISION 0

257

CHAPTER 4 The amount of pressure during the pressure control process is controlled by the pressure control spring and throttle pressure D1. After the pressure control process is complete, main pressure P is available at the clutches and brakes (10). Torque converter lock-up clutch valve unit 8 This control process is identical to that of valve unit (9) (clutches, brakes), with one exception: During the pressure control process, the amount of shift pressure is controlled by the pressure control spring and A8 pressure (torque converter internal pressure.) HYDRAULIC 1 - During disengagement of clutches, brakes and torque converter lock-up clutch, solenoid valves 8.1 and 9.1 and shut-off valves 8.3 and 9.3 vent pressure lines to the various shift elements.

258

REVISION 0

SHUTOFF VALVE

8.3

TORQUE CONVERTER

PUMP

MAIN PRESSURE VALVE

8.2

8.1 VALVE

R R3

SHUTOFF VALVE

9.3 P

RETARDER 11 CONTROL VALVE

PRESSURE CONTROL VALVE

SOLENOID

FILTER

RETARDER

9.2

PRESSURE CONTROL VALVE

TORQUE CONVERTER SAFETY VALVE

PVW

SOLENOID VALVE

9.1

THROTTLE PRESSURE VALVE

PSCH

CLUTCHES/ BRAKES

PLANET GEAR 7 TRAIN

CONVERTER COUNTER PRESSURE

LUBRICATION PRESSURE

HEAT EXCHANGER

ACCUMULATOR

18 AIR

COOLER CHANGEOVER VALVE

ZF-Hyd4001CV

017 727

ZF-ECOMAT 2 HYDRAULIC 1

CHAPTER 4

VALVE SCHEMATIC

259

260

SHUTOFF VALVE

8.3

TORQUE CONVERTER

8.1

WK VALVE

8.2

R R3

SHUTOFF VALVE

9.3 P

RETARDER CONTROL VALVE

PRESSURE CONTROL VALVE

8 UNIT

SOLENOID VALVE

FILTER

MAIN PRESSURE VALVE

RETARDER

14 PUMP

PVW

9.1 9.2

VALVE UNIT CLUTCHES/ BRAKES

PRESSURE CONTROL VALVE

SOLENOID VALVE

TORQUE CONVERTER SAFETY VALVE

THROTTLE PRESSURE VALVE

PSCH

CLUTCHES/ BRAKES

PLANET GEAR CHANGER

CONVERTER COUNTER PRESSURE

LUBRICATION

15 PRESSURE

ACCUMULATOR

AIR

ZF-Hyd4002CV

HEAT EXCHANGER

COOLER CHANDEOVER VALVE

017 728

ECOMAT-2 HYDRALIC 2

CHAPTER 4

VALVE SCHEMATIC

REVISION 0

CHAPTER 4

HYDRAULIC PRESSURES Pressure tests with transmission installed in vehicle.

TR000412

Remove plug and fit test fitting to respective pressure point. Pressure point size is : M10 X 1. Fit gauge. 1 = Main pressure P H 2 = Throttle pressure P D1 3 = Pressure before converter P D2 4 = Pressure after cooler P D6 / D7 5 = Retarder pressure P R3 6 = Retarder control pressure P RR3 4 = Retarder “ON “ = P D6 4 = Retarder “OFF “ = P D6 = P D7 = Lubrication oil pressure.

3 2

TR000413

After pressure test is completed remove test equipment and fit screw plugs with new copper seal rings.Tightening torque : 9ft-lbs (12 Nm).

REVISION 0

261

CHAPTER 4

PRESSURE CHART All pressures are in bar & temperatures in degrees C. P D1

P D2

P D6/D7

LOAD

GEAR

R.P.M.

TEMP

Idling

Open

700

20 - 40

7 - 15

4 - 5.5

0.8 1.8

Idling

N to D

Open

550

20 - 40

7 - 15

0.2 - 0.1 for 2 sec

4 - 5.5

0.8 1.8

Full Load

Open

2000 2500

20 - 40

18 - 21

6 -8.5

1.8 2.5

Full Load

Engaged

Closed

2000 2500

20 - 40

10 - 12

6 -8.5

1.8 2.8

Idling

Open

700

80 - 90

7 - 15

3 - 4.5

0.1 0.8

Idling

N to D

Open

550

80 - 90

7 - 15

0.2 - 0.1 for 2 sec

3 - 4.5

0.1 0.8

Full Load

Open

2000 2500

80 - 90

16 - 20

6 -8.5

1.8 2.5

Full Load

Engaged

Closed

2000 2500

80 - 90

10 - 12

6 -8.5

1.8 2.5

P R3 P RR3

C O L D

W A R M

Check the Transmission Fluid Level WARNING DO NOT: start the engine until the presence of transmission fluid has been confirmed. A cold check must be performed before start-up and the presence of sufficient transmission fluid has been confirmed. Ensure that the machine is parked on a level surface and the park/emergency brake is applied. See TRANSMISSION, Chapter 11, Page 440 for more information on checking transmission oil level.

262

REVISION 0

CHAPTER 4

RETARDER Structure and function of retarder. The ZF retarder integrated in your Ecomat transmission is a single-flow hydrodynamic continuous brake located between the torque converter and planetary gear section.

STATOR STATOR RING ROTOR

TR000421

The retarder consists of the following conventional main components: rotor, stator and hydraulic proportional valve and hydraulic control. The rotor and stator are both constructed as impellers.

REVISION 0

263

CHAPTER 4 How the retarder works The retarder regulator valve is activated by the proportional solenoid dependant on the electrical signal sent by the retarder lever.

This allows oil to flow freely in the retarder circuit. The rotor is driven by the vehicle through its axle, propshaft, transmission and clutch and its rotation causes the retarder oil to undergo centrifugal acceleration, making the oil circulate in the retarder. Additionally, the ZF retarder has a special feature in that a vane ring is rotatably fixed in the tator. This reduces any posible loss when the retarder is not engaged by 25%. The rotor (turning part of the retarder) is connected to the transmission input shaft, and so when a gear is engaged, the rotor is also connected to the driving axle of the vehicle. The stator is firmly fixed to the Ecomat housing.

TR000419

Retarder applied: A - Stator Ring with the application of the retarder the ring is totally closed.

RETARDER LEVER

The basic advantage of the ZF retarder is its infinitely variable control. The braking force can be divided into one or several levels.

The retarder can be found on the sealed switch module on the dash. (See Operator's Manual, Chapter 2 for more information on the retarder switch).

The friction of the oil flow is converted into heat. This heat is conveyed to the cooling water by the cooler in liquid cooled engines.

Brake operation

When the service brake is applied the retarder will automatically be brought on at 50%.This is done via the brake pressure switch to the CCU which intern sends a CAN signal to the TCU which brings on the retarder at 50%. If the switch is in any of the stages between 0% & 40% the retardation will be brought upto 50% when the service brake is applied.

TR000418

If the switch is in any of the stages between 60% & 100% the retardation will be at what ever stage is selected.

Retarder not applied : A - Stator Ring Oil flow enters the retarder hitting the vane which allows the oil to redirected back to the rotor allowing oil to circulate without resistance.

264

REVISION 0

CHAPTER 4

ZF GEAR SHIFT CONTROL LEVER The shift tower can be found on the right hand side of the cab. To select a gear the service brake or the park brake must be applied. If one of these functions are not done the transmission will not take gear.

The gear shift control lever is equiped with a lighting unit which is activated by the headlight switch on the sealed switch module via pin K on the shift selector plug. This enables the driver to see the ranges on the shift tower when the headlights are activated. It features a magnetic lock which is activated by the TCU when certain perameters are not met. The pin connections are pin 56 on the TCU to pin L on the shift tower plug.

Schematic Views Of The Shift Tower Pin J and P on the shift tower connector power up the shift tower via Fuse 1 provided the Ignition is turned on. Pin G on the shift tower connector is not connected to any wire on the circuit. Gear: Neutral NEUTRAL SHIFT SELECTOR S3

LIGHT LOCK

N D

3 2

ZFX2

IGNITION POSITIVE

TR000393

Switches activated: SN Power directed out of pin F to the Automatic Greaser, Pin 3. No power is directed to the TCU in neutral. Gear Drive: DRIVE SHIFT SELECTOR S3

LIGHT LOCK

TR000400

Reverse (one reverse gear )

Neutral

D Drive (Will automatically shift through all six gears). 3 Drive 3 (Will automatically shift through the first three gears but will limmit you to third). 2 Drive 2 (Will automatically shift through the first two gears but will limmit you to second). 1

Drive 1(Will limmit you to first).

REVISION 0

ZFX2 IGNITION POSITIVE

IGNITION POSITIVE TR000394

Switches activated: SV, S1Power directed out of pin A to pin 21 on the TCU & pin D to pin 50 on the TCU. These two signals together at the TCU tell the tansmission to select Drive mode. (Provided the service brake or park brake is applied). 265

CHAPTER 4 Gear Reverse:

Gear Drive 2 DRIVE 2

REVERSE SHIFT SELECTOR S3

SHIFT SELECTOR

LIGHT LOCK

ZFX2

IGNITION POSITIVE

TR000397

TR000395

Switches activated: SR, S1Power directed out of pin A to pin 21 on the TCU & pin E to pin 41 on the TCU. These two signals together at the TCU tell the tansmission to select Reverse (Provided the service brake or park brake is applied). Gear Drive 3

Switches activated: SV, S2 Power directed out of pin D to pin 50 on the TCU & pin B to pin 42 on the TCU. These two signals together at the TCU tell the tansmission to select Drive 2 mode (Provided the service brake or park brake is applied). Gear Drive 1

DRIVE 3 SHIFT SELECTOR S3

DRIVE 1

SHIFT SELECTOR

LIGHT LOCK

ZFX2 IGNITION POSITIVE

IGNITION POSITIVE TR000396

Switches activated:SV, S1, S2 Power directed out of pin A to pin 21on the TCU, pin D to pin 50 on the TCU & pin B to pin 42 on the TCU. These three signals together at the TCU tell the tansmission to select Drive 3 mode (Provided the service brake or park brake is applied).

266

ZFX2 IGNITION POSITIVE

IGNITION POSITIVE TR000398

Switches activated: SV, S3, S2 Power directed out of pin C to pin 28 on the TCU, pin D to pin 50 on the TCU & pin B to pin 42 on the TCU. These three signals together at the TCU tell the tansmission to select Drive 1 mode (Provided the service brake or park brake is applied).

REVISION 0

CHAPTER 4

Legend For The Gear Sift Selector Pin No

POSITION R

X X

FUNCTION

A B C D E F G H

SWITCHES

SR X SN SV S1 X S2 S3

TR000404

REVISION 0

267

CHAPTER 4

268

REVISION 0

FUNCTION

SWITCHES

POSITION

S1 X

SN SV

SR X

E F G

C D

RD 0.75

X X

BK 0.75

186

J H

45 64

106 161 187 158 29 159

23 68

50 42 41 21

8 1

ZF DIAGNOSTIC

188 189 3

Y15 Y16

10 11

Y18

Y20

17 18

B11 B16

B14

190 191 192 25

ZF-21

Y11 Y12 Y13 Y14 Y15 Y16 Y17 Y18 Y20 B11 B16 B12 B14 Y19

BK 0.75

SOLENOID FOR CLUTCH [E] SOLENOID FOR CLUTCH [D] SOLENOID FOR CLUTCH [C] SOLENOID FOR CLUTCH [B] SOLENOID FOR CLUTCH [A] SOLENOID FOR LOCK UP CLUTCH [WK] PROPORTIONAL SOLENOID OUPUT SPEED SENSOR RETARDER RESISTOR TURBINE SPEED SENSOR OIL LEVEL SENSOR COOLER CHANGE OVER SOLENOID

TRANS TEMP

SOLENOID FOR CLUTCH [G] SOLENOID FOR CLUTCH [F]

SOL DESCRIPTION

25 26

20 21

RETARDER SOLENOID

Y19

27 58 51

Ignition + via fuse ZF-EOL

126 127 128

B12

57 16 34 49 62

ZF - TCU

TCU CAN

Y17

TRANSMISSION VALVE BODY

11 12 13

Y14

30 29 54 48 47 15 60 18

ZF-20

19 24 22

Y12

Y13

Battery + via fuse1 Ignition + via fuse15

Y11

ZF-11

ZF-12

ZF-9

R3-87

ZF-13

TCU-11 CAB-11

BN/RD 0.75

TCU-8 CAB-8

BK/BL 0.75

R2-87

Pin No

TCU-6 CAB-6

CCU2J1-F3&F4 BL 0.75

TCU-9 CAB-9

GN/BK 0.75

OEUJ2-G4

RD 1.5 TCU-3 CAB-3

RD 1.5 FUSE 15-2

ZF-18

DIAG-7

ZF-4

ZF-8

DIAG-6

ZF-28

SHIFT SELECTOR

TCU-7 CAB-7

YL/PK 0.75

AG-3

TCU-12 CAB-12

PL/WH 0.75 OEUJ2-J4

GN 1.5

TCU-1 CAB-1

BK 1.5

GN 0.75 DIAG-1

ZF-6 DIAG-2 TCU-4 CAB-4

YL/BK 0.75

DIAG-3

ZF-24

DIAG-F

BK 1.5 TCU-2 CAB-2

GN 1.5 FUSE 1-2

DIAG-4

ZF-10 TCUCAN-C

BK 0.75 CCU2J2

ZF-19 DIAG-5

TCU-5 CAB-5

YL/BL 0.75 DIAG-G

ZF-2 GE2

ZF-17 BR2

TCUCAN-A

YL 0.75 CCU2J2-A1

TCUCAN-B

GN 0.75 CCU2J2-B1

ZF-22 TCU-10 CAB-10

PK/GY 0.75 ZF EOL-2

RT1

ZF-1 MM15A

BL1

ZF-15 MM15A-10

ZF-14

ZF-31

BK 1.5

ZF-30

REVISION 0 MM15A-9

ZF-29

700437-23mod_CV_Mk4

X X X X X XX

CLUTCHES

1ST 2ND 3RD 4TH 5TH 6TH N

CHAPTER 4

Transmission Electrical Schematic

269

CHAPTER 4

270

REVISION 0

CHAPTER 4

INTERNAL SOLENOIDS Removing solenoids CAUTION 1

Before unscrewing cable harness from transmission, remove any dirt and dust from the area around the cable harness connector.

TR000391

Drain the oil from the transmission.

CAUTION Make sure the converter drain valve (1) is used to drain the converter.

TR000385

Release cable harness connector by turning locking ring anti-clockwise.

TR000360

TR000386

Unscrew the two M8 hex bolts (1) fit washers from the KOSTAL socket.

REVISION 0

Remove the filters and bolts around sump. The two hex bolts (1) at the middle of the front end of the oil pan require copper washers. Use steel washers for the rest of the oil pan bolts. When replacing the bolts back the tightening torque is 23 Nm (17ft-lbs).

271

CHAPTER 4

CAUTION Do not damage the converter drain valve actuation bolt (1) when removing the oil pan.

2 1

TR000389

TR000387

Actuation bolt (1).

If the transmission is fitted with an oil level display, remove protective cap (1) from connector and disconnect connector (2) from oil level electronic unit. (Connector (2) is not applicable to the HITACHI trucks as the oil level sensor is not present).

TR000388

Use a screw driver to snap flat connector for inductive sensor output (1) and flat connector for retarder resistance (2) off valve body and disconnect from connector bush. NOTE: The sump temperature sensor is integrated in the connector (3). Only remove if necessary. Guide cable for sump temperature sensor (4) out of protective sleeve (5).

272

TR000390

Loosen, but do not remove, the 39 M8 torx bolts which hold the shift control module in the transmission housing.They are different lengths 30 M8x43 screws and 9 M8x35. The tightening torques of the bolts is: 23 Nm (17ft-lbs).

WARNING When the control module is release, oil will spurt out. Protect yourself and especially your eyes from the oil. Let the oil continue to drip out and be sure to catch all of it.The shift control module weighs approx. 18kg (40 lbs.). Ensure it is well supported so that it cannot fall and injure you or other persons under the vehicle.

REVISION 0

CHAPTER 4

REMOVE VALVE BODY

Y20

Y17 Y16

Y15

Y13

Y18

Y14 Y12 Y11 TR000384

Selonoid Table SOLENOID

RESPECTIVE CLUTCH

PIN NO

Y11

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y12

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y13

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y14

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y15

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y16

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y17

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y18

approx. 67 +/- 4 ohlms...... @ 20 deg C

Y20

approx. 8.6 +/- 0.5 ohlms.... @ 20 deg C

RESISTANCE

NOTE: The solenoid resistance is dependant on the temperature of the oi. When checking for a faulty solenoid measure the resistance of a few solenoids to get the correct resistance and then test the suspected faulty solenoid.

REVISION 0

273

CHAPTER 4

RENEWING SENSORS 4

Output Sensor 1

3 TR000352

Remove o-ring (1), spacers (2) and TORX screw (3) from inductive sensor (4). TR000349

Remove cover (1) from inductive sensor.

TR000353

TR000350

Disconnect cables (1) on inductive sensor. They have flat-pin plugs and are to be pulled out with a straight pull.

Turn output flange until gearing (1) on planet carrier in the center of the bore for the inductive sensor becomes visible.

CAUTION Use suitable pliers and pull on the plugs & not on the wires. Screw out TORX screw (2) and remove iductive sensor.

274

REVISION 0

CHAPTER 4

TR000354

Fit measuring tool (1) into the bore of the inductive sensor and screw-tighten (2).

TR000356

Tightening torque . . . . . . . . 9.5Nm (7ft-lbs). Push the slide of the measuring tool (3) down until it comes up against the the tooth of the Planet carrier. Secure the slide by adjusting the screw (4).

Insert sensor into measuring block and tighten to 9.5 Nm (7ft-lbs)

Remove screw (2) and carefully remove measuring tool (1).

TR000354

Measure the distance between were the slide protrudes to the contact surface of the of the measuring tools holder. Note the dimension down as “dimension b”.

REVISION 0

275

CHAPTER 4 Calculation Example 52.6mm - 51.3mm = 1.3 mm 1.3 mm + 0.6mm = 1.9 mm Determined thickness “S” of spacer = 1.9 mm

Gearing of planet carrier

Output cover of housing

Inductive sensor

Spacers

Fixing bolt of inductive sensor.

TR000357

3 TR000352

5 TR000358

Insert the TORX screw (3) into the bore on the inductive sensor (4). Slide spacers as determined (2) onto the TORX screw and secure with o-ring (1).

Measure distance from contact surface of inductive sensor to contact suface of the measuring tool. Note the dimension as “dimension c”. Inductive dimension distance “dimension a” must be between 0.5 and 0.7mm.

Adjust with spacers. Measuring Formula c -b = d d + a = thickness “S” of spacer. Measuring Example Dimension “c” = 52.6 mm Dimension “b” = 51.3 mm Dimension “a” = 0.6 mm

TR000350

Connect plug (1) to the inductive sensor. Insert inductive sensor and tighten with TORX screw M6 x 45 (2). Tightening torque . . . . . . . . 9.5 Nm (7ft-lbs).

276

REVISION 0

CHAPTER 4

1 1

TR000361

TR000349

Renew o-ring on cover and fasten cover using two M6 hex nuts and washers.

Remove M42 x 2 screw plug (1).

Tightening torque . . . . . . . . . 6 Nm (5 ft-lbs).

Turbine Sensor

1 2 1

TR000362

TR000360

Drain oil and remove oil pan.

REVISION 0

Disconnect cable connector (1) from sensor. These are blade connectors which should be pulled off straight. Unscrew socket - head bolt (2) and remove inductive sensor.

277

CHAPTER 4

3 TR000352

Remove o-ring (1), spacers (2) and socket - head bolt (3) from inductive sensor (4).

When one of these raised points is in line with the bore for the sensor, measure gap a ”between” the sensor (3) and raised point of the induction ring (1).

1 1

TR000363

Using a large screw driver or similar tool, turn the torque converter and at the same time use a small screwdriver to find the raised points on the sensor induction ring (1).

TR000367

Fit measuring tool into the bore of the inductive sensor and screw-tighten (1). Tightening torque . . . . . . . . 9.5Nm (7ft-lbs).

CAUTION It is important to measure onto a raised point on the induction ring, otherwise the sensor will be damaged by the raised points on the ring when the engine is started.

278

REVISION 0

CHAPTER 4

1 2 3

TR000365

Push the slide of the measuring tool (1) down until it comes up against the the raised section of the pulse sensor ring. Secure the slide by adjusting the screw (2). Remove screw (3) and carefully remove measuring tool.

TR000356

Insert sensor into measuring block and tighten to 9.5 Nm (7ft-lbs).

TR000354

Measure the distance between were the slide protrudes to the contact surface of the of the measuring tools holder. Note the dimension down as “dimension b”.

REVISION 0

279

CHAPTER 4 Calculation example 52.6mm - 50.9mm = 1.7 mm 1.7 mm + 0.7mm = 2.4 mm

Determined thickness “S” of spacer = 2.4 mm 1 = Sensor induction ring 2 = Mounting plate 3 = Inductive sensor 4 = Shim washers TR000357

5 = Socket-head bolt.

3 TR000352

Insert the socket - head bolt (3) into the bore on the inductive sensor (4). Slide spacers as determined (2) onto the socket - head bolt and secure with o-ring(1).

1 2 3

Adjust with spacers. Measuring formula c -b = d d + a = thickness “S”of spacer. Measuring example

TR000365

Dimension “c” = 52.6 mm Dimension “b” = 50.9 mm Dimension “a” = 0.7 mm

280

Insert inductive sensor and tighten with socket head bolt M6 x 45 (1). Tightening torque . . . . . . . . 9.5 Nm (7ft-lbs).

REVISION 0

CHAPTER 4 Connect plug (2) to the inductive sensor.

TR000371

TR000361

Fit M42 x 2 screw plug (1) into duct plate and tighten. Tightening torque . . 67 - 74 ft-lbs (90 -100 Nm)

Release the 2-core cable connector from the temperature sensor and remove temperature sensor.

TR000372

TR000366

Fit back pan and filter to transmission.

Slide copper seal ring (1) onto temperature sensor. Screw in the temperature sensor. Tightening torque 35 Nm (26ft - lbs).

REVISION 0

281

CHAPTER 4

TR000373

Reconnect the 2-core cable connector to the temperature sensor (1).

EXTERNSL SOLENOIDS

TR000375

Remove solenoid valve (1) and insert new solenoid valve with new o-ring (2).

Retarder Solenoid

2 1

TR000376 TR000374

Disconnect cable connector (1) from solenoid valve.

Tighten both M8 x 22 hex bolts. Tightening torque . . . . . . . 23 Nm (17 ft- lbs).

Unscrew two M8 hex bolts (2).

282

REVISION 0

CHAPTER 4

DIAGNOSTIC CODES Refer to the the electrical section for all the transmission fault codes as they are sent via the ‘CANBUS” to the MDU.

Input from the operator is sent to the TCU via the shift selector and vehicle interface wiring. The TCU determines shift sequences, shift timing, and clutch apply and release pressures.

This is discussed in detail under the MDU menu’s.

Data sent to the TCU are: shift selector position; throttle position; engine, turbine and output speeds; and any special function(s) operating. The TCU compiles and processes this data.

Refer to the electrical schematic for the ECOMAT 2 for the Fault diagnostic on the electrical system and the hydraulic section of the transmission for the hydraulic pressures.

The TCU is programmed to provide the most suitable operating characteristics for variations in load terrain, or environment, and to adjust for clutch wear.

Please note that the fault codes are displayed according to the J1939 fault code system and may differ from fault codes in a ZF workshop manual.

Signals processed by the TCU allow the microcomputer to determine the characteristics of a shift in progress.

ELECTRONIC CONTROL SYSTEM System Components The electronic control system for the WT Series consists of two major groups, external controls and internal controls. External electronic control system components:

• • • • •

Transmission control unit (TCU). Engine speed sensor. Output speed sensor. Shift selector. Wiring harness.

Internal electronic control system components:

• • • • • • • •

C3 pressure switch. Turbine speed sensor. A through E clutch solenoids. Lock-up clutch solenoid F. Forward latch solenoid G. Retarder solenoid H. Sump temperature sensor. Internal wiring harness.

Transmission Control Unit (T C U) The Transmission Control Unit (TCU) is a microcomputer that is the brain of the control system.

REVISION 0

The TCU includes an Electrically Erasable Programmable Read Only Memory (EEPROM) chip programmed with the optimum shift calibration for the specific vocation. Shift characteristics are compared to the programmed optimum shift profile stored in the EEPROM. If the reported shift characteristics are not within programmed limits, the TCU alters solenoid valve modulation to bring the shift within the limits. This “learning” process of comparing and adjusting shift parameters is referred to as “closed loop logic”. When optimum shift parameters are first programmed into the TCU, the adaptive control is in “Fast Adaptive mode”. In Fast Adaptive mode, the TCU makes large changes to the shift parameters. The Slow Adaptive mode starts after a shift is repeated and the turbine speed matches the stored optimum. In Slow Adaptive mode, adaptive changes are smaller.Change the TCU back to Fast Adaptive with the DDR after any transmission replacement. By changing to Fast Adaptive mode, the TCU will adapt to the different transmission more quickly. The TCU is also programmed to protect the transmission and other vehicle drive line components from abuse by inhibiting actions such as full-throttle neutral-to-range shifts and high-speed direction changes.

283

CHAPTER 4 In addition, the TCU determines if a system malfunction exists and stores diagnostic codes related to the malfunction.The codes, accesses by the operator or service mechanic, are used in diagnosing persistent or intermittent trouble in the system.

Pulse Width Modulation (P W M) During application and release of a clutch, the signal from the TCU to a solenoid is modulated at an established frequency, causing the steel check ball in the solenoid to rapidly open and close the solenoid passage. This is known as Pulse Width Modulation (PWM). This action allows control main pressure to gradually build to a maximum.

O F F

OFF 25%

75%

The hydraulic pressure in the clutch circuit increases steadily with the gradual movement of the solenoid regulator valve. Frequency is defined as the number of times in one second that a modulated electrical signal (voltage in this case) completes an on-off cycle. Frequency is measured in units of hertz (Hz). Cycles per second and hertz are the same. For example, a signal modulated at a frequency of 10 Hz completes ten cycles every second.

The gradual increase in control main pressure to the top of the solenoid regulator valve causes the valve to move downward gradually and smoothly.

O F F

ON OFF

50%

1 CYCLE

50%

1 CYCLE

ON O F F

OFF

75%

25%

1 CYCLE TR000028

An example of a modulated signal is illustrated.

Pulse Width Modulation Waveforms (Solenoid Duty Cycle) The electrical signal to the WT solenoids has a frequency of 63 Hz during a shift. This means that each second is divided into 63 cycles of segments during which the voltage will be ON for a period of time. The percentage of time the voltage is present inside each 1/63rd of a second is called the solenoid duty cycle. A 100 percent duty cycle indicates a maximum signal to the solenoid. A zero percent duty cycle indicates minimum or no signal to the solenoid.

284

The TCU, using the pulse width modulation programming, varies the width (percentage) of the voltage ON time during a cycle. As the pulse width (or duty cycle) is increased, the solenoid is On longer. This, in turn, causes the solenoid regulator valve to apply or exhaust a clutch with optimum shift quality. A typical WT clutch apply solenoid command curve is presented in up-shift clutch control on the following page to demonstrate how duty cycle affects clutch-apply pressure. The upper curve represents the clutch pressure command or duty cycle during a shift. The lower waveform represents the actual pressure at the clutch piston during the same shift.

REVISION 0

CHAPTER 4

Up-Shift Clutch Control The upper curve on the chart represents turbine speed during a typical up-shift. The middle curve represents an example of the solenoid duty cycle for the oncoming clutch.

PRESSURE

The lower curve represents the solenoid duty cycle for the off-going clutch. During a shift, changes in engine speed are reflected by changes in turbine speed.

ONCOMING CLUTCHPRESSURE COMMAND (DUTY CYCLE) FROM THE ECU

SHIFT INITIATION 100%

When an up-shift occurs, turbine speed decreases reflecting the change in the transmission mechanical gear ratio. After the shift is complete, the vehicle continues to accelerate, and the turbine speed will begin to rise. When the turbine reaches a designated rpm, the shift initiation point, the TCU commands an automatic range up-shift to begin.

INITIAL ONCOMING PRESSURE

CLUTCH HOLD

PRESSURE

TIME CLUTCH FILL TIME (VOLUME RATIO)

ONCOMING CLUTCH- BACKFILL ACTUAL PRESSURE PRESSURE

CLOSED LOOP CONTROL

FIXED RAMP RATE

TIME TO FULL APPLY (TFA)

MAIN PRESSURE

TIME TR000029

• At shift initiation, the solenoid is commanded full ON for a period of time. This time is called Volume Ratio and refers to the amount of time needed to fill the cavity behind the clutch piston with fluid and begin the piston moving. The solenoid duty cycle during this period is 100% (maximum flow). • At the end of Volume Ratio, the oncoming clutch is at its Initial Oncoming Pressure. • The solenoid is signalled by the TCU to increase pressure to the oncoming clutch at the Open Loop Ramp Rate. During Volume Ratio and Open Loop Ramp Rate of the oncoming clutch, the off-going clutch-apply pressure is decreasing.

REVISION 0

285

CHAPTER 4

SHIFT INITIATION

PULL DOWN DETECTED

TURBINE SPEED

ONCOMING CLUTCH PRESSURE COMMAND

OFF-GOING CLUTCH PRESSURE COMMAND

INITIAL ONCOMING PRESSURE 100% ON

100% ON 0%

CLUTCH HOLD (SUBMODULATION) INITIAL OFF-GOING PRESSURE

100%

APPLY PRESSURE DECREASING

CLUTCH FILL TIME (VOLUME RATIO)

SYNCHRONOUS SPEED DETECTED (TURBINE SPEED = OUTPUT SPEED x GEAR RATIO OF ONCOMING CLUTCH)

0% TIME

CLOSED LOOP CONTROL PRESET (OPEN LOOP) RAMP RATE

TIME TO FULL APPLY (TFA)

TR000030

• After Turbine Speed Pull Down is detected, the TCU enters Closed Loop Control of the oncoming clutch. Closed Loop Control is the period when the TCU is actively controlling shift quality by modulating the signal to the solenoid. Closed Loop Control continues until the clutch has almost completely stopped slipping. This enables the change in turbine speed to be maintained at an optimum rate. • When synchronous speed associated with the oncoming clutch is detected by the TCU, the oncoming clutch is commanded to Time To Full Apply. • During this interval, the TCU sends a full ON command to the solenoid that fully applies the clutch and completes the up-shift. After Time To Full Apply, the solenoid enters a Clutch Hold state, also referred to as Sub modulation. In Sub modulation, the solenoid is controlled by a very high frequency PWM signal. This process limits the amount of electrical current passing through the solenoid coil, keeping the solenoid coil temperature down.

286

REVISION 0

CHAPTER 4

WIRING HARNESSES External Wiring Harness The transmission uses a single external wiring harness to connect the various electronic system components. Control system configuration for various vocations may be adapted to operator needs and to vehicle requirements. The basic harness provides connections to the TCU from the following: • • • • • • • •

Shift selector. Transmission bulkhead connector. Serial Communication Interface (SCI) data link (J1939 CANBUS). Engine speed sensor. Transmission output speed sensor. Diagnostic data reader (DDR). Vehicle interface wiring. Retarder connectors.

Internal Wiring Harness The internal wiring harness provides connection between the external harness and the solenoids, C3 pressure switch, transmission fluid level sensor, and the sump temperature sensor.

RANGE / SHIFT TESTS During each shift the TCU performs three tests to check the range of transmission is in and to verify that a shift is being made properly. These tests are the range verification test, the off-going ratio test, and the oncoming ratio test.

SHIFT INITIATION

PULL DOWN DETECTED

SYNCHRONOUS SPEED DETECTED (TURBINE SPEED = OUTPUT SPEED x GEAR RATIO OF ONCOMING CLUTCH)

TURBINE SPEED RANGE VERIFICATION TEST

RANGE VERIFICATION TEST

TIME

CLOSED LOOP CONTROL TIME TO FULL APPLY (TFA)

ONCOMING RATIO TEST

OFF-GOING RATIO TEST TR000034

Range Verification Range verification is continuously tested when a shift is not in progress. REVISION 0

287

CHAPTER 4 Range verification verifies that the current range attained is the range commanded by the TCU.

action to protect the operator, vehicle, and transmission.

This test checks the current gear ratio by comparing the turbine and output speeds.

To do this, the TCU restricts shifting, turns on the DO NOT SHIFT (DNS) light on the instrument panel (MDU), and registers a diagnostic code.

This speed ratio is then compared to the speed ratio (stored in memory) of the range the TCU has commanded. If the two ratios do not match, a diagnostic code is logged and the TCU commands an appropriate response to the condition.

Off-going Ratio Test The off-going ratio test is performed while a shift is in progress. Within a set time after a shift has been commanded, the TCU determines the ratio between turbine speed and output speed. The speed ratio is compared to the speed ratio of the previous range. If the previous speed ratio is still present after a period of time, the TCU assumes the off-going clutch did not release.

NOTE: For some problems, diagnostic codes may be registered without the TCU activating the DO NOT SHIFT light. Check the TCU periodically for the presence of diagnostic codes or any time there is a transmission-related concern. Each time the engine is started, the DO NOT SHIFT light will illuminate, then turn off after a few seconds. This momentary lighting is to show that the light does not illuminate during ignition, or if the light remains on after ignition, the system should be checked immediately. Continued illumination of the DNS light during vehicle operation (other than start-up) indicates that the TCU has signalled a diagnostic code. Illumination of the DNS light is accompanied by eight seconds of short beeps from the shift selector.

The shift will be tried twice to verify the condition. If the previous speed ratio is still present, a diagnostic code is logged and the TCU commands the transmission to the previous range.

The beeps are audible indications that shifts are being restricted.The SELECT digit on the shift selector display will be blank and the TCU may not respond to shift selector requests.

The off-going ratio test is applied during the interval between the turbine speed Shift Initiation point and the Pull Down Detected point.

Use a Diagnostic Data Reader (DDR) and the instructions that are with the Reader to gain access to diagnostic code information.

Oncoming Ratio Test The oncoming ratio test is performed near the end of a shift in progress.

The indications from the shift selector are provided to inform the operator that the transmission is not performing as designed and is operating with reduced capabilities.

The oncoming ratio test checks turbine speed and output speed to determine if the transmission is in the range commanded by the TCU.

Before turning the ignition off, the transmission may be operated for a short time in the selected range in order to “limp home” for service assistance.

When the ratios do not match, the TCU assumes the oncoming clutch did not come on and will log a diagnostic code.

Generally, while the DNS light is on, up-shifts and downshifts will be restricted and direction changes will not occur.

DO NOT SHIFT LIGHT

Push button shift selectors do not respond to any operator shift requests while the DNS light is illuminated.

The electronic control system is programmed to inform the operator of a problem with the transmission system and automatically take

288

The lockup clutch is disengaged when transmission shifting is restricted or during any critical transmission malfunction. REVISION 0

CHAPTER 4

CHAPTER 4. TRANSMISSION ZF 6 HP 592 C SECTION 2. DIAGNOSTIC INFORMATION DIAGNOSTIC PROCEDURE

Perform Troubleshooting

Follow the six basic steps below to carry out trouble shooting efficiently.

Connect laptop computer, if available. The self-diagnostic function lists any service codes and give corrective action information.

Know The System Study the machine technical manual. Understand the system and circuits. Use schematics, component location drawings and theory of operation for each circuit and circuit components work.

Ask The Operator

Before starting troubleshooting, first check battery voltage, circuit breakers and fuses. Go to test groups to check pressures and voltages. Make sure adjustments are correct.

Trace And Cause

What type of work was the machine doing when the trouble was noticed?

Before reaching a conclusion, check the most probable and simplest to verify. Use the flow charts and symptom, problem, solution charts to help identify probable problem components.

Did the trouble start suddenly or has it been getting worse?

Make a plan for appropriate repair to avoid other malfunctions.

Did the machine have any previous problem? if so, which parts were repaired? Inspect The Machine Check all daily maintenance points. (See Section 3-4min the Operators Manual). Check batteries, fuses, circuit breaker and electrical connections.

Perform Operational Check-out. Check all systems and functions on the machine. Use the helpful diagnostic information in the check-out to pinpoint the possible cause of the problem.

REVISION 0

289

CHAPTER 4

DIAGNOSE POWER TRAIN SYSTEM MALFUNCTIONS NOTE: Diagnose malfunction charts are arranged from most probable and simplest to verify, to least likely and most difficult to verify. Symptom

Problem

Solution

Axle Breather Leaking.

Differential oil level incorrect.

Adjust oil level (See Part 2 of this manual).

Final Drive Overheating.

Final drive oil level incorrect.

Adjust oil level (See Part 2 of this manual).

Final Drive Noisy.

Final drive oil level incorrect.

Adjust oil level (See Part 2 of this manual).

Final Drive Leaking Oil.

Final drive cover cap screws loose.

Tighten cap screws.

Drain plug loose.

Tighten drain plug.

Damaged O-Ring on cover.

Replace O-ring.

Breather plugged.

Clean or replace breather.

Differential oil level incorrect.

Adjust oil level (See CHECK AXLE OIL LEVELS in Part 2 of this Manual).

Differential oil type Incorrect.

Drain and refill with correct type oil (See Change Axle Oil in Part 2 of this Manual).

Differential Lock Bearing Used Excessively.

Use differential lock only when needed.

Internal Differential Failure.

Disassemble and repair.

Low or no air pressure.

Refer to “DIAGNOSE PNEUMATIC SYSTEM MALFUNCTIONS” on page 486.

Actuator leaking.

Check and repair if necessary.

Actuator switch faulty.

Replace switch.

Harness damaged.

Check harness and repair.

Differential Assembly Noisy and/or Overheating.

Inter axle diff. lock not releasing.

290

REVISION 0

CHAPTER 4 Symptom Poor Braking Performance.

Problem

Solution

Worn or damaged disks.

Disassemble and replace brake disks.

Overheated seals and/or disks.

Disassemble and replace piston seals and/or disks.

Brake valve failed.

Replace brake valve.

Poor Braking Performance.

Retarder not coming on.

Service code diagnostics - TCU (See CHAPTER 3, SECTION 4 in this manual).

Brake Noise and Vibration.

Brakes produce noise, chatter and vibration - Incorrect axle oil.

Replace.

Brakes Overheat.

Low or no axle oil.

Check for oil leaks.

Service Brakes Do Not Release Fully.

Piston return spring damaged.

Disassemble and repair/replace spring assembly.

Brake valve failed.

Replace brake valve.

REVISION 0

291

CHAPTER 4 Symptom Park Brake Does Not Release.

Problem Chassis Control Unit (CCU).

Check CCU (See “Remove and Install Chassis Control Unit” on page 223).

Park brake control valve failed.

Replace park brake control valve.

Air pressure low.

Check system air pressure (See “PARK BRAKE PRESSURE TEST” on page 347).

Park brake relay does not energize.

Check park brake relay (See “Park Brake Circuit” on page and “Exhaust Brake Circuit” on page ).

Park brake solenoid will not energize.

Park brake actuator failed.

Park brake incorrectly adjusted.

Park Brake Will Not Hold.

Engine Will Not Start (Turn Over).

292

Solution

Check park brake solenoid (See “Park Brake Circuit” on page and “Exhaust Brake Circuit” on page ). Replace actuator.

Adjust park brake (See “Park Brake Adjustment” on page 327).

Park brake pads oily.

Replace pads and clean disk.

Park brake incorrectly adjusted.

Adjust park brake (See “Park Brake Adjustment” on page 327).

Park brake control valve failed.

Replace park brake control valve.

Gear selector not in neutral.

Push N (Neutral) on gear selector panel.

Shift Control failed.

Replace shift control.

Voltage to TCU too low or not present.

Recharge or replace batteries. Check and repair open harness.

TCU failed.

Replace TCU (See “Remove and Install Transmission Control Unit” on page 223).

REVISION 0

CHAPTER 4 Symptom Machine Will Not Move.

Transmission Will Not Shift to Forward or Reverse.

Problem

Solution

Transmission or vehicle harness disconnected or failed.

Connect, repair or replace harness.

TCU failed.

Replace TCU (See “Remove and Install Transmission Control Unit” on page 223).

Engine speed to high.

Calibrate accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

Oil level to low.

Adjust to correct level (See Check Transmission Oil Level in Part 2 of this Manual).

Accelerator pedal failed.

Replace accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

Transmission harness disconnected or failed. Voltage to TCU too low. Speed sensor failed.

Connect, repair or replace harness. Check battery voltage, or repair open harness. Replace speed sensor.

TCU failed.

Replace TCU (See Remove “Remove and Install Transmission Control Unit” on page 223).

Excessive Creep in First and Reverse.

Engine idle speed too high.

Calibrate accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

No Response To Shift Selector.

Transmission oil level low.

Add transmission oil.

Shift selector failed.

Replace shift selector.

Transmission main oil pressure low.

Transmission pump or pressure regulator failed. Check transmission pressure (See “Pressure Table And Test Points” on page 285).

C3 Clutch failed.

Disassemble and repair.

Machine Moves Backward in Neutral.

REVISION 0

293

CHAPTER 4 Symptom

Problem

Solution

Machine Moves Forward in Neutral.

C1 Clutch failed.

Disassemble and repair.

Engine Speed too High during Torque Convertor Stall.

C1 Clutch failed.

Disassemble and repair.

C5 Clutch failed.

Disassemble and repair.

Engine power too high.

Calibrate accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

Engine Speed too Low During Torque Converter Stall.

Engine power low.

Determine Cause of low power.

Torque convertor failure.

Replace torque convertor.

Low Transmission Lube Pressure.

Transmission oil level low.

Add Transmission oil.

Lube filter plugged.

Replace lube filter (See Replace Transmission Oil Filters in Part 2 of this Manual).

Torque converter regulator valve failed.

Disassemble and repair.

Transmission cooler lines restricted or damaged.

Repair or replace cooler lines.

Lube pressure regulator failed.

Disassemble and replace regulator.

Transmission cooler plugged.

Clean or replace cooler.

294

REVISION 0

CHAPTER 4 Symptom Low Main Pressure in All Gears.

Low Main Pressure in All Gears.

REVISION 0

Problem

Solution

Transmission oil level low.

Add transmission oil.

Transmission oil filter plugged (”Knocked”).

Replace filter (See Replace Transmission Oil Filters in Part 2 of this Manual).

Transmission pump suction filter plugged.

Disassemble and clean filter (See Replace Transmission Oil Filters in Part 2 of this Manual).

Transmission oil pressure gauge failed.

Replace MDU (See Remove and Install Menu Display Unit in CHAPTER 3, SECTION 4 in this manual).

Transmission main pressure regulator sticking or failed.

Repair or replace main pressure regulator.

Control module leaking.

Disassemble, check gaskets and housing.

Transmission pump failed.

Disassemble and replace pump.

295

CHAPTER 4 Symptom Excessive Clutch Slippage and Chatter.

Problem

Solution

Accelerator pedal mis-calibrated.

Calibrate accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

Transmission oil level low.

Add transmission oil.

Transmission main pressure regulator sticking or failed.

Repair or replace main pressure regulator.

Transmission control solenoid F sticking.

Disassemble control valve and clean or replace solenoid F.

Torque converter lockup clutch failed.

Disassemble torque converter.

Transmission control solenoid F Green Wire 107-T22 failed.

Disassemble control valve and repair wire.

Transmission control solenoid F White Wire 107-T22 failed.

Disassemble control valve and repair wire.

Excessive Slippage and Clutch Chatter in 1st, 2nd, 3rd and 4th Gears Only.

C1 Clutch failed.

Disassemble and repair.

Excessive Slippage and Clutch Chatter in 1st and Reverse Gears Only.

C5 Clutch failed.

Disassemble and repair.

Excessive Slippage and Clutch Chatter in 2nd and 6th Gears Only.

C4 Clutch failed.

Disassemble and repair.

296

REVISION 0

CHAPTER 4 Symptom

Problem

Solution

Excessive Slippage and Clutch Chatter in 3rd, 5th and Reverse Gears Only.

C3 Clutch failed.

Disassemble and repair.

Excessive Slippage and Clutch Chatter in 4th, 5th and 6th Gears Only.

C2 Clutch failed.

Disassemble and repair.

Oil Comes Out of Transmission Oil Fill Tube.

Dipstick loose or seal failed.

Install dipstick correctly or replace.

Incorrect dipstick.

Replace dipstick.

Transmission oil level high.

Drain oil to correct level (See Change Transmission Oil in Part 2 of this manual).

Transmission breather clogged.

Remove and clean breather (See Clean, Check and Replace Breathers in Part 2 of this Manual).

Transmission oil contaminated.

Drain oil, replace filters and refill oil (See Change Transmission Oil in Part 2 of this manual).

Transmission oil level too high.

Drain oil to correct level (See Change Transmission Oil in Part 2 of this manual).

Transmission filter plugged.

Replace filter (See Replace Transmission Oil Filters in Part 2 of this Manual).

Transmission pump suction filter plugged.

Clean filter (See Replace Transmission Oil Filters in Part 2 of this Manual).

Main pressure low.

Check transmission main pressure (See “Pressure Table And Test Points” on page 285).

Transmission oil level too low or too high.

Adjust oil level (See Change Transmission Oil in Part 2 of this manual).

Transmission oil cooler plugged.

Clean or replace cooler.

Buzzing Noise Coming From Transmission.

Transmission Overheating in All Gears.

Check cooling fan (See“FAN DRIVE CONTROLLER TEST AND ADJUSTMENT” on page ).

REVISION 0

297

CHAPTER 4 Symptom Shift Selector Displays N (Neutral) and Machine Will Not Move.

Transmission Will Not Shift to Forward or Reverse (Stays in Neutral).

Transmission Not Shifting Properly (Rough Shifts, Shifting at Too Low or Too High Speed).

Problem Transmission harness connector disconnected.

Reconnect harness connector.

Electrical failure.

See “Service Code Diagnostics -Transmission Control Unit (TCU)” on page 210).

TCU failed.

Replace TCU (See “Remove and Install Transmission Control Unit” on page 223).

Transmission shift control failed.

Replace transmission shift control.

Transmission harness disconnected.

Connect harness.

Transmission oil level low.

Add transmission oil.

Accelerator pedal failed.

Replace accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225).

TCU input voltage too low.

Reset circuit breaker.

Transmission shift control failed.

Replace transmission shift control.

TCU failed.

Replace TCU (See “Remove and Install Transmission Control Unit” on page 223).

Engine slow idle speed too high.

Calibrate accelerator pedal (See Remove, Install and Calibrate Accelerator Pedal Position Sensor in CHAPTER 3, SECTION 4 in this manual).

Accelerator pedal mis-calibrated.

Calibrate accelerator pedal (See Remove, Install and Calibrate Accelerator Pedal Position Sensor in CHAPTER 3, SECTION 4 in this manual).

Transmission ratio calibration incorrect.

See “Service Code Diagnostics -Transmission Control Unit (TCU)” on page 210).

TCU voltage too low or too high. Transmission oil level low.

298

Solution

Check charging system voltage and circuit breakers. Adjust oil level.

REVISION 0

CHAPTER 4 Symptom Transmission Will Not Make a Specific Shift.

Problem Transmission oil level low.

Adjust oil level.

Engine power low.

Check engine power (See “Torque Converter Stall Test” on page 237).

TCU failed.

Replace TCU (See “Remove and Install Transmission Control Unit” on page 223).

Transmission temperature sensor failed.

Replace sensor.

Harness failure.

Check wire harness.

Transmission overheating (Will Not Shift).

Clean plugged oil cooler (See Inspect and Clean Cooling Systems in Part 2 of this Manual).

Transmission ratio calibration incorrect.

See “Service Code Diagnostics -Transmission Control Unit (TCU)” on page 210).

Transmission shift control failed. Transmission Oil Leaking Into Torque Converter Housing.

REVISION 0

Solution

Replace shift control.

Transmission pump seal worn.

Replace seal.

Rear engine seal leaking.

Replace seal.

299

CHAPTER 4 Symptom Transmission Retarder Does Not Function.

Problem Solenoid H open circuit.

Replace solenoid.

Retarder regulator valve sticking.

Replace regulator valve.

Retarder relay valve sticking.

Replace relay valve.

Retarder flow valve sticking.

Replace flow valve.

Accelerator pedal greater than 1%.

Codes 64-12 or 64-23.

Transmission output speed incorrect.

300

Solution

Calibrate accelerator pedal (See “Remove, Install, and Calibrate Accelerator Pedal Position Sensor” on page 225). Check codes (See “Service Code Diagnostics -Transmission Control Unit (TCU)” on page 210). Check output speed (See “Transmission Speed Sensors Test” on page 219).

REVISION 0

CHAPTER 4 Symptom Transmission Retarder Weak.

Problem Solenoid H open circuit or leaking.

Replace solenoid.

Retarder regulator valve sticking.

Replace regulator valve.

Retarder relay valve sticking.

Replace relay valve.

Retarder flow valve sticking.

Replace flow valve.

Retarder temperature sensor damaged.

Replace temperature sensor.

Retarder intensity spring damaged.

Disassemble retarder control valve.

Transmission charge pump worn.

Worn components causing internal leak.

REVISION 0

Solution

Disassemble transmission charge pump.

Disassemble retarder housing.

301

CHAPTER 4 Symptom Retarder Stays On When Not Requested.

Transmission Retarder Too Aggressive.

Problem

Solution

Solenoid H open circuit.

Replace solenoid.

Retarder regulator valve sticking.

Replace regulator valve.

Retarder relay valve sticking.

Replace relay valve.

Retarder flow valve sticking.

Replace flow valve.

Retarder intensity spring damaged.

Disassemble retarder control valve.

Retarder regulator valve sticking.

Disassemble retarder control valve.

CHECK THE TRANSMISSION FLUID LEVEL Always check the fluid level at least twice. If the readings are not consistent, check and clean the transmission breather. The normal operating temperature of the transmission fluid is 71°C to 93°C (160°F to 200°F), measured at the transmission sump. Replenish or drain the transmission fluid as required. Refer to Change the Transmission Fluid and Filter (Part 2 of this manual).

302

REVISION 0

CHAPTER 4

TRANSMISSION CONTROL UNIT ERROR CODES Description of the Error Codes Abbreviations O.C. . . . open circuit S.C. . . . short circuit OP-Mode . operation mode TCU . . . transmission control unit ABS . . . anti-blocking system ASR . . . anti-slipping regulation EEC . . . electronic engine controller PTO . . . power take-off CCO . . . clutch cutoff

Definition of Operation Modes Normal: There is no failure detected in the transmission system or the failure has no (or only a minor) effect on the transmission control. The TCU will function without (or in special cases with little) limitations. See following table. Substitute Clutch Control The TCU cannot change gears or the direction under the control of the normal clutch modulation. The TCU uses the substitute strategy for clutch control. All modulations are only time controlled. Limp-home The detected failure in the system has strong limitations to transmission control. The TCU can engage only one gear in each direction. In some cases only one direction will be possible. The TCU will shift the transmission into neutral at the first occurrence of the failure. The operator must select neutral. If the output speed is less than a threshold for neutral to gear and the operator selects forward or reverse, the TCU will select the limp-home gear. If output speed is less than a threshold for reverse speed and the TCU has changed into the limp-home gear and the operator selects a shuttle shift, the TCU will immediately shift into the limp-home gear of the selected direction. If output speed is greater than the threshold, the TCU will shift the transmission into neutral. The operator must slow down the machine and select neutral. Transmission Shutdown The TCU has detected a severe failure that disables control of the transmission. The TCU will shut off the solenoid valves for the clutches and the common power supply (VPS 1). The transmission shifts to neutral. The park brake will operate normally, as will the other functions which use ADM 1 to ADM 8. The operator must slow down the machine. The transmission will remain in neutral.

REVISION 0

303

CHAPTER 4

TABLE OF ERROR CODES Code - Symptom

Problem

Solution

5014.3 - Retarder Controller Voltage Above High Limit (4.5 Volts)

Retarder controller (A7).

Replace retarder controller.

Wiring or connections.

Retarder disabled

Check transmission control harness (W12). See “Transmission Control Harness” on page 62. (W12)

TCU (A5).

Replace TCU. See “Remove and Install Transmission Control Unit” on page 289.

5014.4 - Retarder Controller Voltage Below Low Limit (2 Volts)

Retarder controller (A7).

Replace retarder controller.

Wiring or connections.

Retarder disabled.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62 (W12).

TCU (A5)

Replace TCU. See “Remove and Install Transmission Control Unit” on page 289.

5017.3 - Retarder Temperature Sensor (B11) Open Circuit.

Retarder temperature sensor (B11).

Check sensor. See Temperature Sensor Test (this group).

Retarder disabled.

Wiring or connections.

Wiring or connections. Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

TCU (A5).

Replace TCU. See “Remove and Install Transmission Control Unit” on page 289.

5017.4 - Retarder Temperature Sensor (B11) Short to Ground.

Retarder temperature sensor (B11).

Check sensor. See Temperature Sensor Test (this group).

Retarder disabled.

Wiring or connections.

TCU (A5).

Replace TCU. See “Remove and Install Transmission Control Unit” on page 289.

Sump temperature sensor (B11).

Check sensor. See Transmission Retarder Temperature Sensor Tests (this group).

Wiring or connections.

Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5018.3 - Sump Temperature Sensor (B12) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

304

REVISION 0

CHAPTER 4 Code - Symptom 5018.4 - Sump Temperature Sensor (B12) Short To Ground Retarder Disabled.

5021.3 - A Clutch Solenoid (Y7) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5021.3 - A Clutch Solenoid (Y7) Short To Power.

Problem Sump temperature sensor (B12).

Check sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this group).

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 (W13) and “Transmission Control Module Harness” on page 72 (W19).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 and “Transmission Control Module Harness” on page 72 (W19).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

A clutch solenoid (Y7).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (This Chapter).

Wiring or connections.

TCU (A5)

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5021.4 - A Clutch Solenoid (Y7) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

REVISION 0

Solution

305

CHAPTER 4 Code - Symptom 5021.5 - A Clutch Solenoid (Y7) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5022.3 - B Clutch Solenoid (Y6) Short To Power.

Problem A clutch solenoid (Y7).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

B clutch solenoid (Y6).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5022.4 - B Clutch Solenoid (Y6) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

306

Solution

REVISION 0

CHAPTER 4 Code - Symptom 5022.5 - B Clutch Solenoid (Y6) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5023.3 - C Clutch Solenoid (Y5) Short To Power.

Problem B clutch solenoid (Y6).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

C clutch solenoid (Y5).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5023.4 - C Clutch Solenoid (Y5) Short To Power. All range solenoids deactivated. Transmission shifts to neutral.

REVISION 0

Solution

307

CHAPTER 4 Code - Symptom 5023.5 - C Clutch Solenoid (Y5) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5024.3 - D Clutch Solenoid (Y4) Short To Power.

Problem C clutch solenoid (Y5).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

D clutch solenoid (Y4).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5024.4 - D Clutch Solenoid (Y4) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

308

Solution

REVISION 0

CHAPTER 4 Code - Symptom 5024.5 - D Clutch Solenoid (Y4) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5025.3 - E Clutch Solenoid (Y3) Short To Power.

Problem D clutch solenoid (Y4).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

E clutch solenoid (Y3).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

All range solenoids deactivated. Transmission shifts to neutral.

5025.4 - E Clutch Solenoid (Y3) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

Solution

Wiring or connections. TCU (A5).

REVISION 0

309

CHAPTER 4 Code - Symptom 5025.5 - E Clutch Solenoid (Y3) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5026.3 - F Clutch Solenoid (Y2) Short To Power.

Problem E clutch solenoid (Y3).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

F clutch solenoid (Y2).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5026.4 - F Clutch Solenoid (Y2) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

310

Solution

REVISION 0

CHAPTER 4 Code - Symptom 5026.5 - F Clutch Solenoid (Y2) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

5027.3 - G Clutch Solenoid (Y1) Short To Power.

Problem F clutch solenoid (Y2).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

G clutch solenoid (Y1).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

All range solenoids deactivated. Transmission shifts to neutral.

5027.4 - G Clutch Solenoid (Y1) Short To Ground. All range solenoids deactivated. Transmission shifts to neutral.

REVISION 0

Solution

311

CHAPTER 4 Code - Symptom 5027.5 - G Clutch Solenoid (Y1) Open Circuit. All range solenoids deactivated. Transmission shifts to neutral.

5028.3 - WK (Lock Up) Clutch Solenoid (Y8) Short To Power.

Problem

Solution

G clutch solenoid (Y1).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Wiring or connections.

TCU (A5).

System goes into “limp-home” mode.

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289). 5028.4 - WK (Lock Up) Clutch Solenoid (Y8) Short To Ground. System goes into “limp-home” mode.

312

WK clutch solenoid (Y8).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

REVISION 0

CHAPTER 4 Code - Symptom 5028.5 - WK (Lock Up) Clutch Solenoid (Y8) Open Circuit. System goes into “limp-home” mode.

Problem WK clutch solenoid (Y8). Wiring or connections. TCU (A5).

Solution Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Temperature Resistor Tests (this Chapter). Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 (W13) and “Transmission Control Module Harness” on page 72(W19). Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5039.3 - Shifter Lock Solenoid Short To Power.

Transmission shift control (A4).

Perform Transmission Shift Control Test (This Chapter).

Wiring or connections.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62 (W12).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Transmission shift control (A4).

Perform Transmission Shift Control Test (This Chapter).

Wiring or connections.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62 (W12).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5039.5 - Shifter Lock Solenoid Open Circuit.

Transmission shift control (A4).

Perform Transmission Shift Control Test (This Chapter).

Output switch OFF. Shifter lock solenoid deactivated.

Wiring or connections.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62 (W12).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

D1 clutch solenoid (Y9).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring or connections.

Output switch OFF. Shifter lock solenoid deactivated.

5039.4 - Shifter Lock Solenoid Short To Ground. Output switch OFF. Shifter lock solenoid deactivated.

5044.2 - D1 Clutch Solenoid (Y9) Resistance. System activates “limp-home” mode. Transmission service light ON.

REVISION 0

313

CHAPTER 4 Code - Symptom 5044.3 - D1 Clutch Solenoid (Y9) Short To Power.

Problem Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

D1 clutch solenoid (Y9).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Retarder proportional solenoid (Y11).

Check solenoid. See Retarder Proportional Solenoid Test (This Chapter).

Wiring or connections.

Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

Wiring or connections.

Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Retarder Proportional Solenoid (Y11).

Check solenoid. See Retarder Proportional Solenoid Test (This Chapter).

Wiring or connections.

Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

System activates “limp-home” mode.

5044.4 - D1 Clutch Solenoid (Y9) Short To Ground. System activates “limp-home” mode.

5045.2 - Retarder Proportional Solenoid (Y11) Resistance. Retarder disabled. Transmission service light ON. 5045.3 - Retarder Proportional Solenoid (Y11) Short To Power. Output switch OFF. Retarder mode not possible. 5045.4 - Retarder Proportional Solenoid (Y11) Short To Ground. Output switch OFF. Retarder mode not possible.

314

Solution

REVISION 0

CHAPTER 4 Code - Symptom 5045.5 - Retarder Proportional Solenoid (Y11) Open Circuit.

Problem

Solution

Retarder Proportional Solenoid (Y11).

Check solenoid. See Retarder Proportional Solenoid Test (This Chapter).

Wiring or connections.

Check transmission control harness (W12) and transmission harness (W13). See “Transmission Control Harness” on page 62 (W12) and “Transmission Harness” on page 64 (W13).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5046.2 - Transmission Shift Control Signal Malfunction.

Wiring or connections.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62 (W12).

Transmission goes to neutral.

Transmission shift control (A4).

Perform Transmission Shift Control Test (This Chapter).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Loss of power to TCU.

Check fuses and circuit breakers. See Fuse Specifications (Chapter 3)

Output switch OFF. Retarder mode not possible.

Transmission service light ON. 5049.2 - Hour Counter Malfunction. Hour counter resets to zero. Transmission service light ON. 5051.2 - TCU Memory Malfunction. All codes in memory queue deleted. Transmission service light ON. 5052.11 - TCU System Malfunction. All output switches OFF.

TCU (A5).

Transmission goes to neutral.

Check cab main harness (W10) and transmission control harness (W12). See “Cab Main Harness And Electric Mirror Interface Harness” on page 53 and “Transmission Control Harness” on page 62. Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5055.2 - CAN Data Link Malfunction.

Component malfunction.

Check and replace malfunctioning components.

Transmission service light ON.

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See Transmission Control Harness (W12) Component Location, Transmission Harness (W13) Component Location, and Transmission Control Module Harness (W19) Component Location, (This Chapter).

REVISION 0

315

CHAPTER 4 Code - Symptom 5056.3 - Retarder on Solenoid (Y10) Short To Power.

Problem Wiring or connections. TCU (A5).

Output switch OFF. Retarder mode not possible.

Solution Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 (W13) and “Transmission Control Module Harness” on page 72 (W19). Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5056.4 - Retarder on Solenoid (Y10) Short To Ground. Output switch OFF. Retarder mode not possible.

Retarder on solenoid (Y10). Wiring or connections. TCU (A5).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter). Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 (W13) and “Transmission Control Module Harness” on page 72 (W19). Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5056.5 - Retarder on Solenoid (Y10) Open Circuit. Output switch OFF. Retarder mode not possible.

Retarder on solenoid (Y10). Wiring or connections. TCU (A5).

Check solenoid. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chspter). Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62 (W12), “Transmission Harness” on page 64 (W13) and “Transmission Control Module Harness” on page 72 (W19). Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

316

REVISION 0

CHAPTER 4 Code - Symptom 5058.2 - Output Speed Sensor (B14) Signal Malfunction. System goes into “limp-home” mode.

Problem Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Forward only. Reverse is not possible. Highest gear is engaged. Then downshift every 2.5 seconds until lowest gear is reached, as long as transmission input speed is below defined threshold.

Solution

Transmission service light ON. 5058.11 - Output Speed Sensor (B14) Signal Overflow. Calculated sum to large.

5059.2 - Turbine Speed Sensor (B13) Signal Malfunction. Transmission service light ON.

REVISION 0

317

CHAPTER 4 Code - Symptom 5059.11 - Turbine Speed Sensor (B13) Signal Overflow. System goes into “limp-home” mode.

5061.11 - Checksum Malfunction.

Problem

Solution

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this CHapter).

Wiring or connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Retarder resistor (R8).

Check retarder resistor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring and connections.

Retarder resistor (R8).

Check retarder resistor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (this Chapter).

Wiring and connections.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

Statistics date deleted. 5062.3 - Retarder Resistor (R8) Open Circuit. Possible reduction in retarder torque.

5062.4 - Retarder Resistor (R8) Short To Ground. Possible reduction in retarder torque.

5063.14 Transmission I.D. Code. Transmission goes to neutral.

318

REVISION 0

CHAPTER 4 Code - Symptom 5065.0 - Retarder Oil Temperature Over Limit.

Problem

Solution

Transmission oil low.

Add oil as required. For oil spec. and quantities, See in the OM.

Retarder temperature is over 160° C (320° F).

Transmission oil cooler fan relay. Transmission oil cooler fan motor.

Check and replace fan relay.

Retarder torque reduced.

Retarder temperature sensor (B11).

Check and replace sensor. See Retarder Temperature Sensor Test (This Group).

5065.14 - Retarder Oil Over Temperature.

Transmission oil low.

Add oil as required. For oil spec. and quantities, See in the OM.

Retarder temperature is over 145° C (293° F).

Transmission oil cooler fan relay.

Check and replace fan relay.

Transmission oil cooler fan motor.

Check and replace cooler fan motor.

Retarder temperature sensor (B11).

Check and replace sensor. See Retarder Temperature Sensor Test (This Chapter).

Transmission oil low.

Add oil as required. For oil spec. and quantities, See in the OM.

Transmission oil cooler fan relay.

Check and replace fan relay.

Transmission oil cooler fan motor.

Check and replace cooler fan motor.

Engine overheating.

Check cause of engine overheating. See diagnose engine malfunction (This Chapter).

Transmission oil cooler is restricted.

Check oil cooler. See “Transmission Oil-to-Air Cooler Restriction Specification” on page 326 and “Transmission Oil-to-Water Cooler Restriction Specification” on page 327.

Retarder temperature sensor (B12).

Check and replace sensor. See Retarder Temperature Sensor Test (This Chapter).

Over temp. alarm activated.

Retarder torque reduced.

5066.0 - Transmission Sump Temperature Over Limit. Sump temperature is over 105° C (221° F). Retarder torque reduced. Over temp. alarm activated.

REVISION 0

Check and replace cooler fan motor.

319

CHAPTER 4 Code - Symptom 5066.14 Transmission Sump Over Temperature.

Problem

Solution

Transmission oil low.

Add oil as required. For oil spec. and quantities, See in the OM.

Transmission oil cooler fan relay.

Check and replace fan relay.

Transmission oil cooler fan motor.

Check and replace cooler fan motor.

Transmission oil too hot due to engine overheating.

Check cause of engine overheating. See “SECTION 2. DIAGNOSE ENGINE MALFUNCTIONS” on page 35.

Transmission oil cooler is restricted.

Check oil cooler. See “Transmission Oil-to-Air Cooler Restriction Test” on page 326 and “Transmission Oil-to-Water Cooler Restriction Test” on page 327.

Retarder temperature sensor (B12).

Check and replace sensor. See Retarder Temperature Sensor Test (This Chapter).

5067.3 - Unused Output Short To Power.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5068.12 - Central Cut Off Malfunction.

Wiring or connections.

Check cab main harness (W10) and transmission control harness (W12). See “Cab Main Harness And Electric Mirror Interface Harness” on page 53 and “Transmission Control Harness” on page 62.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5075.12 - Retarder Controller (A7) Signal Malfunction.

Wiring or connections.

Check transmission control harness (W12). See “Transmission Control Harness” on page 62.

No signal received from the retarder controller.

Retarder controller (A7).

Replace retarder controller.

Sump temperature is over 100° C (212° F). Retarder torque reduced.

Transmission remains in neutral.

320

REVISION 0

CHAPTER 4 Code - Symptom 5076.0 - Slip Time Under Load During 1st to 2nd Upshift. Residual slip after end of shift.

Problem Oil level too low or too high.

Add or remove oil to obtain correct level.

Worn oil pump.

Repair pump.

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Group).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62, T“Transmission Harness” on page 64, and “Transmission Control Module Harness” on page 72.

Damage valve body gaskets or stuck (or sticky) valves.

REVISION 0

Solution

Replace gaskets. Clean or replace valves as necessary.

Worn or damaged clutches.

Repair or replace transmission.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

321

CHAPTER 4 Code - Symptom 5076.0 - Slip Time Under Load During 2nd to 3rd Upshift. Residual slip after end of shift.

Problem Oil level too low or too high.

Add or remove oil to obtain correct level.

Worn oil pump.

Repair pump.

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control Harness” on page 62, “Transmission Harness” on page 64, and “Transmission Control Module Harness” on page 72.

Damage valve body gaskets or stuck (or sticky) valves.

322

Solution

Replace gaskets. Clean or replace valves as necessary.

Worn or damaged clutches.

Repair or replace transmission.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

REVISION 0

CHAPTER 4 Code - Symptom 5076.0 - Slip Time Under Load During 3rd to 4th Upshift. Residual slip after end of shift.

Problem Oil level too low or too high.

Add or remove oil to obtain correct level.

Worn oil pump.

Repair pump.

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Wiring or connections.

Check transmission control harness (W12), transmission harness (W13), and transmission control module harness (W19). See “Transmission Control harness” on page 64, and “Transmission Control Module Harness” on page 72.

Damage valve body gaskets or stuck (or sticky) valves.

REVISION 0

Solution

Replace gaskets. Clean or replace valves as necessary.

Worn or damaged clutches.

Repair or replace transmission.

TCU (A5)..

Replace TCU. (See “ ” on page ).

323

CHAPTER 4 Code - Symptom 5076.0 - Slip Time Under Load During 4th to 5th Upshift. Residual slip after end of shift.

Problem Oil level too low or too high.

Add or remove oil to obtain correct level.

Worn oil pump.

Repair pump.

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Wiring or connections.

Damage valve body gaskets or stuck (or sticky) valves.

324

Solution

Replace gaskets. Clean or replace valves as necessary.

Worn or damaged clutches.

Repair or replace transmission.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

REVISION 0

CHAPTER 4 Code - Symptom 5076.0 - Slip Time Under Load During 5th to 6th Upshift. Residual slip after end of shift.

Problem

Solution

Oil level too low or too high.

Add or remove oil to obtain correct level.

Worn oil pump.

Repair pump.

Turbine speed sensor (B13).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Output speed sensor (B14).

Check resistance of speed sensor. See Transmission Solenoids, Speed Sensors, Sump Temperature Sensor and Retarder Resistor Tests (This Chapter).

Wiring or connections.

Damage valve body gaskets or stuck (or sticky) valves.

Replace gaskets. Clean or replace valves as necessary.

Worn or damaged clutches.

Repair or replace transmission.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

5079.3 - Operating Voltage Above Limits.

Alternator.

Check alternator. Replace if necessary.

5079.4 - Operating Voltage Below Limits.

Loose or corroded connections.

Check connections of wire harnesses (W6 and W9).

Batteries.

Check batteries. Recharge or replace if necessary.

Alternator.

Check alternator. Replace if necessary.

TCU (A5).

Replace TCU. (See “Remove and Install Transmission Control Unit” on page 289).

EEPROM Correction Parameter Checksum. Initialization of default settings from data field. Transmission service light ON.

REVISION 0

325

CHAPTER 4

326

REVISION 0

CHAPTER 4

CHAPTER 4. TRANSMISSION ZF 6 HP 592 C SECTION 3. ADJUSTMENTS AND TESTS TRANSMISSION WARM-UP PROCEDURE WARNING

Transmission Pressure Test This test will check the performance of the transmission charge pump and main pressure regulator.

Never stall torque converter for more than 15 seconds. Do not allow transmission temperature to exceed 100° C (212° F). Transmission damage will result if temperature is allowed to exceed the specification.

CAUTION Perform procedure in an open area away from other people or machines. Machine may move unexpectedly.

• Apply park brake. • Start engine. • Select transmission temperature on the MDU.

• • •

• •

(See MDU - menu functions in Chapter 8 of the OMM). Watch transmission temperature and tachometer display). Allow air pressure buzzer to go off. Push service brake pedal and hold it down during warm-up. Shift transmission into 1st gear. Accelerate throttle to 1500 r.p.m. and hold (approximately 15 seconds). After 15 seconds the CCU will decrease the engine speed to approximately 800 r.p.m. Release the accelerator pedal and select neutral on gear selector. Push down on accelerator pedal. Engine will only accelerate to 1200 rpm until completing a cool-down period of 50 seconds. Repeat steps 4 and 5 until transmission temperature reaches 80° C (176° F).

REVISION 0

(Retarder ON) Pressure/(Retarder OFF) Lubrication Pressure (D6/D7 Unmarked).

Main Pressure (P).

Retarder pressure (R3).

Pressure Before Convertor (D2).

Trottle Pressure (D1).

Retarder Control Pressure (RR3 Unmarked).

327

CHAPTER 4 SPECIFICATIONS Transmission Pressure Transmission Oil Temperature

80 - 90° C (176 - 194° F)

Slow idle 780 - 820 r.p.m., Gear - Neutral, Port P Pressure.

700 - 1500 kPa {7.0 - 15.0 bar (101 - 218 psi)}.

Slow idle 780 - 820 r.p.m., Gear - Neutral, Port D1 Pressure.

400 kPa {4 bar (58 psi)}.

Slow idle 780 - 820 r.p.m., Gear - Neutral, Port D2 Pressure.

300 - 450 kPa {3.0 - 4.5 bar (44 - 65 psi)}.

Slow idle 780 - 820 r.p.m., Gear - Neutral, Port D6/D7 Pressure.

10 - 80 kPa {0.1 - 0.8 bar (1.5 - 11.6 psi)}.

Slow idle 780 - 820 r.p.m., Gear Neutral-to-Drive, Port P Pressure.

700 - 1500 kPa {7.0 - 15.0 bar (101 - 218 psi)}.

Slow idle 780 - 820 r.p.m., Gear Neutral-to-Drive, Port D1 Pressure.

20 - 10 kPa {0.2 - 15.0 bar (3.0 - 1.5 psi)} for 2 seconds.

Slow idle 780 - 820 r.p.m., Gear Neutral-to-Drive, Port D2 Pressure.

300 - 450 kPa {3.0 - 4.5 bar (44 - 65 psi)}.

Slow idle 780 - 820 r.p.m., Gear Neutral-to-Drive, Port D6/D7 Pressure.

10 - 80 kPa {0.1 - 0.8 bar (1.5 - 11.6 psi)}.

2570 - 2670 r.p.m., Gear - Neutral, Port P Pressure.

1600 - 2000 kPa {16.0 - 20.0 bar (232 - 290 psi)}.

2570 - 2670 r.p.m., Gear - Neutral, Port D1 Pressure.

400 kPa {4 bar (58 psi)}.

2570 - 2670 r.p.m., Gear - Neutral, Port D2 Pressure.

600 - 850 kPa {6.0 - 8.5 bar (87 - 123 psi)}.

2570 - 2670 r.p.m., Gear - Neutral, Port D6/D7 Pressure.

180 - 250 kPa {1.8 - 2.5 bar (26 - 36 psi)}.

2570 - 2670 r.p.m., Gear - 1, Lockup Clutch Engaged, Port P Pressure.

1000 - 1200 kPa {10.0 - 12.0 bar (145 - 174 psi)}.

2570 - 2670 r.p.m., Gear - 1, Lockup Clutch Engaged, Port D1 Pressure.

400 kPa {4 bar (58 psi)}.

2570 - 2670 r.p.m., Gear - 1, Lockup Clutch Engaged, Port D2 Pressure.

600 - 850 kPa {6.0 - 8.5 bar (87 - 123 psi)}.

2570 - 2670 r.p.m., Gear - 1, Lockup Clutch Engaged, Port D6/D7 Pressure.

180 - 250 kPa {1.8 - 2.5 bar (26 - 36 psi)}.

ESSENTIAL TOOLS 202839 1/8 x 7/16-20 M ORB Quick Coupler.

SERVICE EQUIPMENT AND TOOLS 4136 kPa {41.4 bar (600 psi)} Gauge

Parker No. M10-4F80HG5 7/16-20 F x M10 x 1 Adapter.

328

REVISION 0

CHAPTER 4 Shut engine OFF and apply park brake. Remove plugs and install adapter and quick coupler in pressure ports (1; 2, 4 and 5). Attach hoses and gauges to fittings. Start machine and warm transmission to specification. (See “Transmission Warm-up Procedure” on page 323).

CAUTION Perform procedure on a hard flat surface, away from other people or machines. NOTE: Torque converter lockup occurs when turbine speed is approximately 80% of engine speed. Operate machine in gear specified and record transmission pressures as indicated. (Table on previous page). To take clutch pressure readings in a specific gear, e.g. 4th: If transmission pressures are not to specification, check transmission charge pump and/or main pressure regulator. (See Disassemble and Assemble Front Input Control Element and Disassemble and Assemble Control Valve CHAPTER 3, SECTION 3 in the Repair Manual).

Torque Converter Stall Test Torque Converter Stall Test Specification Engine Slow Idle - Speed: . . . . 800 ± 20 r.p.m. Engine Fast Idle - Speed . . . . 2620 ± 50 r.p.m. Stall Speed AH250-D . . . . . . 1941 ± 50 r.p.m. Stall Speed AH300-D . . . . . . 1941 ± 50 r.p.m.

WARNING 1. Never stall torque converter for more than 30 seconds. Do not allow transmission temperature to exceed 100° C (212° F). Transmission damage will result if temperature is allowed to exceed the specification. 2. Never perform stall test in reverse. Drive shaft or transfer case damage may result. Reverse gear ratio and excessive torque will be transferred to the drive shaft, transfer case or differential.

REVISION 0

CAUTION Perform test in an open area away from other people and machines. Machine may move unexpectedly during test. Perform test in an open area away from other people and machines. Ensure that all oil levels are correct. Ensure that engine slow and fast idle speeds are correct. Place chocks in front and behind all wheels. Start engine and let air pressure build to normal operating pressure. Do the transmission warm-up procedure to heat transmission oil, (See “Transmission Warm-up Procedure” on page 323).

CAUTION Do not allow transmission oil temperature to remain above 100° C (212° F) for long periods of time. Damage to the transmission may occur. Check stall speed.

• Hold service brakes so machine cannot roll. • Shift transmission into 1st gear. Push

accelerator pedal to the floor and hold it for 10 - 15 seconds until the engine sped stabilizes. Record this stall speed. (See stall speed specification on this page).

Shift transmission into neutral and run engine at slow idle to cool for one minute before turning off. If engine stall speed is below specification and the engine is smoking, it may be low on power. If engine stall speed is above specification, the transmission may be slipping. If engine stall speed is below specification and the engine is not smoking, the torque converter stator could be stuck. If engine stall speed is a little below specification, but the transmission oil overheats during normal operation and will not cool down while idling, the torque converter stator could be stuck.

329

CHAPTER 4

Torque Converter Stator Specification

If transmission temperature does not cool to normal operating temperature, stator may be stuck.

Freewheeling Stator Transmission Oil Temperature . . . . 71 - 93° C (160 - 200° F)

NOTE: Ensure transmission cooler or radiator is not clogged.

Stuck Stator Transmission Oil Temperature . . . . . . . . . 100° C (212° F)

Torque converter must be removed and repaired.

Torque Converter Stator Test

The torque converter stator clutch can fail in two ways:

Front Suspension Strut Leakage Check

• Freewheeling, when the clutch will not lock. • Locked, when the clutch will not release. Freewheeling Stator Test A freewheeling stator can cause sluggish slow speed operation, but machine will seem to operate normally at high speeds. Transmission oil will get hot or overheat quickly. Transmission may not upshift with engine at full speed.

• Operate loaded machine in a normal manner and monitor transmission oil temperature.

• While operating machine, notice how and

when transmission upshifts. • If transmission temperature is hotter than normal and transmission upshifts sluggishly or not at all, stator is freewheeling. Torque converter must be repaired.

If machine is lower on one side than the other, check front struts for oil leakage.

Stuck Stator Test

If struts are not leaking oil, recharge struts with dry nitrogen.

A stuck stator will cause transmission oil to overheat and not cool to normal temperature during non-operation.

Remove bottom clamp (1) from boot.

Transmission will overheat at fast operating speeds. Machine may not reach full operating speeds. Torque converter stall test results will be normal.

Slide boot up to expose strut rod. Any oil leakage will accumulate in boot. A light coating of oil on strut rod is OK. Recharge strut with dry nitrogen. Any oil accumulated in boot indicates a leak. Replace strut.

Perform transmission warm-up procedure to warm transmission oil, (See “Transmission Warm-up Procedure” on page 323). Shift transmission to neutral and run engine at 1200 - 1500 r.p.m. for two to three minutes. Monitor transmission temperature.

330

REVISION 0

CHAPTER 5

CHAPTER 5. PNEUMATIC SYSTEM SECTION 1. THEORY OF OPERATION PNEUMATIC SYSTEM OPERATION All pneumatic functions are supplied pressurized air by the engine driven compressor. Air from the compressor passes through the air dryer to remove moisture and avoid contamination of pneumatic components. The air dryer contains an unloader valve that regulates system pressure. After air leaves the dryer it goes to the pneumatic manifold and is throughout the pneumatic system.

REVISION 0

331

CHAPTER 5

PNEUMATIC SYSTEM SCHEMATIC

332

REVISION 0

CHAPTER 5 1.

Exhaust Brake and Exhaust Valve Brake Solenoid.

System Air Pressure Sensor (VDO Sender).

Park Brake Solenoid.

Park Brake Pressure Switch.

Momentary Switch (Inside Park brake Switch).

Inter-Axle Lock Solenoid.

17. Air Compressor.

Inter-Axle Lock Pressure Switch.

18. Seat Lever Solenoid.

Horn Solenoid.

19. Seat Cylinder.

Horn.

20. Purging Resevoir.

11. Park Brake Actuator. 12. Exhaust Brake Cylinder. 13. Drain Solenoid. 14. Air Reservoir. 15. Air Dryer and Unloader Valve. 16. Cooler Pipe.

10. Exhaust Silencer.

REVISION 0

333

CHAPTER 5

Air Pressure Supply Circuit Operation

Engine Air Filter

Exhaust Port.

Air Compressor.

Purging Reservoir.

Cooling Pipe.

Drain Solenoid.

Air Dryer and Unloader Valve.

Air Reservoir.

Compressor

Air Dryer and Unloader Valve

The compressor (2) is gear driven off the engine and is a single cylinder piston-type compressor.

The air dryer and unloader valve has four functions.

Air is drawn into the compressor through the engine air filter (1), compressed and sent through a cooling pipe (3), then delivered to the air dryer and unloader valve (4).

Drying The Air:

The drain solenoid (7) is controlled by the CCU. After each new engine start the CCU timer is set. After the timer reaches 10 minutes the drain solenoid valve is activated for a half second. A new engine start is when the key switch is set to the OFF position and it has been at least 10 minutes from the last engine start.

334

As air from the compressor comes into the air dryer and unloader valve it passes through a fine screen filter and desiccant. Moisture collects on the surface of the desiccant and is prevented from going to the air system components.

Unloading The Compressor: When air pressure reaches a specified amount, the unloader valve acts as a relief valve and will “BLOW OFF”, out port 3 (5), regulating air system pressure. REVISION 0

CHAPTER 5

Charging The Regeneration Air Reservoir Air coming into the air dryer and unloader valve is sent out port 22 to the regeneration air reservoir. The unloader valve, acting as a relief valve, maintains system pressure in the regeneration air reservoir.

Check Valve.

Port 21.

Unloader Valve.

Regeneration Air Reservoir.

Port 22.

10. Port 3. 11. Purge Valve.

The regeneration air reservoir air supply is used to blow backwards through the desiccant cartridge and purge collected moisture from the cartridge.

Compressed air from the compressor goes to port 1 (1) into chamber A. Air passes through a fine screen filter (2) and along the outside of the desiccant cartridge (4).

Supplying The Pneumatic Manifold

Air passes through the desiccant, moisture is removed and collects on the outside of the desiccant cartridge.

System pressure air is sent to the pneumatic manifold for distribution to all pneumatic circuits.

Air Dryer and Unloader Valve

Air flows through the desiccant, unseats check valve (5) then goes out port 21 (6) to the air reservoir. From the reservoir air flows to the pneumatic manifold where it is distributed to the pneumatic system.

Charging The Pneumatic System 3

Air also flows out port 22 (9) and pressurizes the regeneration air reservoir (8). If the desiccant cartridge becomes clogged, filter bypass spring (3) will compress, allowing the desiccant cartridge to move up.

2 1

Air would then come in port 1 through chamber A, flow under the cartridge through chamber B and out port 21 to the reservoir. The air will not be dried, but the system will function.

B C

7 8

11 9 10

Port 1

Filter.

Bypass Spring.

Desiccant.

REVISION 0

GD4035CV

335

CHAPTER 5 System air pressure is sensed through chamber C on the unloader valve (7). As the system is charging, pressurized air is also being sent to the regeneration air reservoir (8) through port 22 (9).

Purging The Air Dryer 3

2 1

When system pressure reaches 810 kPa (8.1 bar) (117 psi), air pressure on the diaphragm of the unloader valve forces the diaphragm against the spring, which opens a port to allow pressure to assist in opening the purge valve (11).

As the pure valve is opening it allows air pressure from the regeneration air reservoir to escape up to chamber B and passes through the desiccant and filter, carrying the collected moisture with it.

7 8

11 9 10

Port 1

Filter.

Bypass Spring.

Desiccant.

Check Valve.

Port 21.

Unloader Valve.

Regeneration Air Reservoir.

Port 22.

GD3036CV

10. Port 3. 11. Purge Valve. During the charging cycle, moisture is removed from the air going to the system and collects on the fine screen filter and the outside of the desiccant cartridge.

336

Any additional moisture collected in chamber A is also picked up, sent by purge valve and then out exhaust port 3. When the pressure in chamber B drops below 810 kPa (8.1 bar) (117 psi), check valve (5) will close maintaining system pressure in chamber C and in the air reservoir. When purge valve (11) is open, compressed air from compressor entering through port 1 into chamber A is sent directly out exhaust port 3 (10). There is zero pressure in regeneration air reservoir while system is in the “unloading” stage. When system pressure drops approximately 48 kPa (0.48 bar) (7 psi), check valve (5) opens, spring in unloader valve (7) pushes against the diaphragm, closing the port to purge valve (11) and starts the charging cycle again.

Pneumatic Manifold The pneumatic manifold receives pressurized air from the air reservoir and distributes it throughout the pneumatic system. Exhaust air is routed through the pneumatic manifold and exits out the exhaust silencers and orifice outside the cab.

REVISION 0

PARK BRAKE

EXHAUST BRAKE

PARK BRAKE SOLENOID FEED

PARK BRAKE AIR SUPPLY

PARK BRAKE EXHAUST

SEAT

PBS

PBA

PBX

FACE (Inside cab)

HORN

TWO SPEED DIFFERENCIAL

TSD

TRANSFER CASE

MAIN AIR SUPPLY

COMPONENT SIDE (Outside cab)

CHAPTER 5

Pneumatic Manifold - Outside Cab

210949 - PneuGS0003CV

337

TLU

CHAPTER 5

338

REVISION 0

CHAPTER 5

Pneumatic Schematic

REVISION 0

339

CHAPTER 5

340

REVISION 0

CHAPTER 5

Pneumatic Circuit Exhaust Brake and Exhaust Valve Brake Circuit. Air from the pneumatic manifold goes to the exhaust brake solenoid (1). The solenoid is energized when all the following conditions occur:

• Accelerator pedal is in the slow idle position. • Torque converter is in lock-up. • There must be no electrical failure. If any of the above items change while the exhaust brakes are applied, the exhaust brake solenoid will de-energize, the quick release valve will open to vent and the exhaust valve system will disengage. Park Brake Circuit The park brake is spring applied and released with compressed air. The function of the park brake circuit is to engage and disengage the park brake by controlling the flow of the compressed air to park brake actuator (11). System air pressure from the pneumatic manifold is available at park brake solenoid (3). When the park brake switch is switched to the OFF (brake disengage) position, compressed air is sent to park bake solenoid (3). When the park brake switch is switched OFF (brake dis-engaged), the CCU de-energized the park brake solenoid (3) and compressed air in the park brake pneumatic circuit vents to atmosphere through the park brake solenoid. It exits out the exhaust silencer (10). When this happens, the compressed air from the actuator will exit out of exhaust, causing the park brake to engage. If the system air pressure falls below 600 kPa (6 bar) (87 psi), the CCU will de-energize the park brake solenoid, causing the park brake to engage. When the park brake is engaged, park brake pressure switch (4) causes the park brake light, located on the MDU, to come on.

REVISION 0

If the engine is started with the park brake switch in the OFF position, even if the system air pressure specification has been met, the park brake switch must be cycled to the ON position for the park brake to release. Inter-Axle Lock circuit NOTE: 1. The inter-axle diff. Lock are air applied, spring released. 2. IDL Engaged: Pressure switch is in closed position: MDU IDL Light ON. 3. IDL Disengaged: Pressure switch is in open position: MDU IDL Light OFF. 4. IDL “Engaged” status detected by CCU when IDL pressure switch is closed. The inter-axle lock is located in the transfer case. The purpose of the inter-axle lock is to lock the front and rear axles together so power is applied evenly to all axles. The inter-axle lock can not be engaged unless the accelerator pedal is in the low idle position (Less than 10% throttle position). The inter-axle lock can only be engaged at any time. When the inter-axle lock switch is pushed to the ENGAGE position, the inter-axle lock solenoid (6) is energized, allowing compressed air to flow to the inter-axle lock actuator and the inter-axle lock will be applied. The compressed air between the inter-axle lock solenoid and the inter-axle lock actuator closes the contacts of the inter-axle lock pressure switch (7). When the inter-axle lock switch is pushed to the DISENGAGE position, the inter-axle lock solenoid de-energizes. The de-energized solenoid allows the compressed air to vent via the exhaust of the IDL solenoid to the atmosphere and the spring will release the inter axle differential lock. Horn Circuit Air Horn (Optional) Pushing the horn button, energizes air horn solenoid (8), which causes compressed air to flow to air horn (9). Releasing the horn button de-energizes the horn solenoid, causing the compressed air to vent to atmosphere through the air horn solenoid.

341

CHAPTER 5 Seat Hight Circuit When the seat lever is in the neutral position, there is no air flow from or to the seat cylinder. When the seat lever is raised, air is allowed to flow via the seat lever solenoid (18) to the seat cylinder (19), activating the cylinder to lift the seat. While the seat lever is held in this position, air will continues to flow to the cylinder until seat lever is released. Raise and hold seat lever until desired high is reached and then release the seat lever. To lower the seat, push the seat lever down and hold until desired hight is reached. Release the seat lever. While the seat lever is held in the lower position, air from the seat cylinder (19) will be allowed to vent via the seat lever solenoid (18) to the atmosphere.

342

REVISION 0

CHAPTER 5

CHAPTER 5. PNEUMATIC SYSTEM SECTION 2. DIAGNOSTIC INFORMATION DIAGNOSTIC PROCEDURE

Perform Operational Check-out.

Follow the six basic steps below to carry out troubleshooting efficiently:

Check all systems and functions on the machine. Use the helpful diagnostic information in the check-out to pinpoint the possible cause of the problem.

Ask The Operator What type of work was the machine doing when the trouble was noticed? Did the trouble start suddenly or has it been getting worse? Did the machine have any previous problems? If so, which parts were repaired?

Inspect the machine Check all daily maintenance points (See in OM). Check batteries, fuses circuit breakers and electrical connections.

REVISION 0

Perform Troubleshooting Connect laptop computer, if available. The self-diagnosing function lists any service codes and gives corrective action information. Before starting any trouble shooting, first check battery voltage, circuit breakers and fuses. Go to test groups to check pressures and voltages. Make sure adjustments are correct.

Trace a Cause. Before reaching a conclusion, check the most probable and simplest to verify. Use the flow charts and symptom, problem, solution charts to help identify probable problem components. Make a plan for appropriate repair to avoid other malfunctions.

343

CHAPTER 5

DIAGNOSE PNEUMATIC SYSTEM MALFUNCTIONS NOTE: Diagnose Malfunction charts are arranged from most probable and simplest to verify, to least likely and most difficult to verify. Symptom System Does Not Reach Operating Pressure.

Problem Air dryer and unloader valve not adjusted correctly.

Adjust air dryer and unloader valve. Do Pneumatic System Main Pressure Test And Adjustment (See “Pneumatic System Main Pressure Test And Adjustment” on page 346.)

Leakage at fittings or from lines.

Tighten fittings. Repair lines.

Air reservoir drain valve.

Check drain valve for leakage. Repair or replace drain valve.

Hoses and lines connected to wrong ports.

Connect hoses and lines to the correct ports. (See “Pneumatic Manifold” on page 336)

System air pressure sensor.

Test sensor. Do Pneumatic System Solenoids, Pressure Switches And Sensor Tests. (See CHAPTER 5, SECTION 2).

Park brake actuator.

Check park brake pressure. ( See “PARK BRAKE PRESSURE TEST” on page 347).

Unloader valve.

Check pressure setting. Do Pneumatic System Main Pressure Test And Adjustment. (See “Pneumatic System Main Pressure Test And Adjustment” on page 346).

Air compressor.

Park Brake Light Does Not Go Off.

344

Solution

park brake pressure switch failed.

Repair or replace compressor.

Test park brake pressure switch. Do Pneumatic System Solenoids, Pressure Switches and Sensor Tests. (See CHAPTER 3, SECTION 4).

REVISION 0

CHAPTER 5 Symptom Park Brake Does Not Hold.

Problem Park brake calliper adjustment.

Adjust park brake calliper. Do Park Brake Adjustment (See “Park Brake Adjustment” on page 327).

Park brake disc and pads.

Checks thickness of pads. Do Park Brake Pad Thickness Check (See “Check Park Brake Pad Wear” on page 443).

Park brake solenoid.

Park brake valve.

Engine Valve Brakes or Exhaust Brakes Not Operating Correctly.

Horn not Working.

High range not engaging.

Inter axle diff. lock not releasing.

REVISION 0

Solution

Test park brake solenoid. Do Pneumatic System Solenoids, Pressure Switches and Sensor Tests (See CHAPTER 3, SECTION 4). Test park brake pressure. Do Park Brake Pressure Test (See “PARK BRAKE PRESSURE TEST” on page 347).

Exhaust brake solenoid.

Test exhaust brake solenoid. Do Pneumatic System Solenoids, Pressure Switches and Sensor Tests (See CHAPTER 3, SECTION 4).

Engine valve brakes.

Check engine valve brakes for binding, not opening.

Exhaust brakes.

Check engine exhaust brake adjustment. Do Exhaust Brake Adjustment (See “EXHAUST BRAKE ADJUSTMENT” on page 60).

Horn solenoid.

Test horn solenoid. Do Pneumatic System Solenoids, Pressure Switches and Sensor Tests (See CHAPTER 3, SECTION 4).

Horn switch.

Test horn switch. Do Steering Column Switch Test (SEE “Steering Column Switch Test” on page 218).

Actuator or diff. Failure.

Check pneumatic system for leaks and pressure.

Low or no air pressure.

Repair or replace faulty components.

Low or no air pressure.

Check pneumatic system for leaks and pressure.

Actuator leaking.

Repair the leak or replace actuator. 345

CHAPTER 5

CHAPTER 5. PNEUMATIC SYSTEM SECTION 3. ADJUSTMENTS AND TESTS PNEUMATIC SYSTEM MAIN PRESSURE TEST AND ADJUSTMENT Pneumatic System Main Specification Pneumatic System Pressure . . . . . . . . . . . 810 kPa {8.1 bar (117 psi)}. Adjusting Screw 1/2 Turn Equals . . . . . . . . . . . . . 50 kPa {0.5 bar (7 psi)}.

Essential Tools Tee fitting . . . . . . . 202862 3/4-16 M 37° x 3/4-16 F 37° . . . . . . . . . . . . . . . . Sw x 7/16-20 M 37°

Service Equipment and Tools Gauge . . . . . . 2068 kPa {20.6 bar (300 psi)}. Stop machine and lower front bottom guard.

CAUTION Discharge pneumatic system completely before removing any fittings or components. Discharge air pressure from front pneumatic system by pulling the drain plug ring on the regeneration air reservoir. Disconnect air line from port 21 of air dryer and unloader valve.

Connect “T” fitting (1) to dryer/unloader valve and air line. Connect pressure gauge to tee fitting. Start engine and observe air pressure on gauge. Record pressure when unloader valve “unloads”. Adjust pressure that unloader valve “unloads” by removing rubber boot, loosening locknut (3) and turning adjusting screw (2) with a 3mm hex. wrench. Turning screw clockwise will increase unloading pressure. If pressure cannot be adjusted within specification, replace air dryer and unloader valve.

346

REVISION 0

CHAPTER 5

PARK BRAKE PRESSURE TEST CAUTION 1. Install articulation locking bar before working in pivot area. 2. Discharge pneumatic system completely before removing any fittings or components.

Install articulation lock bar.

CAUTION Always install the bin prop when working under the raised bin. Personal injury may result if the body lowers unexpectedly.

Disconnect line from park brake actuator and install tee fitting (1). Connect gauge to fitting. Start engine and observe pressure on gauge. Pressure must remain at zero with park brake lever ON. If pressure is more than zero, park brake valve is leaking internally and must be replaced. With engine running, release park brake and observe pressure on gauge. Observe system pressure on gauge.

Park Brake Pressure Specifications Park Brake Lever ON . . . 0 kPa {0 bar (0 psi)}. Park Brake Lever OFF . . . . . 810 kPa {8.1 bar . . . . . . . . . . . . . . . . . . . . . (117 psi)}.

Essential Tools Raise the bin and install the bin prop and ensure it is in the ring (1).. Move park brake lever to the ON position to engage park brake and relieve system pressure from park brake circuit. Shut off engine.

Tee fitting . 202862 3/4-16 M 37° x 3/4-16 F 37° . . . . . . . . . . . . . . . . Sw x 7/16-20 M 37°

Service Equipment and Tools Gauge . . . . . . 2068 kPa {20.6 bar (300 psi)}. Park the machine on a level surface and chock the wheels to prevent machine from rolling. If pressure is low, go to “Pneumatic System Main Pressure Test And Adjustment” on page 346.

REVISION 0

347

CHAPTER 5

PARK BRAKE ADJUSTMENT

Install washer and nut onto release stud and tighten until park brake releases.

Park Brake Adjustment Specification Air System Pressure . . . . . . . . . . . . 807 kPa {8.1 bar (117 psi)} Actuator Rod Travel Distance . . . . . . . . . . . . . . . . 50.8 mm (2”)} max.

Equipment and Tools • 6mm Allen Key Move the machine to a level surface.

CAUTION Always install the bin prop when working under the raised bin. Personal injury may result if the bin lowers unexpectedly. Raise bin and install bin prop. (See Install Bin prop in the OM).

CAUTION Machine may roll when park brake is released. Chock all wheels in front of and behind wheels to keep machine from rolling when park brake is released.

Remove plug and washer (1) covering the adjusting screw. NOTE: Plug is located on the back side of the park brake actuator bracket.

Release park brake.

Remove release stud (1), nut (2) and washer (3) from storage position (4). Install release stud in hole at rear of park brake actuator housing and rotate a 1/4 turn to lock into place.

348

Insert a 6 mm Allen Key into the adjusting screw and turn counter clockwise until resistance is felt.

REVISION 0

CHAPTER 5 NOTE: A clicking sound is heard as adjusting screw is turned. Then Allen Key clockwise until resistance is felt. Finally turn Allen Key counter clockwise seven clicks. Remove Allen Key and install adjuster plug and washer. Remove park brake release stud from actuator. Start engine. Allow air system to increase to normal operating pressure (See specification). Release the park brake. Measure from bottom of park brake actuator to centre of clevis on actuator rod. This distance shoul be approximately 37mm (1.46 inches).

Re-take actuator rod travel measurements. If travel is still more than 51mm (2 inches), actuator has failed and must be replaced. If actuator rod travel is less than 22mm (0.88 inches), readjust the brake.

Park brake Test CAUTION Perform test in an open area away from people and other machines. Machine may move unexpectedly during this test. Apply park brake. Apply inter-axle lock to prevent wheel slippage. Move shift selector to D (Drive). Release service brakes. Increase engine speed to fast idle for a few seconds. Park brake must not let machine move. If machine moves, check pad brake thickness and park brake adjustment. (See Park Brake Pad Thickness and Park Brake Adjustment Procedure in this SECTION).

Park Brake Pad Thickness Check WARNING Always install bin prop when working under the raised bin. Personal injury may result if the bin lowers unexpectedly. Record measurement. Apply park brake. Measure from bottom of park brake actuator to centre of clevis on actuator rod. Subtract smallest measurement from the largest to get actuator rod travel.

Raise bin and install bin prop. (See Install Bin Prop in the OM). Park Brake Pad Thickness Specification Park Brake Pad Thickness Min. . 3mm (0.118 “).

If actuator rod travel is more than 51mm (2 inches), start engine; release and apply park brake 20 times to help seat parts.

REVISION 0

349

CHAPTER 5 Operate the micro-switch manually.

• Compressor is active (Yes/No). Pull the handle for seat height adjustment upwards or push down.

• The height level valve activated (Yes/No). Operate the electric switch manually.

• Seat moves upwards (Yes/No). Pull the handle for seat height adjustment upwards and then release it.

• The seat remains in the set position (Yes/No). Check the pneumatic spring for abrasion. Measure park brake pad thickness. Change park brake pads when they are less than specification.

GRAMMER SEAT FUNCTIONAL TEST Height Adjustment Test Pull the handle for height adjustment upwards and keep it in this position (max. 1 minute).

• The seat moves upwards until the maximum

• Pneumatic spring is tight/untight. Apply load to the seat.

• Compressed-air escapes from the height level control (Yes/No). • The height level control is tight (Yes/No). • The air tank for additional air supply is tight (Yes/No).

Checking the cable Vehicle power connector / Connector plug.

Release the handle.

Disconnect the plug-in connection (Vehicle power connector Suspension - Vehicle) and measure resistance.

• The seat must move downwards by 30 cm

• Resistance: > 4.6 W or £ 4.6 W

height is reached.

after the maximum height is reached.

Press the handle for height adjustment downwards and keep it in this position.

• The seat moves downwards until the minimum height is reached.

Pull the handle for seat height adjustment upwards and measure resistance. 4.6 W correct < 4.6 W (short-circuit) or > 4.6 W (break)

Release the handle for height adjustment.

• The seat remains in the set position. Compressor Check Pull the handle for seat height adjustment upwards.

• Compressor is active (Yes/No). 350

REVISION 0

CHAPTER 6

CHAPTER 6. HYDRAULIC SYSTEM SECTION 1. THEORY OF OPERATION ARTICULATED DUMP TRUCK HYDRAULIC SYSTEM OPERATION

6 5 4 7

3 2

9 10

13 HyGD0001CV

Brake Caliper.

Bin Tip Cylinders.

Brake Valve.

Left Steering Cylinder.

Steering Valve.

10. Hydraulic System Manifold.

Right Steering Cylinder.

11. Secondary Steering Pump.

Return Filter.

12. Main Hydraulic Pump.

Hydraulic Tank.

13. Front And Rear Brake Accumulators.

Suction Screen.

REVISION 0

351

CHAPTER 6 The articulated dump truck hydraulic system is a closed-centre, load-sensing system and consists of the steering circuit, secondary steering circuit, fan drive circuit, bin control circuit and service brake circuit. The system oil is stored in the hydraulic tank (6). The suction strainer removes any large particles that may have collected in the hydraulic reservoir before the oil is sent to the main hydraulic pump (12). The main hydraulic pump is a variable-displacement, axial-piston pump with load sensing and a pressure compensating regulator valve. The regulator valves controls the pump flow rate by changing swash plate angle to meet load demand of functions actuated and to de-stroke the pump to residual (low stand-by) pressure when all functions are in neutral. (See “Main Hydraulic Pump Load Sense Operation” on page 356). The pump is driven by a drive shaft connected to the engine accessory drive. The pump is mounted to the frame with the drive shaft connected to the pump through a dampener. The pump provides hydraulic oil flow to the steering, service brake, fan drive, suspension and bin control circuits. (See “Main Hydraulic Pump Operation” on page 354).

The bin control valve is a closed-centre valve with a load sense passage. The valve is mounted on the hydraulic system manifold. The function of the bin control valve is to route hydraulic oil to the right and left bin cylinders (8). The bin tip cylinders are double-acting cylinders that raise and lower the bin. The load sense passage is used to send a signal from the work ports through the hydraulic system manifold to the pump regulator valve when the valve is actuated. The load sense passage is open to return when the valve is in neutral. The steering valve (3) is a closed-centre valve with a load sense passage. The valve is a wide angle, variable displacement (flow amplification) with integrated anti-cavitation and relief valves. The effective displacement of the steering valve depends on the speed at which the valve is turned. The steering valve routes and controls hydraulic oil to the left steering cylinder (9) and right steering cylinder (4). The load sense passage is used to send a signal from the work port to the hydraulic system manifold and then to the pump regulator valve when the valve is actuated.

The hydraulic system manifold (10) controls and distributes hydraulic oil through outlet ports to all components in the hydraulic system. The manifold is a replaceable cartridge-valve-type manifold. The steering and brake accumulator charging circuits are given priority by the valve located in the manifold. (See “Hydraulic System Manifold Operation (Top View)” on page 370).

352

REVISION 0

CHAPTER 6 A ground driven secondary steering system is used to provide supply oil flow for the steering circuit while the machine is still moving in the event there is a malfunction of the engine or main hydraulic pump.

The front and rear brake accumulators are used to store brake oil under pressure which is then used to apply the service brakes when the brake valve is actuated. The brake valve (2) is a dual circuit, modulated valve.

The system consists of the secondary steering pump (11), check valve manifold mounted on the pump, and two check valves located in the hydraulic system manifold. The pump is a variable-displacement, axial-piston pump with a load sensing and pressure compensating regulator valve.

The function of the valve is to control the charged brake oil from the accumulators to actuate the service brake callipers or internal brake pistons.

The residual pressure setting for the secondary steering pump is lower than the residual pressure setting for the main hydraulic pump. The pump is mounted on the transfer case and is ground driven as long as the gear train is being turned by the moving machine.

The top valve section is for the front axle brakes and the bottom valve section is for the rear axle or axles. The brake valve supplies charged brake oil to the rear brake callipers or internal brake pistons first and then to the front brake callipers or internal brake pistons. (See “Service Brake System Operation” on page 363). Return filter (5) is used to filter return oil before entering the hydraulic reservoir.

The check valves are used to isolate the main hydraulic circuit and the secondary steering circuit. The secondary steering pump anti-cavitation valve provides a path for oil flow from the suction side of pump to the outlet side when the machine is moving in reverse. The brake accumulator, which is attached to the hydraulic system manifold is a diaphragm type, nitrogen charged accumulator and the front and rear brake accumulators (13), are piston type, nitrogen charged accumulators. The accumulators are not serviceable. The function of the brake accumulator is to provide a signal to the brake accumulator charge valve, regulating load sense signal to main hydraulic pump to maintain the pressure of brake accumulators between a lower and upper charge limit.

REVISION 0

353

CHAPTER 6

Main Hydraulic Pump Operation 3

8 3 6

14 15

3 2 12 11 1 9

11 6

8 7 9

30D4003CV

354

REVISION 0

CHAPTER 6 1.

Compensator Valve.

Residual Valve.

Pump Regulator Valve.

Load Sense Port.

Spring.

Inlet Port.

Outlet Port.

Hydraulic System Manifold.

Small Control Piston With Spring.

10. Swash Plate. 11. Large Control Piston. 12. Cylinder Block Oil. 13. Supply Oil. 14. Load Sense Oil. 15. Return or Pressure Free. The main hydraulic pump is a variable-displacement, axial-piston pump with a load-sensing and pressure-compensating pump regulator valve (3). Pump displacement is varied by the angle of swash plate (10). Swash plate angle is controlled by the small control piston (9) and large control piston (11).

then to small control piston, pump regulator valve, and hydraulic system manifold (8). The pump is driven by the transmission auxiliary drive. Pressure compensation is a constant pressure system that requires a closed-center hydraulic system. As soon as the engine is started, supply oil flows from the pump to the closed-center valves. The pressure in the hydraulic system increases and causes the residual valve to destroke the pump at residual pressure. The residual pressure ensures that immediate system pressure is available on demand when a function is actuated. Load sense system pressure is used to regulate the residual valve to stroke or destroke the pump as needed. No matter what the load demand is, even when using more than one function, as long as the total demand does not exceed the pumps capability, the pump will deliver the exact amount of oil required to move the load.

The small control piston has supply oil (13) pressure and spring pressure applied to it at all times trying to keep the pump at maximum displacement. Supply oil is applied to or released from the large control piston by the residual valve (2) varying pump displacement per load demand. At full system pressure the compensator valve (1) shifts to route supply oil to the large control piston destroking the pump. As the angle of swash plate is increased, the pistons move in and out of their bores and displace oil as the cylinder block (12) is turned by the pump drive shaft. The pistons move into their bores during the first half of each revolution, and out of their bores during the last half of the revolution. The piston bores are filled with oil through the inlet port (6) and valve plate as the pistons move out of their bores. The pistons moving into their bores push oil out through the valve plate to the outlet port (7) and REVISION 0

355

CHAPTER 6

Main Hydraulic Pump Load Sense Operation

9 10 8

Hy30D0007CV

Pump Regulator.

Case Drain.

Residual Spool.

To Control Piston.

Residual Spring.

From Pump Outlet.

Compensator Spring.

Supply Oil.

Compensator Spool.

10. Load Sense Oil 11. Return Oil.

Residual Pressure As soon as pump is driven, supply oil (9) flows to pump regulator (1) which consists of the residual valve and compensating valve.

The spool will shift toward the residual spring (3) until it allows supply oil to be directed into the control piston (7), destroking the pump and reducing flow until the pressure at the pump outlet (8) is equal to the residual pressure setting.

As the supply oil pressure rises, the residual spool (2) having the smaller spring will start to shift.

The pump will maintain this residual pressure until the hydraulic system’s needs are greater (function actuated).

356

REVISION 0

CHAPTER 6 When hydraulic functions are not actuated the pump produces only enough flow to maintain the residual pressure.

The load sense oil (10) at this time is at a minimal pressure because the load sense circuits are open to return.

9 10 8

11 Hy40D0008CV

Pump Regulator.

Case Drain.

Residual Spool.

To Control Piston.

Residual Spring.

From Pump Outlet.

Compensator Spring.

Supply Oil.

Compensator Spool.

Load Sense Oil (Mid-Range Pressure).

Return Oil.

Working Pressure When a function is actuated, load sense oil pressure (10) to the pump regulator (1) rises. This rising load sense pressure and the force of the residual (3) work together to overcome the pressure of the supply oil (9) on the opposite side of the residual spool (2). REVISION 0

The spool will then slide over (away from spring), opening the control piston (7) to case drain (6), stroking the pump and increasing flow as needed.

357

CHAPTER 6

9 10 8

11 Hy40D0009CV

Pump Regulator.

Case Drain.

Residual Spool.

To Control Piston.

Residual Spring.

From Pump Outlet.

Compensator Spring.

Supply Oil.

Compensator Spool.

Load Sense Oil (High Pressure).

Return Oil.

Compensating Pressure As the hydraulic system needs are met and the supply oil (9) pressure continues to rise, the increasing supply oil pressure starts to overcome the compensator spring (4), sliding the compensator spool (5) toward the spring. The spool will then direct the high pressure supply oil into the control piston (7) destroking the pump but providing enough flow to maintain compensating pressure in the system.

358

Compensating pressure is set lower than the system relief valve pressure. The system relief valve is used to protect the system against sudden pressure spikes. High system pressure oil is also conveyed into the load sense circuit. The high pressure load sense oil (10) plus the force of the residual spring (3) will keep residual spool (2) shifted away from the spring.

REVISION 0

220

REVISION 0 T MESH SUCTION STRAINER

M6 -6

A4 -8

5 22 24

17 13 L1 -6

L3 -6

ML1 -6

PRETURN FILTER

L2 -6

MP3 -6

ML3 -6

P2 -10 P3 -12

HYDRAULIC RESERVOIR

BREATHER

170

L1 L

X3 BD

280

SERVICE BRAKES

2 700453_Hyd_Schem_Small_CV

PCB

PCA

BRAKE VALVE (120 BAR)

21 19 20 18 165

8 15

MP2 -6

TIP CYLINDERS

CHECK VALVE MANIFOLD

M4 -6

P1 -16

190

ES1 SP1 -6

HCS

SWITCH E/STEER (9 BAR)

280

A6 -8

A5 -8

P 35

M5 -6

7 XB

B5 -6

MP1 -6

9 LABP1

HTS A HTS B TT M14x1,5

PRESSURE LINES TANK LINES LOAD SENSE / PILOT OIL SUCTION LINES

STEERING VALVE

B6 -6

SWITCH, BRAKE SYSTEM - LOW PRESSURE (123 BAR) S4 -6

ACCUMULATORS 2X4L-SOUTH AFRICAN MACHINES 80 BAR

STEERING CYLINDERS

MP2

TEST POINT MANIFOLD MP1

CHAPTER 6

Hydraulic Schematic

MR -6

D -8

WHEEL

359

CHAPTER 6

360

REVISION 0

220

REVISION 0 T

3 MESH SUCTION STRAINER

L A6 -8

21 19 20 18

LS 165

M4 -6

8 15

XB 190

X3 L2 -6

M6 -6

L1 -6

L3 -6

ML1 -6

5 22

17 13

11 PRETURN FILTER

170 BD

PCB 280

TIP CYLINDERS

PCA

PI A1

MP2 -6

P2 -10 P3 -12

700457_Hyd_Schem_Small_Wet_CV

SERVICE BRAKES

BRAKE VALVE (100 BAR)

HYDRAULIC RESERVOIR

HCS

HTS A HTS B

BREATHER

LABP1

ES1 SP1 -6

P1 -16

10 280

A5 -8

SWITCH E/STEER (9 BAR)

9 X4

B6 -6

SWITCH BRAKE 0.16L BOTTLE SYSTEM ACCUMULATOR LOW 110 BAR PRESSURE A4 -8 (123 BAR) S4 -6

B5 -6

MP1 -6

ACCUMULATORS 80 BAR

M5 -6

CHECK VALVE MANIFOLD

TT M14x1,5

PRESSURE LINES TANK LINES LOAD SENSE / PILOT OIL SUCTION LINES

STEERING VALVE

MP2

TEST POINT MANIFOLD

23 12

STEERING CYLINDERS

MP1

CHAPTER 6

Hydraulic Schematic Wet Disc Brakes

MR -6

6 D -8

MP3 -6

ML3 -6

L1 L

220

WHEEL

361

CHAPTER 6

362

REVISION 0

CHAPTER 6

Service Brake System Operation Charging System

Charged System

When operating the service brake valve (1), charge oil (25) pressure in the front brake accumulator (23) and rear brake accumulator (9) decreases.

When all accumulators are charged, charge oil (25) pressure in the brake accumulators (9 & 23) holds the accumulators charge check valve (21) closed. The brake accumulator charge oil pressure keeps the accumulator charge valve (14) open allowing pump load sense oil (26) to flow to return.

The decrease of charge oil pressure in the brake accumulators is sensed by the accumulator charge valve (14). When the accumulator charge oil pressure decreases below the lower pressure setting of the accumulator charge valve, the charge valve spring shifts the spool, blocking the flow of load sense oil (26) to the return circuit. Charge oil continues to flow through the brake accumulator charge orifice (19), increasing load sense pressure. The increasing load sense pressure shifts the priority valve signal shuttle valve (16) and main hydraulic pump signal shuttle valve (15) sending the load sense signal out of port L1 to the main hydraulic pump port X, stroking the pump, increasing flow, causing supply oil (17) pressure to increase. This supply oil then flows through the accumulator pressure reducing valve (18), accumulator orifice (20), and accumulator charge check valve (21) charging the brake accumulator. As pressure increases, accumulators are charged via flow fuse schuttle valve (12). Pressure to the accumulators is limited by accumulator pressure reducing valve. The accumulator orifice controls the rate of oil flow to charge the accumulators. When brake accumulator charge oil pressure increases to the upper pressure setting of accumulator charge valve, the charge valve spool shifts to the open position allowing load sense oil to flow to return, decreasing the load sense signal to the main hydraulic pump. The pump de-strokes decreasing supply oil flow to the accumulators.

REVISION 0

The rear and front brake accumulator circuits are seperated by the flow fuse shuttle valve (12) and hold charge oil in the rear and front brake accumulators (9 and 23) and brake valve (1). The flow fuse shuttle valve enables the circuits to work independently of each other in the event of a malfunction in either circuit. The pressure setting of the accumulator charge valve and accumulator pressure reducing valve (18) is critical to operation of the main hydraulic pump. If pressure setting of accumulator charge valve is higher than accumulator pressure reducing valve, the load sense signal to the main hydraulic pump will remain high because the charge oil pressure from brake accumulator cannot open the charge valve allowing load sense oil to flow to return. The pump will remain in stroke and not return to low stand-by (residual) pressure when all functions are in neutral.

Brake Valve - Neutral The service brake valve (1) is a dual circuit, modulated valve. The function of valve is to control the charge oil (25) from the rear and front brake accumulators (9 and 23) to actuate the service brakes. The brake valve contains two separate circuits, each supplied by their own set of accumulators. The top valve is for the front axle brakes and the bottom valve is for the rear axle brakes. The brake valve supplies charged oil to the rear brakes first and then the front brakes. In neutral, charge oil is blocked by the brake valve spools and the brake pistons are open to return.

363

CHAPTER 6

Brake Valve - Actuated When service brakes (2) are actuated, the charge oil (25) in the accumulators flows through the brake valve (1) to the brake pistons, applying the brakes. The pressure applied at the pistons and the force applied to the spring by the brake pedal act on opposite ends of the spools in the brake valve. The pressure to the pistons is proportional to the force applied to the brake pedal (pressure to the pistons increases as the force on the brake pedal increases). The pressure on the end of the spools balances against the spring force modulating the pressure to the pistons. The charge oil pressure is reduced by the amount of oil it takes to move the pistons. Each application of the brake pedal reduces the charge pressure until the brake accumulator charge circuit is actuated by the accumulator charge valve (14).

Steering And Secondary Steering System Operation The function of the steering system is to route supply oil (17) from the main hydraulic pump (13) to the steering valve (11). The steering valve then controls the oil flow used to extend and retract the steering cylinders (3). When the steering wheel is turned, the load sense signal from the steering valve enters the hydraulic system manifold (7) at port L3. The load sense signal is then sensed at the secondary steering pump (4) via port L2. At the same time, the load sense signal shifts the shuttle valves (15 & 16), pressurizes the spring chamber of priority valve (8), and sends a signal to the main hydraulic pump via port L1. The load sense signal will not exceed the steering load sense relief valve (6) pressure setting. The main hydraulic pump supplies the required flow rate through port P1, main hydraulic pump check valve (5), and out of port P3 to steering valve port P. When the steering wheel is not being turned, the load sense signal is open to hydraulic reservoir through the steering valve and the main hydraulic pump will return to residual pressure.

364

The oil in the steering cylinders is trapped and the machine is held at that relative position. The ground driven secondary steering pump will assist with oil flow to steer the machine if main hydraulic pump cannot deliver the flow required. Low oil flow may occur during an attempt to rapidly steer machine at slow engine speed. (Machine must be moving for secondary steering pump to work.) Under normal steering operation, the pressure of secondary steering pump at port P2 is just below that of the main hydraulic pump at port P1 creating a differential pressure across secondary steering pump check valve (22). When the main hydraulic pump cannot meet the flow requirements to steer the machine, the pressure in the main hydraulic pump circuit decreases the load sense signal at port L1. The load sense signal to the secondary steering pump via port L2 is the same as that of the main hydraulic pump at port L1, enabling the pressure of secondary steering pump at port P2 to increase and overcome the pressure differential across secondary steering pump check valve. Flow from the secondary steering pump (24), via port P2, eventually supplements the flow from the main hydraulic pump to the steering valve via port P3. The rpm of the secondary steering pump is dependent on the machine travel speed. Supply oil flow available to steer the machine is reduced proportionately as the travel speed decreases. When the machine stops, there is no secondary steering pump flow. The secondary steering system is also used to provide oil flow to the steering circuit (while the machine is still moving) in the event there is a malfunction of the engine, transmission, power takeoff, pump drive shaft, or main hydraulic pump. The system consists of the secondary steering pump, main hydraulic pump check valve, secondary steering pump check valve, and secondary steering pump “Check Valve Bridge” (27). The secondary steering pump is a variable-displacement, axial-piston pump with a load sensing and pressure compensating regulator valve.

REVISION 0

CHAPTER 6 Operation of the secondary steering pump is similar to the main hydraulic pump. The residual valve pressure setting for the secondary steering pump is lower than the residual valve pressure setting for the main hydraulic pump. When the machine is moving, the pressure at test port MP2 remains just below the pressure at test port MP1. The secondary steering pump is mounted on the transfer case and is ground-driven as long as the gear train is being turned by the moving machine. The secondary steering pump check valve is used to block oil flow from the main hydraulic pump to the secondary steering pump circuit. In the event of a malfunction, main hydraulic pump check valve manifold oil flow from the secondary steering pump to the main hydraulic pump, fan drive valve, bin control valve, and brake accumulator charging circuit. The secondary steering pump “Check Valve Bridge” allows oil to be directed to the correct ports, so that the pump can operate in both the forward and rearward direction.

REVISION 0

365

CHAPTER 6

Steering Valve Operation 1 2

11 7

8 L

11 T

1 NEUTRAL 18 STEERING VALVE

Hy40D0012CFM

Neutral.

Steering Shaft.

Steering Cylinder.

Return.

Gerotor.

Make-Up Check Valve.

Load Sense Port to Hydraulic System Manifold Port L3.

From Hydraulic System Manifold Port P3.

Sleeve.

Inlet Check Valve.

Spool.

Anti-Cavitation Valve.

366

REVISION 0

CHAPTER 6 13

Relief Valve.

Supply Oil.

Work Pressure Oil.

Trapped Oil.

Return Oil.

Steering Valve.

The steering valve (18) is a variable-displacement (flow amplification), closed-centre valve. Main valve components are the spool (6) inside a sleeve (5) within a housing and the gerotor (3). Also included are the make-up check valve (9), inlet check valve (11), anti-cavitation valves (12), and relief valves (13). When the steering wheel is not being turned, the valve is in neutral (1). In neutral, the spool and sleeve are held in alignment by the centring spring blocking the flow of supply oil (14) through the sleeve to the spool and gerotor. Oil at the left and right work ports to the steering cylinders is trapped (16) by the sleeve holding the machine frames stationary. Turning the steering wheel and shaft (7) left or right turns the spool relative to the sleeve, opening passages so supply oil flows from the hydraulic system manifold port P3 (10) through the sleeve into the spool. From the spool, work pressure oil (15) flows to the gerotor (3) causing the gerotor gear and sleeve to turn. Work pressure oil flow is measured by the gerotor back into the spool where it is routed through the sleeve and out the left or right work port to the respective ends of the steering cylinders turning the machine. Work pressure oil also flows out the load sense port (4) sending a load sense signal back through the hydraulic system manifold port L3 to the main hydraulic pump regulator valve to regulate pump flow. Load sense signal also goes to the spring chamber of the priority valve and to the steering load sense relief valve. Return oil (17) flows back from steering cylinders, through the right or left work port, through the sleeve and spool to the return circuit (8).

REVISION 0

As steering operation is stopped, the centring spring and gerotor continue to turn the sleeve until the sleeve and spool are in alignment, stopping the flow of oil through the spool to the gerotor. At this point, the valve is in neutral and remains there until the steering wheel and shaft are turned again. The valve’s variable-displacement (flow amplification) is proportional to the speed at which the steering wheel is turned. When the steering wheel is turned slowly, the valve only measures oil through the gerotor to the steering cylinders and thus the effective displacement is equal to the gerotor displacement. When the steering wheel is turned rapidly, the spool moves more, relative to the sleeve opening passages, so additional oil is allowed to bypass the gerotor, thus increasing the effective valve displacement, hence flow amplification occurs. Relief valves (13) are used to relieve high pressure oil from a pressure spike created in the steering cylinders while steering is in neutral. In neutral, the steering valve blocks the flow of oil to and from the cylinders. A pressure spike is created by the impact of the front or rear wheels against an obstacle, which is transmitted to the steering cylinders causing slight cylinder movement. The cylinder movement that caused the pressure spike also causes a pressure drop and a void in the opposite end of the cylinders. Because of the pressure differential across the anti-cavitation valve (12), the pressure in the return passage pushes the valve open and oil flows into the void preventing cavitation. Oil not used flows out port T and then back to the hydraulic reservoir.

367

CHAPTER 6

Secondary Steering Pump Operation 7

4 1

4 S

10 11

5 12

17 18 19

16 14

15 Hy40D0013CFM

From Pump Outlet.

Control Piston.

To Control Piston.

Pump Regulator Valve.

To Case Drain.

Swash Plate.

Compensator Valve.

Spring.

Residual Valve.

Piston.

To Hydraulic System Manifold Port P2.

Cylinder Block Oil.

From Hydraulic System.

Valve Plate.

From Main Hydraulic Pump Manifold Port L2.

Supply Oil.

Transfer Case.

Load Sense Oil.

Return or Pressure-Free Oil.

368

REVISION 0

CHAPTER 6 The secondary steering hydraulic pump is a load-sensing, pressure-compensating, variable-displacement axial-piston pump.

The piston bores are filled with oil through the valve plate (16) as the pistons move out of the bores.

Pump displacement is varied by the angle of the swash plate (12). The swash plate angle is controlled by the control piston (10) and spring (13).

The pistons moving into their bores push oil out through the valve plate, through the secondary steering pump anti-cavitation valve, and to the hydraulic system manifold port P2 (6).

Spring pressure is applied to the swash plate at all times, trying to keep the pump at maximum displacement. Secondary supply oil (17) is applied to or released from the control piston by the residual valve (5) in response to load sense signal from hydraulic system manifold port L2 to load sense port X, varying displacement per load demand.

The pump displacement is regulated by the compensator valve and residual valve (load sensing).

At full system pressure, the compensator valve (4) is shifted to route secondary supply oil to the control piston, de-stroking the pump.

The secondary steering pump is mounted on the transfer case (9) and is ground driven as long as the gear train is being turned by the moving machine.

As the angle of the swash plate is increased, the pistons (14) move in and out of their bores and displace oil as the cylinder block (15) is turned. The pistons move into their bores during the first half of each revolution, and out of their bores during the last half of the revolution.

REVISION 0

Normal leakage to the pump case through clearance between the pistons, valve plate and cylinder block provides cooling and lubrication before flowing back to the hydraulic reservoir.

When the machine is not moving, there is no secondary steering pump flow. The secondary steering pump will not operate when machine is moving in reverse.

369

CHAPTER 6

Hydraulic System Manifold Operation (Top View) 3

ML3

ML1

SP1

MP3

MP1

MP2

14 15 18 16

190

PCA X4

HCS

165

280

MP1 -6

80 35

ES1 SP1 -6

17 16

LABP1

TT M14x1,5

MR -6

M5 -6

A5 -8

B5 -6

B6 -6

A6 -8

M6 -6

5 HTS A HTS B

A4 -8

M4 -6

S4 -6

P1 -16

PCB

170

280

MP2 -6

D -8

L2 -6

ML1 -6

L1 -6

ML3 -6

L3 -6

MP3 -6

P3 -12

P2 -10

14 13

8 210907 - HydTopGDS0002CV

Accumulator Pressure Reducing Valve, XB.

Accumulator Charge Valve, X4.

Accumulator Charge Check Valve.

Priority Valve Signal Shuttle Valve.

Brake Low Pressure Switch, S4.

Bin Control Valve.

Test Port, M6.

Bin Down Solenoid.

Test Port, M5.

10. Bin Up Solenoid.

370

REVISION 0

CHAPTER 6 11. Steering Load Sense Relief Valve, X3. 12. Test Port, ML1. 13. Test Port, ML3. 14. Test Port, MP3. 15. Test Port, MP2. 16. Priority Valve. 17. Secondary Steering Pressure Switch, SP1. 18. Test Port, MP1. The hydraulic system manifold controls and distributes hydraulic oil through outlet ports to all components in the hydraulic system. The hydraulic system manifold is a replaceable cartridge-valve-type manifold. The bin control valve (8) is mounted on the hydraulic system manifold. Numbers and letters are stamped on the manifold to help locate and identify components and ports. Numbers and letters are stamped on the manifold to help locate and identify components and ports. The illustrated views given are with the hydraulic system manifold installed in the machine. Test ports ML1 (11), ML3 (12), MP3 (13), M5 (5), and M6 (4) are equipped with high pressure quick couplers for making test connections to hydraulic system. Test ports MP1 (17), MP2 (14), and M4 are connected by hydraulic lines to a test port manifold located behind the cab. The brake low pressure switch, S4 (3) closes when brake accumulator pressure decreases below the lower limit of accumulator charge valve band. The switch actuates the brake low pressure indicator light. The priority valve (16) gives priority to the steering valve and brake accumulator charging circuit over the bin control valve if supply oil flow from main hydraulic pump is not enough to satisfy the load demand.

Oil takes the path of least resistance, meeting the load demand of charging and steering circuits. When pressure to operate the brake accumulator charging or steering circuits is higher, their higher load sense signal assists the priority valve spring to move the valve spool, reducing the flow of oil to the bin control valve. The main hydraulic pump can now meet the charging or steering circuit load demand. The priority valve signal shuttle valve (7) routes the higher load sense signal from the steering valve or brake accumulator charging circuit to the spring chamber of the priority valve and to the main hydraulic pump signal shuttle valve. The steering load sense relief valve, X3 (11) relieves excess load sense signal from the steering valve. The secondary steering pressure switch, SP1 (17) closes when the main hydraulic pump loses pressure. The switch actuates the secondary steering indicator light. The brake accumulator charge valve, X4 (6) maintains brake charge accumulator, A4 pressure between upper and lower limit of the charge band. The brake accumulator pressure reducing valve, XB (1) limits pressure to the brake accumulators. The brake accumulator charge check valve (2) holds charge pressure in the brake charge accumulator so oil does not flow to the steering and bin control circuits when system pressure is less than charge pressure. The bin down solenoid (9) (when energized) opens, pushing the bin valvespool to it's first position, allowing the bin cylinder head end circuit to dump to the hydraulic reservoir. (See “Bin Control Valve Operation” on page 378).

During bin raise operation the priority valve remains open if the pressure to operate the brake accumulator charging and steering circuits is less than that of the bin raise circuit.

REVISION 0

371

CHAPTER 6

Hydraulic System Manifold Operation (Front View) 24

L1 L2

M5 -6

MR -6

A5 -8

B5 -6

B6 -6

A6 -8

M6 -6

TT M14x1,5

HTS A HTS B

A4 -8

M4 -6

S4 -6

LABP1

T 80 XB 190

35 PCA X4

HCS

165

280

MP1 -6

ES1 SP1 -6

P1 -16

PCB

170 BD

MP2 -6

D -8

L2 -6

ML1 -6

L1 -6

ML3 -6

L3 -6

MP3 -6

P3 -12

P2 -10

280

22 21 210907 - HydFrontGDS0003CV

20. Inlet Port, P1.

23. Main Hydraulic Pump Load Sense Port, L1.

21. Return Port, T3 (not used).

24. Secondary Steering Pump Supply Port, P2

22. Secondary Steering Load Sense Port, L2.

25. Secondary Steering Pump Check Valve.

372

REVISION 0

CHAPTER 6 Supply oil (41) flows from the main hydraulic pump to the inlet port P1 (18). Supply oil flows from the secondary steering pump to the secondary steering pump port, P2 (24). The secondary steering pump check valve (25) blocks supply oil flow from the main hydraulic pump to the secondary steering pump. It also functions as the closed-centre valve for the secondary steering pump. The check valve will open when the main hydraulic pump flow is low enough so that pressure drops below the pressure of the secondary steering pump, allowing the secondary steering pump to supply oil to the steering valve as long as the machine is moving. The load sense signal from the main hydraulic pump load sense port, L1 (23) to the main hydraulic pump port, X causes the pump to go into stroke. The load sense signal from the secondary steering load sense port, L2 (22) to the secondary steering hydraulic pump port, X.

REVISION 0

373

CHAPTER 6

Hydraulic System Manifold Operation (Rear View) 32 31

33 A6

30 29

TT 02

35 32 33 M5 -6

MR -6

B5 -6

A5 -8

B6 -6

A6 -8

M6 -6

TT M14x1,5

HTS A HTS B

A4 -8

M4 -6

S4 -6

LABP1

36 T

80 XB 190

35 PCA

HCS

165

280

MP1 -6

ES1 SP1 -6 11

P1 -16

PCB

170 BD

MP2 -6

280

D -8

L2 -6

ML1 -6

L1 -6

ML3 -6

L3 -6

MP3 -6

P3 -12

P2 -10

210907 - HydRearGDS0004CV

System Relief Valve.

Rear Brake Accumulator, A5.

Brake Accumulator Orifice, 2.5 mm.

Rear Brake Supply Port, B5.

Brake Charge Accumulator, A4.

Front Brake Check Valve.

Front Brake Supply Port, B6.

35. Flow Fuse Shuttle Valve.

Front Brake Accumulator A6.

374

Brake Accumulator Orifice, 0.8 mm. REVISION 0

CHAPTER 6 The system relief valve (27) relieves supply oil pressure spikes to the return circuit. The brake accumulator orifice, 2.5 mm (28) controls the rate of supply oil flow to the accumulators. Supply oil flows from the rear brake supply port B6 (30) to the rear brake valve. Supply oil flows from port A6 (31) to the rear brake apply accumulator. Supply oil flows from port A5 (32) to the front brake apply accumulator. Supply oil flows from front brake supply port, B5 (33) to the front brake valve. The flow fuse shuttle valve (35) will re-act to any pressure inbalance between the 2 brake accumulators. This enables the circuits to work independently in the event of a malfunction in one of the circuits. The brake accumulator orifice 0.8mm controls the rate of oil flow from the accumulator.

REVISION 0

375

CHAPTER 6

Hydraulic System Manifold Operation (Right View) 38 39

41 44

38 MR -6

M5 -6

A5 -8

B5 -6

B6 -6

A6 -8

M6 -6

TT M14x1,5

HTS A HTS B

A4 -8

M4 -6

S4 -6

LABP1

39 T 80 XB 190

35 PCA X4

HCS

165

280

MP1 -6

ES1 SP1 -6 11

P1 -16

44 X3

PCB

170 BD

MP2 -6

D -8

L2 -6

ML1 -6

L1 -6

ML3 -6

L3 -6

MP3 -6

P3 -12

P2 -10

280

41 210907 - HydRightGDS0005CV

37. System Pressure Port, TP1.

42. Steering Load Sense, L3.

38. Test Port, M4.

43. Steering Supply Port, P3.

39. Brake Accumulator Charge Orifice, 0.7 mm.

44. Main Hydraulic Pump Check Valve.

40. Hydraulic Cutoff Solenoid Valve. 41. Main Hydraulic Pump Signal Shuttle Valve. 376

REVISION 0

CHAPTER 6 The brake accumulator charge orifice, 0.7 mm (39) controls the rate of oil flow through the accumulator charge valve, X4 (6) to the return circuit when the brake charge accumulator, (39) is charged. The hydraulic cutoff solenoid valve (40) prevents the brake charge accumulator and front and rear brake apply accumulators from being charged while starting the engine by opening the load sense signal to the return circuit. The main hydraulic pump signal shuttle valve (41) routes the higher load sense signal from the bin control valve or the priority valve signal shuttle valve to the main hydraulic pump port, X. The steering load sense port, L3 (42) receives the load sense signal from the steering valve port, LS. The steering supply port, P3 (43) sends supply oil to the steering valve port, P. The main hydraulic pump check valve (44), prevents supply oil flow from the secondary steering pump from entering the brake charging circuit, and bin control circuit.

REVISION 0

377

CHAPTER 6

Bin Control Valve Operation 8

PCA

5 1

10 11

PCB 280

7 HydGDS4001CV

To Bin Cylinder Rod End.

To Bin Cylinder Head End.

Bin Lower Circuit Relief and Anti-Cavitation Valve.

Air Actuated Spool Valve.

Bin Control Valve.

To Hydraulic Reservoir Return Filter.

Bin Raise Circuit Relief and Anti-Cavitation Valve.

Hydraulic System Manifold.

Bin Float Solenoid Valve.

Supply Oil.

Load Sense Oil.

Trapped Oil.

Return Oil.

378

The dump body control valve (5) is mounted on the hydraulic system manifold (8). The dump body lower circuit relief and anti-cavitation valve (3) relieves pressure in the dump body cylinder rod end circuit. The relief valve pressure setting is lower than the pressure setting for dump body raise circuit relief valve. The anti-cavitation valve prevents cavitation from occurring when lowing the dump body with the engine not running. Port B is connected to the dump body cylinder rod end (1). Return oil (13) flows from port T2 to hydraulic reservoir return filter (6). In neutral, the load sense circuit for the dump body control valve is connected to return port T2 so there is no load sense signal.

REVISION 0

CHAPTER 6 Port A is connected to the dump body cylinder head end (2). The dump body raise circuit relief and anti-cavitation valve (7), relieves pressure in the dump body cylinder head end circuit. The anti-cavitation valve prevents cavitation in the circuit if the cylinder is extended while the control valve is in neutral. The hydraulically actuated spool valve (4) uses a hydraulic signal from the bin up or bin down solenoid valve pressure to shift the spool to the raise or lower position. The spool is self-centering into the neutral position whenever thesolenoids is not actuated. When the dump body is lowered or stopped at approximately the last 5% (3.5 °) of travel, the bin down solenoid energizes, moving the bin valve spool to it's first position, allowing bin cylinder head end circuit to dump oil to the tank through an orifice. The dump body will then float down until it contacts the frame.

REVISION 0

379

CHAPTER 6 Hydraulic System Circuit Symbols PUMPS

Valves

Solenoid, Single Winding

Hydraulic Pump: Fixed Displacement Unindirectional

Check

Reversing Motor

Hydraulic Pump: Variable Displacement Unindirectional

ON - OFF (Manual Shut - OFF)

Pilot Pressure Remote Supply

MOTORS and CYLINDERS

Pressure Relief

Internal Supply

Hydraulic Pump: Fixed Displacement Unindirectional

Pressure Reducing

Lines

Hydraulic Pump: Variable Displacement Unindirectional

Flow Control Adjustable Non Compensated

Lines Connecting

Cylinder Single Acting

Three Position Four Connection

Line With Fixed Restriction

Cylinder Double Acting Single End Rod

Flow Control Adjustable (Temperature and Pressure Compensated)

Line, Flexible

Two Position Two Connection

Station, Testing, Measurement Or Power Take - Off

Two Position Three Connection

Temperature Cause or Effect

Two Position Four Connection

Reservoir Vented

Two Position In Transition

Reservoir Pressurized

Valves Capable Of Infinite

Line To Reservoir Above Fluid Level

Double End Rod

Differential Piston

Miscellaneous Units Electric Motor

Accumulator, Spring Loaded

Positioning (Horizontal Bars Indicate Infinite Positions Ability)

Accumulator, Gas Charged

Methods of Operation

Line, Working (Main)

Heater

Spring

Line, Pilot (For Control)

Cooler

Manual

Line, Liquid Drain

Temperature Controller

Push Button

Flow Direction

Filter Strainer

Push - Pull Lever

Lines Crossing

Pressure Switch

Pedal or Treadle

Pressure Indicator

Mechanical

Temperature Indicator

Detent

Direction Of Shaft Rotation Assume Arrow On Near Side Of Shaft

Pressure Compensated

380

Line To Reservoir Below Fluid Level

Hydraulic Pneumatic or

HyGD0001CFM

REVISION 0

220

REVISION 0 T MESH SUCTION STRAINER

M6 -6

A4 -8

5 22 24

17 13 L1 -6

L3 -6

ML1 -6

PRETURN FILTER

L2 -6

MP3 -6

ML3 -6

P2 -10 P3 -12

HYDRAULIC RESERVOIR

BREATHER

170

L1 L

X3 BD

280

SERVICE BRAKES

2 700453_Hyd_Schem_Small_CV

PCB

PCA

BRAKE VALVE (120 BAR)

21 19 20 18 165

8 15

MP2 -6

HCS

TIP CYLINDERS

CHECK VALVE MANIFOLD

M4 -6

P1 -16

190

ES1 SP1 -6

A6 -8

SWITCH E/STEER (9 BAR)

280

A5 -8

P 35

M5 -6

7 XB

B5 -6

MP1 -6

9 LABP1

HTS A HTS B TT M14x1,5

PRESSURE LINES TANK LINES LOAD SENSE / PILOT OIL SUCTION LINES

STEERING VALVE

B6 -6

SWITCH, BRAKE SYSTEM - LOW PRESSURE (123 BAR) S4 -6

ACCUMULATORS 2X4L-SOUTH AFRICAN MACHINES 80 BAR

STEERING CYLINDERS

MP2

TEST POINT MANIFOLD MP1

CHAPTER 6

Hydraulic System Schematic Without Wet Disc Brakes

MR -6

D -8

WHEEL

381

CHAPTER 6

382

REVISION 0

CHAPTER 6 1.

Transfer Case.

14. Return Filter.

Secondary Steering Pump.

15. Breather.

Anti-Cavitation Valve.

16. Hydraulic Reservoir.

Steering Valve.

17. Suction Strainer.

Steering Cylinders.

18. Bin Control Valve.

Test Port Manifold.

19. Hydraulic System Manifold.

Brake Low Pressure Switch, S4.

20. Secondary Steering Pressure Switch, SP1.

Front Brake Apply Accumulator.

21. Main Hydraulic Pump.

Rear Brake Apply Accumulator.

22. Supply Oil.

10. Brake Charge Accumulator, A4.

23. Secondary Supply Oil.

11. Bin Cylinders.

24. Load Sense Oil.

12. Brake Valve.

25. Trapped Oil.

13. Service Brakes.

26. Return Oil.

REVISION 0

383

CHAPTER 6

384

REVISION 0

CHAPTER 6

CHAPTER 6. HYDRAULIC SYSTEM SECTION 2. DIAGNOSTIC INFORMATION DIAGNOSTIC PROCEDURE

Perform Operational Check-out

Follow the six basic steps below to carry out troubleshooting efficiently.

Check all systems and functions on the machine. Use the helpful diagnostic information in the check-out to pinpoint the possible cause of the problem.

Know the system Study the machine technical manual. Understand the system and circuits. Use schematics, component location drawings, and theory of operation for each circuit and circuit components to better understand how the system, circuits, and components work.

Ask the operator What type of work was the machine doing when the trouble was noticed? Did the trouble start suddenly or has it been getting worse? Did the machine have any previous problems? If so, which parts were repaired?

Inspect the machine Check all daily maintenance points. (See in the OM). Check batteries, battery disconnect switch, circuit breakers, fuses, and electrical connections.

REVISION 0

Perform troubleshooting Connect the laptop computer with diagnostic software, if available. The self-diagnosing function lists any service codes. Before starting any troubleshooting, first check battery voltage, battery disconnect switch, fuses, and circuit breakers. Go to test groups to check pressures and voltages. Make sure adjustments are correct.

Trace a cause Before reaching a conclusion, check the most probable and simplest to verify. Use the symptom, problem, solution charts to help identify probable problem components. Make a plan for appropriate repair to avoid other malfunctions.

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CHAPTER 6

DIAGNOSE HYDRAULIC SYSTEM MALFUNCTIONS NOTE: Diagnose system malfunction charts are arranged from most probable and simplest to verify. Remember the following steps when troubleshooting a problem: Step 1. Operational Check-out Procedure (See “ ” on page ). Step 2. Diagnose System Malfunction Charts in this group. Step 3. Tests (See “” on page ).

Hydraulic System Malfunctions Symptom No Hydraulic Functions

All Hydraulic Functions Slow

386

Problem

Solution

Low or no oil.

Check oil level in hydraulic reservoir. Add hydraulic oil. (See in the OM for oil specifications and quantities).

Pump suction strainer restricted.

Clean pump Suction Strainer.

Oil level low.

Check oil level in hydraulic reservoir. Add hydraulic oil. (See in the OM for oil specifications and quantities).

Wrong oil in system.

Wrong oil in system. Use recommended hydraulic oil. (See in the OM for oil specifications and quantities).

Speed too slow.

Check engine Slow and Fast Idle Adjustment. (See “SLOW AND FAST IDLE ADJUSTMENT” on page 59)

Cold hydraulic oil.

Do Hydraulic System Warm-up. (See Hydraulic Warm-Up Procedure in this group).

Air leak in pump suction line.

Check for air bubbles in oil. Tighten clamps, replace “O”-rings as necessary.

REVISION 0

CHAPTER 6 Symptom All Hydraulic Functions Slow

Problem

Solution

Pump suction strainer restricted.

Clean pump suction strainer.

Residual valve pressure setting too low or malfunctioning.

Check residual valve pressure setting. Do Main Hydraulic Pump Residual and Compensator Valves Test and Adjustment (See CHAPTER 6, SECTION 3).

Compensator valve pressure setting too low or malfunctioning.

Inspect Residual Valve.

Check compensator valve pressure setting. Do Main Hydraulic Pump Residual and Compensator Valves Test and Adjustment (See CHAPTER 6, SECTION 3). Inspect Compensator Valve.

System relief valve pressure too low or malfunctioning.

Check system relief valve pressure setting (not adjustable). Do System Relief Valve and Bin Raise Circuit Relief Valve Test (See CHAPTER 6, SECTION 3). Inspect System Relief Valve.

Main hydraulic pump worn.

REVISION 0

Check cycle times. Do Cycle time Test (See CHAPTER 6, SECTION 3)

387

CHAPTER 6 Symptom Hydraulic Oil Overheats.

Problem

Solution

Oil level too low.

Check oil level in hydraulic reservoir. Add hydraulic oil (See in OM for specifications and oil quantities).

Wrong oil in system.

Use recommended hydraulic oil. (See in OM for specifications and oil quantities).

Return filter plugged.

Replace Hydraulic System Oil Return Filter (See Part 2 of this Manual).

System relief valve.

Check system relief valve pressure setting (Not adjustable). Do System Relief Valve and Bin Raise Circuit Relief Valve Test (See CHAPTER 6, SECTION 3). Inspect System Relief Valve.

Main hydraulic pump compensator valve setting too high.

Brake accumulator charge valve pressure setting too high.

Cylinder leakage.

Main hydraulic pump stuck at maximum displacement. Main hydraulic pump worn.

388

Check compensator valve pressure setting. Do Main Hydraulic Pump Residual and Compensator Valves Test and Adjustment (See CHAPTER 6, SECTION 3). Check brake accumulator charge valve pressure setting. Do Brake Accumulator Charge Valve Test and Adjustment. (See CHAPTER 6, SECTION 3). Check cylinders for hot spot indicating oil bypassing piston.

Disassemble and inspect main hydraulic pump. (See CHAPTER 14, SECTION 1). Check using cycle times. do Cycle Time Test. (See CHAPTER 6, SECTION 3).

REVISION 0

CHAPTER 6 Symptom Main Hydraulic Pump Noisy.

REVISION 0

Problem

Solution

Oil level low.

Check oil level in hydraulic reservoir. Add hydraulic oil (See in OM for specifications and oil quantities).

Wrong oil in system.

Use recommended hydraulic oil. (See in OM for specifications and oil quantities).

Pump suction strainer restricted.

Clean pump suction strainer.

Air leak in pump suction line.

Check for air bubbles in oil. Tighten clamps, replace “O”-rings as necessary.

Main hydraulic pump drive shaft oil seal.

Check oil seal. (See Main hydraulic Pump, CHAPTER 14, SECTION 1).

389

CHAPTER 6 Symptom Bin Will Not Rise.

Problem

Solution

Hoses are connected incorrectly.

Check and coorect hose connectings.

Main hydraulic pump compensator valve setting too low.

Check compensator valve pressure setting. Do Main Hydraulic Pump Residual and Compensator Valves Test and Adjustment (See CHAPTER 6, SECTION 3).

System relief valve.

Check system relief valve pressure setting (Not adjustable). Do System Relief Valve and Bin Raise Circuit Relief Valve Test (See CHAPTER 6, SECTION 3). If pressure is low, replace system relief valve. If pressure is still low, replace bin raise circuit relief valve.

The bin tip lever is not sending a signal to the CCU.

On MDU2, Scroll to "MENU CCU Analog" and press "SELECT": Screen 1 of 6 should display the following information (mV values are estimates and might differ slightly from machine to machine) if the bin tip lever is pulled all the way back and the bin is all the way down: Bin Postion 0.0% Bin Position 150mV Bin Lever Pos 100% Bin Lever Pos 5000mV

• If the Bin Position is not at 0%

and a low mV value, the “Bin Zero” position has not been set and needs to be calibrated. • If the Bin Lever Position value is 0% or a very low mV value, the bin tip lever has been connected incorrectly and needs to be corrected.

390

REVISION 0

CHAPTER 6 Symptom Bin Will Not Rise.

Problem The proportional bin tip solenoids are not getting a signal from the CCU.

Solution On MDU2, Scroll to "MENU CCU Output" and press "SELECT": Scroll to screen 5 of 8: The following information if the bin lever is pulled back: Bin Up Solenoid 720mA Bin Down Solenoid 0mA If the values are 0 mA for all positions of the bin tip lever, there is a continuity problem with the harness which needs to be investigated. If the Bin Down Solenoid value remains at 320 mA for all bin tip lever positions, there is a problem with the bin tip lever and it needs to be investigated.

Bin Will Not Rise.

The priority valve might be faulty/sticking.

Set the main hydraulic pump’s residual pressure higher until you can hear the pump is labouring the engine – usually happens at about 100 Bar. Turn the pressure down slightly and try to lift the bin. If this works, set the pump residual pressure back to 25 Bar.

The bin doesn’t lift all the way to the top.

The “Hyd Pump” setting has not been activated. If the calibration of the Bin Position Sensor is out (and the “Hyd Pump” setting has not been activated), the CCU might “think” that the bin has reached its 100% position and will not allow the bin to move up further.

Ensure that the “Hyd Pump” setting is active. Recslibrate and reset values.

The bin goes all the way to the top, but the hydraulic pressure does not increase when the bin tip lever is kept in the bin up position.

The “Hyd Pump” setting has not been activated, and the CCU has told the bin tip spool to “kick out” at the 100% position.

Ensure that the “Hyd Pump” setting is active. Recslibrate and reset values.

REVISION 0

391

CHAPTER 6

Service Brake System Malfunction Symptom Poor or no Service Brakes.

Service Brake Discs Wearing Excessively.

Time Between Brake Accumulator Charging Cycles Too Short

392

Problem

Solution

Service brake pedal.

Check brake pedal for obstructions around and under pedal. Check that the pedal can be pushed down to the end of its stroke and returns to released position.

Air in system.

Check for foamy oil. Tighten loose fitting. Replace damaged lines and “O”-rings. Bleed Service Brake Hydraulic System.

Low or no oil pressure.

Check brake accumulator pressure reducing valve and brake accumulator charge valve. (See Accumulator Pressure Reducing Valve Test and Adjustment and Brake Accumulator Charge Valve Test and Adjustment, CHAPTER 6, SECTION 3).

Driving technique - constantly using service brakes to slow the machine.

Allow the exhaust brake to slow the machine.

Exhaust brake.

Check exhaust brake operation.

Service brake valve.

Spools sticking or binding in valve housing. Repair or replace brake valve.

Restriction in service brake valve return lines.

Check return lines for restriction.

Brake accumulators.

Gas charge in brake accumulators too low. Check accumulator operation. Do “BRAKE LOW PRESSURE SWITCH AND BRAKE ACCUMULATOR TEST” on page 407, “BRAKE ACCUMULATOR CHARGE VALVE TEST AND ADJUSTMENT” on page 407and “FRONT AND REAR BRAKE ACCUMULATORS PRESSURE TEST AND CHARGE PROCEDURE” on page 408.

REVISION 0

CHAPTER 6 Charge pressure can not be set

The pump strokes rapidly after each application of the foot valve.

The brakes don’t recharge at all.

REVISION 0

Pump is stroking in all the time.

Check for a load signal from somewhere.

Hoses are connected incorrectly.

Correct.

The pump compensating pressure is set too low and the pump does not provide enough pressure to reach the upper limit of the charge band.

Check that the pump is set to the correct pressure.

The pressure on the brake circuit’s pressure limiting valve (Valve XB) is set lower than the upper limit of X4.

Set the pressure on XB.

X4 valve be faulty.

Replace X4.

Orifice 18 has not been installed.

Install.

The brake charge accumulators have a very low charge pressure.

Check their charge and replace or recharge them if necessary.

X4 valve be faulty.

Replace X4.

The pump compensating pressure is set below the residual pressure.

Set pressures.

Orifice 9 might be blocked.

Remove and clean it/replace it if necessary.

The hydraulic cut solenoid could be energized or jammed open.

Unplug the connector to see if it makes a difference. If it does, there might be a software problem.

X4 valve be faulty.

Replace X4.

393

CHAPTER 6

Steering System Malfunctions Symptom Slow or No Steering Function

Problem

Solution

Articulation locking bar installed.

Disconnect articulation locking bar and place in storage position.

Oil level low.

Check hydraulic oil level. Add hydraulic oil. (See in the OM for recommended oils).

Steering load sense relief valve pressure setting too low or malfunctioning.

Check steering load sense relief valve pressure. Do “STEERING RELIEF VALVE PRESSURE TEST AND ADJUSTMENT” on page 410. Inspect steering load sense relief valve.

Steering lines damaged.

Priority valve in hydraulic system manifold.

Inspect and replace lines. (See “HYDRAULIC SYSTEM COMPONENT LOCATION” on page . Check priority valve operation. Do Priority Valve Test. (See CHAPTER 6, SECTION 3). Remove priority valve and inspect.

Steering valve.

Steering cylinders piston seals.

Check steering cylinder for leakage. Do “HYDRAULIC SYSTEM COMPONENT LOCATION” on page . Check steering cylinder for leakage. Do “STEERING CYLINDER LEAKAGE TEST” on page 410. Replace piston seals as needed.

394

REVISION 0

CHAPTER 6 Symptom Constant Steering to Maintain Straight Travel.

Problem

Solution

Air in steering system.

Check for foamy oil. Tighten loose fittings. Replace damaged lines. (See “HYDRAULIC SYSTEM COMPONENT LOCATION” on page ).

Steering cylinder piston seals.

Check steering cylinders for leakage. Do “HYDRAULIC SYSTEM COMPONENT LOCATION (Continues)” from page onwards. Replace piston seals as needed.

Erratic Steering.

Spongy or Soft Steering.

REVISION 0

Steering valve.

Disassemble steering valve and inspect.

Air in steering system.

Check for foamy oil. Tighten loose fittings. Replace damaged lines. (See “HYDRAULIC SYSTEM COMPONENT LOCATION” on page ).

Oil level low.

Check hydraulic oil level. Add hydraulic oil. (See in the OM for recommended oils).

Cylinder piston loose.

Disassembly cylinder and inspect.

Steering valve.

Disassemble steering valve and inspect.

Air in steering system.

Check for foamy oil. Tighten loose fittings. Replace damaged lines. (See “HYDRAULIC SYSTEM COMPONENT LOCATION (Continues)” from page onwards).

Oil level low.

Check hydraulic oil level. Add hydraulic oil. (See in the OM for recommended oils).

395

CHAPTER 6 Symptom Free Play at Steering Wheel.

Steering Locks Up.

Problem

Solution

Steering wheel-to-shaft nut loose.

Tighten nut.

Splines on steering shaft or valve worn or damaged.

Inspect and replace worn or damaged parts.

Large particles of contamination in steering valve.

Inspect return filters for contamination. Repair cause of contamination. Replace Hydraulic System Oil Return Filter. (See Part 2 of this Manual). Flush hydraulic system. (See “HYDRAULIC OIL CLEANUP PROCEDURE USING PORTABLE FILTER CADDY” on page 399). Disassemble steering valve and inspect.

Abrupt Steering Wheel Oscillation.

Steering valve gerotor not limited correctly.

Time gerotor gear.

Steering Wheel Turns by Itself.

Lines connected to wrong ports.

Connect lines to correct ports. (See “Hydraulic System Schematics” on page 386).

Machine Turns in Opposite Direction.

Lines to steering cylinders connected to wrong ports at steering valve.

Connect lines to correct ports. (See “Hydraulic System Schematics” on page 386).

Machine Turns When Steering Valve is in Neutral.

Steering valve leakage.

Disassemble steering valve and inspect.

The pressure does not want to rise to 195 Bar.

The pump compensating pressure is set too low and the pump does not provide enough pressure to reach the upper limit of the charge band.

Check that the pump is set to the correct pressure.

X3 valve might be faulty.

Replace X3.

396

REVISION 0

CHAPTER 6 Symptom The steering is very heavy.

REVISION 0

Problem

Solution

The pump compensating pressure is set too low and the pump does not provide enough pressure to turn the steering wheel.

Check that the pump is set to the correct pressure.

X3 is set very low.

Turn X3 in (clockwise) all the way and see if this lightens up the steering.

X3 valve might be faulty.

Replace X3.

Hoses are connected incorrectly.

Correct.

The steering orbitrol is faulty.

Replace the orbitrol.

397

CHAPTER 6

398

REVISION 0

CHAPTER 6

CHAPTER 6. HYDRAULIC SYSTEM SECTION 3. TESTS JT05800 DIGITAL THERMOMETER INSTALLATION

Transducers are temperature sensitive. Allow transducer to warm to system temperature. After transducer is warmed and no pressure applied, push sensor zero button for one second to set the true zero point. When using for different pressures, turn selector to OFF for two seconds and then to the pressure range. Readings are inaccurate if proper range for transducer is not used.

Transducers: 3400 kPa (35 bar) (500 psi) 1.

Temperature Probe

34 000 kPa (350 bar) (5000 psi)

Cable

JT05800 Digital Thermometer

70 000 kPa (700 bar) (10,000 psi) Install cranking device DC280088.

Fasten temperature probe (1) to a bare metal hydraulic line using a tie band. Wrap temperature probe and line with a shop towel.

JT02156A DIGITAL ANALOGUE PRESSURE/TEMPERATURE ANALYSER INSTALLATION

HYDRAULIC OIL CLEANUP PROCEDURE USING PORTABLE FILTER CADDY Specifications Hydraulic Reservoir Capacity . . . . . . . . . . . . . . 78.8 L (20.8 USGAL) Hydraulic Reservoir Filtering Time . . . . . . . . . . . . . . . . . . . . 7 minutes approximate. Engine Speed . . . . . . . . . . 2750 ± 30r.p.m. Hydraulic System Capacity . 155 L (41 USGAL) Hydraulic System Filtering Time . . . . . . . . . . . . . . 25 minutes approximate.

Service Equipment And Tools • •

JT02156A Digital Pressure/Temperature Analyser.

Transducers.

Use the digital pressure/temperature analyser (1) and transducers (2) in place of analog gauges and a separate temperature reader. REVISION 0

• • •

Portable Filter Caddy Two 3658 mm (12 ft) x 3/4 in. ID 100R1 Hoses with 3/4 M NPT Ends Quick Disconnect Fittings Suction Wand Discharge Wand

This procedure must be used to clean complete hydraulic system after any major component failure.

399

CHAPTER 6 Install new return filter elements.

Stop engine. Remove filter caddy.

NOTE: 1. For a failure that creates a lot of debris, remove access cover from hydraulic reservoir. Drain the hydraulic reservoir. Connect filter caddy suction line to drain port. Add a minimum of 19 L (5 gal) of oil to the hydraulic reservoir. Operate filter caddy and wash out the hydraulic reservoir. 2. The minimum ID for a connector is 1/2 in. to prevent cavitation of filter caddy pump.

Install new return filter elements.

Put filter caddy suction and discharge wands into the hydraulic reservoir filler hole so ends are as far apart as possible to obtain a thorough cleaning of oil. Start the filter caddy. Check to be sure oil is flowing through the filters. Operate filter caddy until all oil in the hydraulic reservoir has been circulated through the filter a minimum of four times. NOTE: Filtering time for hydraulic reservoir is 0.089 minute x number of litres (0.33 minutes x number of gallons). Leave filter caddy operating for the next step. Start the engine and run it at specification.

Specification Engine - Speed . . . . . . . . . 2240 ± 20 r.p.m. NOTE: For the most effective results, cleaning procedure must start with the smallest capacity circuit then proceed to the next larger capacity circuit. Starting with the smallest capacity circuit, operate each function through a complete cycle. Repeat procedure until the total system capacity has circulated through filter caddy seven times. Each function must go through a minimum of three complete cycles for a thorough cleaning of oil. NOTE: Filtering time for complete hydraulic system is 0.158 minute x number of litres (0.6 minute x number of gallons). Filtering time for machines with auxiliary hydraulic functions must be increased because system capacity is larger.

400

Check oil level in hydraulic reservoir; add hydraulic oil if necessary. (See in the OM for oil specifications and quantities).

HYDRAULIC SYSTEM WARM-UP PROCEDURE Service Equipment And Tools • JT05800 Digital Thermometer NOTE: If machine temperature is below – 18°C (0°F), start procedure with engine running at 1/2 speed. Failure to do this could cause pump cavitation. Once oil temperature is above -18°C (0°F) the engine speed can be increased to fast idle. Below -18°C (0°F) an extended warm-up period may be necessary. Hydraulic function will move slowly and lubrication of parts may not be adequate with cold oil. Do not attempt normal machine operation until hydraulic functions move at or close to normal cycle times. Operate functions slowly and avoid sudden movements until engine and hydraulic oils are thoroughly warmed. Operate a function by moving it a short distance in each direction. Continue operating the function increasing the distance travelled in each cycle until full stroke is reached. For faster warm-up, restrict air flow through oil cooler using cardboard or other similar material. Use correct viscosity hydraulic oil to minimize warm-up period. (See in the OM for oil specifications.) Connect digital thermometer. Install temperature probe on hydraulic reservoir-to-pump inlet line. See “JT05800 Digital Thermometer Installation” on page 511.

CAUTION Avoid possible serious injury from machine movement during warm-up procedure. Clear the area of all bystanders before doing the warm-up procedure.

REVISION 0

CHAPTER 6 Clear the area of all bystanders to allow for machine movement. Start engine. Do not accelerate engine rapidly during warm-up. Run engine at 1/2 speed for approximately 5 minutes before operating any functions. Engage park brake.

CAUTION Holding a function over relief for more than 10 seconds can cause damage to control valve. Operate steering and bin raise and lower functions over relief to heat hydraulic system. Once oil temperature is above –18°C (0°F), increase engine speed to fast idle. Stop periodically and operate all hydraulic functions to distribute the heated oil.

CYCLE TIME TEST Specifications Hydraulic Oil Temperature 50 ± 5°C (120± 10°F). Engine Speed . . . . . . . . . 2620 ± 50 r.p.m. Bin Raise (New Pump) Cycle Time . . . . . . . . 11.9 sec. Bin Lower (New Pump) Cycle Time

. . . . . . . . . 6 sec.

Bin Raise (Used Pump) Cycle Time . . . . . . . . 14.9 sec.

Test is used as an indication of hydraulic circuit performance. A slow cycle time is an indication of a restriction or leakage in that circuit. Cycle times are also a general indication of hydraulic pump performance. Always record the average of at least three complete cycle times. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See procedure in this Chapter.) Use monitor display menu to monitor hydraulic oil temperature. See Monitor Display Unit-Menu Function (in Section 2-1 of operators manual).

CAUTION Avoid possible serious injury from machine movement. Clear area of all bystanders before performing test. Area must have enough overhead clearance to raise bin to full height of 7226 mm (23 ft. 8.5 in.). Do not perform this test within 4 m (13 ft.) of high voltage power lines. Park machine on level ground in the straight ahead position.

Bin Select “N” (Neutral) on gear shift control and engage park brake. Operate machine at specification. Actuate bin control valve to full stroke for each function. Record cycle times.

Bin Lower (Used Pump) Cycle Time . . . . . . . . . 8 sec.

Steering

Engine Speed . . . . (Slow Idle) 600 ± 20 r.p.m.

Select “N” (Neutral) on gear shift control and disengage park brake.

Steering Wheel Stop-to-Stop Cycle Time . . . . . . . . 7 - 8 sec. Steering Wheel Stop-to-Stop . . . . . . . . . . . . . . 4.7 Turns

Service Equipment And Tools • Stop Watch

REVISION 0

Operate machine at specification. Starting with machine turned against the left or right stop, turn steering wheel to opposite stop. Record the time and number of steering wheel turns stop-to-stop. Repeat several times, in both directions, to verify count.

401

CHAPTER 6

MAIN HYDRAULIC PUMP RESIDUAL AND COMPENSATOR VALVES TEST AND ADJUSTMENT Specifications Residual Valve Hydraulic Oil Temperature . . . . . . . 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . . 600 ± 20 r.p.m. First Residual Valve Pressure . . . . . . 2500 ± 100 kPa (25 ± 1 bar) . . . . . . . . . . . . . . . . . . (363 ± 14.5 psi)

Compensator Valve Hydraulic Oil Temperature . . . . . . . 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m. First Compensator Valve Pressure . . . . . . . . . . . . 24 000 ± 500 kPa . . . . . . . . . (240 ± 50 bar) (3625 - 3770 psi)

Essential Tools

Install articulation locking bar.

Activating Service Mode • Turn the ignition off and then on • Press and hold the menu button for 60

seconds. On completion of the 60 second, “Service Mode” will be displayed on the screen. Release the menu button. • Service Mode is switched off when the ignition is switched off. The process therefore needs to be repeated if Service Mode needs to be re-entered after the ignition has been switched off. The MDU will remain in service mode if the truck is driven (i.e. starts moving). All over ridden functions will however be re-set to the normal mode.

Procedure to Activate the Hydraulic Pressure Setup Mode • Activate Service Mode. • Press the MENU button. • Scroll down through the MENU options using

• JT03482 High Pressure Test Hose Kit

•

Service Equipment And Tools

•

• JT02156A Digital Pressure/Temperature

•

Analyser

The purpose of test is to check the residual valve and compensator valve pressure settings and adjust as necessary. Residual (low stand-by) pressure is maintained by the pump when no functions are actuated. The compensator valve de-strokes the pump at full system pressure, thereby limiting system pressure.

CAUTION 1. To perform this test, machine MUST be parked in an area that will allow bin to be raised to full height. 2. Before the hydraulic pressure can be checked and adjusted, the MDU needs to be set to “Service Mode” and “Hyd Press Setup” needs to be activated. While in Hyd Press Setup mode the hydraulic safety features and electronic overrides are switched off. When these features are active it will be impossible to set the hydraulic pressure properly.

•

Procedure to Calibrate the Bin Position Sensors • • • •

• • • • •

402

the "NEXT" button until “Machine Config” is highlighted. Press the "SELECT" button. Scroll down until “Hyd Press Setup” is highlighted. Press the "SELECT" button. If you can’t find the “Hyd Pres Setup” menu line, you are not in “Service Mode” The different options can be selected by scrolling to it with the "NEXT" button. To select an option hold down the SELECT button for 3 seconds or until you’ve heard 3 beeps.

Start the truck. Activate Service Mode. Press the "MENU" button. Scroll down through the "MENU" options using the "NEXT" button until “Machine Config” is highlighted. Press the "SELECT" button. Scroll down until “Position Sensors” is highlighted. Press the "SELECT" button. Scroll down until “Set Bin Zero” is highlighted. Ensure the bin is all the way down by using the bin tip lever. Press and hold the "SELECT" button for 3 seconds or until you’ve heard 3 beeps. Scroll down until “Set Bin Full” is highlighted. REVISION 0

CHAPTER 6

• Move the bin all the way up by using the bin tip lever.

• Press and hold the "SELECT" button for 3 seconds or until you’ve heard 3 beeps.

Setting the Main Pump Pressures • Start the truck. • Activate “Service Mode” and go to “Hyd Press Setup”. Select “Hyd Pump”.

• Connect the pressure gauge to Test Point MP1.

• The gauge should read the pump residual • • • • •

pressure of 25 Bar. If the pressure is incorrect, the pump needs to be adjusted. Remove the cap on the residual pressure adjustment screw of the pump controller. Be careful not to lose the dowty washer. Loosen the locking nut on the adjustment screw. At idle, turn the screw clockwise to increase the pressure and anti-clockwise to decrease the residual pressure. Lock the screw with the locking nut once the correct pressure has been set. Put back the cap on the residual pressure adjustment screw and tighten.

Residual Valve Pressure Setting Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400). Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in the OM). Connect the pressure gauge to Test Point MP1. Run engine at specification. Record pressure reading. Adjust pressure as necessary. Tilt cab for access to main hydraulic pump. Do Tilt and lower the cab procedure. (See in OM.)

CAUTION Beware of rotating drive shaft when making adjustment on main hydraulic pump. Keep all tools and equipment stored away from openings so they do not fall into the drive shaft. Wear close fitting clothing.

REVISION 0

Remove bot residual valve cap (1), loosen nut, and turn adjusting screws out one full turn. Adjust first residual valve to specification. Turn adjusting screw in to increase pressure. Tighten nut and install cap. Tighten nut and install cap.

Compensator Valve Pressure Setting Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400). Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Run engine at specification. Go to MDU and select required menu. Raise the bin to full height. Actuate bin raise function over relief. Record pressure reading. Adjust as necessary. Remove compensator valve cap, loosen nut, and turn adjusting screws out one full turn. 403

CHAPTER 6 Adjust first compensator valve to specification. Turn adjusting screw in to increase pressure. Tighten nut and install cap. NOTE: Turn second compensator valve adjusting screw in until a slight pressure rise is noticed, then tighten nut. Tighten nut and install cap. De-select “Hyd Press Setup”

SYSTEM RELIEF VALVE AND BIN RAISE CIRCUIT RELIEF VALVE TEST Specifications Hydraulic Oil Temperature . . . . . . . . . . . . . . 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . 1500 ± 20 r.p.m. System Relief Valve Pressure . . . . . . . . . . . . . . 28 000 + 2000 –0 kPa . . . . . (280 + 20 – 0 bar) (4061 + 290 – 0 psi) Bin Raise Circuit Relief Valve Pressure . . . . . . . . . . . . . . . . . . . 28 000 + 2000 –0 kPa . . . . . (280 + 20 – 0 bar) (4061 + 290 – 0 psi)

Essential Tools

Connect digital pressure/temperature analyser and transducer or a gauge to port MP1 of test port manifold. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Run engine at specification. Raise the bin to full height. Actuate bin raise function over relief.

CAUTION It is only necessary to adjust one main pump compensator valve for this test. Compensator valve MUST be adjusted to specification after test is complete. While monitoring pressure gauge, adjust one main hydraulic pump compensator valve IN to increase pressure. The point at which the pressure ceases to increase is the system and bin raise circuit relief valves setting.

• JT03482 High Pressure Test Hose Kit.

A4 02

Service Equipment And Tools

• JT02156A Digital Pressure/Temperature Analyser.

The purpose of this test is to check the pressure settings of the system relief valve and the bin raise circuit relief valve. System and bin raise circuit relief valves are not adjustable. It will be necessary to replace relief valve(s) if not within specification.

CAUTION To perform this test, machine MUST be parked in an area that will allow bin to be raised to full height.

210907 - HydBackGDS0006CV

If pressure reading is low, replace system relief valve (2) and repeat test. If pressure reading is still low replace bin raise circuit relief valve (1). Adjust compensator valve to specification. (See “Main Hydraulic Pump Residual and Compensator Valves Test andf Adjustment” on page 407).

Install articulation locking bar.

404

REVISION 0

CHAPTER 6

PRIORITY VALVE TEST Specifications Hydraulic Oil Temperature . . . . . . . . . . . . . . . 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . . 600 ± 20 r.p.m. Main Hydraulic Pump Load Sense Pressure . . . . . . 1500 kPa (15 bar) (218 psi) minimum

Essential Tools • JT03482 High Pressure Test Hose Kit Service Equipment And Tools • JT02156A Digital Pressure/Temperature Analyser 0 - 1000 psi Gauge

ACCUMULATOR PRESSURE REDUCING VALVE TEST AND ADJUSTMENT Specifications Hydraulic Oil Temperature. . . . . . 50°C ± 5°C . . . . . . . . . . . . . . . . . . . (12°F ± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m. Accumulator Pressure Reducing Valve Pressure . . . . . . . . . . . . . . . 18 500 - 19 500 kPa . . . . . . . . (185 - 195 bar) (2685 - 2830 psi).

Essential Tools • JT03482 High Pressure Test Hose Kit Service Equipment And Tools

The purpose of this test is to verify the operation of the priority valve.

• JT02156A Digital Pressure/Temperature

Connect digital pressure/temperature analyser and transducer or a gauge to port ML1 of hydraulic system manifold. (See “Hydraulic System Manifold Operation (Top View)” on page 370).

The purpose of this test is to check the accumulator pressure reducing valve pressure setting and adjust as necessary.

Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8).

To avoid injury from escaping fluid under pressure, stop engine and relieve pressure in the system before disconnecting hydraulic lines. Tighten all connections before applying pressure.

Run engine at specification.

Apply and release brake pedal approximately 35 - 40 times to relieve pressure from system.

Starting with machine against right or left steering stop, steer machine in opposite direction as fast as the hydraulics will allow. Read pressure gauge while steering. Pressure should be no less than specification. If pressure is less, replace priority valve.

Analyser

CAUTION

Connect digital pressure/temperature analyser and transducer or a gauge to port M4 of test port manifold. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Run engine at specification.

REVISION 0

405

CHAPTER 6

Essential Tools

CAUTION Brake accumulators must be completely charged before taking pressure reading. Actuate brake pedal repeatedly until main hydraulic pump goes into stroke to charge brake accumulators. Allow accumulators to charge completely.

• JT03482 High Pressure Test Hose Kit Service Equipment And Tools • JT02156A Digital Pressure/Temperature Analyser

The purpose of this test is to check the brake accumulator charge valve pressure setting and adjust as necessary. ML1 ML3

MP3

S4 X4

MP2 SP1

MP1 XB

CAUTION To avoid injury from escaping fluid under pressure, stop engine and relieve pressure in the system before disconnecting hydraulic lines. Tighten all connections before applying pressure. Apply and release brake pedal approximately 35 - 40 times to relieve pressure from system. Activate “Service Mode” and go to “Hyd Press Setup”. Select “Hyd Pump”

210907 - HydBoGDS0007CV

Actuate bin raise function over relief. Record pressure reading. Adjust accumulator pressure reducing valve XB (1) as necessary.

BRAKE ACCUMULATOR CHARGE VALVE TEST AND ADJUSTMENT Specifications Hydraulic Oil Temperature 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m. Accumulator Circuit Charge Pressure . . . . . . . . . . . . . . . 16 500 - 17 500 kPa . . . . . . . . . (165 - 175 bar) (2393 - 2538 psi)

406

Ensure that the pump pressures have been set. Connect digital pressure/temperature analyser and transducer or a gauge to port M4 of test port manifold. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Run engine at specification. NOTE: Main hydraulic pump will go into stroke and charge pressure will start to rise at approximately 13 000 kPa (130 bar) (1885 psi). This pressure cannot be adjusted.

REVISION 0

CHAPTER 6 Actuate brake pedal repeatedly until main hydraulic pump goes into stroke to charge brake accumulators.

S4 X4

MP2 SP1

MP1

Service Equipment And Tools Analyser.

MP3

• JT03482 High Pressure Test Hose Kit.

• JT02156A Digital Pressure/Temperature

ML1 ML3

Essential Tools

The purpose of this test is to check operation of brake low pressure switch S4 and to check the gas charge pressure of the brake accumulator in port A4 of hydraulic system manifold.

The pressure will rise until accumulators are fully charged. Take pressure reading at this time. Adjust the brake charge pressure X4 (1) by turning the adjustment screw clockwise to increase the pressure and anti-clockwise to reduce the pressure. It is important to note that the pressure on the gauge will not change during the adjustments. NOTE: The brake accumulators first need to be discharged to see the effect of each adjustment. The charge band for the accumulators should be from approximately 130 Bar to 165 Bar. The lower limit of the charge band is not adjustable. Accumulators must be discharged and main hydraulic pump allowed to go to stroke after each adjustment to obtain proper reading.

Apply and release brake pedal approximately 35 - 40 times to relieve pressure from system. Connect digital pressure/temperature analyser and transducer or a gauge to port M4 of test port manifold. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 405.) Use menu display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in OM). Stop engine. Turn key switch to ON position. DO NOT start engine. NOTE: Other indicator lights may be ON or flashing but buzzer does not sound because engine is not running.

BRAKE LOW PRESSURE SWITCH AND BRAKE ACCUMULATOR TEST Specifications Hydraulic Oil Temperature . . . . . . . . . . . . . . 50 ± 5°C (120 ± 10°F) Brake Low Pressure Indicator Light Actuation Pressure . . . . . . . . . . 12 300 - 12 500 kPa . . . . . . . . . (123 - 125 bar) (1785 - 1815 psi) Brake Accumulator Gas Charge Pressure . . . . . . . . . . . . 8000 ± 350 kPa . . . . . . . . . . . (60 ± 3.5 bar) (870 ± 50 psi) REVISION 0

407

CHAPTER 6 Apply and release brake pedal until brake low pressure indicator light comes ON. Record the pressure reading when indicator light comes ON. NOTE: Brake accumulator is not serviceable.

ML1 ML3

MP3

S4 X4

MP2 SP1

MP1 XB

Remove accumulator charging valve guard (1) and cap (2).

WARNING

210907 - HydS4GDS0009CV

If indicator light does not come ON at specification, replace brake low pressure switch S4 (1).

FRONT AND REAR BRAKE ACCUMULATORS PRESSURE TEST AND CHARGE PROCEDURE Specifications Accumulator Pre-Charge Pressure . . . . . 8000 ± 350 kPa (80 ± 3.5 bar) . . . . . . . . . . . . . . . . . . (1160 ± 50 psi)

Essential Tools • JT03522 Charging Adapter The purpose of this test is to measure pre-charge pressure in each individual front and rear brake accumulator and charge if necessary. Apply and release brake pedal approximately 35 - 40 times to relieve pressure from system.

USE ONLY dry nitrogen to charge brake accumulators. DO NOT use compressed air or any other gas as they may be combustible or cause oxidation and condensation in the accumulator. Connect charging adapter and hose to charging valve of accumulator.

CAUTION Loosen outer nut ONLY to open charging valve. DO NOT loosen the inner nut, to do so will remove charging valve fitting. If charging valve fitting is removed with pressure in accumulator, personal injury may result. Turn outer nut (3) of charging valve counter clockwise to open. Do not loosen inner nut. Record accumulator pre-charge pressure. Charge accumulator to specification if necessary. Apply and release brake pedal approximately 3 4 times to relieve any pressure buildup in system. Turn outer nut of charging valve clockwise to close. Close nitrogen regulator and remove charging adapter and hose. Install charging valve cap and guard. Repeat procedure for each accumulator.

408

REVISION 0

CHAPTER 6

SERVICE BRAKE VALVE TEST Specifications Hydraulic Oil Temperature 50 ± 5°C (120 ± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m. Full Pedal Travel Pressure . . . . . . . . . . . . . . . . 12 000 ± 500 kPa . . . . . . . . . . . (120 ± 5 bar) (1740 ± 70 psi) Pedal Release Pressure. . . . . . . . . . 70kPa . . . . . . . . . . . . . (0.70 bar) (10psi) or less.

Essential Tools • 38H1031 (–8M x –8M x –8F ORFS)

(Parker No. 8R6LO) Swivel Run Tee • JT03479 (1/2 Male Quick Coupler x –8 F ORFS) Adapter

Service Equipment And Tools • JT05412 Pressure Test Kit • JT02156A Digital Pressure/Temperature Analyser

The purpose of this test is to check operation of the brake valve and record brake pressures at full pedal travel and with pedal released.

Disconnect front axle brake line (1), or rear axle brake line (2). Connect digital pressure/temperature analyser and transducer or a gauge to brake line using swivel run tee and adapter. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Run engine at specified speed.

CAUTION

Prevent personal injury from unexpected machine movement. Always install articulation locking bar before working in the articulation joint area.

Brake pressure must decrease to 70 kPa (0.70 bar) (10 psi) or less after brake pedal release to prevent excessive drag which causes premature wear to brake pads and disks.

Install articulation locking bar.

While observing pressure reading, slowly depress brake pedal to the end of its travel and then slowly release the pedal.

REVISION 0

Record pressure reading at end of pedal travel and after pedal is released. The pressure must increase gradually and reach specification at full pedal travel and gradually decrease to specification upon pedal release. If pressure is not to specification with pedal depressed, do “Accumulator Pressure Reducing Valve Test And Adjustment” on page 405and “Brake Accumulator Charge Valve Test And Adjustment” on page 406.

409

CHAPTER 6 If pressure does not increase or decrease gradually as pedal is depressed and released, inspect brake valve.

While holding the steering against the stop (and while keeping the engine at 1000 RPM). 1

STEERING RELIEF VALVE PRESSURE TEST AND ADJUSTMENT

ML1 ML3

MP3

S4 X4

MP2 SP1

MP1

Specifications

Hydraulic Oil Temperature . . . . . . . . . . . . . . . 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m.) Steering Relief Valve Pressure . . . . . . . . . 19 500 kPa (195 bar) (2828 psi)

Essential Tools • JT03482 High Pressure Test Hose Kit Service Equipment And Tools • JT02156A Digital Pressure/Temperature Analyser

The purpose of this test is to check the steering relief valve pressure setting and adjust as necessary. Connect digital pressure/temperature analyser and transducer or a gauge to port MP1 of test port manifold. Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in the OM). Run engine at specification. Turn the steering wheel to the left and hold it against the arctic lock, while revving the engine to 1000 RPM. The pressure on the gauge should rise to 195 Bar. If it doesn’t, the pressure needs to be adjusted on the steering LS relief valve Valve X3 on the main hydraulic manifold. Loosen the locking nut on X3.

210907 - HydX3GDS0010CV

Adjust steering relief valve X3 (1) to specification. (Adjust the steering LS relief setting by turning the adjustment screw clockwise to increase the pressure and anti-clockwise to reduce the pressure). Lock the screw with the locking nut once the correct pressure has been set. Tilt cab for access to main hydraulic pump. Do Tilt and lower the cab procedure. (See Procedure in Part 2 of this Manual).

CAUTION Beware of rotating drive shaft when making adjustment on the hydraulic system manifold. Keep all tools and equipment stored away from openings so they do not fall into the drive shaft. Wear close fitting clothing.

STEERING CYLINDER LEAKAGE TEST Specifications Hydraulic Oil Temperature 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . . 600 ± 20 r.p.m. Steering Against Stop Time . . . . . 20 seconds Piston Seal Leakage . . 15 mL/min (1/2 oz/min) . . . . . . . . . . . . . . . . . . . approximate. The purpose of this test is to measure steering cylinder piston seal leakage.

410

REVISION 0

CHAPTER 6 Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400.) Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in OM). NOTE: Check steering cylinder for leakage in fully extend position. In retracted position, piston contacts head end of cylinder, blocking leakage flow across piston seal to head end port. Turn machine left or right against steering stop to extend steering cylinder to be checked. Stop engine. Disconnect line from rod end port of the extended cylinder. Install plug in open line. Place a graduated measuring container under open cylinder port to catch leakage.

Service Equipment And Tools • JT02156A Digital Pressure/Temperature Analyser

The purpose of this test is to check the residual and compensator valve pressure settings and adjust as necessary. Install articulation locking bar.

CAUTION Inter-axle lock MUST be disengaged and transfer case-to-oscillation joint drive shaft MUST be removed to prevent movement of machine while performing this test. Apply park brake and put inter-axle lock switch into the disengage position.

Start engine and run at specification.

Remove transfer case-to-oscillation joint drive shafts.

Turn steering wheel against stop in same direction as machine is turned. Hold against stop for 20 seconds. Record leakage and multiply reading by three (x 3).

Connect digital pressure/temperature analyser and transducer or a gauge to port MP2 of test port manifold.

If leakage is over specification, inspect Steering Cylinder piston seals.

SECONDARY STEERING PUMP RESIDUAL AND COMPENSATOR VALVES TEST AND ADJUSTMENT Specifications Hydraulic Oil Temperature 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . 1000 ± 20 r.p.m. Special Test Steering Relief Pressure . . . . . . . . . 23 000 kPa (230 bar) (3336 psi).

Do Hydraulic System Warm-Up Procedure to heat hydraulic oil to specified temperature. (See “Hydraulic System Warm-Up Procedure” on page 400). Use monitor display menu to monitor hydraulic oil temperature. (See Menu Display Unit - Menu Function in CHAPTER 8). Connect digital pressure/temperature analyzer and transducer or a gauge to port MP2 of test port manifold. Start machine and shift to “D” (forward), range “1”, and activate “Range Hold” function. Run engine at specification.

Residual Valve Adjustment

Engine Speed . . . . . . . . . . 1500 ± 20 r.p.m

Specification

Residual Valve Pressure . . . . 2200 ± 100 kPa (22 ± 1 bar)(319 ± 15 psi)

Residual Valve - Pressure . . . 2 200 ± 100 kPa . . . . . . . . . . . . (22 ± 1 bar) (319 ± 15 psi)

Compensator Valve Pressure . . . . . . . . . 21 000 kPa (210 bar) (3045 psi) Steering Relief Pressure . . . . . . . . . 19 500 kPa (195 bar) (2828 psi).

Essential Tools • JT03482 High Pressure Test Hose Kit REVISION 0

411

CHAPTER 6

Essential Tools • JT03482 High Pressure Test Hose Kit Service Equipment And Tools • JT02156A Digital Pressure/Temperature Analyser

The purpose of this test is to check that the bin lower circuit relief valve is operating within its specified range.

Without turning the steering wheel, record pressure reading. Adjust residual valve (1) to specification. Turn adjusting screw in to increase pressure. Tighten nut and install cap.

Compensator Valve Adjustment Turn machine left or right against steering stop, allowing steering circuit to go over relief. Record pressure reading. Adjust compensator valve (2) to specification.

Specification Compensator Valve - Pressure . . . 21 000 kPa . . . . . . . . . . . . . . . (210 bar) (3045 psi) Tighten nut and install cap. Run engine at specification. Turn machine left or right against locking bar, allowing steering circuit to go over relief. Adjust X3 steering relief to standard machine specification. (See “Steering Relieve Valve Pressure Test And Adjustment” on page 413). Install transfer case-to-oscillation joint drive shaft.

Hold bin tip lever in the lower position until bin lower circuit is over relief. Record pressure reading. Replace bin lower circuit relief valve (1) if pressure reading is not within specification.

BIN LOWER CIRCUIT RELIEF VALVE TEST Specifications Hydraulic Oil Temperature 50 ± 5°C (120± 10°F) Engine Speed . . . . . . . . . . 600 ± 20 r.p.m. Bin Lower Circuit Pressure . 8 000 - 10 000 kPa . . . . . . . . . (80 - 100 bar) (1160 - 1450 psi) 412

REVISION 0

CHAPTER 7

CHAPTER 7. HEATING AND AIR CONDITIONING SECTION 1. THEORY OF OPERATION AIR CONDITIONING SYSTEM CYCLE OF OPERATION

Evaporator Core.

Receiver-Dryer.

Compressor.

High Pressure Liquid.

Condenser Core.

High Pressure Gas.

Circulation Blower Motor.

Low Pressure Liquid.

Expansion Valve.

Low Pressure Gas.

Air Flow.

The compressor is belt driven and engaged by an electromagnetic clutch. The air conditioning circuit automatically controls compressor engagement or disengagement when system is in operation. (See “Air Conditioning” on page .)

REVISION 0

Compressor draws low pressure gas from evaporator and compresses it into high pressure gas. This causes temperature of refrigerant to rise higher than that of outside air.

413

CHAPTER 7

• High pressure gas leaves compressor and

flows through condenser where heat is removed and transferred to outside air being drawn through condenser core by engine fan. Cooling refrigerant causes it to condense and refrigerant leaves condenser as high pressure liquid. • If bin is fully lowered, hydraulic pressure is automatically relieved. When raised and bin prop is installed, move bin tip lever forward and rearward 3 times to ensure that the weight of the bin is securely settled onto the bin prop. • Relieve pneumatic pressure. • Install wheel chocks to ensure that the machine cannot move backwards or forwards during the service. High pressure liquid flows into receiver-dryer where moisture and contaminants (acid, solids, etc.) are removed. Receiver-dryer contains a colour moisture indicator. Blue indicates no moisture is present. Pink indicates moisture is present. Should moisture be combined with refrigerant, hydrofluoric and hydrochloric acids are formed. These acids are very corrosive to metal surfaces and leakage will eventually develop.

Low pressure gas is drawn from evaporator by compressor and cycle is repeated. A freeze control switch senses temperature of evaporator coil through a capillary tube. This prevents the evaporator from becoming cold enough to freeze moisture that condenses on evaporator coil. Condensed moisture is drained away through drain tubes connected to drain pan under evaporator. System pressure is monitored by high/low pressure switch, located on high pressure side of expansion valve. If pressure becomes too high or too low the switch opens and stops compressor, interrupting the cycle. Accumulator (if equipped) is located between evaporator and compressor in low pressure gas hose to retain a quantity of oil to protect compressor from a dry start after long periods of not being used. (See “Heating/Air Conditioning Component Location” on page 417).

HEATER CORE OPERATION The heater core is located near evaporator in heating and air conditioning module on right side of cab.

Receiver-dryer also stores refrigerant allowing a longer period of time before additional refrigerant is needed. Refrigerant hoses allow a small amount of refrigerant to migrate through their walls. Refrigerant flows from receiver-dryer through expansion valve to evaporator.

Filtered air flows through evaporator removing moisture before flowing though heater core.

Expansion valve senses refrigerant temperature and pressure to modulate refrigerant flow. Expansion valve changes refrigerant to low pressure liquid entering evaporator.

Coolant flow through the heater core is regulated by the heater valve. The heater valve is regulated by an actuator which is controlled by the heater valve control module in response to the position of temperature control switch. (See “Heating/Air Conditioning Component Location” on page 417).

Actual cooling and drying of cab air takes place at evaporator. Heat absorbed by evaporator and transferred to refrigerant causes refrigerant to vaporize into low pressure gas.

414

The heater core uses warm engine coolant to heat a mixture of inside cab air as well as outside air pulled across heater core.

REVISION 0

CHAPTER 7

CHAPTER 7. HEATING AND AIR CONDITIONING SECTION 2. DIAGNOSTIC INFORMATION DIAGNOSE AIR CONDITIONING SYSTEM MALFUNCTIONS Diagnostic charts are arranged from most probable and simplest to verify, to least likely more difficult to verify. Symptom Air Conditioning System Does Not Operate

Air Conditioner Does Not Cool Interior of Cab.

Problem

Solution

A/C - heater blower fuse.

Replace fuse.

Blower motor switch.

Check switch.

A/C - heater ON/OFF switch.

Check switch

A/C freeze control switch.

See “A/C FREEZE CONTROL SWITCH TEST” on page 423.

A/C high/low pressure switch.

See “A/C HIGH/LOW PRESSURE SWITCH TEST” on page 423.

A/C compressor clutch.

See “A/C COMPRESSOR CLUTCH TEST” on page 423.

Wiring harness.

Check engine and side console harness wiring.

Drive belt is broken.

Replace drive belt.

Fresh air filter restricted.

Clean or replace filter.

Condenser fins restricted witch debris.

Clean condenser fins.

Re circulating air filter restricted.

Clean or replace filter.

Compressor belt loose.

REVISION 0

Refrigerant hose kinked, pinched or collapsed.

Re-route or re-index hoses. Replace collapsed hoses.

Heater or evaporator core fins restricted with dirt or dust.

Clean heater or evaporator core fins.

A/C heater blower motor failed or operating too slowly.

Check blower motor. See “HEATING/AIR CONDITIONING COMPONENT LOCATION” on page 417.

Compressor clutch slipping or failed.

Inspect and/or replace compressor clutch.

Warm outside air leaking into cab.

Inspect, repair or replace door and rear cab shield.

415

CHAPTER 7 Symptom Air Conditioner Does Not Cool Interior of Cab (Continues).

Problem Cab heat deflectors missing or damaged.

Inspect, repair or replace cowl baffle and rear cab shield.

Heater valve remains open.

Inspect, repair, adjust or replace heater valve or cable. See “HEATING/AIR CONDITIONING COMPONENT LOCATION” on page 417.

System refrigerant (R134A) charge low.

Do “R134A AIR CONDITIONING SYSTEM TEST” on page 420. Freeze control switch capillary tube not positioned correctly in evaporator coil.

Evaporator fins frosting or freezing. Air Conditioner Runs Constantly, Too Cold.

Interior Windows Continue To Fog.

416

Solution

Do “A/C FREEZE CONTROL SWITCH TEST” on page 423.

Temperature control switch.

Inspect, replace temperature control switch.

Heater valve.

Valve is stuck closed,. Inspect.

Freeze control switch, capillary tube not positioned in evaporator properly.

Replace heater valve.

Compressor clutch engaged constantly.

Reposition capillary tube in evaporator coil. See “A/C FREEZE CONTROL SWITCH TEST” on page 423.

Fresh air filter restricted.

Clean or replace filter.

A/C system off.

Move A/C - heater ON/OFF switch to A/C position.

REVISION 0

CHAPTER 7

HEATING/AIR CONDITIONING COMPONENT LOCATION

7 6 8

AirGD0001CV

Compressor.

Low Pressure Charging Port.

Condenser.

Expansion Valve Heater Core.

Heater Return Line.

Heater Control Valve.

Heater Supply Line.

Heater Core.

Receiver-Dryer.

Evaporator Core.

Air Conditioning High/Low Pressure Switch.

REVISION 0

417

CHAPTER 7

18 17

10 11

12 16 8 15

9 14

13 AirGD0002CV

Expansion Valve.

Blower Motor and Housing.

Heater Control Valve.

Floor Vent Actuator.

Heater Core.

Defrost Actuator.

Evaporator Core.

Freeze Control Switch.

Air Intake Filter.

Relay Box.

Re circulating Damper.

418

REVISION 0

CHAPTER 7

CHAPTER 7. HEATING AND AIR CONDITIONING SECTION 3. TESTS AIR CONDITIONING OPERATIONAL CHECKS

Are compressor mounting brackets in good condition, and bracket mounting cap screws tight?

Visual Inspection of Components

Are electrical connections to compressor clutch clean and tight? Is wiring to compressor in good condition?

NOTE: Do visual inspection of component checks prior to diagnosis and component tests. These conditions may affect diagnostic and test results.

All Lines and Hoses

Yes: Check complete. No: Repair or replace components as required.

Condenser Check

Inspect all lines and hoses.(See “Heating/Air Conditioning Component Location” on page 417).

Inspect condenser core.

Are all lines and hoses straight, NOT kinked, worn from rubbing on other machine parts or “weather checked”?

Does condenser show signs of leakage, dust accumulation or oily areas?

Are hose and line connections clean, NOT showing signs of leakage, such as oil or dust accumulation at fittings? All hose and line clamps must be in place and tight. Clamps must have rubber inserts or cushions in place to prevent clamps from crushing or wearing into hoses or lines. Yes: Check complete. No: Reposition hoses or lines and tighten or replace clamps. Tighten fittings or replace O-rings in fittings. Replace hoses or lines as required.

Air Conditioner Compressor Check Inspect compressor. Is compressor drive belt tight? Is belt in good condition, NOT frayed, worn or glazed? Is belt tensioner worn or damaged? Is compressor belt pulley in good condition and in line with engine pulley?

REVISION 0

Is condenser core free of dirt or debris?

Are condenser fins straight, not bent or damaged? Inspect condenser fan or fan blade. Are fan blades in good condition, not worn, bent, broken or missing? Yes: Check complete. No: Clean, repair or replace condenser core. Replace condenser fan or fan blade.

Heater/Evaporator Core Check Inspect core. Are fins straight? Is core free of dirt and debris? Are evaporator drain tubes plugged? Yes: Check complete. No: Repair, replace or clean heater/evaporator core and drain tubes. (See Remove and Install Heater Core and Evaporator Core CHAPTER 12, SECTION 3).

419

CHAPTER 7

Freeze Control Switch Capillary Tube Check

Service Equipment And Tools

Inspect freeze control switch capillary tube.

Instrument • Thermometer

Is capillary tube straight, NOT kinked or broken? Is capillary tube properly positioned and inserted securely in place in evaporator core? Yes: Check complete. No: If capillary tube is kinked, replace freeze control switch. No: If capillary tube is positioned in evaporator incorrectly, see A/C Freeze Control Switch Test.xxx

• JT02167A Prism Pro Refrigerant Identification

WARNING Use correct refrigerant recovery, recycling and charging stations. Never use refrigerant, hoses, fittings, components or refrigerant oils intended for R12 refrigerant systems. Identify refrigerant before recovering, recycling and charging system. Stop the engine. Follow refrigerant cautions and proper handling procedures.

Cab Door and Window Seals Check Open and close door and windows. Inspect seals.

Identify refrigerant type using JT02167A refrigerant identification instrument.

Do door and windows contact seals evenly?

Connect refrigerant recovery, recycling and charging station.

Are seals in position and in good condition? Yes: Check complete. No: Adjust door and windows to close against seals properly. Replace seals as necessary.

Filter Check Inspect fresh air filter and re circulating filter. Are filters clean and free of debris? Yes: Check complete. No: Clean or replace filters.

R134A AIR CONDITIONING SYSTEM TEST

Open both low and high pressure valves on refrigerant recovery, recycling and charging station. Open cab doors and windows. Follow manufacturer’s instructions when using the refrigerant recovery, recycling and charging system. Start engine and run at rated engine high idle speed. Move A/C-heater switch to A/C position. Turn temperature control switch to maximum cooling position.

Specifications

Turn blower switch to high speed.

R134a Air Conditioner System Test - Engine Speed High Idle

Check sight glass (if equipped) in receiver-dryer.

Low Side Refrigerant - Pressure . . . . . . . 80 kPa (0.8 bar) (11.6 psi) minimum . . . . . . . . 200 kPa (2 bar) (29 psi) maximum High Side Refrigerant - Pressure . . . . . . . 800 kPa (8 bar) (116 psi) minimum . . . . 2 100 kPa (21 bar) (304.5 psi) maximum 420

Run unit for at least 5 minutes. Measure and record air temperature at condenser air inlet and at air ducts in air conditioning unit. Observe low-side pressure and high-side pressure on gauges. REVISION 0

CHAPTER 7 Compare pressures and air duct temperature to specifications. NOTE: Because low pressure switch is located on high pressure side of expansion valve, the low pressure gauge reading shown does not affect the low pressure switch operating range.

• Air conditioner set at maximum cooling. • Air conditioner compressor clutch engaged. • Operate at maximum setting for minimum of

12 minutes. • Air duct temperature should be below 12° C (53.5° F) with ambient temperature at 26° C (79° F) and 60% relative humidity. Refrigerant pressure within specification. Diagnose malfunction using Operating Pressure Diagnostic Chart.

OPERATING PRESSURE DIAGNOSTIC CHART Do the following procedures in 1830 to service A/C system:

• Recover R134a Refrigerant. • Evacuate R134a System. • Charge R134a System.

REVISION 0

421

CHAPTER 7

Low Side kPa (bar) (psi)

High Side kPa (bar) (psi)

Lack of Refrigerant

Very Low

Clear

Slightly Cool

Slightly Warm

Loss of Refrigerant

Low

Bubbles

Cool

High Side Restriction

Low

Clear

Expansion Valve Closed

Low

Loose Belt or Compressor Failure

Low

Condenser Malfunction

Discharge Line

Discharge Air

Slightly Warm

Warm

Warm to Hot

Warm

Warm to Hot

Slightly Cool

Cool

Cool, Sweating or Frosting

Hot to Point of Restriction

Slightly Cool

Clear

Cold, Sweating or Frosting Heavily at Valve Outlet

Warm

Hot

Slightly Cool

Low

Clear

Cool

Warm

Hot

Slightly Cool

High

Low

Clear

Slightly Cool to Warm

Hot

Warm

Refrigerant Contaminate d and Air in System

High

Clear to Occasional Bubbles

Warm to Hot

Warm

Hot

Warm

Expansion Valve Open

High

Clear

Cold, Sweating or Frosting Heavily

Warm

Hot

Slightly Cool

Plugged Condenser, Overcharge of Refrigerant

High

Clear

Cool

Warm

Hot

Slightly Cool

Moisture in System

Normal (May Drop)

Clear

Cool

Warm

Hot

Cool to Warm

Heater Valve Stuck Open

Normal

Clear

Cool

Warm

Hot

Warm

Lack of Refrigerant and Air in System

Normal (May Drop)

Normal

Occasional Bubbles

Warm to HOt

Warm

Slightly Cool

Condition

422

Sight Glass

Suction Line

Receiver-D rier

Liquid Line

REVISION 0

CHAPTER 7

A/C FREEZE CONTROL SWITCH TEST

A/C COMPRESSOR CLUTCH TEST

Specifications

Disconnect harness from clutch.

Freeze Control Switch Opens (Normally Closed) - Temperature Drops Temperature . . . . . . . . . . . . . . . 1 - 3°C (34 - 37.5°F) Freeze Control Switch Closes (Normally Closed) - Temperature Rises Temperature . . . . . . . . . . . . . . . 1 - 3°C (34 - 37.5°F) Key switch OFF. Mark position of capillary tube. Tube should be near centre of evaporator. Disconnect and remove freeze control switch.

Connect battery voltage to connector terminal for orange wire. Ground terminal for black wire. Does clutch “click”? Yes: Clutch coil is good. Check wiring harness. No: Replace clutch coil.

With freeze control switch at room temperature, connect terminals to ohmmeter and measure continuity between terminals. Is continuity measured? Yes: Switch is good. Check wiring harness.

A/C HIGH/LOW PRESSURE SWITCH TEST Specifications A/C Low Pressure Switch (Normally Open) Closes on Increasing Pressure . . . 207 ± 30 kPa (2.1 ± 0.3 bar) (30.5 ± 4.4 psi)

No: Replace freeze control switch.

A/C Low Pressure Switch (Normally Open) Opens on Decreasing Pressure . . . . 200 ± 20 kPa (2.0 ± 0.2 bar) (29 ± 2.9 psi)

Put freeze control switch in freezer. Temperature must be below 1° - 3°C (34° - 37.5°F). Switch must be open and continuity must not be read.

A/C High Pressure Switch (Normally Closed) Opens on Increasing Pressure . . 2700 ± 200 kPa (27 ± 2 bar) (391.6 ± 29 psi)

Remove switch from freezer and put sensing tube into a glass of warm water. As switch warms it must close and continuity must be read.

REVISION 0

A/C High Pressure Switch (Normally Closed) Closes on Decreasing Pressure . . 2100 ± 200 kPa (21 ± 2 bar) (304.6 ± 29 psi)

423

CHAPTER 7

Service Equipment And Tools • • • •

Hydraulic Hand Pump Volt-Ohm-Amp Meter Volt-Ohm-Amp Meter Air Conditioning Gauge Set

NOTE: The line that attaches A/C high/low pressure switch has a valve under it to prevent discharging air conditioning system when switch is removed.

Connect an air conditioning gauge set to service fittings at compressor. Cover condenser with paper or plastic to stop air flow. Operate air conditioner on maximum cooling. Note high-side pressure when A/C high pressure switch opens and then closes.

A/C EXPANSION VALVE TEST Specifications Engine Speed . . . . . . . . . . . . . High Idle Blower Speed . . . . . . . . . . . . . . . . High Temperature Control Switch Position . . . . . . . . . . . . . . . . Maximum Cooling

Essential Tools • Refrigerant Recovery, Recycling and Charging System

Service Equipment And Tools • Thermometer WARNING Remove A/C high/low pressure switch (1). Connect a portable pressure source, such as a regulated air supply or a hydraulic hand pump, to A/C high/low pressure switch. Switch must not have continuity between terminals until pressure increases to low pressure switch specification.

Use correct refrigerant recovery/recycling and charging stations. DO NOT mix refrigerant, hoses, fittings, components or refrigerant oils. Follow Refrigerant Cautions and Proper Handling procedures. Connect refrigerant recovery, recycling and charging system.

Slowly release pressure. Switch must have continuity until pressure decreases to switch opening pressure specification. Switch must have continuity between terminals until pressure increases to high pressure opening specification. Slowly release pressure. Switch must not have continuity until pressure decreases to switch closing pressure specification.

Recover R134a Refrigerant. Remove insulating tape from expansion valve sensing bulb.

NOTE: The switch can also be checked when installed in air conditioning system; however, pressure is slow to increase to test specification.

424

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CHAPTER 7 Follow Refrigerant Cautions and Proper Handling procedures. Remove expansion valve. See Remove and Install Expansion Valve.

Remove sensing bulb (1). Start engine and run at high idle. Turn blower motor switch on high. Turn temperature control switch to maximum cooling. Warm sensing bulb in the hand for one minute. Note low-side pressure. Cool sensing bulb in ice water. Note low-side pressure. If low-side pressure decreases when sensing bulb is cooled, expansion valve is operating. If low-side pressure does not decrease, do Expansion Valve Bench Test. Before fastening sensing bulb to evaporator outlet line, make sure line and bulb are not corroded. Fasten sensing bulb to side of line with clamp. Install insulating tape to completely cover sensing bulb and line.

EXPANSION VALVE BENCH TEST Specifications High-Side Valve Pressure Setting Pressure . . . . . . . . . . . . 520 kPa (5.2 bar) (75 psi) Expansion Valve - Opens on increasing Pressure . . . . 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi) Expansion Valve - Closes on Decreasing Pressure . . . . . . 140 - 170 kPa (1.4 - 1.7 bar) . . . . . . . . . . . . . . . . . . . . (20 - 25 psi)

Essential Tools • JT05419 Air Conditioning Service Fitting Kit

Connect A/C expansion valve to air conditioning gauge set using fittings (A - C). Connect yellow hose to a regulated air supply. Close low-side valve and open high-side valve. Adjust pressure on high-side valve to 520 kPa (5.2 bar) (75 psi) using a pressure regulator or by adjusting high-side valve. Hold sensing bulb in hand until pressure on low-side gauge stops increasing. Pressure must be 280 - 380 kPa (2.8 - 3.8 bar) (40 - 55 psi). Put sensing bulb in a container of ice water until pressure on low-side gauge stops decreasing. Pressure must be 140 - 170 kPa (1.4 - 1.7 bar) (20 - 25 psi).

Service Equipment And Tools • Air Conditioning Gauge Set

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425

CHAPTER 7

REFRIGERANT LEAK TEST Specifications Leak Detector Probe Movement Speed . . . . . . . . . . . . . 25 mm (1 in.) per second Inspect all lines, fittings, and components for oily or dusty spots. When refrigerant leaks from system, a small amount of oil is carried out with it. A soap and water solution can be sprayed on the components in system to form bubbles at source of leak. If a leak detector is used, move leak detector probe under hoses and around connections at a rate of 25 mm (1 in.) per second. Some refrigerant manufacturers add dye to refrigerant to aid in leak detection. Avoid breathing in the air conditioner refrigerant and lubricant vapour or mist. Exposure may irritate the eyes, nose and throat. The refrigerant is under high pressure and the system must be serviced by qualified personnel only. Improper service methods may cause injury. If accidental system discharge occurs, ventilate the work area before resuming work. Additional health and safety information may be obtained from your refrigerant and lubricant manufacturers.

426

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PART 2 SERVICE AND MAINTENANCE

CHAPTER 8

CHAPTER 8. MAINTENANCE SCHEDULES Preventative maintenance is very important. It includes lubrication, checks and adjustments which the operator can perform. Scheduled services are to be performed by HITACHI Product Support. Most of these service measures are simple to carry out and do not need any detailed explanation. The instructions which require specific procedures are detailed in Chapter 9 to 17 of this manual.

Maintenance Schedule in Running Hours Details

Daily

Every 150

Every 500

Every 1000

Every 2000

Every 3000

Every 4000

As Required

ENGINE NOTE: For further maintenance and service procedure, Refer to the Mercedes-Benz )OM 906 Manual. Change the oil and oil filters

X (J)

Drain water from the primary fuel filter (Check cold, drain before starting).

X X

Change the primary fuel filter/water separator.

X (J)

Change secondary fuel filter. (Situated on engine).

X (J)

Clean/replace the primer pump fuel screen.

Clean crankcase breather filter. Check the coolant level.

X X

Check the coolant mixture.

X (A)

Change the coolant.

X (A)

Adjust the valve clearance. (Every second oil change).

Check Fan Belt Condition.

Replace fan belts.

Change the air cleaner primary filter.

Change the air cleaner secondary filter.

Clean the air intake pre-cleaner assembly.

Check the air cleaner service indicator. Check the oil level.

X X

Change jockey pulley bearing

Replace idler pulley assembly

REVISION 0

429

CHAPTER 8

Maintenance Schedule in Running Hours Details

Daily

Every 150

Every 500

Every 1000

Every 2000

Every 3000

Every 4000

As Required

TRANSMISSION-ZF 6 HP 592C Check for oil leaks.

Check transmission oil level.

X X

Change the oil.

X (B)

Change the filters.

Replace transmission breather filters.

X TRANSFER CASE

Change the oil filter.

Check the oil level. (Sight Glass).

Change the oil.

X (B)

Check and clean transfer case breather.

X HYDRAULICS

Check the oil level.

Change the oil.

X (B)

Change the return filters.

X (E)

Change the breather filter.

X (E)

X (D)

Replace the suction screens.

Test the brake accumulator function.

AXLES AND CHASSIS & SUSPENSION Change the oil in all axles, wet disc brakes and clean debris from all magnets.

X (B)

Check the service brake pads wear

Check the park brake pads wear.

Check and adjust bin shock pad clearance.

X (H)

Check conditions of all drive shafts. Check and clean breathers of all axles.

430

X X

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CHAPTER 8

Maintenance Schedule in Running Hours Details

Daily

Every 150

Every 500

Check suspension strut height, oil leaks & gen. cond.

Every 1000

Every 2000

Every 3000

Every 4000

As Required

Change all axle driveline cross and rollers

X (K)

CAB, PNEUMATICS AND ELECTRICAL Change the air drier filter.

Check the operator controls, buzzers and instruments.

Check the working lights, reverse buzzer and horn.

Check the electrical connections and wire routing for chaffing.

Replace Pneumatic block breather filters (situated on block).

Record and clear fault codes found on the MDU.

Clean or replace air conditioner filters.

X (C)

LUBRICATION Grease the hinges.

Grease all remaining lube points. (If applicable).

Grease PTO propshaft Slip-joint.

X GENERAL WALK ROUND

Check and clean coolers.

General check of drive line & suspension fasteners. Check for fuel, water and oil leaks. Check tyre pressures.

REVISION 0

X X X

431

CHAPTER 8

NOTES: A B C D E F G H I J K

Refer to bulletin 2000/033 regarding water & coolant specification Change intervals can be extended by oil sampling. Use kit 261677 for sampling the Allison transmission and axles and final drives. (AH500-D axle & final drive: Refer to service manual chapter 15 for draining and filling). Daily depending on site conditions. To be changed in wet & muddy conditions. (Note service kit applicable for this condition). To be changed in dry & dusty conditions. (Note service kit available for this condition). Refer to SIB 2004/1018. Grease should meet DIN 51825 KP2-R-20, and not contain any solids such as Graphite or Molybdeendisulphide. (Preferred greases: Castrol Viscotemp NLGI 2, Castrol Firetemp XT2). See SIB 97/105/07 for details of thickness. See SIB 2003 / 1067 for details of procedure. To be changed as indicated when running on FAME / Bio-diesel. Refer Appendix A of SIB 2006/1001 for more information on FAME use. Cross & Roller replacement on all machanic joints, when operating in submerged or dusty conditions and replace every 6000 hrs under normal conditions.

Torque all wheel nuts to 650 Nm. (480 ft lb.) after the first 5 hours of operation and again after 50 hours of operation. Repeat the procedure if the wheels are changed. The air conditioner internal filter should be cleaned every 50 hours (or as required, depending upon conditions) and replaced if damaged. The air conditioner external filter should be cleaned every 250 hours (or as required, depending upon conditions) and replaced if damaged.

432

REVISION 0

CHAPTER 9

CHAPTER 9. DAILY OR 10 HOURLY SERVICE CHECKS NOTE: For information on the daily (10 Hourly Service Checks) Refer to the Operator's Manual.

REVISION 0

433

CHAPTER 9

434

REVISION 0

CHAPTER 10

CHAPTER 10. 150 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION The 150 hours service and checks must be performed by qualified service personnel.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions in the OM.

ENGINE

LOWER AND RAISE THE BELLY PLATE To perform some maintenance tasks it is necessary to lower the belly plate for access. The belly plate assembly has two access hatches that allow access to certain areas. The complete assembly can be lowered if it is required.

Lower the Belly Plate Assembly

Change Engine Oil And Replace Filter NOTE: For further engine information or details not shown in this manual, refer to the Mercedes-Benz Manual OM 906LA.

The following procedures must be used to lower the belly plate:

WARNING Be careful when draining hot engine oil. Hot engine oil can cause burns to unprotected skin. NOTE: The engine oil will drain easier when the engine is warm. Run engine to warm oil slightly. Stop engine. Open the bonnet.

• Loosen the three Belly Plate securing bolts (1). • One person should support the belly plate. • A second person should help supporting the belly plate while removing the bolts (1). Lower the Belly Plate Assembly (2) to the ground.

WARNING The Belly Plate is very heavy. Be careful when lowering the belly plate as it can cause injury or even death.

Remove engine oil filler cap (1). Clean and inspect the seal ring. Replace seal ring if necessary.

REVISION 0

435

CHAPTER 10

Open Access Hatch Lower

Loosen the two bolts (1) securing the hatch (2).

Attach a hose to drain valve (1) with a hose clamp. Place the end of the hose in a container.

Lower the hatch (2).

Loosen nut (2) and valve stem (3). Drain oil into container.

Opening Access Hatch Top

NOTE: Dispose of waste properly. Tighten valve stem and nut. Remove hose clamp and hose. Wipe drain valve clean.

Loosen and remove the two bolts (1) securing the hatch. Swing hatch open.

Remove engine oil filter cap (1) and element (2).

NOTE: Closing is the reverse of opening.

Lift slowly to allow residual oil to drain from element.

Raise the Belly Plate Assembly The following procedures must be used to raise the belly plate:

WARNING Be careful when raising the belly plate as it can cause injury or even death if it slips off the trolley jack.

Do not clean inside surfaces of engine oil filter housing. Remove the oil filter cap from the element. Remove the O-ring from engine oil filter cap. Install new O-ring on oil filter cap. Install new oil filter onto filter cap. Place filter element and cap assembly into filter housing and tighten to specification.

• Manoeuvre a trolley jack under the belly plate so that the belly plate can be safely raised. • Install the bolts and remove the trolley jack.

436

REVISION 0

CHAPTER 10 Do not overfill the engine with oil.

Fill primary fuel fitter with clean fuel.

Add the new oil at the fill port. (See Chapter 1 for Service fill capacities).

Install lid and retaining screw.

Replace engine oil filler cap. Start engine and let it run at slow idle for 1 minute. Stop the engine and check for leaks at filler cap and drain valve. Tighten only enough to stop leaks. Check engine oil level. (See Check Engine Oil Level in the OM).

Prime fuel system. (See prime fuel system in Chapter 17). Start engine and let it run for 1 minute. Check for leaks around lid. Tighten lid only enough to stop leaks.

Replace Secondary Fuel Filter Open the bonnet.

Raise and tighten belly plate.

Replace Primary Fuel Filter (Water Separator) Open the bonnet.

Clean dirt and debris from final fuel filter cap (1) and surrounding area. Remove the filter cap (1) and element (3). Lift slowly to allow excess fuel to drain from element. Clean dirt and debris from primary fuel filter (1) and surrounding area. Remove retaining screw (2) and lid (3).

Turn the directional valve to the “UP” position and operate the pump to lift the cab. Remove the cab prop and install in storing position. Turn the directional valve handle to the “LOWERING” position. Operate the pump to lower the cab. Refit securing bolts and tighten. Relieve the pressure in the system by rotating the directional valve handle 180 degrees. Stow the wheel nut spanner.

Remove element (1). Install new element and ensure element is properly seated.

REVISION 0

437

CHAPTER 10

438

REVISION 0

CHAPTER 11

CHAPTER 11. 500 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION

Drain the Racor Fuel Filter

The 500 hours service and checks must be performed by qualified service personnel.

NOTE: The engine must be running when the water is drained from the Racor Fuel Filter.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions in the OM.

ENGINE Change Engine Oil And Replace Filter See Change Oil And Oil Filter on Page 435 Chapter 10.

WARNING Be careful when draining hot engine oil. Hot engine oil can cause burns to unprotected skin. Check engine oil level. (See Check Engine Oil Level in the OM). Check for oil, fuel and water leaks.

Check Engine Air Intake System Check the service indicator is not showing a red flag. If red flag is shown; service air cleaner and reset indicator. (See Service Engine Air Intake System in Maintenance in the OM. Check rubber elbows, clamps and pipes for tightness, cracks or damage.

Connect a pipe to the outlet (1) and hang the other point in a container.

Check The Coolant Level

Loosen the nut (2) on the Racor fuel filter.

See in the OM.

Drain the accumulated water. Tighten the wing nut when fuel flows out water free. Remove the pipe.

REVISION 0

439

CHAPTER 11

Check The Coolant Level

Loosen Cab Mounting Bolts Front And Rear Left Hand Side

See in the OM.

Check The Air Cleaner Service Indicator

Check the indication window (1) on the air cleaner service indicator. If the window shows a red flag, the air cleaner filter element must be changed.

TRANSMISSION Tilt and lower the cab

Unscrew the mounting bolts (1) on the left hand side front and rear of cab. NOTE: The cab tilt pump is located on the left hand side under the bonnet on the bonnet catch cross bar.

WARNING Never re-use loosened cab mounting bolts. Always replace bolts after loosening. Close the cab and right hand side external compartment door and open the bonnet. Mirrors to be in normal operating position. The machine’s cab is hinged so that it may be tilted for access to the hydraulics and transmission systems below.

Place directional valve lever (1) in “Cab Raise” position. Insert the wheel spanner into the cab tilt pump and start pumping. Install the cab prop (2).

440

REVISION 0

CHAPTER 11 Change the directional valve handle to the lowering position and lower the cab till cab is secure.

WARNING Do not work under the raised cab unless the cab prop is fitted. Lower The Cab Ensure that the area is free of obstructions. Ensure all doors are closed and mirrors are in operating position.

Ensure directional valve handle is in “Cab Lower” position. Stow the wheel nut spanner.

WARNING Ensure both mountings are locked into position with new mounting bolts and nuts. Never re-use loosened mounting bolts and nuts. The cab can be raised to two different heights:

Turn the directional valve to the “Cab Raise” position and operate the pump to lift the cab until peg has disengage from cab prop. Pull the cab prop away from engine compartment. Turn the directional valve handle to the “lowering” position. Lowering cab until properly seated. Install and torque new locking bolts. (See in OM for correct torque specifications).

Half raised (1) - for quick access to Main Hydraulic Pump, etc. and fully Raised (2) - for full access to the area underneath the cab.

The Transmission Fluid Level Always check the fluid level at least twice. If the readings are not consistent, check and clean the transmission breather. Check transmission fluid level as follows:

• The dipstick check when the transmission fluid is cold. • The dipstick check when the transmission fluid is hot.

REVISION 0

441

CHAPTER 11

Dipstick Check - Transmission Fluid COLD (Cold Check)

• Insert the dipstick into the tube and remove to check the fluid level.

• Repeat the check procedure to verify the reading.

CAUTION Do not start the engine until the presence of transmission fluid has been confirmed. The Cold Check determines if the transmission has sufficient fluid to be operated safely until a Hot Check can be made. A cold check must be performed before start-up. The sump fluid temperature is then typically 16°C to 49°C (60°F to 120°F)

• If the fluid level is on the ENGINE STOP mark

(1) the transmission may be operated until the fluid is hot enough to perform a “Hot Check”. • If the fluid level is not on the ENGINE STOP mark, add or drain transmission fluid as necessary to bring it to this mark.

CAUTION

0 GD0033CFM

• Ensure that the machine is parked on a level

surface and the park brake is applied. • Ensure that the transmission is in Neutral (N) for approximately 1 minute. • Shift to D (Drive) and then to R (Reverse) to expel all air from the transmission circuits and fill the system with fluid. • Shift to N (Neutral) and leave engine at idle.

1. The fluid level rises as the fluid temperature increases. DO NOT fill above the “Hot” mark if the transmission fluid is below normal operating temperatures. Normal operating temperature is 80°C to 95°C (176°F to 203°F). The oil level at 80°C (176°F) is valid and must not be exceeded. 2. The transmission must not be operated for extended periods until a “Hot Check” has verified proper fluid level.

Dipstick Check - Transmission Fluid HOT (Hot Check) The Hot Check verifies proper fluid level.

• Ensure that the transmission fluid has reached • • • • • • With the engine running unscrew and remove the dipstick (1) from the tube and wipe clean. • Clean the end of the tube before inserting the dipstick.

442

•

normal operating temperature; 85°C to 95°C (176°F to 203°F) Check the transmission fluid temperature on the master display unit. Ensure that the machine is parked on a level surface and the park brake is applied. Allow the engine to run at idle (500 to 700 r.p.m.) in N (Neutral). Unscrew and remove the dipstick from the tube and wipe clean. Clean the end of the tube before inserting the dipstick. Insert the dipstick into the tube and remove to check the fluid level.

REVISION 0

CHAPTER 11 Repeat the check procedure to verify the reading.

The safe operating fluid level is between mark (2) and mark (3). If the fluid level is not between mark (2) and (3), add or drain transmission fluid as necessary to bring it to the mark.

Check Service Brake Pad Wear NOTE: 1. If operating in wet or muddy conditions, check wear indicators every 250 hours. 2. Front axles have two sets of inner and outer wear indicators per side while the rear axles have only one set per side. Only the inner wear indicator is visible with tire installed. Inner and outer pads wear normally evenly. Checking the inner wear indicator is a good indication of the wear of both pads. 3. Remove guards (3) on illustration below for increased visibility if necessary.

Check For Oil Leaks

BRAKES Check Park Brake Pad Wear Raise the bin and install the bin prop. Remove cap screws (1) and upper brake shield (2).

Measure the thickness of the park brake pads. Replace both park brake pads if one has worn to minimum specified thickness. (Refer to HITACHI Product Support). Minimum thickness of pads: 3mm (0.118”).

If either brake pads (1) has worn to minimum specified thickness, both brake pads must be replaced. (Refer to HITACHI Product Support). Minimum pad thickness: 3mm (0.12”). Install upper shield and cap screws. Repeat for each wheel.

Minimum thickness of disc: 22.5mm (0.886”). Replace disc before disc reach the minimum size.

REVISION 0

443

CHAPTER 11

TRANSFER CASE Check The Transfer Case Fluid Level

Check the transfer case fluid level at the sight glass (1). Drain or add oil as necessary. (See Change Transfer Case Oil in 2000 hours service).

Check Front Axle Suspension Struts

Measure height (3) from strut barrel shoulder (2) to rubber stop (1). If height is not within specification, Refer to HITACHI Product Support. Barrel shoulder to rod shoulder height: 60 70mm (2.4 - 2.8” ).

444

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CHAPTER 11

CHAPTER 11. 500 HOURS SERVICE AND CHECKS SECTION 2. CLEAN, CHECK AND REPLACE BREATHERS WARNING DO NOT spray steam, water or cleaning solution directly at breathers. Spray could be forced into housing. NOTE: Breathers should be checked daily in adverse conditions. The amount of dust and dirt encountered will determine the frequency of breather cleaning.

TRANSMISSION BREATHER AND AXLE BREATHERS Raise bin and install bin prop.

Transmission And Front Axle

GENERAL CHECK DRIVE LINE & SUSPENSION FASTENERS Check drive line and suspension fasteners condition and security. Torque specification for breathers: 12 - 16 Nm (106 - 142 lb.in.).

TRANSFER CASE BREATHER (LOCATED UNDER THE HYDRAULIC RESERVOIR)

Clean dirt and debris away from front axle breather (2) and transmission brearther (1) and surrounding areas. Inspect breathers for clogging, damage and proper installation. If necessary, remove clogged breathers from machine and clean with water. Dry thoroughly before re-installing. Replace damaged and breathers that can not be unclogged. Tighten to specification.

Middle Axle And Rear Axle

Clean dirt and debris away from breather (1) and surrounding areas. Inspect breather for clogging, damage and proper installation. If necessary, remove clogged breathers from machine and clean with water. Dry thoroughly before re-installing. Replace damaged and breathers that can not be unclogged. Tighten to specification.

Middle and rear axle breathers (1 and 2) located on the rear chassis. Clean dirt and debris away from breathers and surrounding areas.

REVISION 0

445

CHAPTER 11 Inspect breather for clogging, damage and proper installation. If necessary, remove clogged breathers from machine and clean with water. Dry thoroughly before re-installing. Replace damaged and breathers that can not be unclogged. Tighten to specification.

446

REVISION 0

CHAPTER 11

CHAPTER 11. 500 HOURS SERVICE AND CHECKS SECTION 3. CAB AND ELECTRICAL INSPECT, CLEAN AND REPLACE CAB AIR FILTER Move the seat forward.

Turn latches (1) 1/4 turn counter clockwise.

Remove element (1). Inspect element for dust, debris, moisture and damage. Replace element if damaged.

CAUTION Use compressed air to 207kPa (30psi) to clean filter element. Do not use high pressure air, element may be damaged or personal injury may result. Clean element if necessary. Remove large debris by hand. Blow compressed air through element from opposite direction of normal air flow. If element is moist, allow to dry before re-installing. Do not apply heat to element. Install element. Ensure that “Air Flow” decal is at top and arrows point towards front of machine. Close access door. Turn latches 1/4 turn clockwise and ensure latches are locked. Close parts catalogue compartment door. Open the access door (1).

REVISION 0

447

CHAPTER 11

CHECK BATTERIES, CLEAN AND TIGHTEN TERMINALS Open side panel.

Check battery charge indicator (3) on each battery. The colours are as follows:

• Green: - Battery is fully charged. • Black: - Battery charge is low and must be

charged. (See Using Battery Charger In Chapter 19). • Yellow: - Battery life has expired. Replace battery. (See Replace Battery In Chapter 16). Start engine. After bulb check, verify that battery charge indicator on instrument panel is not lit. Verify battery voltage on MDU. (See in the OM).

CHECK ELECTRICAL CONNECTORS, HARNESSES AND LOOMS Remove cap screws (1) and open top access door. Clean debris from battery compartment. Inspect battery disconnect switch for damage and secure installation. Tighten mounting hardware if necessary. Replace damaged components. (Refer to HITACHI Product Support).

Check for worn, frayed and damaged harnesses. Check for loose, corroded and damaged electrical connections.

CHECK WORK LIGHTS, REVERSE BUZZER AND HORNS Check the work lights, reverse buzzer and horns functioning. Check the operator controls, buzzers and instruments.

RECORD & DELETE FAULT CODES ON THE MDU. For more information See in the OM.

CHECK THE OPERATOR CONTROLS AND INSTRUMENTS Inspect and clean terminals (1). Ensure that posts are secure in battery housings. Ensure that cables are securely installed on posts.

Check the operator controls (Functioning) and instruments.

Ensure that mounting bracket (2) is secure. Tighten nuts if necessary.

448

REVISION 0

CHAPTER 11

CHAPTER 11. 500 HOURS SERVICE AND CHECKS SECTION 4. LUBRICATION GREASE ALL GREASE POINTS Lubricate Bin Pivots

Articulation Joints, Oscilation Tube Through Drive Shaft Bearing Front And Steering Cylinders Rear Pivot Points

Grease each point (1 and 2) until grease escapes from joint.

Oscilation Tube And Oscilation Tube Through Drive Shaft Bearing Rear

Grease each point (1, 2, 3, 4and 5) until grease escapes from joint. Grease each point (1 and 2) until grease escapes from joint.

REVISION 0

449

CHAPTER 11

Grease Tailgate Pivot Points (If Equiped)

If necessary replenish the fluid in the hydraulic tank. Refer to Recommended Lubricants and Coolants in the OM.

Service Brake Accumulator Routine Test NOTE: 1. If less than two full applications, have the system checked by a HITACHI serviceman.

• Start engine. Wait until main pump has fully Add 1 shot of grease at each pivot point (1).

HYDRAULICS

•

Check Hydraulic Oil Level Switch off the engine.

• • •

charged the accumulators (Listen to the tone of the engine, while charging the engine revolutions will be lower). Apply the service brakes repeatedly to make the pump re-charge a few times. Discontinue applying the brakes in a re-charge cycle while the pump is still charging (to ensure the brakes are not consuming oil after the pump stops, wait 4 seconds while listening to the engine. Engine revolutions must go up after pump stops). Switch off the engine. Switch the ignition on an wait until the warning lights extinguishes. Fully apply the service brakes and count the number of applications before the accumulator low pressure light illuminates.

REPLACE HYDRAULIC RESERVOIR BREATHER NOTE: Hydraulic reservoir breather should be replaced at scheduled intervals or whenever found to be damaged or clogged.

Check the hydraulic fluid level in the sight glass (1). The fluid level must be on the mark (2) with the engine shut down and the machine parked on level surface and hydraulic oil cold. If the machine has been standing for a while or has not worked over-night, the hydraulic oil level might lie at the “HOT” oil level mark. This is normal. Once the machine has been started, the level should drop to the “Cold” oil level mark.

450

Remove nuts (1) and clamp (2) from bin heater support and pipe, if equipped.

REVISION 0

CHAPTER 11 Remove cap screws (3) and access panel (4).

Unscrew hydraulic reservoir breather (1) and remove from machine. Install new hydraulic reservoir breather. Hand-tighten. Install access panel and cap screws. Install clamp and nuts to bin heater support and pipe, if equipped.

REVISION 0

451

CHAPTER 11

452

REVISION 0

CHAPTER 12

CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION

Change the Primary Filter Element

The 1 000 hours service and checks must be performed by qualified service personnel.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions, in the OM.

Engine NOTE: For further engine information or details not shown in this manual, refer to the Mercedes-Benz Manual OM 906LA.

Adjust Engine Valve Clearance Refer to HITACHI Product Support for engine valve clearance adjustment.

Replace Primary Fuel Filter (Water Separator)

Loosen the clips (1) and remove the end cover from the air cleaner housing.

See Replace Primary Fuel Filter, Chapter 10, Page 437.

Replace Secondary Fuel Filter See Replace Secondary Fuel Filter, Chapter 10, Page 437.

Remove the primary filter element (1) from the air cleaner housing.

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453

CHAPTER 12 Discard the primary filter element, do not re-use. Clean the air filter housing inside and the end cover with a damp cloth and inspect for damage. Check the end cover to ensure that it is fitted correctly and secure with clips.

Check Coolant Conditioner In Radiator Check coolant every 1000 hours or 6 months or when replacing 1/3 or more of coolant. Add coolant conditioner as necessary.

Use a 3-way heavy duty coolant test kit to test the coolant. Follow the instructions on the kit.

WARNING To prevent machine damage, ensure that all coolant additives are compatible with coolant that the system is currently filled with. (See Chapter 1 for coolant specification). Add coolant conditioner or equivalent non-chromatic conditioner/rust inhibitor as necessary. Follow instructions on the container for amount. Install fill cap.

Open the bonnet.

WARNING 1. Explosive release of fluids from pressurized cooling system can cause serious burns. 2. Remove fill cap only when engine is cold or when cool enough to touch with bare hands. Slowly loosen cap to first stop to relieve pressure before removing completely.

Clean Crankcase Breather Filter NOTE: To open the cover for cleaning or replacing the crank case breather filter, the tappet cover has to be removed first.

Remove Tappet Cover Remove Side Cover

Turn screws (1) 90° to unlock screws. Push in the locks on the side and remove the cover.

Remove the filler cap (2) and test the coolant in the coolant tank (1).

454

REVISION 0

CHAPTER 12 Remove Tappet Cover NOTE: Be carefull not to damage the tappet cover seal when removing the tappet cover.

Inspect cover seal ring and diaphram (1) for damage. Replace if necessary.

Loosen the allen screws (1) on top of the cover. Remove tappet cover.

Remove element (1). Wash the element in a suitable cleaning solvent. Inspect and replace if neccessary. Clean dirt and debris away from breather cover and surrounding areas.

NOTE: Dispose of waste properly.

CAUTION Be carefull when removing the cover. There is a spring inside that can fall out when cover is removed. Unscrew the three screws (1) and remove the breather cover.

Install element (1). Fit spring.

REVISION 0

455

CHAPTER 12 Place cover seal ring and diaphram in position. Replace the cover and tighten the screws. Replace tappet cover and tighten screws. Replace side cover and lock in position.

456

REVISION 0

CHAPTER 12

CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS SECTION 2. HYDRAULICS AND LUBRICATION REPLACE HYDRAULIC RESERVOIR BREATHER (See Replace Hydraulic Reservoir Breather, Chapter 11, Page 450 in this manual).

Loosen and remove opposite sets of cap screws and washers (2) in sequence to keep spring load distributed evenly. Hold return filter access cover (3) securely in place while removing last 2 cap screws and washers. Release slowly to relieve spring load.

Replace Hydraulic Oil Return Filter Open the bonnet.

Inspect access cover seal ring (1) for damage and wear. Replace if necessary. Remove nuts (1) and clamp (2) from bin heater support and pipe, if equipped.

Grasp spring and remove spring and return filter assembly.

Remove cap screws (3) and access cover (4).

Clean filter seat. Do not allow dirt, debris or foreign objects to fall into hydraulic reservoir.

Clean top of tank from debris, dust and foreign materials.

Remove retaining screw (1) and remove filter element (2). Inspect shoulder seal ring (3) and face seal ring (4) for damage and wear. Replace if necessary. NOTE: Use only recommended filters which have the correct micron filtration rating for the hydraulic system. (Refer to HITACHI Product Support). Install new element. Install retaining screw. Ensure that element is centred on face seal ring.

Turn hydraulic reservoir breather (1) counter clockwise and remove from machine.

WARNING Avoid personal injury. Remove return filter element cover carefully. Spring is under load.

REVISION 0

Install spring and filter assembly. Ensure that shoulder seal ring is properly seated in filter seat. Install return filter access cover and washers and cap screws. Ensure that return filter access cover is free of dirt and debris before installing. Tighten opposite cap screws and washers in sequence to ensure that access cover seal ring is compressed uniformly.

457

CHAPTER 12 Replace cap screws access cover. Tighten cap screws. Install clamp and nuts to bin heater support and pipe, if equipped.

458

REVISION 0

CHAPTER 12

CHAPTER 12. 1 000 HOURS SERVICE AND CHECKS SECTION 4. AXLES AND CHASSIS & SUSPENSION CHECK AXLE OIL LEVEL NOTE: 1. Perform this procedure for all axles. 2. Dispose of waste properly.

Rotate wheel until check and drain plug (1) is in a horizontal position. Clean axle housing around check and fill plug (1). Remove check and fill plug from axle housing. Oil must be level with bottom of check and fill port. Add oil through check and fill port if necessary. (See Change Axle Oil in Chapter 13). Install check and fill plug.

CHECK FINAL DRIVE OIL LEVELS NOTE: Perform this procedure for each final drive. The procedure is the same for all final drives.

Remove the plug and check the oil level. Oil level must be level with bottom edge of check plug. If necessary, add oil. (See Change Final Drive Oil in OM for recommended oils and quantities). Install check and drain plug tightly.

CHECK BIN SHOCK PAD CLEARANCE WARNING Before working on the bin and/or machine, carefully follow the safety precautions stipulated in the OM in the Safety Section and Pre-Service Instructions. Install the bin prop and remove the cap screws securing the bin pads to the bin on both the left and right hand side front and rear.

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459

CHAPTER 12 NOTE: All the spacers used with the spacer blocks must be used with the relevant bin pad.

Place spacer blocks with mounting plates (LHS & RHS) in position on the chassis as well as front bin pads in front position. Lower the bin fully. Check if the bin rest equally on the spacer blocks (LHS & RHS). If not, lift the bin and add/remove the required amount of shims to ensure equal pressure after bin is lowered.

NOTE: When the bin is now lowered the clearance between the front bin pads and the chassis will be slightly less then measured due to the rear bin pads now being compressed. Remove the bin spacer blocks and install rear bin pads (1).

Measure the distance between front bin pads (1) LHS and RHS to the bin (2).

Install bin pads front (1).

Clearance must be equal on LHS and RHS. Dimmension “A”

. . . . . . . . . . . . . 14mm.

If smaller, add shims to back spacer blocks. If bigger, add shims to front bin pads. When dimension ”A” is correct, lift bin and install bin prop.

460

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CHAPTER 13

CHAPTER 13. 2 000 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION

Change the Secondary Filter Element

The 2 000 hours service and checks must be performed by qualified service personnel.

NOTE: At minimum, secondary element must be replaced every third time primary filter is replaced.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions, in OM.

Remove primary filter first. (See "Change Primary Filter in Chapter 12, Page 453).

ENGINE NOTE: 1. For further engine information or details not shown in this manual, refer to the Mercedes-Benz Manual OM 906LA. 2. To remove the secondary filter element, remove the primary filter element first. (See Chapter 12 of this manual).

Check The Fan Belt Condition Open the bonnet.

Remove and inspect secondary element (1). Replace the element. Wipe housing clean with a lint free cloth. Squeeze unloader valve to empty air cleaner housing of dust and debris. Install secondary filter element, ensure that it is evenly and firmly seated. Install primary filter element, ensure that it is firmly and evenly seated. Install air cleaner cover and fasten clasps. Press top of service indicator to reset flag.

Check fan belt (1) condition.

REVISION 0

461

CHAPTER 13

Change Transmission Oil WARNING Be careful when draining hot transfer case oil. Hot oil can cause burns to unprotected skin.

WARNING Be careful when draining hot transfer case oil. Hot oil can cause burns to unprotected skin.

NOTE: 1. It is not necessary to change the transmission oil until a contaminated sample is indicated. Draw sample from transmission oil at drain plug. For convenience, install a sampling valve in the drain port. 2. Samples should be taken initially at 1 000 hours, followed by every 500 hours of operation. 3. See your authoriz3d dealer for more information. 4. Dispose of waste properly. Remove the drain plug (1) and allow oil to drain into container. After cooler has been drained completely, replace the drain plug and tighten.

Replace Transmission Oil Filters

Remove drain plug (1) and drain oil into a container. Install drain plug and remove container. Wipe drain plug and transmission clean.

Drain Transmission Oil Cooler Lower the belly plate. (See "Lower and Raise the Belly Plate", Chapter 10, Page 435). Place container under the cooler.

Place a container under the transmission filter assemblies. Remove cap screws (1). Remove filter assembly (2). Drain oil into a container. 462

REVISION 0

CHAPTER 13 Remove filter element (3). Discard filter element. Install new filter element. Replace filter cover “O”-Ring. Install filter assemblies and cap screws. Tighten to specification. Cap Screw Torque: . . . . . . . 25 Nm (18 lb.ft.). Fill Transmission With the engine in vertical position, remove the dipstick and fill up to the STOP mark on the oil dipstick. Start the engine. Turn off the engine after ca. 30 seconds. Top up to the STOP mark. Warm up transmission to oil sump temperature 60°C - 70 °C. With the engine idling, cool down to 50 °C and set oil level to MAX mark (at idling speed). Drive vehicle in all operating points (all gears, retarder). Re-check oil level at 50 °C and adjust if necessary (only high oil throughputs result in the cooler lines being fully vented).

Remove fill plug and seal ring (1). Clean fill plug and seal ring. Inspect seal ring. Replace seal ring if necessary.

(See Chapter 1 in Operator Manual for recommended oil specification and quantities).

Change Transfer Case Oil WARNING Be careful when draining hot transfer case oil. Hot oil can cause burns to unprotected skin. NOTE: Dispose of waste properly.

Place a container under the drain plug (1). Clean drain plug and surrounding area. Remove the drain plug and drain oil into the container. Replace the drain plug. Remove the container. Tighten the drain plug. Fill the transfer case with oil. (See Chapter 1 for recommended oil and capacities). Check the oil level at the sight glass (1). Oil should be level with the sight glass. Replace the fill plug and seal.

REVISION 0

463

CHAPTER 13 Start the engine and drive the machine in 1st gear for one minute. Stop the machine and re-check the oil level. Add or remove oil to get the right oil level.

Change Final Drive Oil NOTE: 1. Perform this procedure for all axles. 2. Dispose of waste properly.

Check for oil leaks at the drain and fill plugs. Tighten only enough to stop leaks.

Change Axle Oil NOTE: 1. Perform this procedure for all axles. 2. Dispose of waste properly.

Rotate wheel until drain plug (1) is at lowest point and fill/check plug (2) is in horizontal position. Place a container under the drain plug. Remove the drain plug from the final drive and allow oil to drain into the container. Clean final drive housing. Clean boot axle housing around check and fill plug (1) and drain plug (2).

Replace drain plug and tighten.

Remove check and fill plug (1) from axle housing.

Remove the fill plug (2) and fill final drive with clean oil. (See Chapter 1 for recommended oils and fill capacities).

Place a container under the drain plug (2) and remove drain plug.

Oil must just begin to flow from fill/check plug.

Drain oil into the container

Replace fill plug and tighten.

Replace the drain plug and tighten

Wipe final drive housing clean.

Remove the container and wipe the drain plug and axle housing clean.

Check Service Brake Disc Thickness

Add oil through check and fill port. (See Chapter 1 for recommended oils and quantities). Fill until oil just starts to flow from fill port. Install check and fill plug and wipe clean.

464

WARNING Wheels are heavey and special care must be taken not to hurt one self. Use suitable jack. Chock all wheels. Loosen wheel nuts.

REVISION 0

CHAPTER 13 Jack the relevant wheel up and remove the wheel.

Change Cross And Rollers on Drive Shafts Loosen bolts on drive shaft securing cross and roller assembly to drive shaft. Remove cross and roller assembly and replace with new cross and roller assembly. Thighten bolts to specification.

Measure the service brake disc thickness (A). Specification Minimum Thickness A . . . . . 23mm (0.91inch) Replace the disc when thickness is out of specification.

WARNING Torque wheel nuts to specification. (See in OM for correct torque specification). Replace wheel when finished and repeat procedure for other wheels.

REVISION 0

465

CHAPTER 13

466

REVISION 0

CHAPTER 13

CHAPTER 13. 2 000 HOURS SERVICE AND CHECKS SECTION 2. HYDRAULICS AND LUBRICATION REPLACE HYDRAULIC OIL RETURN FILTER See "Change Hydrualic Oil Return Filter", Chapter 12, Page 457.

REVISION 0

467

CHAPTER 13

468

REVISION 0

CHAPTER 13

CHAPTER 13. 2 000 HOURS SERVICE AND CHECKS SECTION 3. CAB, PNEUMATICS AND ELECTRICAL REPLACE PNEUMATIC SYSTEM DRYER FILTER Relieve pneumatic pressure

Open side panel.

Remove old element (1) from head. Discard old element. Inspect O-ring on head for damage and wear. Clean or replace O-ring if necessary.

Pull the ring on the resevoir and hold untill hissing stops.

REVISION 0

469

CHAPTER 13

470

REVISION 0

CHAPTER 14

CHAPTER 14. 3 000 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION

Remove Idler Pulley Assembly

The 3 000 hours service and checks must be performed by qualified service personnel.

SERVICE INSTRUCTIONS Ensure that the machine is in the position as described in the OM.

Change jockey pulley bearing (Tensioner Pulley) Remove the fan belt. (See Chapter 15).

Loosen the bolt (1) retaining the idler pulley assembly (2). Remove the idler key pulley assembly. Fit new idler pulley assembly. Loosen the bolt (1) retaining the jockey pulley assembly (2). Remove the jockey pulley assembly.

Tighten the bolt to specification. Tightening Torque . . . . . . 50Nm (36.88 ft.lb). Fit the fan belt and fan guard.

Remove the circlip and tap out the bearing. Replace the bearing and circlip. Fit jockey pulley assembly. Tighten the bolt to specification. Tightening Torque . . . . . . 50Nm (36.88 ft.lb).

REVISION 0

471

CHAPTER 14

Change all axle driveline cross and rollers Loosen the bolts retaining the drive shaft to axle. Repeat for second end. Remove the drive shaft. Remove the cross and roller assembly and replace with new cross and roller assembly. Thighten bolts to specification. Fit drive shaft to machine and replace the bolts. Tighten the bolts to specification. Repeat procedure for all drive shafts.

472

REVISION 0

CHAPTER 14

CHAPTER 14. 3 000 HOURS SERVICE AND CHECKS SECTION 2. HYDRAULICS AND PNEUMATICS Replace The Suction Screen Remove hydraulic tank cover. See "Change Hydrualic Oil Return Filter", Chapter 12, Page 457. NOTE: Take not to damage the cover seal.

Loosen and remove all the bolts (1) securing the cover to the tank. Remove the cover.

Unscrew the suction screen (1). Apply thread sealing tape to the thread and screw the new screen on. Replace the cover and tighten with bolts. Fill hydraulic reservoir with new oil. Close hydraulic reservoir cover. Check for leaks at the drain valve. Ensure that valve is fully closed. Tighten plug just enough to stop leaks.

REVISION 0

473

CHAPTER 14

474

REVISION 0

CHAPTER 15

CHAPTER 15. 4 000 HOURS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN REPLACE FAN BELT Open bonnet. Open and lowe the belly plate. (See Lower Belly plate on Page 435).

Loosen the nuts (1) on the fan mounting shaft. Moove the fan assembly as far forward as possible.

Loosen clamps (1) and remove coolant hose (2). Loosen bolts (3) and remove fan guard.

Fit socket with ratchet onto the tensioner nut (1) and release the belt tension. Remove the belt from the pulleys. Fit new belt and allow the tensioner to tension the belt. Remove the socket and ratchet and assemble in reverse order. Fill the coolant system with the correct coolant. (See in the OM for correct specification and quantities).

REVISION 0

475

CHAPTER 15

476

REVISION 0

CHAPTER 15

CHAPTER 15. 4 000 HOURS SERVICE AND CHECKS SECTION 2. HYDRAULICS AND PNEUMATICS INTRODUCTION

Fill Hydraulic Tank

The 4 000 hours service and checks must be performed by qualified service personnel.

SERVICE INSTRUCTIONS Ensure that the machine is in the position as described in the OM.

Change Hydraulic Oil Remove fill cap (1). Fill hydraulic reservoir with new hydraulic oil. See Chapter 1 for fill capacity {78.8 L (20.8 USGAL)}. Check hydraulic oil level. Check for leaks at the drain valve. Tighten only enough to stop leaks. Install a drain hose and clamp to drain valve (1).

NOTE: Dispose of waste properly.

Loosen nut (2) and valve stem (3) to open drain valve. Drain hydraulic oil. Tighten valve stem and nut to close drain valve. Remove the hose and hose clamp from drain valve.

REVISION 0

477

CHAPTER 15

Change Pneumatic Block Breather Filters

Remove circlip (1). Remove breather (2). Replace breather and circlip.

478

REVISION 0

CHAPTER 16

CHAPTER 16. AS REQUIRED SERVICE SECTION 1. ENGINE INTRODUCTION

Check the alternator for security.

This chapter details services which are described in the maintenance schedule as tasks which are performed as required. Some unscheduled maintenance tasks are also included in this chapter.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions in the OM.

Engine NOTE: For further engine information or details not shown in this manual, refer to the Mercedes-Benz Manual OM 906LA

Check the Engine Compartment Components

Check all electrical connections to alternator for proper tight installation.

Perform a general, visual check on the engine and components in the engine compartment as follows: NOTE: Photo taken without engine mounting for clarity.

Ensure that the starter motor (1) is mounted securely and not damaged. Ensure all battery cables are tightly fastened on the starter motor, earth bosses and batteries. Ensure that the pipes and hoses and all linkages are secure and not damaged. Check the air conditioner compressor pump (1) for cracks and security. Inspect the alternator, air conditioner compressor and water pump drive belt for cracks, fraying, wear and tension. REVISION 0

479

CHAPTER 16

Clean/Replace Primer Pump Fuel Screen NOTE: Dispose of waste properly. Open the bonnet.

CAUTION Avoid damage to components. Handle fuel screen and O-ring with care. Do not twist or squeeze fuel screen. Do not over-stretch or cut O-ring. Remove fuel screen (2) and O-ring (1). Pull fuel screen straight down. Rins fuel screen and O-ring with clean diesel fuel.Inspect fuel screen and O-ring for damage. Replace if necessary. Install O-ring and fuel screen. Push fuel screen straight up. Ensure that O-ring and fuel screen are properly installed. Install sediment bowl. Tighten until O-ring is firmly compressed.

Prime fuel system. The fuel system must be primed after performing service procedure on the fuel system.

Hold a container under sediment bowl (2). Remove sediment bowl from primer (1). Empty waste fuel into container. Wipe debris and moisture from sediment bowl with a lint free cloth. Inspect sediment bowl for damage. Replace if necessary.

Pockets of air may still be trapped in the fuel system after priming. Even after priming, engine may engine start hart and run rough for approximately one minute after performing service procedure on fuel system. If engine does not start or run “rough” after approximately one minute, stop the engine. Correct the problem before starting.

• Ensure that all filters and fittings are tight. • Ensure that the air tank is at least 1/4 full. Operate primer using long, firm strokes until a significant increase in resistance is felt. Check for leaks at all filters and fittings. Tighten only enough to stop leaks. If leaks cannot be stopped, Refer to HITACHI Product Support.

480

REVISION 0

CHAPTER 16

Change Engine Coolant NOTE: Replace engine coolant every 4 years. Open the bonnet.

CAUTION 1. Explosive release of fluids from pressurized cooling system can cause serious burns. 2. Remove fill cap only when engine is cold or when cool enough to touch with bare hands. Slowly loosen cap to fist stop to relieve pressure before removing completely. Attach hose to the drain valve (1). Loosen drain valve stem (2) and drain coolant into a container. NOTE: 1. Dispose of waste properly. 2. See Chapter 1 for coolant recommendations and fill capacities. Tighten drain valve stem. Do not over tighten. Remove hose. Engine coolant is often sold in concentrated form and must be mixed with water to obtain correct specific gravity. Verify correct mixture before filling. Add new engine coolant at expansion tank fill port. Do not over fill. Do not install fill cap. Start engine. Run engine at slow idle for 3 minutes to purge air pockets from engine cooling system. Stop engine. Check for leaks at the drain valve. Tighten just enough to stop leaks. Remove fill cap (2) from expansion tank (1).

Close access door and install cap screws and washers. Check coolant level in tank. Cold coolant should not be below ADD mark and hot coolant not above the FULL mark. Add more coolant if necessary. Install fill cap securely.

Remove ca[p screws and washers (1) and open access door (2). REVISION 0

481

CHAPTER 16 Check the transmission cooler for damage and security.

Clean the Air Cleaner Pre-cleaner Bowls

Check the hoses and clamps for damage and security.

Clean Cooling System Turn battery disconnect switch OFF.

CAUTION Use a pressure washer and a mild detergent that is not caustic to aluminium. Do not spray cooling system fins at an angle. Fins may bend. Raise hood and wash front cooling system, spraying from the engine side to the front.

Remove the wing nut (1) securing the lid (2) to the bowl (3).

Remove access covers and wash hydraulic cooling system from the fan side out. Clean cooling systems and grilles and keep them clean.

Check for Oil and Fuel Leaks Perform a visual inspection for oil and fuel leaks on and around the engine and components inside the engine compartment.

Remove the lid (1) and bowl (2) from the pre-cleaner body (3). Remove the dirt from the bowl and clean the bowl with a lint-free cloth. Install first the bowl then the lid onto the pre-cleaner body and secure them with the wing nut.

482

REVISION 0

CHAPTER 16

CHAPTER 16. AS REQUIRED SERVICE SECTION 2. CAB AND LUBRICATION CLEAN AIR CONDITIONING FILTERS See Chapter 11, Page 447 in this Manual.

GREASE HINGES Grease all Hinges fitted with grease nipples.

REVISION 0

483

CHAPTER 16

484

REVISION 0

CHAPTER 17

CHAPTER 17. MISCELLANEOUS SERVICE AND CHECKS SECTION 1. DRIVE TRAIN INTRODUCTION The miscellaneous service and checks must be performed by qualified service personnel.

SERVICE INSTRUCTIONS Ensure that the machine is in the service position. Refer to Pre-service Instructions in the OM.

ENGINE Inspect Serpentine Belt Inspect serpentine belt for wear, fraying, splitting, cracking, damage, dirt and debris. Replace serpentine belt if necessary. (See Chapter 14).

WHEELS Change Wheels WARNING Wheels are heavy. Follow safety instruction to avoid injury. Slow Puncture NOTE: If the truck is loaded and it is not possible to pump the wheel and drove it to the point of dumping, dump the load and drove the machine to a safe position.

5. Open battery box and turn battery disconnect switch to OFF position. Install the bottle jack under the appropriate axle and side. Start Jacking the machine while noting the jack for sagging into the surface. NOTE: If the jack is pushing into the surface, lower the jack and fit a wider base under the jack. Start jacking the machine again. Follow the same procedure as before. NOTE: If the jack and base is pushing into the surface, lower the jack and move machine to a more solid area. Loosen the wheel nuts. Jack the machine until wheel is lifted off the ground. Remove the wheel with the appropriate tools and method. Install new wheel. Tighten the wheel nuts. Lower the machine and torque the wheel nuts to 650 Nm. Remove the jack (and base plate if used). NOTE: Torque wheel nuts again after 50 hours.

1. Machine must be parked on a flat solid surface that will be able to support the weight of the machine on the jack without jack being pushed into the ground. 2. Chock wheels to prevent truck from moving forward or backwards. 3. Install articulation lock bar. 4. Switch OFF the machine and remove the key.

REVISION 0

485

CHAPTER 17

486

REVISION 0

CHAPTER 17

CHAPTER 17. MISCELLANEOUS SERVICE AND CHECKS SECTION 2. ELECTRICAL USING BATTERY CHARGER WARNING 1. Disconnect battery earth before you charge the batteries in the machine to prevent damage to the electrical components. 2. A frozen battery may explode when charged. Warm battery to 16°C (60°F)before charging.

NOTE: Ensure that all cables are connected properly. Note all connections while removing the batteries, to prevent incorrect connections while installing batteries.

A battery charger may be used as a booster to start the engine.

CAUTION Do not use a battery charger as a booster if the battery has a 1.15 specific gravity reading or lower. Turn the charger off before connecting or disconnecting the charger.

Replace the batteries Open the bonnet.

Disconnect all cables (1) from terminals, beginning at the negative (-) terminal of battery. Work clockwise. For each terminal, lift rubber terminal cover and remove the nut, washer and ring connector. Move all cables aside. Loosen and remove the three nuts and washers holding the brtacket (2). Remove the mounting bracket (2). Lift and remove the two batteries.

Open the side access door (1) and turn the battery disconnect switch OFF. Remove the screws and open the top access door. Clean debris from battery compartment.

Install new battery left with the negative terminal facing the engine side of the machine. Install right battery with the negative terminal facing the left side of the machine. Install and tighten the mounting bracket. Install all cables and tighten. Pull rubber terminal covers over the terminals. Turn battery disconnect switch ON. Start engine after bulb check. Verify that battery charge indicator on instrument panel is not lit. Verify battery voltage on MDU. (See in the OM).

REVISION 0

487

CHAPTER 17

Replace Front Turn Signal Bulb, Headlight Bulb and Front Park Light Bulb

Replace front turn signal bulb

CAUTION Prevent bulb damage. Use a clean cloth or tissue paper to handle bulbs. If touched, clean glass thoroughly with alcohol and lint free cloth. Do not use a halogen bulb that is not clean.

Detach wire leads (3) from front turn signal bulb (2). Squeeze tabs (1) and remove front signal bulb from headlight assembly. Install new front turn signal bulb. Attach wire leads. Remove the cap screws (1) and grill (3) (If equipped) from headlight assembly.

Replace Headlight Bulb

Remove screws (2) securing headlight assembly to fender. Swing headlight assembly out of fender.

Detach connector (1) from headlight bulb (3). Squeeze retaining clips (2) to loosen. Swing retaining clips downward. Remove the bulb from the headlight assembly. Install new headlight bulb. Swing retaining clips upward. Squeeze retaining clips to fasten. Attach connector to headlight bulb.

488

REVISION 0

CHAPTER 17

Replace Front Park Light Bulb

Reassemble Headlight assembly

Detach wires leads (4) from park light bulb (5).

Swing headlight assembly into fender.

Turn park light bulb counter clockwise to loosen bulb. Remove the park light bulb from headlight assembly.

Install screws to secure headlight assembly to fender.

Install new park light bulb. Fit into headlight assembly. turn park light bulb clockwise to fasten.

Adjust headlights. (See next procedure). Install headlight grill and cap screws, if equipped.

Attach wire leads to park light bulb.

ADJUST HEADLIGHTS

2 GD1026CV

The headlights must be adjusted to correct height so that the operator can safely operate the machine at night or in poor light conditions. When properly adjusted, headlight beams are parallel, angled neither right nor left and low beams are angled downward at a 1% grade.

• Verify that the tires are at the correct pressure. (See tire decal).

REVISION 0

• Drive machine onto a level surface, directly

facing a vertical wall with frames steered straight. Stop machine with headlights 5m (16.4 ft.) from wall. • Measure width between centres of headlights. Mark grill with tape at centre point. • Measure height from ground to centre point between headlights. • Use string line and tape to mark wall at centres of headlights. 489

CHAPTER 17

• Activate low-beam headlights. Turn vertical

adjustment screw (2) to aim each headlight so the centre of each beam is 5cm (2”) lower than the tape mark. • Activate high-beam headlights. Adjust horizontal adjustment screw (1) to aim each headlight directly toward tape mark.

Replace Tail and Brake Light and Rear Turn Signal Light WARNING Do not use excessive force when removing lamp or rubber may become damaged.

Replace Backup Light and Work Light (If Equipped)

Pry gently around edges of lamp (1) to remove from rubber seal (2). Remove screws (1).

Disconnect connector (3) and discard lamp.

Remove bezel (2), lamp (3) and rubber seal (5) from housing (7).

Connect connector to new lamp.

Disconnect wire lead (4) from connector (6). Disconnect connector from terminal (8). Remove bezel and rubber seal from lamp and discard the lamp. Install bezel and rubber seal on the new lamp. Connect connector to terminal. Connect wire to the connector. Install rubber seal, lamp and bezel in housing. Install screws.

Install lamp in rubber seal. Index lamp so “TOP” marking is at top. Push lamp into rubber seal with firm, even pressure. Ensure that lamp is securely seated. NOTE: Procedure is the same for both the tail and brake light and the turn signal light.

Replace Dome Light Bulb and Circuit Breaker Compartment Light Bulb WARNING Do not use excessive force when removing lens cover, or plastic may become damaged.

Adjust position of light for best illumination. If housing is loose, tighten mounting hardware (Not shown).

Pry gently along edges of lens cover to remove.

490

REVISION 0

CHAPTER 17 Remove and replace dome light bulb (1) or fuse compartment light bulb (2). Install lens cover. Push with gentle, even pressure until lens cover “snaps” into place. Lens cover should rock back and forth between 3 detent positions.

REVISION 0

491

CHAPTER 17

492

REVISION 0

CHAPTER 17

CHAPTER 17. MISCELLANEOUS SERVICE AND CHECKS SECTION 3. OPERATIONAL CHECKOUT OPERATIONAL CHECK-OUT Use this procedure to check all systems and functions on the machine. It is designed so you can make a quick check of machine operation while performing specific checks from the operator’s seat. Should you experience a problem with the machine, you will find helpful diagnostic information in this check-out that will pinpoint the cause.

The information provided, after completing the operational check-out, will allow you to pinpoint a specific test or repair needed to restore the machine to design specifications. A location will be required which is level and has adequate space to complete the checks. No tools or equipment are needed to perform the check-out. Complete the necessary visual checks (oil levels, oil condition, external leaks, loose hardware, linkage, wiring, etc.) prior to doing the check-out.

This information may allow you to perform a simple adjustment which will reduce the down time of the machine.

The machine must be at operating temperature for many of the checks.

Use the table of contents to help find adjustment procedures.

Start at the top of the left column and read completely down column before performing check. Follow this sequence from left to right. In the far right column, if no problem is found, you will be instructed to go to next check. If a problem is indicated, you will be referred either to a section in this manual for a specific procedure or to your authorized dealer.

REVISION 0

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CHAPTER 17

Checks Gauges and Indicator Lights Check.

Action

Answer

Turn battery disconnect switch ON

YES: Go to next check.

Turn key switch ON

NO: Check circuit breakers. Reset if tripped.

LOOK/LISTEN: Does the following happen?

• All indicators light or flash. • All gauges and speedometer move to

centre position. • All segments of MDU LCD’s will display. • All segments of transmission control LED display and mode button indicator will light. • Warning alarm sounds.

IF OK: Check indicator bulbs. Replace if necessary. IF OK: Refer to HITACHI Product Support.

NOTE: 1. Warning alarm will sound until air pressure reaches normal operating temperature. 2. Cold start indicator will remain lit for a maximum of 20 seconds in low ambient temperature conditions. LOOK/LISTEN: After 3 seconds, do all gauges, LCD and LED display return to normal operating mode and cab warning alarm will silence? Do all indicators, except for emergency steering, battery charge and park brake indicators go out? Air pressure indicator may also remain lit, depending on system air pressure. Cold start indicator may also remain lit, depending on ambient temperature. Key Switch Start Check

Turn key switch to START position.

WARNING Do not hold switch in start position for more than 17 seconds. If the engine does not start during this period, turn switch to the OFF position. Wait 1 minute and try again.

494

LISTEN: Starter will start the engine.

YES: Go to next check.

Run the engine for a few seconds, turn the switch to OFF position.

NO: Check battery disconnect switch.

LISTEN: Engine must stop immediately when key switch is turned OFF.

NO: Refer to HITACHI Product Support

NO: Check batteries.

REVISION 0

CHAPTER 17 Checks Gauges And Indicators Check.

Action Start the engine. NOTE: 1. Warning alarm will sound until air pressure reaches normal operating pressure. 2. Transmission temperature gauge will not begin to indicate temperature until transmission temperature is close to operating temperature. LOOK:

YES: Go to next check.

• Do all the indicators go out, except

NO: Refer to HITACHI Product Support.

• • • • Brake Accumulator Check.

Answer

park brake indicator light, after the engine starts? Does the MDU data display show engine rpm? Does engine oil pressure gauge indicate pressure is increasing to normal (green)? Does air pressure gauge indicate pressure is increasing to normal green)? Does coolant temperature gauge indicate temperature is increasing to normal (green)?

Ensure brake accumulators are fully charged by pressing brake pedal repeatedly to make pump recharge accumulators several times. Stop pumping during a recharge cycle to ensure brakes are not using oil after pump stops. Stop engine. Turn key switch to ON position and wait until warning indicator goes out. Press brake pedal repeatedly. Count the number of applications the brake pedal is pressed before brake pressure indicator lights. FEEL/LOOK: For the B50 6X6 TEST ADT, does machine allow 2 full applications before brake pressure indicator lights?

REVISION 0

YES: Start machine and go to next check. NO: Refer to HITACHI Product Support.

495

CHAPTER 17 Checks Service Brake Check.

Action NOTE: Perform this check in an open area where machine can travel at full speed.

Answer YES: Go to next check. NO: Refer to HITACHI Product Support.

Drive machine slowly. Push brake pedal to stop machine. Release brake pedal. LOOK/FEEL:

• Does brake pedal push easily without

binding? • Does brake pedal return to the released position so brakes are not dragging? • Do brakes stop machine in a reasonable distance without pulling to one side or making noises? Operate machine at full speed. Release accelerator and apply service brakes to stop machine. LOOK/FEEL: Do brakes stop machine in a reasonable distance without pulling to one side or making noises?

496

REVISION 0

CHAPTER 17 Checks Park brake check.

Action

CAUTION

Answer YES: Continue with check.

NO: Refer to HITACHI Machine will stop abruptly during this Product Support check. Fasten seat belt. Perform check in an open area. NOTE: Park brake will not release if air pressure is below 410 kPa (4.1 bar) (60 psi). Start engine. Disengage park brake lever and move forward. NOTE: Park brake will apply at any speed. Apply only when moving slowly. Drive machine at slow idle in 1st gear. With machine moving 5 km/h (3 m.p.h.) or less, engage park brake. FEEL: Does park brake indicator come ON, park brake engage and machine stop? With the engine running, transmission in neutral (N) and park brake ON, disengage park brake and move forward.

YES: Go to next check. NO: Refer to HITACHI Product Support

Shift transmission to drive (D). Slowly increase engine speed. LOOK/FEEL: Does machine move when engine speed is just above slow idle? Return engine to slow idle.

YES: Go to next check. NO: Refer to HITACHI Product Support.

Shift transmission to neutral (N).

REVISION 0

497

CHAPTER 17 Checks

Action

Steering Check.

Move machine to an open area and park on a hard, level surface.

Answer

Turn inter-axle lock switch to OFF position. Release park brake. Release service brakes. Run engine at slow idle. Turn steering wheel fully left then fully right. FEEL: Does machine turn both directions smoothly? Run engine at fast idle. Turn steering wheel fully left then fully right. FEEL: Does machine turn both directions smoothly?

498

YES: Continue with check. NO: If steering is jerky or steering wheel is hard to turn, Refer to HITACHI Product Support. YES: Go to next check. NO: If steering is jerky or steering wheel is hard to turn, Refer to HITACHI Product Support.

REVISION 0

CHAPTER 17 Checks Dump Body Raise and Lower Checks.

Action

Answer

CAUTION Ensure there is at least 7.6 m (25 ft) clearance above machine. DO NOT perform this check within 4 m (13.1 ft) of a high voltage power line. Perform this check in an open area away from other people. Position the machine straight.

CAUTION Clear all personnel from behind machine. Some material may slide out of dump body as it is raised.

WARNING Ensure area above dump body is clear of obstructions and power lines. Height of raised dump body is 7226 mm (23 ft 8.5 in.). Ensure the dump body is empty. Operate the engine at 1500 rpm. Pull dump body control lever rearward to raise dump body. When dump body is almost completely up, reduce engine speed to slow idle. LOOK: Does dump body raise to full height smoothly? Release dump body control lever.

NO: Refer to HITACHI Product Support.

LOOK/FEEL: Does dump body control lever return to neutral position?

YES: Continue with check.

Push dump body control lever to full forward detent dump body float position and release lever.

REVISION 0

YES: Continue with check.

NO: Refer to HITACHI Product Support.

LOOK/FEEL: Does control lever return to neutral position?

YES: Go to next check.

LOOK: Does dump body lower to full down position smoothly?

YES: Go to next check.

NO: Refer to HITACHI Product Support. NO: Refer to HITACHI Product Support.

499

CHAPTER 17 Checks Lights Check.

Action

Answer

Push lower half of headlight switch to first ON position. LOOK: Are front parking lights and tail/brake lights ON? Push lower half of headlight switch to second position ON.

YES: Continue with check. NO: Refer to HITACHI Product Support.

LOOK: Are headlights ON?

YES: Continue with check.

Push steering column lever forward.

NO: Refer to HITACHI Product Support.

LOOK: Are high beam headlights and high beam indicator ON?

YES: Continue with check.

With headlight switch in the OFF position, have a helper push the brake pedal.

NO: Refer to HITACHI Product Support.

LOOK: Are tail/brake lights ON?

YES: Continue with check.

Hazard lights will operate with the key switch in OFF position.

NO: Refer to HITACHI Product Support.

Press lower half of hazard switch. LOOK: Do turn indicators flash?

YES: Continue with check.

Perform check in an open area. Machine may move unexpectedly.

NO: Refer to HITACHI Product Support.

Park brake ON. Push and hold service brake. Shift transmission into reverse. Have a helper look at backup lights. LOOK: Are backup lights ON?

YES: Go to next check. NO: Refer to HITACHI Product Support.

Dump Body Warning System Check.

Service Decal Check.

500

Engine exhaust flows through tubes in sides of dump body. Tubes may be hot. Check dump body warming system.

YES: Go to next check. NO: Check to see that tubes aren’t plugged.

FEEL: Do tubes in sides of dump body warm as engine temperature increases to normal?

NO: Refer to HITACHI Product Support.

Check all service and safety decals, assure they are in place and in readable condition.

YES: Operational check-out complete. NO: Replace safety decals. Refer to HITACHI Product Support.

REVISION 0

CHAPTER 18

CHAPTER 18. TROUBLE SHOOTING SECTION 1. SYMPTOMS AND REMEDIES INTRODUCTION It is important to properly operate and maintain the machine and its components and to immediately rectify any faults which may occur. Further information regarding the measures listed under “Remedy” can be obtained from the Service Manual or your HITACHI Product Support Representative. NOTE: These lists are not exhaustive. If in doubt contact your HITACHI Product Support Representative. Engine Symptom Starter pinion does not turn or turns too slowly.

Engine does not start, or stops immediately.

Engine hard to start when cold. Engine turns but does not start.

REVISION 0

Possible Cause

Remedy

Battery insufficiently charged.

Charge battery.

Connecting cable to starter loose.

Tighten cable at terminal; if necessary, solder on a new terminal.

Carbon brushes shorting to earth, jamming in guides, or poor contact.

Clean carbon brushes with a clean cloth moistened in diesel (do not use emery paper); have the brushes renewed if necessary. Refer to HITACHI Product Support.

Solenoid switch of starter faulty.

Refer to HITACHI Product Support.

Freewheel clutch of starter slipping.

Refer to HITACHI Product Support.

Hydraulic cut out solenoid faulty or not working.

Refer to HITACHI Product Support

Fuel tank almost or completely empty.

Refuel and bleed system.

Fuel filter clogged.

Clean filter; renew element, if necessary.

Fuel line, pre-cleaner or strainer clogged.

Clean and bleed system.

Leak in fuel system or in filter seals.

Seals bleed.

Fuel with insufficient fluidity.

Wash off wax deposits on strainer and filters, or renew filter element and use winter-grade fuel matched to outside temperature.

Outside temperature too low.

Observe measures for winter operation.

Starter motor turns engine to slowly.

Check battery charge. Charge or replace batteries.

Cold start function do not work properly.

Check function and repair.

Insufficient fuel in tank.

Fill tank and bleed system.

501

CHAPTER 18 Engine Engine runs irregularly, cuts out or has poor performance.

Black exhaust smoke.

Blue exhaust smoke.

White exhaust smoke.

502

Fuel tank almost or completely empty.

Refuel and bleed system.

Fuel filter clogged.

Clean filter; renew element, if necessary.

Fuel line, pre-cleaner or strainer clogged.

Clean and bleed system.

Leak in fuel system or in filter seals.

Seal, bleed.

Fuel with insufficient fluidity.

Wash off wax deposits on strainer and filters, or renew filter element and use winter-grade fuel matched to outside temperature.

Outside temperature too low.

Observe measures for winter operation.

Bypass valves in fuel filter or in injection pump do not maintain pressure.

Check, renew if necessary.

Vent in fuel tank filler cap clogged.

Clean cap.

Start of delivery of injection pump incorrectly set.

Check and adjust start of delivery.

Injection nozzles jam or do not atomise.

Renew nozzles.

Insufficient air at higher speeds (because air filter fouled).

Clean air filter.

Throttle linkage or control lever not at full stop.

Check, set correctly if necessary.

Exhaust valve for exhaust brake, one or both cylinder banks, or valve at end of exhaust line is closed or jammed.

Check position of exhaust valves; clear jamming valves.

Air filter restriction.

Service air filter system.

Injection nozzles are damaged or fouled by carbon deposits.

Renew nozzles.

Start of delivery of injection pump incorrectly set.

Set correctly.

Excessive fuel delivery.

Check injection pump.

Air filter fouled.

Clean.

Exhaust valve for exhaust brake, one or both cylinder banks, or valve at end of exhaust line is closed or jammed.

Check position of exhaust valves; clear jamming valves.

Oil level in engine or in oil bath air filter too high.

Correct oil level.

Engine oil in combustion chamber (because piston rings jamming, cylinder liners are scored or excessive play in valve guides, or valve stem seals leaking).

Refer to HITACHI Product Support.

Cylinder head or cylinder head gasket leaking, coolant in combustion chamber.

Measure compression pressure to determine defective cylinder and rectify damage or refer to HITACHI Product Support.

REVISION 0

CHAPTER 18 Engine Engine pinking.

Leak in nozzle holder or nozzles not properly atomising.

Renew nozzles. Tighten nut of nozzle holder.

Start of delivery of injection pump incorrectly set.

Check and adjust start of delivery.

Engine knocking.

Bearing damage to crankshaft or damage to piston.

Switch off engine immediately and refer to HITACHI Product Support.

Coolant temperature too high.

Insufficient coolant or cooling system not properly vented.

Replenish, vent.

Belt for driving coolant pump or fan insufficiently tensioned or broken.

Tension or renew.

Radiator fouled or clogged with deposits on inside; radiator fouled on outside.

Clean or flush out deposits.

Automatic fan coupling of viscous fan faulty.

Block fan temporarily and refer to HITACHI Product Support.

Thermostats faulty.

Renew.

Oil level in sump too low.

Replenish oil to correct level.

Engine oil too thin.

Refill with correct grade of oil. Refer to Chapter 1, Specifications Recommended Lubricants and Coolant Additives Chart; Check for presence of water or fuel in oil.

Pressure relief valve blocked or leaking when open, oil pump faulty, oil pressure gauge faulty, wear causing excessive bearing play, damage to bearings.

Refer to HITACHI Product Support.

Engine oil pressure high

Incorrect oil used.

Change oil and oil filters.

Engine oil sludge.

Incorrect grade of oil used.

Replace oil with correct grade.

Engine operating temperature incorrect.

Check and correct cooling system.

Oil in service to long.

Change oil and oil filters.

Engine over filled.

Drain to proper level. Check drained oil for presence of other oils in oil.

Engine oil leaks.

Locate and repair the leaks.

Incorrect grade engine oil.

Replace oil and filters.

Engine oil level to low.

Fill to correct level.

Bulb faulty or electric lead interrupted.

Replace bulb or rectify interruption.

Engine oil pressure low.

CAUTION If pressure drops rapidly, switch off engine immediately

Abnormal oil consumption.

Alternator indicator warning light does not illuminate when engine is not running.

REVISION 0

503

CHAPTER 18 Engine Alternator indicator warning light illuminates when engine is running.

Drive belt not tensioned correctly.

Check, correct belt tension.

Drive belt broken.

Replace drive belt.

Alternator, rectifier or regulator faulty.

Check, renew faulty parts, refer to HITACHI Product Support.

Transmission Symptom

Possible Cause

Remedy

Low clutch pressure.

Low oil level.

Refill transmission. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Low converter charging pump output.

Low oil level.

Refill transmission. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Suction screen blocked.

Clean the suction screen.

Low oil level.

Refill transmission. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Overheating.

Axles Symptom Final drive leaking oil.

Possible Cause

Remedy

Loose or damaged oil plugs.

Tighten or replace the oil plugs.

Oil level too high.

Drain oil to the correct level.

Final drive bolts loose.

Tighten the final drive bolts to the correct torque.

Axle breather blocked.

Clean the axle breather.

Noisy final drive.

Low oil level in the final drive.

Refill the final drive. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Final drive overheating.

Oil level too high.

Drain oil to the correct level.

Oil level too low.

Refill the final drive. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Differential assembly leaking oil.

Bolts loose on main housing.

Tighten bolts to the correct torque.

504

REVISION 0

CHAPTER 18 Axles Symptom

Possible Cause

Remedy

Differential assembly noisy.

Oil level too low.

Refill the differential. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Differential assembly overheating.

Oil level too high.

Drain the oil to the correct level.

Oil level too low.

Refill the differential. Refer to Chapter 1, Specifications - Recommended Lubricants and Coolant Additives Chart.

Axle breather blocked.

Clean the axle breather.

Wheels Symptom

Possible Cause

Remedy

Wheel misalignment.

Wheel bent or damaged.

Change the wheel.

Wheel cracked.

Impact damage.

Change the wheel.

Tyres Symptom

Possible Cause

Remedy

Tyres wearing in tread centre.

Tyres over inflated.

Reduce the tyre pressure to the correct level.

Tyres wearing on both sides of the tread.

Tyres under inflated.

Increase the tyre pressure to the correct level.

Tyres loose pressure.

Tyre punctured.

Repair the puncture or change the tyre.

Cracks, splits or bulges in the tyre sidewall.

Impact damage.

Change the tyre.

Defective tyre.

Change the tyre.

Tyre over inflated.

Change the tyre.

Tyre under inflated.

Change the tyre.

Excessive speed.

Instruct the operator on proper driving. Change the tyre.

Poor road surface conditions.

Recommend road surface maintenance. Change the tyre.

Tyre component heat separation.

Excessive speed.

Instruct the operator on proper driving. Change the tyre

Cracks in the tyre tread grooves.

Incorrect tyre pressure.

Change the tyre if separation occurs.

Rapid tyre wear.

REVISION 0

505

CHAPTER 18 Wet Disc Brakes Symptom

Possible Cause

Remedy

Truck does not move.

Damaged hydraulic system.

Repair hydraulic system.

Brakes dragging.

More than 20psi (1.4 bar) pressure applied when brakes are released.

Repair hydraulic system so that pressure is less than 20psi (1.4 bar) when brakes are released and while machine is operating in any mode

Damaged piston return spring assembly.

Repair or replace piston return spring assembly.

Piston not returning.

Check piston seals and seal separator for swelling or damage. replace as necessary.

Wrong axle and/or actuating fluid used.

Check piston seals and separator for swelling or damage. Replace as necessary. Purge and use specified fluid. See in the OM.

Inadequate actuation fluid supply to brakes.

Replenish fluid in hydraulic system. Check for leakage and correct cause.

Inadequate pressure to apply brakes.

Check front and rear apply systems. Check for leakage in brake system or brakes and correct cause.

Worn or damaged discs.

Inspect and replace discs if necessary.

Noticeable change or decrease in stopping performance.

As disc wear occurs, make sure brake system can supply adequate fluid to fully apply brakes. Overheated seals and/or discs.

Inspect and replace discs and seals if necessary.

Dirty or contaminated cooling fluid

Drain and flush cooling fluid from brakes and entire system and refill.

Brakes do not fully apply.

Damaged hydraulic system.

Repair hydraulic system.

Leakage of brake actuation fluid.

See “Brake Leaks Actuation Fluid”.

Brakes feel spongy/soft.

Brakes or brake system not properly bled.

Bleed brakes and brake system.

Internal leak: Fluid bypasses seals into brake cavity, fills axle with fluid and blows out breather.

Worn or damaged piston seal.

Replace piston seal.

Melted or extruded piston seals.

Correct cause of overheating and replace seals.

Corrosion, pitting, wear or other damage, marks, scratches to piston and/or brake housing bore in area of seal/sealing seats.

Clean, smooth, rework or replace affected parts.

506

REVISION 0

CHAPTER 18 Wet Disc Brakes Symptom Coolant leaking out of brake housing.

Possible Cause

Remedy

Face seal damaged, worn or improperly installed.

Reinstall and/or face seal. Face seals are supplied as matching pairs and must be replaced accordingly.

Loose drain plug, fill plug, or forced cooling plug.

Tighten plug.

Damaged plug.

Disassemble, clean, re-seal and re-assemble joint.

Deteriorated or inadequate sealant used at joint. Brakes produce noise, chatter, and vibration.

Incorrect axle oil and/or friction material used.

Replace plug.

Use only HITACHI specified or approved materials. Drain axle oil. Replace axle oil. Refer to the OM for Specifications. Replace all friction discs. Thoroughly clean or replace stationary discs.

Overheating due to excessive duty cycle.

Inadequate coolant flow or heat exchange.

Contact HITACHI PRODUCT Support.

Low or no coolant.

Improper fill or leaks.

Check for proper fill level.

Leaking face seal.

Replace or reinstall face seal assembly.

Loose or damaged plugs.

Tighten or replace plug.

Deteriorated or inadequate sealant used at joint.

Disassemble, clean, re-seal and reassemble brake housing joint.

More than 1.4 bar (20psi) pressure applies when brakes released.

Repair hydraulic system so pressure is less than 1.4 bar (20psi) when brakes are released and while machine is operating in any mode.

Damaged piston return spring assembly.

Repair or replace piston return spring assembly.

Piston not returning.

Check piston seals and seal separator.

Wrong cooling and/or actuating fluid used.

Check piston seals and seal separator for swelling or damage. replace as necessary. Purge system and use correct fluid.

Tight or damaged splines (Eg. friction disc-to-hub driver).

Repair or replace parts.

Brake drags.

REVISION 0

507

CHAPTER 18 Hydraulics Symptom Pump not delivering hydraulic fluid.

Pump making noise.

Possible Cause

Remedy

Hydraulic fluid in hydraulic tank is too low.

Refill the hydraulic tank. Refer to Chapter 1, Specifications Recommended Lubricants and Coolant Additives Chart.

Outlet pipe from the tank to the pump is blocked.

Check the suction strainer for blockages. Clean if necessary.

Hydraulic fluid viscosity and type is incorrect.

Drain and refill the hydraulic system. Refer to Chapter 1, Specifications Recommended Lubricants and Coolant Additives Chart.

Pump intake is partially blocked.

Clean the hydraulic tank strainer. Check the hydraulic fluid condition, if necessary drain and flush the system and refill. Refer to Chapter 1, Specifications Recommended Lubricants and Coolant Additives Chart.

Breather is blocked.

Replace the breather filter.

Electrical Symptom

Possible Cause

Remedy

Gauge not working properly.

Circuit breaker tripped.

Reset circuit breaker.

Loose or broken connections.

Tighten or repair the connections.

Gauge defective.

Change the gauge.

Switch not working properly.

Circuit breaker tripped.

Reset circuit breaker.

Loose or broken connections

Tighten or repair the connections.

Switch defective

Change the switch.

Warning indicator not working.

Warning indicator bulb defective.

Change the bulb.

Circuit breaker tripped

Reset circuit breaker.

Loose or broken connections

Tighten or repair the connections

Alternator charge warning indicator not illuminated when master switch is in the ON position.

Warning indicator bulb defective.

Change the bulb.

Alternator charge warning indicator illuminated when engine is ON.

Alternator drive belt is loose or broken.

Adjust drive belt tension or fit new drive belt.

Poor battery connections.

Clean and check the battery connections.

508

REVISION 0

CHAPTER 18 Electrical Symptom

Possible Cause

Remedy

Batteries do not hold a charge.

Battery cells dry.

Check the battery electrolyte and top up.

Short running time with lights on.

Remove the batteries and charge or fit new batteries.

Starter motor does not turn or turns very slowly.

Batteries are flat.

Charge the batteries.

Batteries defective or damaged.

Change the batteries.

Battery terminals loose or damaged.

Tighten or clean the battery terminals.

Ignition switch defective or damaged.

Change the start button.

Starter motor does not disengage after the engine has started.

Ignition switch defective or damaged.

Change the start button.

Headlights do not work.

Circuit breaker tripped.

Reset circuit breaker.

Headlight bulb defective.

Change the bulb.

Light switch defective.

Change the switch.

Loose or broken connections.

Tighten or repair the connections.

Only high beam or low beam comes on.

Headlight bulb defective.

Change the bulb.

Loose or broken connection.

Tighten or repair the connections.

One headlight does not come on (high or low beam).

Headlight bulb defective.

Change the bulb.

Loose or broken connection.

Tighten or repair the connections.

High beam indicator light does not illuminate when high beam is selected.

Indicator bulb defective.

Change the bulb.

Loose or broken connection.

Tighten or repair the connections.

Tail lights do not come on.

Tail light defective.

Change the light.

Light switch defective.

Change the light switch.

Loose or broken connection.

Tighten or repair the connections.

Stop lights do not come on.

Stop light defective.

Change the light

Loose or broken connection.

Tighten or repair the connections.

Turn indicator and horn does not work.

Circuit breaker tripped.

Reset the circuit breaker.

Right turn indicator does not work.

Bulb defective.

Change the bulb.

Loose or broken connection.

Tighten or repair the connections.

REVISION 0

509

CHAPTER 18 Electrical Symptom

Possible Cause

Remedy

Left turn indicator does not work.

Bulb defective.

Change the bulb.

Loose or broken connection.

Tighten or repair the connections.

Windscreen wiper does not work.

Circuit breaker tripped.

Reset the circuit breaker.

Wiper switch defective.

Change the switch.

Loose or broken connections.

Tighten or repair the connections.

Rear Frame and Cab Trouble Shooting Symptom

Possible Cause

Remedy

Excessive cab movement while machine is operating.

Loose or missing mounting bolt(s) or rubbers.

Tighten or replace the mounting bolts and/or rubbers.

A smear remains on the windscreen when the windscreen wiper is in operation.

Wiper blade damaged.

Replace the wiper blade.

Oil or grease on the windscreen.

Clean the windscreen.

Seat is difficult to adjust.

Obstruction in the seat runner.

Remove the obstruction.

Lack of lubricant.

Lubricate the seat runners.

Excessive movement of the wing mirrors while machine is operating.

Loose or missing retaining bolts.

Tighten or replace the retaining bolts.

Wing mirror difficult to view.

Damaged wing mirror arm.

Replace wing mirror arm.

Incorrect adjustment.

Adjust as necessary.

Wing mirror damaged.

Replace the wing mirror.

510

REVISION 0

CHAPTER 18 Seat Symptom Seat does not respond when operating the handle for seat height adjustment in an upward direction.

Possible Cause

Remedy

The plug is not correctly inserted in the micro-switch.

Check the current path and plug connections and, if necessary, connect the plug.

Compressor is not active.

Check the compressor.

Compressor is not active, seat does not work as a result of a break of the seat heater / vehicle power connector cable.

Check the connecting cable.

Micro-switch is too far from the cam disc.

Adjust the micro-switch.

Valve for height adjustment is not operated via the Bowden pull wire.

Adjust the Bowden pull wire.

Seat responds when the handle for seat height adjustment is operated, but returns then to its original position.

Height level control is defective.

Check the height level control.

Seat does not respond when operating the handle for seat height adjustment in a downward direction.

Outlet valve is too far from the cam disc.

Adjust the outlet valve.

Height level control is defective.

Check the height level control.

Seat changes its position whilst driving, vents and lowers down.

Pneumatic spring is loose.

Check the pneumatic spring for abrasion and replace it if necessary..

Height level control is loose (compressed-air escapes from the outlet or height adjustment valve).

Replace the height level control.

Air connections are loose.

Check all the air connections for air leakage and, if necessary seal them up using locktite.

Compressor is loose (return valve).

Replace compressed-air hoses. Replace the compressor.

Outlet valve is too far from the cam disc.

Press the handle for seat height adjustment down.

Height level control is defective.

Adjust the outlet valve. Check the height level control.

Seat can be set to the highest position and does not vent anymore.

REVISION 0

511

CHAPTER 18 Seat Symptom Seat can be lowered, but does not pump up in the lowest position.

Possible Cause

Remedy

Bowden pull wire is not correctly adjusted. Bowden pull wire is broken.

Check Bowden pull wire adjustment, adjust it, if necessary.

Pneumatic system is loose.

Check the entire pneumatic system for air leakage, replace defective components.

Height level control is defective.

Replace Bowden pull wire.

Check the height level control

Seat pumps up and remains in the middle position, while the compressor is running.

The sealing ring of the height level control is loose.

Replace the height level control.

Seat pumps up by itself (e.g. seat suspension); compressor starts.

Short-circuit in the compressor cable (caused by abrasion on the edge of the swinging structure).

Remove the burr on the swinging structure and insulate the cable.

Cable break.

Replace the compressor

512

REVISION 0

CHAPTER 19

CHAPTER 19. APPENDIX OBW Functional Description – ADT Mk IV 001-4002-00 INITIATION DATE 2005/10/05

REVISION 1.0

AUTHOR

DESCRIPTION

FLIP OPPERMAN

SIGNOFF DATE

DOCUMENT CREATION

Table of Contents 1. On Board Weighing Function Software Requirements 1.1. On-Board Weighing 1.1.1. Inputs • Bin Position • Rated Payload • CAN Messages:

Source Address

Destination Address

Mode

61184

OBW Raw Counts

61184

OBW Info 2

61445

255

N/A

Selected Gear

65265

255

N/A

Wheel-based Vehicle Speed

65280

255

OBW Module Info

PGN

REVISION 0

Signal name

513

CHAPTER 19 1.1.2. Outputs • • • • •

Load light yellow Load light green Load light red Un-laden CAN Messages:

Source Addres s

Destinatio n Address

Mode

65258

255

N/A

Cargo Weight

61184

Offset, Operation Mode, Gain Factor

PGN

1.1.3. Function OBW Raw counts, which are a representation of the strain on the walking beams as measured by the OBW module, are used by this function. After Ignition On, the routine will ignore the first 10 readings from the OBW module to make sure that all transients in the strain signal are over. After this start-up time has passed, the function will start measuring the offset. The offset is the value of the raw counts that represents an empty truck. The offset will be the calculated average of the OBW raw counts for a period of 30 seconds. After the offset is calculated, the function will start measuring the payload. For Payload calculations, the OBW Raw Counts must pass through a low pass filter, to filter out unwanted transients that occur during the loading or driving of the truck. When the truck is stationary the output of the filter will be more responsive and while the truck is driving, the filter output will be less responsive. This will be achieved by allowing two time constants for the filter. The Static Time Constant will be used while the truck is stationary and the Dynamic Time Constant while the truck is moving. If the payload is larger than 10 T. the filter time constant will not change immediately from the dynamic value to the static value, but rather incrementally to prevent transients during the stopping of the truck, to influence the Payload reading. 514

Signal name

If Reverse Gear is selected, the Time Constant must change to 98%, irrespective of the vehicle speed. The displayed payload will be calculated with the following formula: Payload = (filtered OBW Raw counts – (offset/100)) x Gain Factor). The function will keep on calculating the Payload until Reverse gear is selected or the Bin Positions goes above 2%. If Reverse Gear is selected, stop updating the Payload reading. The Payload reading must stay the same value as it was just before Reverse Gear was selected. This condition must stay true for 30s after any other gear was selected. After the 30s period has expired, the Payload calculation must commence in the normal way. When the Bin Position exceeds 2%, the Payload calculation must also be halted. The Payload reading must stay the same as it was just before the Bin Position exceeded 2%. Once the Bin Position goes above 50%, the function must recognise a tipping condition and the NVRAM value for Trip Payload must be incremented by the Payload value. When the bin comes down and goes below 2%, the Payload value must be zeroed and a new offset value must be calculated for a period of 30s as mentioned in a previous paragraph.

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CHAPTER 19 The Payload calculation must commence in the normal way if the bin comes down without exceeding 50%.

This will only happen if the truck is stationary. If the truck is moving faster than 5 km/h, the Yellow light should not blink, but should be off.

If the calculated Payload is less than 8 T, the not-laden output should be ON. It should switch OFF if the Payload goes above 10 T and should stay OFF until the Payload goes below 8 T. Thus there will be a 2 T histereses on the de-activation of the not-laden output.

If the Payload is between 75% and 95%, the Yellow light will be on and all other lights will be off. If the Payload is between 90% and 110% the Green light will be on and all other lights will be off. If the Payload exceeds 110% the Red light will be on and all other lights will be off.

If the OBW function is switched OFF on the MDU, the not-laden output should be OFF, irrespective of the Payload. The not-laden output and OBW CAN error are the only logic that is influenced by the OBW function ON/OFF control.

During the period where the offset is calculated, all lights should blink at a 1Hz rate.

If the Ignition is switched off while a Payload is still on the bin, the function must restore this Payload after Ignition on.

The capacity of the truck will differ from truck to truck and will be determined from the VIN number.

The Gain factor used during the Payload calculation will differ from truck to truck. This value will be an “End Of Line” parameter and will also be adjustable from the MDU.

The function will put the Payload on the CAN bus according to the Vehicle Weight message format of J1939-71.

It will be possible to switch the OBW function off from the MDU. This will cater for trucks that do not have an OBW module fitted. When the OBW function is switched off, the following will apply:

• The un-laden output will be de-activated. • If raw counts are received from the OBW module, the Payload will be calculated.

• If no message is received from the OBW module, no fault code will be generated.

• All Load lights will be off.

A fault code will be generated when the OBW function is switched on and no message is received from the OBW module. The OWB function must also drive the Load lights. There will be 3 Load lights indicating the state of loading of the truck. If the load is less than 75% of the rated Payload of the truck, the Yellow light will blink with a frequency of 1 Hz and all other lights will be off.

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If the OBW function is switched off, all Load lights will be off.

It will also put OBW information on the CAN bus as a Prop A message. The offset, operation mode and Gain Factor will be part of this message. The operation mode is an indication of whether the routine is busy with the start-up, offset calculation, weighing or tipping. 1.1.4. Diagnostics and set-up. It will be possible to override the Load light logic by sending MDU Configuration requests from the MDU to the controller where the OBW logic resides. If the vehicle speed is below 5km/h, these messages will have priority over the controller function, however if the vehicle speed is higher than 5km/h, the function will ignore these commands and will explicitly do the control function. When the vehicle speed drops below 5km/h again, the function will only goes to override mode if new MDU Configuration requests messages are received.

515

CHAPTER 19

HYDRAULIC FAN COOLER FUNCTIONAL DESCRIPTION – ADT MK IV 001-4003-02 INITIATION DATE

REVISION

AUTHOR

SIGNOFF DATE

DESCRIPTION

2005/10/05

1.0

FLIP OPPERMAN

DOCUMENT CREATION

2006/06/15

2.0

Flip Opperman

Add shutdown of cut solenoid at ignition off.

2006/06/16

TABLE OF CONTENTS 1. INTRODUCTION 2. CHASSIS CONTROL UNIT SOFTWARE REQUIREMENTS 2.1. Fan Drive Unit 2.1.1. Inputs • Hydraulic temperature • CAN Messages:

Source Address

Destination Address

Mode

61184

Bin Position

61184

Wet Disk Brake Temperature

61184

MDU Menu Config Request

61444

255

N/A

Engine Speed

65265

255

N/A

Wheel-based Vehicle Speed

65272

255

N/A

Transmission Oil Temperature

65275

255

N/A

Hydraulic Retarder Oil Temperature

PGN

516

Signal name

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CHAPTER 19

2.1.2. Outputs

2.1.3.2. Software description

• Fan Cut Solenoid • Fan Low Solenoid • Solenoid

Each of the four input temperatures has 2 threshold values. One threshold value is the temperature where that fan must turn at medium speed and the second threshold value is where the fan must turn at high speed.

2.1.3. Function 2.1.3.1. Introduction The Fan drive function will control the speed of the hydraulic fan that is used for cooling the hydraulic and retarder oil. There are four input signals for the control:

• • • •

Hydraulic Oil Temperature, Transmission Oil Temperature, Retarder Oil Temperature and Wet Disk Brake Temperature

The Fan Drive function has 3 solenoids to control:

• Cut Solenoid • Low Pressure Solenoid and • Med Pressure solenoid. The operation of the solenoids is as follows: If the cut solenoid is activated, oil flow to the fan motor is blocked to prevent it from turning. The consequence is that if this solenoid is activated, the fan will not turn, irrespective of the state of the other two solenoids. If the cut solenoid is off and the low-pressure solenoid is activated, the fan will turn at a low speed. The fan will continue to turn at a low speed, even if the Medium Pressure solenoid is fired. If the cut solenoid and the low-pressure solenoid are off, while the medium solenoid is activated, the fan will turn at a medium speed. If all 3 solenoids are off, the fan will turn at a high speed. By manipulating these 3 solenoids the fan can be stopped and 3 different speeds can be obtained.

REVISION 0

These temperatures can differ from truck to truck and a VIN number filtering scheme must be implemented to allow for different threshold values. Each temperature must also have a flag indicating whether it should be used to control the fan. As these flags will differ from truck to truck, they must also be filtered with a VIN number filtering scheme. If any of the four temperatures are below 70°C, the function must apply power to the cut solenoid, preventing the fan from turning. If any of the four temperatures are above 70°C, the Cut - and Medium Pressure solenoids must be de-activated and the Low Pressure solenoid must be activated. The fan will turn at an idle speed. If any of the four temperatures are equal to or above there respective 1st threshold temperature, but below there respective 2nd threshold temperature, the Cut - and the Low Pressure solenoids must be de-activated and the Medium Pressure solenoid must be activated. The fan will turn at a medium speed. If any of the four temperatures are equal to or above there respective 2nd threshold temperatures, all three solenoids must be de-activated. The fan will turn at a high speed. To lower noise levels on the truck the fan should never turn at a higher speed than idle when the engine idles, irrespective of the fact that any of the active controlling temperatures might require a higher fan speed. Consider engine idle speed as 700 r/min. This function must also allow for sufficient oil flow to the bin tipping cylinders during a tipping cycle. This will be achieved by activating the cut solenoid when the bin position exceeds 5% while the vehicle is stationary, irrespective of the fact that any of the active controlling temperatures might require a higher fan speed.

517

CHAPTER 19 Assume the vehicle is stationary if the vehicle speed is lower than 5 km/h. If the bin position exceeds 5% while the vehicle speed exceeds 5 km/h, the fan speed should adhere to normal control conditions. If all solenoids loose power, the fan will speed up. To prevent this from happening during ignition off, the cut solenoid should be activated for a period of 3 seconds after the ignition switch was switched off. If one of the controlling temperatures with an active flag is not received, the fan should turn at high speed. However, this should not override the bin-up and noise-level conditions. 2.1.3.3. Diagnostics and set-up. It will be possible to override the Fan Control logic by sending MDU Configuration requests from the MDU to controller where the Fan Control logic resides. If the vehicle speed is below 5 km/h, these messages will have priority over the controller function, however if the vehicle speed is higher than 5km/h, the function will ignore these commands and will explicitly do the control function.

518

REVISION 0

CHAPTER 19

CCU2 HEADLIGHT LOGIC AND CONTROL 001-4004-00 INITIATION DATE 21/11/2005

REVISION 1.0

AUTHOR TIM ELLIS

DESCRIPTION

SIGNOFF DATE

DOCUMENT CREATION

1. INTRODUCTION This document outlines in a simple lookup table the logic of the headlights on the ADT. It shows the input to output mapping.

2. HEADLIGHT LOGIC AND CONTROL Inputs

Outputs

Dip Signal

Bright Signal

SSM Headlight

Dips

Brights

OFF

2.1. Inputs 2.1.1. Dip Signal The Dip signal is a CAN message originating from the MDU in the message mode 90 and input J2-G. 2.1.2. Bright Signal The Bright signal is a CAN message originating from the MDU in the message mode 90 and input J2-F.

REVISION 0

519

CHAPTER 19

2.2. Outputs 2.2.1. Dips The Dips output is a CCU2 output on J2-A3/A4 2.2.2. Brights The Brights output is a CCU2 output on J1-B3/B4

520

REVISION 0

CHAPTER 19

CCU2 WIPER CONTROL LOGIC 001-4005-00 INITIATION DATE

REVISION

AUTHOR

DESCRIPTION

21/11/2005

1.0

TIM ELLIS

DOCUMENT CREATION

1. INTRODUCTION This document will present the control logic and timing for the CCU2 wiper circuit.

2. WIPER CONTROL LOGIC AND TIMING 2.1. Inputs and Outputs 2.1.1. Inputs The SSM is the primary control input for both the rear and front wiper. The relevant buttons will cycle the wipers through the 4 possible states. The only other input is the park signal (to let the CCU2 know that the wiper has returned to its natural stationary position – or park position). This input is a high-speed inverted digital inputs (existing purely as logic high/low).

2.1.2.Outputs There are 3 outputs per wiper. These are:

• ·Wiper washer pump • ·Wiper low speed (high current capability) • ·Wiper high speed (low current capability) 2.2. Wiper States The following wiper states exist:

• • • •

Idle Intermittent Low Speed High Speed

REVISION 0

SIGNOFF DATE

The SSM is used to cycle between these states if the rear or front wiper button is pressed less than 500ms. Critical to the Idle state and the Intermittent state is the park signal. It is important to note that when ignition is applied, the CCU2 will remember the last wiper state and start the wipers in that state. It will not be default always start up in Idle state. The state flow is from Idle to High Speed and then returning to Idle.

2.2.1. Idle State In the idle state, both the low speed and the high speed outputs will be off, unless the wiper was moving (and therefore in a non-idle state), in which case the wiper will move until it finds park. If it cannot find park, it will try for 7.5 seconds and then park wherever it is (to avoid endlessly moving if the park signal wire is broken or the input damaged).

2.2.2. Intermittent State In the intermittent state, the low speed output is activated until park is found. If park is not found, the wiper will continue indefinitely without timing out. This is because the reasoning is that the user needs wipers and if the park signal cannot be found, the user intended to drive the wipers on to some degree anyway, so rather let the wiper move continuously. If the park signal is found, then the low output will stop being driven and the wiper will park. The wiper intermittent timing EOL parameter is used to wait between 1 and 65 seconds. After this wait has expired, the low speed output will once again be driven and park signal will be sought.

521

CHAPTER 19

2.2.3. Low Speed In this state, the low speed output is driven continuously.

2.2.4. High Speed In this state, the high-speed output is driven continuously. However, if the last setting on the wipers was high speed before the truck is switched off, the startup state will be high speed. The high-speed output has low current capability. Therefore, the control logic will drive the low speed output for 500ms to overcome the in-rush current before switching to the low-current high-speed output thereafter.

2.3. Wiper Washer Pump Control If either the rear or front wiper button is depressed for more than 500ms, the washer pump for the relevant screen will be energized and remain energized for as long as the button is held depressed. During this time, the relevant wiper will also wipe the screen and continue to wipe for 1 extra wipe after the button is released. When the front and rear wiper button is pressed for longer 500ms or longer, the wiper control will not change state.

522

REVISION 0

CHAPTER 19

AIR-CONDITIONING CONTROL LOGIC 001-4006-00 INITIATION DATE

REVISION

AUTHOR

DESCRIPTION

21/11/2005

1.0

TIM ELLIS

DOCUMENT CREATION

1. INTRODUCTION This document serves to explain the control logic for the air-conditioning unit. 2.Air-Conditioning Control Logic The control logic interfaces with several inputs/outputs. They are as follows:

2. INPUTS/OUTPUTS 2.1. Inputs The following inputs exist:

• • • •

Air-Conditioning Thermo Switch Cab return air temperature thermistor Evaporator output air temperature thermistor Air-Con switch on SSM.

2.1.1. Outputs The following outputs exist:

• • • • • • • •

Blower low speed Blower medium speed Blower high speed Heater actuator Feet actuator Mid/Demist actuator Re-circulation actuator Air-conditioning clutch

REVISION 0

SIGNOFF DATE

2.2. Control Theory for Basic Operation In terms of the basic control logic, the following points apply:

• If the engine is not running, or the blower

speed is off, or the air-con switch has not been selected (via the SSM) or the thermo switch is off (indicating a freeze-up), then the air-con clutch output will be off. • If all the previous conditions fail, and remain so for more than 2 seconds, the air-con clutch will engage until such time as any of the previous conditions are true at which point the air-con clutch will immediately disengage. • If the re-circ button is pressed on the SSM, then the flap will alternate between re-circulation and fresh air intake. • If the feet/mid/demist button is pressed on the SSM, then the following states are cycled through: O

Demist

Demist/Feet

Middle

Middle/Feet • The blower speeds are cycled in the following order: O

Off

Low

Medium

High

523

CHAPTER 19 In the event that the start-up state is anything other than off or low, the system will step through the previous states, waiting for 500ms in each state before proceeding to the next state. This is to have a stepped current requirement and avoid in rush at higher blower speeds. Further, the following output map is used for the blower states: State

Low Speed Out

Medium Speed Out

High Speed Out

Off

OFF

Low

OFF

Medium

OFF

High

In this state, if a higher speed output fails, then there will always be air flowing provided a lower-speed output remains undamaged. That’s as far as the easy logic goes. The rest revolves around the PID loop control for the heater valve.

2.3. Control Theory for Heater Valve The HVAC unit uses two heat exchangers: the cooling and heating. When the air-con clutch is engaged, the cooling exchange will operate as cold as possible. The heater valve will then be used to post-heat this cooled air to the correct temperature. Therefore, to control the temperature, the control loop relies on seeking the correct position for the heater valve so that the energy entering the cab (solar/radiated) is exactly balanced by the energy extracted through the exchange to maintain the desired temperature.

524

The heater valve will inject a small amount of energy to offset the fact that the cooling exchange will extract maximum energy to its cooling capacity at all times. This we can refer to as temperature maintenance. A further aspect is that of attainment rather than maintenance. Attainment is the accelerated extraction of energy to attain the set temperature as quickly as possible. Coupled with this is the fact that the energy extraction path comes in the form of a concentrated blast of cold air which will return to the HVAC exchange after heating up inside the cab (absorbing energy). There is a limit as to how cold you can make this blast relative to the set temperature/current temperature before it becomes uncomfortably cold for the vehicle operator. The difference in the set temperature and this minimum temperature is the comfort factor.

REVISION 0

CHAPTER 19

BIN CONTROL LOGIC 001-4007-00 INITIATION DATE

REVISION

AUTHOR

DESCRIPTION

21/11/2005

1.0

TIM ELLIS

DOCUMENT CREATION

SIGNOFF DATE

1. INTRODUCTION

2.2. Modes of operation

This document serves to explain the control logic for the bin.

There are several modes of operation:

2. BIN CONTROL LOGIC The control logic interfaces with several inputs/outputs. They are as follows:

2.1. Inputs/Outputs

• • • • •

Normal, including soft-stops Hard stops (selected via the SSM) Hydraulic setup mode Bin angle setup mode Bin pressure reduction setup mode

All of these modes have the following base states in common:

2.1.1. CAN Inputs The following can inputs exist:

• • • • •

Requested gear Actual gear Engine RPM Transmission output shaft speed SSM Bin Function Selection

2.1.2. Physical Inputs

• Bin lever position • Bin angle

Figure - Bin Float State

2.1.3. Outputs The following outputs exist:

• Bin up solenoid • Bin down solenoid • TSC1 CAN Message to the ECU

REVISION 0

525

CHAPTER 19 2.2.2. Bin Float State When the bin angle is less than 5%, the bin control logic will automatically go into bin float state. In this state, the bin up solenoid current will be zero and the bin down solenoid current will be 330mA. If the transmission output shaft speed is less than 275 RPM, the bin down solenoid will switch off after 10 seconds, and both up and down solenoids will have 0mA current. Under any circumstance, if the bin lever position changes outside the neutral position, the solenoids will react in the following manner:

• If lifting the bin, the current in the bin up solenoid will increase.

Figure - Bin Lever Control State

• If lowering the bin, and the bin position is less than 1%, then the current in the bin down solenoid will increase.

The relationship between bin lever position and solenoid current is dealt with in the next section. 2.2.3. Bin Lever Control State When not in float state, the bin solenoids follow these simple current rules:

• Bin lever forward => current through bin down solenoid = ((50 – Bin Lever Position Percentage) * 700) / 50 (mA)

From this, one can see that at a position of 0%, the requested bin down current is 700mA. At a position of 25%, the requested bin down current is 350mA. Figure - Bin Dynamic End Stop State 2.2.1. Bin Lever Position

• When the bin lever is in neutral position, its

position is 50% • When the bin lever is fully forward, its position is 0% • When the bin lever is fully back, its position is 100%

526

• Bin lever back => current through bin up

solenoid = ((Bin Lever Position Percentage 50) * 700) / 50 (mA)

From this, one can see that at a position of 100%, the requested bin up current is 700mA. At a position of 75%, the requested bin up current is 350mA.

REVISION 0

CHAPTER 19 Lowering

Hydraulic Setup Mode

When lowering the bin, the lever will latch forward until float mode is entered. There are no special rules for lowering, except that lowering is always subject to soft stops.

In this mode, selectable from the MDU, the bin control is such that the lever is the master for the solenoid currents. There is no bin pressure reduction active in this mode.

Soft stops means that the requested change in current in the bin down solenoid is implemented slowly. In other words, if the lever is fully forward and is pulled to the neutral position, the current in the bin down solenoid will not immediately go from 700mA to 0mA, but will rather ramp down over a specified percentage, based on the velocity of the bin at the time of change in bin down solenoid current.

When the lever is pulled back to 100% to lift the bin, the bin will get maximum pressure all the way to the mechanical end stops.

This bin velocity in measured in percent per millisecond. The soft stop on the down motion is designed to stop the bin over 3 percent, and the current will ramp down to zero to achieve this, based on the velocity of the bin at time of change.

Bin Pressure Reduction Setup Mode

Lifting There are many conditions to consider when lifting the bin:

• If the bin position is over 50%, and the bin

velocity is greater than 20% per second, then bin will protect itself and assume that it is in run-away state. This state is maintained for 10 seconds, during which maximum current to the bin up solenoid is 330mA. • If the truck is in 4th gear, or in 3rd gear but the bin position is 15%, or in 2nd gear but the bin position is 50%, then the bin up movement will be stopped immediately. Hard stops will apply (no ramping of the bin solenoid current). In 1st gear, the bin may be lifted to 100%. • Once the bin reaches its pre-determined limit, it will also stop moving. This limit could be due to one of several sources discussed in the dynamic end-stop state. At the limit, the current in the bin up solenoid could still be a function of the bin lever position (if mechanical end stops are active), or it could be artificially stopped by disabling the lever request.

2.2.4. Bin Dynamic End Stop State As previously discussed, the bin will cease to move up for a number of reasons. The “End Stop” is not necessarily mechanical, and under normal operation, the bin “End Stop” can be moved, is software-controlled, and is therefore termed “Dynamic”.

REVISION 0

At the end stops, the current in the bin up solenoid will not stop, but the bin will continue to press up against the mechanical end stop. This mode is used for setting up the hydraulic pump pressures.

This mode is functionally similar to “Hydraulic Setup Mode”, except the bin pressure reduction output is active on the relevant trucks. This allows the bin pressure reduction pressure to be set up since the bin will press against the end stops with the bin pressure reduction active. Bin Angle Setup Mode In this mode, selectable from the MDU by entering the bin position sensor setup, the operator has exactly the same operation as with “Hydraulic Setup Mode”. This allows the operator to calibrate the bin without any hindrance. Safety Limit Mode Any site may decide that the full mechanical end stop tip is too high for safety reasons. On the MDU, it is possible to set the safety limit to some value less than or equal to 100%. In the case of an active safety limit, the bin will stop at this limit. To remove the limit, set it to 100%. Production Limit Mode Any site may decide that the full mechanical end stop tip is unproductive, since the bin may be empty at some angle less than 100% when tipping a load. On the MDU, it is possible to set the production limit to some value less than or equal to the safety limit (which may or may not be 100%). In this case, the bin up movement will stop when the production limit is reached.

527

CHAPTER 19 Hard Stop versus Soft Stop Mode

2.4. Bin Lever Latch Operation

Normally, soft stop will be active. In this mode, when the lever is released and the bin is moving upward, the bin will slowly come to a stop within 3%. If soft stop is active, and a dynamic end stop is approached, the bin will begin to slow down 3% from the dynamic end stop and then come to a complete stop at the dynamic end stop.

The bin lever has a bi-directional latch. However, due to safety concerns, the bin can only latch in the downward direction.

To activate hard stops, the SSM is used. Once hard stops are active, the bin will stop suddenly if requested. This is achieved by cutting the current to the relevant solenoid. If approaching a dynamic end stop, the current to the bin up solenoid will be cut 0.8% from the dynamic end to allow for momentum. Hard stops are also active when driving and lifting the bin.

The following rules pertain to the latching of the lever in the down position:

• If the bin angle is less than 5%, the latch will

not activate • In the bin lever position is in the neutral position (50%), then the latch will not activate • If the engine is not running, the latch will not activate • The upward latch will never activate (bin lever position > 50%)

This is done to ensure that the relevant gear limit for the bin is not exceeded.

Otherwise, if the bin lever position is less than 47%, and the above criteria are not violated, the bin lever latch will activate.

2.3. Spool Change-Over

2.5. Driveline Assist

If at any time the requested direction of bin movement changes, the control logic will allow 50ms for the spool to return to its normal state once the requested current on the spool falls to zero.

In this mode, selected via the SSM, the bin lever may request 100% engine torque. This is true only:

If soft stops are active, the soft stop movement must complete before the 50ms delay begins. This is to prevent undesired pressure differentials that may lock the bin in a specific position.

528

• • • • • • •

In the laden state If the current gear is neutral If the park-brake is applied If the option is selected on the SSM. If the bin position is not at its dynamic end stop The bin is not in float mode The lever position is >80% or <20%

REVISION 0

CHAPTER 19

PR001_PARK BRAKE FUNCTION INITIATION DATE

REVISION

AUTHOR

DESCRIPTION

21/11/2005

1.0

PIETER GOOSEN

DOCUMENT CREATION

SIGNOFF DATE

INTRODUCTION This document serves to detail the MK3 Park Brake Control Logic for D-series trucks

Schematic: MK3 trucks Functional Description: Park Brake activation and de-activation (MKIII trucks) If the conditions are not met the Park Brake Solenoid Valve will be de-activated and thus will block the air from reaching the Park Brake.

REVISION 0

529

CHAPTER 19 To activate Park Brake Release Solenoid Valve all of the following conditions must be true: 1.

System Air Pressure > 5.5 Bar

Crank signal may not be active

3. Engine speed > 50 rpm and Vehicle speed > 1 km/h 4.

Ignition power must be present

5. Brake signal must be active or truck must be in gear(not on JD or Hitachi) 6. All the above must be true and the status change from the Electrical Park Brake Switch from Open Circuit to Closed Circuit. The Park Brake Release Solenoid Valve will de-activate if ANY of the following conditions is true: 1.

System Air pressure < 5.5 Bar

Activate crank signal

3. Engine speed < 50rpm and Vehicle Speed < 1 km/h 4.

Ignition power switched off

5. In neutral and vehicle speed < 5 km/h and brake switch not active for more than 4 seconds (not on JD or Hitachi) 6.

530

Electrical Park Brake Switch Open Circuit

REVISION 0

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