CEBM027401
Shop Manual
DUMP TRUCK SERIAL NUMBERS
A40851 & UP
®
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in accordance with written authorization from KAC. It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously. Because of continuous research and development, periodic revisions may be made to this publication. Customers should contact their local Komatsu distributor for information on the latest revision.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine. This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
CALIFORNIA Proposition 65 Warning Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA Proposition 65 Warning Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
CALIFORNIA Proposition 65 Warning Mercury and mercury compounds are known to the State of California to cause developmental problems. This machine may be equipped with optional HID lamps which contain mercury. There is no risk of exposure unless the lamps are broken. However, the lamps must be reused, recycled or properly disposed of in accordance with Local, State and Federal Laws at the end of their useful lives.
NON-OEM PARTS IN CRITICAL SYSTEMS For safety reasons, Komatsu America Corp. strongly recommends against the use of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical systems include but are not limited to steering, braking and operator safety systems. Replacement parts manufactured and supplied by unauthorized sources may not be designed, manufactured or assembled to Komatsu's design specifications; accordingly, use of such parts may compromise the safe operation of Komatsu products and place the operator and others in danger should the part fail. Komatsu is also aware of repair companies that will rework or modify an OEM part for reuse in critical systems. Komatsu does not generally authorize such repairs or modifications for the same reasons as noted above. Use of non-OEM parts places full responsibility for the safe performance of the Komatsu product on the supplier and user. Komatsu will not in any case accept responsibility for the failure or performance of non-OEM parts in its products, including any damages or personal injury resulting from such use.
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict a specific model. This manual shows dimensioning of metric (SI) and U.S. standard units throughout and all references to “Right”, “Left”, “Front”, or “Rear” are made with respect to the operator's normal seated position, unless specifically stated otherwise. Standard torque requirements are shown in torque charts in the general information section and individual torques are provided in the text in bold face type, such as 135 N·m (100 ft lbs) torque. All torque specifications have ±10% tolerance unless otherwise specified. A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W. (Gross Vehicle Weight) rating. The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 830E). The three numbers represent the basic truck model. The letter “E” designates an Electrical propulsion system. The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service parts and/or warranty consideration. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload. To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the GVW rating. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00046
Introduction
A-1
This “ALERT” symbol is used with the signal words, “DANGER”, “WARNING”, and “CAUTION” in this manual to alert the reader to hazards arising from improper operating and maintenance practices.
“DANGER” identifies a specific potential hazard WHICH WILL RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.
“WARNING” identifies a specific potential hazard WHICH MAY RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.
“CAUTION” is used for general reminders of proper safety practices OR to direct the reader’s attention to avoid unsafe or improper practices which may result in damage to the equipment.
A-2
Introduction
A00046
TABLE OF CONTENTS SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00046
Introduction
A-3
KOMATSU MODEL 830E-AC TRUCK
A-4
Introduction
A00046
SECTION A GENERAL INFORMATION INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 8/10
Index
A1-1
NOTES
A1-2
Index
8/10 A01001
MAJOR COMPONENT DESCRIPTION Truck And Engine
Operator's Cab
The 830E-AC Dump Truck is an off-highway, rear dump truck with AC Electric Drive. The gross vehicle weight is 385 852 kg (850,650 lbs.). The engine is a Komatsu SDA16V160 rated @ 1865 kW (2500 HP).
The operator cab has been engineered for operator comfort and to allow for efficient and safe operation of the truck. The cab provides wide visibility, with an integral 4-post ROPS/FOPS structure, and an advanced analog operator environment. It includes a tinted safety-glass windshield and power-operated side windows, a deluxe interior with a fully adjustable seat with lumbar support, a fully adjustable tilt/telescope steering wheel, controls mounted within easy reach of the operator, and an analog instrument panel which provides the operator with all instruments and gauges which are necessary to control and/or monitor the truck's operating systems.
Traction Alternator (G.E. GTA-41) The diesel engine drives an in-line alternator at engine speed. The alternator produces AC current which is rectified to DC within the main control cabinet. Cooling air for the control / power group and wheel motors, as well as the alternator itself, is provided by a fan mounted on the alternator shaft.
Main Control Cabinet Each phase module contains paired positive and negative semiconductor switches referred to as insulated gate bipolar transistors (IGBT). The IGBTs cycle on and off at varying frequencies to create an AC power signal from the DC supply. The AC power signal produced by each inverter is a variable-voltage, variable-frequency (VVVF) signal. Frequency and voltage are changed to suit the operating conditions.
AC Induction Traction Motorized Wheels The alternator output supplies electrical energy to the two wheel motors attached to the rear axle housing. The motorized wheels use three-phase AC induction motors with full-wave AC power. The two wheel motors convert electrical energy back to mechanical energy through built-in gear trains within the wheel motor assembly. The direction of the wheel motors is controlled by the directional control lever located on the center console.
Suspension HYDRAIRÂŽII suspension cylinders located at each wheel provide a smooth and comfortable ride for the operator and dampens shock loads to the chassis during loading and operation.
A02089
Power Steering The truck is equipped with a full time power steering system which provides positive steering control with minimum operator effort. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic pressure is reduced below an established minimum.
Dynamic Retarding The dynamic retarding is used to slow the truck during normal operation or control speed coming down a grade. The dynamic retarding ability of the electric system is controlled by the operator through the activation of the retarder pedal in the operators cab and by setting the RSC (Retarder Speed Control). Dynamic retarding is automatically activated, if the truck speed goes to a preset overspeed setting.
Brake System The braking system consists of an all hydraulic actuation system. Depressing the brake pedal actuates wheel-speed single disc front brakes and armaturespeed dual disc rear brakes. The brakes can also be activated by operating a switch on the instrument panel. The brakes will be applied automatically if system pressure decreases below a preset minimum. The parking brake is integral with the service brake caliper, and is spring-applied and hydraulicallyreleased. The park brake is applied by moving the directional control lever to the PARK position.
Major Component Description
A2-1
1. 2. 3. 4. 5. 6. 7.
Operator Cab Reserve Oil System Steps and Ladder Radiator Auto Lubrication Engine Suspension
A2-2
FIGURE 16-1. TRUCK COMPONENTS 14. Fuel Tank 15. Hoist Cylinder 10. Steering Linkage 16. Rear Axle Housing 11. Alternator 17. Disc Brake 12. Hoist Filters 18. Rear Tires 13. Steering Filter 19. Rear Suspension 8. Wheel Hub 9. Disc Brake
Major Component Description
20. Rear Axle Hatch 21. Hydraulic Tank 22. Hoist and Steering Pump 23. Steering Accumulators
A02089
SPECIFICATIONS These specifications are for the standard Komatsu 830E-AC Truck. Customer Options may change this listing. ENGINE Komatsu SDA16V160 (Optional SSDA16V160) No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke Rated Brake HP. . . . 1865 kW (2500 hp)@ 1900 rpm Flywheel HP . . . . . 1761 kW (2360 hp) @ 1900 rpm Weight* (Wet) 8 558 kg (18,867 lbs) * Weight does not include Radiator, Sub-frame, or Alternator
AC ELECTRIC DRIVE SYSTEM (AC/DC Current)
SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . Liters. (U.S. Gal.) Crankcase * . . . . . . . . . . . . . . . . . 280.0. . . . . (74.0) * Includes Lube Oil Filters Cooling System . . . . . . . . . . . . . . . . 568. . . . . (150) Fuel . . . . . . . . . . . . . . . . . . . . . . . . 4542. . . . (1200) Hydraulic System . . . . . . . . . . . . . . . 946. . . . . (250) Hydraulic Tank . . . . . . . . . . . . . . . . . 901. . . . . (238) Wheel Motor Gear Box (each) . . . . . . 38. . . . . . (10) HYDRAULIC SYSTEMS* Pumps Hoist . . . . . . . . . . . . . . . . . . . . . Tandem Gear Pump Rated @ . . . . . 851 lpm (225 gpm) @ 1900 rpm and . . . . . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi) Steering/Brake . . . . . Pressure Compensating Piston Rated @ . . . . . . .246 lpm (65 gpm) @ 1900 rpm and . . . . . . . . . . . . . . . . . . . . . . . .18 961 kPa (2,750 psi) System Relief Pressures
Alternator . . . . . . . . . . . . .General Electric GTA - 41 Dual Impeller, In-Line Blower 255 m3/min (9000 cfm) Motorized Wheels . . . .GEB25 AC Induction Traction Motors Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.875:1 Maximum Speed* . . . . . . . . . 64.5 km/h (40 mph) (*w/40.00-57 Tires and 31.875:1 gear train) *NOTE: Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters. Komatsu & G.E. must analyze each job condition to assure proper application.
DYNAMIC RETARDING Electric Dynamic Retarding . . . . . . . . . . . . . Standard Maximum Rating . . . . . . . . . . . . . 3207 kW (4300 hp) 24 VDC ELECTRIC SYSTEM Batteries . . . . 4 x 8D 1450 CCA, 12 volt batteries in Series/Parallel w/Disconnect Switch Alternator . . . . . . . . . . . 24 Volt, 250 Ampere Output Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt Cranking Motors (2). . . . . . . . . . . . . . . . . . . . .24 Volt
Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi) Steering/Brakes . . . . . . . . . . .27 580 kPa (4,000 psi) Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . 3-Stage Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized Filtration . . . . . . . . . . . . In-line replaceable elements Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh Hoist & Steering . . . . . . . . Full Flow, Dual In-Line, . . . . . . . . . . . High Pressure Beta 12 Rating =200 *With Quick Disconnects for powering disabled truck and system diagnostics. SERVICE BRAKES Actuation . . . . . . . . . . . . . . . . . . . . . . . .All Hydraulic Front . . . . . . . . . . . . . . . . Wheel Speed, Single Disc Inboard Mounted . . . . . . . . . . . . . . . . . 3 Calipers Disc Diameter, O.D. . . . . . . . 1213 mm (47.75 in.) Rear . . . . . . . . . . . . . . . Armature Speed, Dual Disc Disc Diameter, O.D. . . . . . . . . 635 mm (25.00 in.) Emergency Brake- Automatically Applied (Standard) Wheel Brake Lock . . . . . . Manual Switch on Panel . . . . . . . . . . . . . . . . . . . . . . . (Loading and Dumping) DISC PARKING BRAKE Each Rear Wheel . . . . . Integral with Service Caliper . . . . . . . . . . . Spring Applied, Hydraulically Released STEERING Turning Circle - Front Wheel Track. . . 28.4 m (93 ft.) Twin hydraulic cylinders with accumulator assist to provide constant rate steering. Emergency power steering automatically provided by accumulators.
A02089
Major Component Description
A2-3
DUMP BODY CAPACITIES AND DIMENSIONS Standard, Heaped @ 2:1 (SAE) . . 147 m3 (193 yd3) Struck . . . . . . . . . . . . . . . . . . . . . 117 m3 (153 yd3) Loading Height Empty . . . . . . . . 6.61 m (21 ft. 8 in.) Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Non-heated body w/exhaust mufflers . . . . . Standard TIRES Radial Tires (standard) . . . . . . . . . . . . . . . 40.00 R57 Optional Tires . . . . . . . . . . . . . . . . . . . . . . 46/90 R57 Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless Rims, standard 5 piece. . Rated to 827 kPa (120 psi)
WEIGHT DISTRIBUTION Empty Vehicle . . . . Kilograms. . . . . . . . (Pounds) Front Axle . . . . . . . . . . . 82 747. . . . . . . . (182,426) Rear Axle. . . . . . . . . . . . 82 902. . . . . . . . (182,768) Total (100% fuel) . . . . . 165 649. . . . . . . . (365,194) Standard Komatsu body 27 669. . . . . . . . . (61,000) Standard tire weight. . . . 21 081. . . . . . . . . (46,476) Loaded Vehicle . . . Kilograms. . . . . . . . (Pounds) Front Axle . . . . . . . . . . 127 330. . . . . . . . (280,715) Rear Axle. . . . . . . . . . . 258 522. . . . . . . . (569,935) Total * . . . . . . . . . . . . . 385 852. . . . . . . . (850,650) Nominal Payload *. . . . 220 199. . . . . . . . (485,456) . . . . . . . . . . . . . (242 U.S. Ton) *Nominal payload is defined by Komatsu America Corporation’s payload policy documentation. In general, the nominal payload must be adjusted for the specific vehicle configuration and site application. The figures above are provided for basic product description purposes. Please contact your Komatsu distributor for specific application requirements.
OVERALL TRUCK DIMENSIONS (Empty with Standard Body)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . Width . . . . . . . . . . . . . . . . . . . . . . . . . . . Height with Canopy . . . . . . . . . . . . . . . . Height with Dump Body Up . . . . . . . . . . Turning Circle (on front track) . . . . . . . .
A2-4
14.4 m (47 ft. 3 in.) 7.32 m (24 ft. 0 in.) 6.96 m (22 ft. 10 in.) 13.52 m (44 ft. 4 in.) 28.4 m (93 ft. 0 in.)
Major Component Description
A02089
SECTION A3 GENERAL SAFETY AND INDEX GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Truck Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5 Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Fire Extinguishers And First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Precautions For High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6 Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 ROPS Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Preventing Injury From Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Precautions For Optional Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 Precautions When Starting The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7 PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8 Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 In The Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 OPERATING THE MACHINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9 Traveling In The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
A03052
General Safety and Operating Instructions
A3-1
Precautions When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10 Ensuring Good Visibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 Operating On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 Avoid Damage To The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 When Loading The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11 Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 Parking The Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12 WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13 Jump Starting With Booster Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14 Jump Starting With Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14 PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Stopping The Engine Before Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Electrical Systems Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15 Warning Tag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17 Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17 Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17 DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Keeping The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Radiator Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18 Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
A3-2
General Safety and Operating Instructions
A03052
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 Maintenance Near High Temperatures And High Pressures . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 Rotating Fan And Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19 TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20 Handling Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20 Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21 ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-22 WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23 SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK . . . . . . . . . . . . . . . . . . . . . . A3-24 Preliminary Procedures before Welding or Performing Maintenance. . . . . . . . . . . . . . . . . . . A3-24 Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . A3-24 CAPACITOR DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26 Necessary Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26 MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . A3-28 CAPACITOR CHARGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30 FAILURE OF DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31 MANUAL DISCHARGE OF CAPACITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32 SHORT ISOLATED CAPACITOR TERMINALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34 TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36 PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36 Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36 WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36 RETRACTABLE LADDER SYSTEM (If equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40 LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40 LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41 GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41 IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
A03052
General Safety and Operating Instructions
A3-3
IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-42 USING THE IN-CAB CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-43 USING THE GROUND LEVEL CONTROL BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-45 ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47 AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-48 PRE-SHIFT BRAKE CHECK (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49 PERFORMING THE BRAKE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-50 EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-53 MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-54 MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-55 STARTING ON A GRADE WITH A LOADED TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56 PASSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56 LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56 DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56 Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56 Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-57 SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-58 FUEL DEPLETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59 SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59 NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-60 DISABLED TRUCK CONNECTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61 STEERING AND BRAKE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61 HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-62 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-64 RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-67
A3-4
General Safety and Operating Instructions
A03052
GENERAL SAFETY Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority. The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.
Read and follow all safety precautions. Failure to do so may result in serious injury or death. Safety Rules • Only trained and authorized personnel can operate and maintain the machine. • Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine. • When working with another operator or a person on work site traffic duty, ensure all personnel understand all hand signals that are to be used. Truck Safety Features
Clothing And Personal Items • Avoid wearing loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Additionally, never wear oily clothes as they are flammable. • Wear a hard hat, safety glasses, safety shoes, a mask and gloves when operating or maintaining a machine. Always wear safety goggles, a hard hat and heavy gloves if your job involves scattering metal chips or minute materials. This is particularly important when driving pins with a hammer or when cleaning air cleaner elements with compressed air. Also, ensure that the work area is free of other personnel during such tasks. Unauthorized Modification • Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards. • Before making any modification, consult your authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
• Ensure all guards and covers are in their proper position. Repair any damaged guards and covers. (Refer to Walk-Around Inspection, later in this section.)
Leaving The Operator’s Seat
• Learn the proper use of safety features such as safety locks, safety pins, and seat belts. Always use these safety features, properly.
While leaving the operator's seat, DO NOT touch any controls. To prevent accidental operations from occurring, always perform the following:
• Never remove any safety features. Always keep safety features in good operating condition.
• Move the directional control lever to the PARK position (this will apply the parking brake). DO NOT apply the wheel brake lock.
• Improper use of safety features may result in serious bodily injury or death.
• Lower the dump body, and move the hoist control lever to the FLOAT position. • Turn the key switch to the OFF position and wait for the engine to stop. • After the engine has stopped, wait two minutes before exiting the cab. If any warning lights are illuminated or warning horns are sounding, DO NOT leave the cab and notify maintenance personnel immediately. When exiting the machine, always lock compartments, and take the keys with you to prevent entry from unauthorized persons.
A03052
General Safety and Operating Instructions
A3-5
Precautions For High Temperature Fluids
Mounting And Dismounting • Never jump on or off the machine. Never climb on or off a machine while it is moving. • When climbing on or off a machine, face the machine and use the hand-hold and steps. • Never hold any control levers when getting on or off a machine. • Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself. • When bringing tools up to the operating deck, always pass them by hand or pull them up by rope. • If there is any oil, grease, or mud on the handholds or steps, wipe them clean immediately. Always keep these components clean. Repair any damage and tighten any loose bolts. • Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine. NOTE: Some trucks may be equipped with different boarding equipment than shown in the figure below. Refer to Options Section for additional information.
• Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of serious burns. Allow heat and pressure to dissipate before performing such tasks and follow proper procedures as outlined in the service manual. • To prevent hot coolant from spraying: 1. Stop the engine and wait for the coolant temperature to decrease. 2. Depress the pressure relief button on the radiator cap. 3. Turn the radiator cap slowly to allow pressure to dissipate. • To prevent hot engine oil spray: 1. Stop the engine. 2. Wait for the oil temperature to cool down. 3. Turn the cap slowly to allow pressure to dissipate.
Asbestos Dust Hazard Prevention Asbestos dust is hazardous to your health when inhaled. If you handle materials containing asbestos fibers, follow the guidelines below: • Never use compressed air for cleaning. • Use water for cleaning and to control dust. Fire Extinguishers And First Aid Kits
• Operate the machine or perform tasks with the wind to your back, whenever possible. • Use an approved respirator, when necessary.
• Ensure fire extinguishers are accessible and proper usage techniques are known. • Provide a first aid kit at the storage point. • Know what to do in the event of a fire. • Keep the phone numbers of persons you must contact in case of an emergency on hand.
A3-6
General Safety and Operating Instructions
A03052
Fire Prevention For Fuel And Oil • Fuel, oil, and antifreeze can be ignited by a flame. These fluids are extremely flammable and hazardous. • Keep flames away from flammable fluids.
• When modifying or repairing the ROPS, always consult your nearest Komatsu distributor. • Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
• Stop the engine while refueling. Preventing Injury From Work Equipment
• Never smoke while refueling • Tighten all fuel and oil tank caps securely. • Refuel and maintain oil in well ventilated areas. • Keep oil and fuel in a designated location. DO NOT allow unauthorized persons to enter.
• Never position any part of your body between movable parts such as the dump body, chassis or cylinders. If the work equipment is operated, clearances will change and may cause serious bodily injury or death.
Precautions For Optional Attachments • When installing and using optional equipment, read the instruction manual for the attachment and the information related to attachments in this manual. • DO NOT use attachments that are not authorized by Komatsu, or the authorized regional Komatsu distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper operation and useful life of the machine.
ROPS Precautions • The Rollover Protection Structure (ROPS) must be properly installed for machine operation. • The ROPS is intended to protect the operator if the machine rolls over. It is designed not only to support the load of the machine, but also to absorb the energy of the impact. • ROPS structures installed on equipment manufactured and designed by Komatsu fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu.
A03052
• Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
Precautions When Starting The Machine • Start the engine from the operator’s seat, only. • Never attempt to start the engine by shorting across the starter terminals. This may cause fire, or serious injury or death to anyone in the machine’s path.
General Safety and Operating Instructions
A3-7
PRECAUTIONS FOR TRUCK OPERATION Safety Is Thinking Ahead Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment on the truck. Only qualified operators or technicians may attempt to operate or maintain a Komatsu machine. Safe practices start before the operator gets to the equipment!
Fire Prevention • Remove all wood chips, leaves, paper and other flammable items accumulated in the engine compartment, as they could cause a fire. • Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of properly. • Ensure a fire extinguisher is present and in proper working condition. • DO NOT operate the machine near open flames.
Safety At The Worksite • When walking to and from a truck, maintain a safe distance from all machines even when the operator is visible. • Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous. • Examine the road surface at the job site and determine the best and safest method of operation. • Choose an area where the ground is as horizontal and firm as possible before performing the operation. • If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work site traffic duty or by installing fences around the work site. • The operator must personally check the work position, the roads to be used, and existence of obstacles before starting operations. • Always determine the travel roads to be used at the work site. Travel roads must be maintained in order to ensure safe machine travel.
Preparing For Operation • Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in motion. Always use handrails and ladders when mounting or dismounting the truck. • Check the deck areas for debris, loose hardware, and tools. Check for people and objects that remain on or around the truck. • Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-skid material, grab bars, seat belts, etc.) are securely in place.
Ventilation For Enclosed Areas • If it is necessary to start the engine in an enclosed area, provide adequate ventilation. Exhaust fumes from the engine can kill.
• If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water which exceeds the permissible water depth.
A3-8
General Safety and Operating Instructions
A03052
Mirrors, Windows, And Lights • Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may prevent an accident. • Adjust the mirrors to a position where the operator can see best from the operator's seat. • Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped with the proper work lamps needed for the operating conditions. • Replace any broken mirrors, windows or lights. In The Operator’s Cab - Before Starting The Engine • DO NOT leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab. • Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt. • Read and understand the contents of the Operation & Maintenance manual. Read safety and operating instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls before attempting operation of the truck. • Read and understand the WARNING and CAUTION decals in the operator's cab. • Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud. • Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level. • Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities, before operating the truck. • If equipped, ensure the Retractable Ladder System (RLS) is raised. Seat Belts • On both driver and passenger seats, check the seat belt fabric, buckle, all belt retractors and hardware for damage or wear. Replace any worn or damaged parts immediately.
into the shoulder harness belt, near the retractor end.
OPERATING THE MACHINE Starting The Engine • NEVER ATTEMPT TO START THE MACHINE BY SHORTING ACROSS THE STARTER TERMINALS. This may cause fire, or serious injury or death to anyone in machine’s path. • NEVER start the engine if a warning tag has been attached to the controls. • When starting the engine, sound the horn as an alert. • Start and operate the machine only while seated in the operator’s seat. • DO NOT allow any unauthorized persons in the operator's compartment or any other place on the machine.
Truck Operation - General • WEAR SEAT BELTS AT ALL TIMES. • Only authorized persons are allowed to ride in the truck. Passengers must be in the cab and belted in the passenger seat. • DO NOT allow anyone to ride on the decks or on the steps of the truck. • DO NOT allow anyone to get on or off the truck while it is in motion. • DO NOT move the truck in or out of a building without a signal person present. • Know and obey hand signal communications between the operator and spotter. When other machines and personnel are present, the operator must move in and out of buildings, loading areas and through traffic, under the direction of a signal person. Courtesy at all times is a safety precaution! • Immediately report any adverse conditions on haul road, pit or dump area that may cause an operating hazard.
• Even if there are no signs of damage, replace both driver and passenger seat belts 5 years after seat belt manufacture, or every 3 years after start of use, whichever comes first. The passenger seat belt date of manufacture label is sewn into the seat belt near the buckle. The driver seat belt date of manufacture label is sewn
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General Safety and Operating Instructions
A3-9
• Check for flat tires periodically during a shift. If the truck has been operating on a “flat”, the truck must not be parked indoors until the tire cools. If the tire must be changed, DO NOT stand in front of the rim and locking ring when inflating a tire mounted on the machine. Observers must not be permitted in the area and must be kept away from the side of such tires.
• If the engine stops when the machine is in motion, the emergency steering system will be activated. Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if possible). Apply the parking brake. Precautions When Traveling In Reverse Before operating the machine or work equipment, do as follows:
A tire and rim assembly may explode if subjected to excessive heat. Personnel must move to a remote or protected location if there is a fire near the tire and wheel area or if the smell of burning rubber or excessively hot brakes is evident. If the truck must be approached, such as to fight a fire, those personnel must do so only while facing the tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at least 15 m (50 ft) from the tread of the tire. In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least eight hours or until the tire and wheel are cool. • Keep serviceable fire fighting equipment on hand. Report used extinguishers for replacement or refilling. • Always move the directional control lever to PARK (this will apply the parking brake) when the truck is parked and unattended. DO NOT leave the truck unattended while the engine is running. NOTE: DO NOT use wheel brake lock when parking the truck. • Park the truck a safe distance away from other vehicles as determined by the supervisor. • Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an emergency arises, know where to get prompt assistance. Traveling In The Truck • When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
• Ensure the backup alarm works properly. • Sound the horn to warn people in the area. • Check for personnel near the machine. Do a thorough check behind the machine. • When necessary, designate a person to watch the area for the truck operator. This is particularly necessary when traveling in reverse. • When operating in hazardous areas and areas with poor visibility, designate a person to direct work site traffic. • DO NOT allow any one to enter the line of travel of the machine. This rule must be strictly obeyed even with machines equipped with a back-up alarm or rear view mirror. Traveling On Slopes • Traveling on slopes could result in the machine tipping over or slipping. • DO NOT change direction on slopes. To ensure safety, drive to level ground before turning. • DO NOT travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low. • When traveling downhill, use the retarder to reduce speed. DO NOT turn the steering wheel suddenly. DO NOT use the foot brake except in an emergency. • If the engine stops on a slope, apply the service brakes to fully stop the machine. Move the directional control lever to the PARK position (this will apply the parking brake).
• Lower the dump body and move the dump lever to the FLOAT position before traveling.
A3-10
General Safety and Operating Instructions
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Ensuring Good Visibility
Driving Near High Voltage Cables
•
When working in dark places, install work lamps and head lamps.
•
•
Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to improve to allow the operation to be performed safely.
Operating On Snow • When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions. • Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and cannot be seen.
Driving near high-voltage cables can cause electric shock. Always maintain the safe distances between the machine and the electric cable as listed below. Voltage
Minimum Safe Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing accidents while working near high voltages: • Wear shoes with rubber or leather soles. • Use a signalman to give warning if the machine approaches an electric cable.
Avoid Damage To The Dump Body • When working in tunnels, on bridges, under electric cables, or when entering an enclosed area where there are height limits, always use extreme caution. The dump body must be completely lowered before driving.
Driving with a raised dump body or raising the dump body in an enclosed area, may result in serious damage and bodily injury or death. Always drive with the dump body resting on the frame.
• If the work equipment touches an electric cable, the operator must not leave the cab. • When performing operations near high voltage cables, DO NOT allow anyone to approach the machine. • Check with the electrical maintenance department about the voltage of the cables before starting operations. When Loading The Truck • Ensure the surrounding area is safe. If so, stop the machine in the correct loading position and evenly load the body. • DO NOT leave the operator's seat during the loading operation. When Dumping • Before dumping, check that there is no person or objects behind the machine. • Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a flagman. • When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such operations using extreme care. • Never travel with the dump body raised.
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General Safety and Operating Instructions
A3-11
Working On Loose Ground • Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may be weakened after heavy rain or blasting. • Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine. Avoid these areas whenever possible.
• Turn the key switch to the OFF position and wait for the engine to stop. This could take up to three minutes for a hot engine to cool down. After the engine has stopped, wait two minutes before exiting the cab. If any warning lights are illuminated or warning horns are sounding, DO NOT leave the cab and notify maintenance personnel immediately. • When exiting the machine, always lock compartments, and take the keys with you to prevent entry from unauthorized persons. • Place wheel chocks around the wheels to prevent the truck from rolling.
Parking The Machine • Ensure the truck body is empty. Completely lower the dump body by placing the hoist control lever in the FLOAT position. • Choose a horizontal road surface to park the machine. If the machine must be parked on a slope, follow local regulations to secure the truck to prevent the machine from moving. • Move the directional control lever to PARK (this will apply the parking brake). NOTE: DO NOT apply the wheel brake lock.
TOWING Improper towing methods may lead to serious personal injury and/or damage. • Tow with a solid tow bar. DO NOT tow with a cable. • Use a towing device with ample strength for the weight of this machine. • Never tow a machine on a slope. • When connecting a machine to be towed, DO NOT allow anyone to go between the tow machine and the disabled machine. • Set the coupling of the disabled machine in a straight line with the towing portion of the tow machine, and secure it in position. • DO NOT stand next to the towing device while the truck is moving. (For towing method, refer to Operating Instructions Towing later in this section.)
A3-12
General Safety and Operating Instructions
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WORKING NEAR BATTERIES Battery Hazard Prevention Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If electrolyte comes in contact with skin, immediately flush the area with water. Battery acid can cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor immediately. • If acid is accidentally ingested, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or poison prevention center immediately. • Always wear safety glasses or goggles when working with batteries.
• When removing or installing a battery, positively identify the positive (+) terminal and negative (-) terminal and use precautions not to short circuit between the terminals. • This truck is equipped with a master disconnect switch (3, Figure 3-2) on the battery ground circuit. When disconnecting battery cables, always move the master disconnect switch to the OFF position (1, Figure 3-1). First, disconnect the positive (+) battery cables, then the negative (-) battery cables last. NOTE: If the master disconnect switch is OFF, and a wrench on the negative (-) terminal touches the battery box frame, a spark will occur if any electrical component on the truck was left in the ON position. • When connecting battery cables, always move the master disconnect switch (3, Figure 3-2) to the OFF position. Then connect the negative (-) cables first, then the positive cables (+) last. • Tighten battery terminals securely. Loose terminals can generate sparks and could lead to an explosion. • Tighten battery caps securely.
• Batteries generate hydrogen gas. Hydrogen gas is very EXPLOSIVE, and is easily ignited with a small spark or flame. • Before working with batteries, stop the engine and turn the key switch to the OFF position. Wait two minutes after the engine has stopped, and if no warning lights illuminate, then turn the battery disconnect switches to the OFF position.
FIGURE 3-1. MASTER DISCONNECT SWITCH 1. Off
2. On
• Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools, across the terminals.
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General Safety and Operating Instructions
A3-13
Jump Starting With Booster Cables
Jump Starting With Receptacles
• Always wear safety glasses or goggles when starting the machine with booster cables.
• Always wear safety glasses or goggles when starting the machine with booster cables.
• While jump starting with another machine, DO NOT allow the two machines to touch.
• While jump starting with another machine, DO NOT allow the two machines to touch.
• Ensure the parking brake is applied on both machines. The engine on the good machine is to be operating.
• Ensure the parking brake is applied on both machines. The engine on the good machine is to be operating.
• Ensure the size of the booster cables and clips are suitable for the battery size. Inspect the cables and clips for any damage or corrosion.
• Inspect the cables and connectors for any damage or corrosion.
• Ensure the key switch and master battery disconnect switch (3, Figure 3-2) on the disabled machine is in the OFF position. • Connect the batteries in parallel: positive to positive and negative to negative. • Connect the positive (24VDC +) cable from the good machine to the (24VDC +) on the disabled machine first. • Then connect the ground cable from the negative (-) battery terminal on the good machine to the frame of the disabled machine, as far away as possible from the batteries. This will prevent a spark from possibly starting a battery fire. • Move the master battery disconnect switch (3, Figure 3-2) to the ON position. Allow time for the batteries to charge. • If starting with a booster cable, perform the operation with two people. One person in the cab of the disabled machine, the other person working with the jumper cables. • If the batteries are low, DO NOT attempt starting the machine with only one set of jumper cables installed. Install the second set of jumper cables in the same way as already described. • Attempt starting the disabled machine. • For booster cable removal, disconnect the ground or negative (-) cable first, then the (24VDC +) cable last.
• Ensure the key switch and master battery disconnect switch (3, Figure 3-2) on the disabled machine is in the OFF position. • Connect the jumper cable to the receptacle on the good machine to the receptacle on the disabled machine. • Allow time for the batteries to charge. NOTE: The batteries will charge even with the master battery disconnect switch is in the OFF position. • If starting with a booster cable, perform the operation with two people. One person in the cab of the disabled machine, the other person working with the jumper cables. • If the batteries are low, DO NOT attempt starting the machine with only one set of jumper cables installed. Install the second set of jumper cables in the same way as already described. • Turn the master battery disconnect switch (3, Figure 3-2) to the ON position and attempt starting. • For booster cable removal, disconnect the cables from each machine. • If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution when using tools near the batteries.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution when using tools near the batteries.
A3-14
General Safety and Operating Instructions
A03052
PRECAUTIONS FOR MAINTENANCE BEFORE PERFORMING MAINTENANCE Stopping The Engine Before Service • Before performing inspections or maintenance, stop the machine on firm, flat ground. Lower the dump body, place the directional control lever to the PARK position (this will apply the parking brake), and turn the key switch to the OFF position and wait for the engine to stop. • Wait two minutes after the engine has stopped, and if no warning lights illuminate, then turn the battery disconnect switches to the OFF position. Verify that the disconnects are functioning. • Place wheel chocks around the wheels to prevent the truck from rolling. • If the engine must be operated during maintenance, always move the directional control lever to the PARK position (this will apply the parking brake). Always perform this work with two people. One person must be in the operator's seat to stop the engine if necessary. Never move any controls not related to the task at hand during these situations. Apply the propel lockout lever (5, Figure 3-2) to prevent the truck from moving if the engine must operate during maintenance. When the propel lockout lever is in the OFF position and LED light (8) is illuminated, the drive system is locked out and the truck will not propel. When the propel lockout lever is in the ON position and LED light (7) is illuminated, the drive system is active and the truck can be driven. • When servicing the machine, use care not to touch any moving parts. Never wear loose clothing. • When performing service with the dump body raised, always place the dump lever in the HOLD position, and apply the lock (if equipped). Install the body-up safety cable securely.
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Electrical Systems Isolation • Isolation box (6, Figure 3-2) contains master disconnect switch (3), starter disconnect switch (4) and propel lockout lever (5). The isolation box is located on top of the front bumper, on the left hand side. Move both disconnect switches and the propel lockout lever to the OFF position to disable the 24VDC electrical system, starters and the AC electric drive system. When the switches and propel lockout lever are in the OFF position, LED lights (8) will be illuminated. The battery disconnect switches and propel lockout lever can be padlocked in the OFF position to prevent unauthorized truck operation. When the switches and the propel lockout lever are in the ON position, LED lights (7) will be illuminated. Refer to the following table to ensure the correct disconnect is used to isolate a desired circuit or system. NOTE: This is the recommended usage of the battery disconnect and propel lockout switches. Local regulations may be different. Action
Recommended Isolation
24V Electrical Troubleshooting
Starter Lockout
24V Electrical Maintenance/Repair
Master Lockout
High Voltage/Propulsion Troubleshooting
None
High Voltage Maintenance/Repair
Master Lockout
Hydraulic Troubleshooting
Propel Lockout
Hydraulic Maintenance/Repair
Starter Lockout
Engine Troubleshooting
Propel Lockout
Engine Repair
Master Lockout
Mechanical Repair
Starter Lockout
Weld Repair
Master Lockout & Alternator Isolation
Fueling
Starter Lockout
Lube/General Maintenance
Starter Lockout
Shift Change Walk Around
Starter Lockout
Oil Sample Collection
Propel Lockout
General Safety and Operating Instructions
A3-15
FIGURE 3-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED) 1. Engine Shutdown Switch 2. Access Ladder Light Switch
A3-16
3. Master Disconnect Switch 4. Starter Disconnect Switch 5. Propel Lockout Lever
General Safety and Operating Instructions
6. Isolation Box 7. LED Lights (on) 8. LED Lights (off)
A03052
Securing The Dump Body
Warning Tag • Never start the engine or operate the controls while a person is performing maintenance. Serious injury or death may result. • Always attach a warning tag to the control lever in the operator's cab to alert others that you are working on the machine. Attach additional warning tags around the machine, if necessary. • These tags are available from your Komatsu distributor. Part No. 09963-03001 Proper Tools
To avoid serious personal injury or death, the body retention sling must be installed whenever personnel are required to perform maintenance on the truck while the dump body in the raised position. The Komatsu body-up safety sling can only be used with a Komatsu body. Non-OEM body may not accommodate the Komatsu body-up safety sling. The end user must ensure that a proper cable/sling is used. 1. To hold the dump body in the up position, raise the body to it's maximum height.
• Use only tools suited to the task. Using damaged, low quality, faulty, or makeshift tools can cause personal injury.
2. Install two shackles (2, Figure 3-3) and body retention sling (3) between rear body ear (1) and the axle housing. 3. Secure the shackle pins with cotter pins.
• Extra precaution must be used when grinding, welding, and using a sledge-hammer.
4. Move the hoist lever to the FLOAT position to slowly lower the body until the cable is supporting the full weight of the body. Then move the hoist lever to the HOLD position. 5. After maintenance work is completed, return the sling to stored position.
FIGURE 3-3. SAFETY CABLE 1. Rear Body Ear 2. Shackle And Pin
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General Safety and Operating Instructions
3. Body Retention Sling
A3-17
DURING MAINTENANCE Personnel • Only authorized personnel can service and repair the machine. Attachments • Place attachments that have been removed from the machine in a safe place and manner to prevent them from falling. Working Under The Machine • Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the machine. • Always block the tires of the machine securely. • Never work under the machine if the machine is poorly supported. Keeping The Machine Clean
• Use extreme care when washing the electrical control cabinet. DO NOT allow water to enter the control cabinet around the doors or vents. DO NOT allow any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control cabinet (through any opening or crevice) major damage to the electrical components may occur. • Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur. • DO NOT spray water into the retarding grids. Excess water in the retarding grids can cause a ground fault, which will prevent propulsion. Rules To Follow When Adding Fuel Or Oil • Spilled fuel and oil may cause slipping. Always clean up spills, immediately. • Always tighten the cap of the fuel and oil fillers securely. • Never use fuel for washing any parts. • Always stop the engine before adding fuel or oil. • Always add fuel and oil in a well-ventilated area.
If equipped, DO NOT aim high pressure spray equipment at or near the Retractable Ladder System (RLS) power pack, actuator box, bearings or electrical harnesses. Moisture introduced in the electrical harnesses may result in uncontrolled ladder movement. • Spilled oil, grease, scattered tools, etc. can cause you to slip or trip. Always keep your machine clean and tidy.
Radiator Coolant Level
• If water gets into the electrical system, there is danger that the machine may move unexpectedly and/or damage to components may occur. DO NOT use water or steam to clean any sensors, connectors, or the inside of the operator's compartment.
• If it is necessary to coolant to the radiator, the engine. Allow engine and radiator to down before adding coolant.
add stop the cool the
• Depress the pressure relief button on the radiator cap to relieve any pressure. • Slowly loosen the cap to relieve pressure during removal.
A3-18
General Safety and Operating Instructions
A03052
Use Of Lighting • When checking fuel, oil, coolant, or battery electrolyte, always use lighting with antiexplosion specifications. If lighting without this protection is used, there is a danger of explosion.
• Small, high pressure pin-hole leaks are extremely dangerous. The jet stream of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage. • If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
Maintenance Near High Temperatures And High Pressures
Precautions With The Battery • Before repairing the electrical system or when performing welding, turn the key switch to the OFF position. Wait two minutes after the engine has stopped, and if no warning lights illuminate, then turn the master disconnect switch (3, Figure 3-2) and starter disconnect switch (4) located in the isolation box (6) to the OFF position. When the switches are in the OFF position, LED lights (8) will be illuminated.
• Immediately after stopping the truck, the engine coolant and operating oils are at high temperature and under high pressure. In these conditions, opening the system or replacing filters may result in burns or other injury. Wait for the temperature to cool and pressure to subside before performing the inspection and/or maintenance as outlined in the service manual.
Rotating Fan And Belts Handling High Pressure Hoses • DO NOT bend high-pressure hoses or hit them with hard objects. DO NOT use any bent or cracked piping, tubes or hoses. They may burst during use.
• Keep a safe distance from rotating parts such as the radiator fan and fan belts. • Serious bodily injury may result from direct or indirect contact with rotating parts and flying objects.
• Always repair any loose or broken hoses. Fuel and/or oil leaks may result in a fire. Waste Materials Precautions With High Pressure Oil • Always remember that work equipment circuits are always under pressure. • DO NOT add oil, drain oil, or perform maintenance or inspections before completely releasing the internal pressure.
• Never dump oil or other harmful fluids into a sewer system, rivers, etc. • Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and others. • Always put fluids drained from your machine in appropriate containers. Never drain fluids directly onto the ground. • The machine may be equipped with optional high intensity discharge lamps which contain mercury. These lamps must be reused, recycled or properly disposed of in accordance with applicable local, state and federal laws.
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General Safety and Operating Instructions
A3-19
TIRES Handling Tires Rim and tire maintenance can be hazardous unless the correct procedures are followed by trained personnel. Improperly maintained or inflated tires can overheat and burst due to excessive pressure. Improper inflation can also result in cuts in the tire caused by sharp stones. Both of these conditions can lead to tire damage, serious personal injury, or even death. To safely maintain a tire, adhere to the following conditions: • Before a tire is removed from a vehicle for tire repair, the valve core must be partially removed to allow deflation, and then the tire/rim assembly can be removed. During deflation, persons must stand outside of the potential trajectory of the locking ring of a multi-piece wheel rim. • After the tire/rim assembly is installed on the vehicle, inflate the tires to their specified pressure. Abnormal heat is generated, particularly when the inflation pressure is too low.
The tire inflation pressure and permissible speeds, given in this manual, are general values. The actual values may differ, depending on the type of tire and the specific operating conditions. For details, please consult the tire manufacturer. When the tires become overheated, a flammable gas is produced inside the tire which can ignite. It is particularly dangerous if the tires become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, resulting in danger and/or death to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force of the explosion is extremely large. Therefore, the following operations are strictly prohibited when the tire is pressurized: • Welding the rim • Welding near the wheel or tire. • Smoking flames
or
creating
open
NOTE: To prevent injury from the wheel rims during tire inflation, use one of the following: 1. A wheel cage or other restraining device that will constrain all wheel rim components during an explosive separation of a multi-piece wheel rim, or during the sudden release of air. 2. A stand-off inflation device which permits a person to stand outside of the potential trajectory of the wheel components. • Use the specified tires.
A3-20
General Safety and Operating Instructions
A03052
Tire Maintenance
Storing Tires After Removal
If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst, causing damage, serious injury, or even death. When performing such maintenance, consult your authorized regional Komatsu distributor, or the tire manufacturer.
• As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are stored outside, erect a fence around the tires with No Entry and other warning signs.
Refer to the Society of Automotive Engineers (SAE), SAE J1337, Off-Road Rim Maintenance Procedures and Service Precautions, Section 4.2 for additional information on demounting the tires and rim assemblies. Also, refer to Section 4.4 of SAE J1337 for assembly and inflation recommendations.
• If the tire falls, flee the area as quickly as possible. The tires for mining equipment are extremely heavy. DO NOT attempt to hold a tire upright when the tire is falling. The weight of these tires may lead to serious injury or death.
• Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
The U.S. Department of Labor Mine Safety and Health Administration (MSHA) addresses tire repairs in its Title 30 Code of Federal Regulations, 30 CFR 57.14104.
DO NOT stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers must not be permitted in the area. DO NOT weld or heat the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of the tire and rim.
A03052
Mounted tires stored as spares must be inflated to the minimum inflation pressure necessary to keep the tire beads properly seated. Maximum inflation pressure of the stored tire must, in no instance, exceed 15% of the tire’s cold inflation pressure.
General Safety and Operating Instructions
A3-21
ADDITIONAL JOB SITE RULES •
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A3-22
General Safety and Operating Instructions
A03052
WHEN REPAIRS ARE NECESSARY 1. Only qualified maintenance personnel who understand the systems being repaired must attempt repairs. 2. Many components on the Komatsu truck are large and heavy. Ensure that lifting equipment hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift. 3. DO NOT stand under a suspended load. DO NOT work under raised body unless body safety cables, props, or pins are in place to hold the body in up position. 4. DO NOT repair or service the truck while the engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. 5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Ensure all current regulations for handling and recycling refrigerants are followed.
9. If a truck is to be towed for any reason, use a rigid tow bar. Check the truck cab for decals for special towing precautions. (Also refer to the Operation and Maintenance Manual, Operating Instructions - Towing.) 10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately.
6. Follow package directions carefully when using cleaning solvents.
11. Relieve pressure in lines or hoses before making any disconnects.
7. If an auxiliary battery assist is needed, refer to Jump Starting With Booster Cables or Jump Starting With Receptacles earlier in this section.
12. After adjustments or repairs, replace all shields, screens and clamps.
8. Before performing any welding on the truck, always turn the battery disconnect switches to the OFF position and disconnect the alternator positive cable. Failure to do so may seriously damage the battery and electrical equipment. It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the Alarm Indicating Device (AID) circuit control cards. Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and cause damage to components.
A03052
13. Working near tires can be dangerous. Use extreme caution when working around tires.
DO NOT stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers must not be permitted in the area. DO NOT weld or apply heat to the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite, causing explosion of the tire and rim. 14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation can move the truck under its own power in the repair facility or during road testing after repairs are complete.
General Safety and Operating Instructions
A3-23
SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK Preliminary Procedures before Welding or Performing Maintenance
Engine Shutdown Procedure before Welding or Performing Maintenance
Prior to welding and/or repairing an 830E-1AC dump truck, maintenance personnel must attempt to notify a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC drive system, must perform this service.
Normal operation of the drive system at shutdown leaves the system safe to maintain. However, in the event of a system failure, performing the following procedure prior to any maintenance activities will ensure that no hazardous voltages are present in the AC drive system.
If it is necessary to perform welding or repair to the truck without the field engineer present, the following procedures must be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the chance for damage to equipment.
Anytime the engine is operating: •
DO NOT open any of the cabinet doors or remove any covers.
•
DO NOT use any of the power cables for hand holds or foot steps.
•
DO NOT touch the retarding grid elements.
Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown and the red drive system warning lights must not be illuminated.
1. Before shutting down the engine, verify the status of all the drive system warning lights on the overhead display panel. Use the lamp test switch to verify that all lamps are functioning properly. If any of the red drive system warning lights remain on, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the retarder grid cabinet without a trained drive system technician present - even if engine is off. Only qualified personnel, specifically trained for servicing the AC drive system, must perform this service. 2. If all red drive system warning lights are off, follow all of the instructions for “Parking The Machine.” 3. After the engine has been off for at least five minutes, inspect the link voltage lights on the exterior of the main control cabinet and rear of the center console. If all lights are off, the retard grids, wheel motors, alternator, and related power cables are safe to work on. 4. Locate the GF cut-out switch in the front access panel on the left side of the main control cabinet. Place the switch in the CUTOUT position. This will prevent the alternator from re-energizing and creating system voltage until the switch is returned to the previous position. 5. Ensure both battery disconnect switches are in the OFF position. Verify that the battery disconnects are functioning. 6. Before doing any welding on the truck, always disconnect the battery charging alternator lead wire.
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7. DO NOT weld on the rear of the control cabinet! The metal panels on the back of the cabinet are part of capacitors and cannot be heated. 8. DO NOT weld on the retard grid exhaust louvers - they are made of stainless steel. Some power cable panels throughout the truck are also made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged. 9. Power cables must be cleated in wood or other non-ferrous materials. DO NOT repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation. 10. Power cables and wiring harnesses must be protected from weld spatter and heat. Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be attached as near as possible to the weld area.
11. If the red lights on the exterior of the control cabinet and/or the back wall of the center console continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place; DO NOT touch the retard grid elements; DO NOT disconnect any power cables, or use them as hand or foot holds.
Notify your Komatsu service representative, immediately. Only qualified personnel, specifically trained for servicing the AC drive system, must perform this service. 12. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original positions. Reconnect all harnesses prior to starting the truck. Leave the drive system in the rest mode until the truck is to be moved.
Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and cause damage to components. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders.
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General Safety and Operating Instructions
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CAPACITOR DISCHARGE SYSTEM The control cabinets are equipped with two capacitor charge lights, one on the exterior of the cabinet and one in the interior. The capacitor charge lights, when off, indicate to service personnel that the drive system is safe to work on. Certain drive system failures, however, can result in a condition where one or more capacitors can remain in a charged state even though the capacitor charge lights are off.
• Personal Protective Equipment (PPE) for working with 2000 VDC meter (safety shoes, high voltage gloves, and safety glasses) • Multimeter for ground resistance measurement
Because a danger can still exist with the capacitor charge lights off, it is necessary to adhere to the following instructions before touching or servicing drive system components. Only authorized service personnel are allowed to service the drive system. Refer in this section for rules when servicing the drive system. Adhere to the proper procedures for disabling the drive system.
Necessary Tools
• 2000 VDC Meter Kit (Figure 3-4 and Figure 3-5) (Komatsu p/n 58B-06-00800)
FIGURE 3-5. DISCHARGE STICKS
FIGURE 3-4. VOLT METER
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Warnings And Cautions All applicable local mine, government, and industry rules for working with high voltage must be followed. Required personal protective equipment, including but not limited to safety shoes, high voltage gloves, and safety glasses must be worn. Safety cautions and warnings appear throughout the instructions. WARNING indicates the potential for personal injury and CAUTION indicates the potential for equipment damage. Read the following warnings prior to working on this drive system.
Hazardous voltages are present in this equipment. Ensure that the Control Power Switch (CPS) is in the OFF position and that the Generator Field Contactor (GFCO) switch is in the CUTOUT position before attempting any work on the drive system components. Check that Capacitor Charge Lights (CCL’s) are not illuminated. Use measurement and protective equipment rated for 2000 VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
Failure to observe these precautions may result in death or serious personal injury.
Hazardous voltages are present in this equipment. Avoid touching any energized equipment when the door to the low voltage area is open. Failure to do so may result in personal injury and equipment damage.
Hazardous voltages may be present in this equipment even if the engine and capacitor charge lights are off. Use measurement and protective equipment rated for 2000 VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
Verify that the Capacitor Charge Light (CCL) above the high voltage contactor area is not illuminated before opening the doors to the high voltage area or the high voltage contactor area.
Voltages in excess of 1500 VDC may be present. Any measurement and/or protective equipment used must be rated at 2000 VDC minimum.
Use measurement and protective equipment rated for 2000 VDC minimum to verify that no voltage is present before touching any terminal.
Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements.
Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements.
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Failure to observe these precautions may result in death or serious personal injury.
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MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE Preparation Follow any and all local and site specific procedures and requirements for working on off-highway mining equipment.
Verify that: 1. The engine is off and the parking brake is on.
2. Verify that the generator field contactor (GF) switch (2, Figure 3-6) in the low voltage area of the control cabinet is in the CUTOUT position. NOTE: The generator field is cut out via GF cutout switch (2, Figure 3-6) in the low voltage area of the control cabinet. 3. Apply control power for a minimum of 30 seconds. Then, turn off control power using control power switch (1) on the switch panel. With control power on, an RP contactor closes and discharges the DC link through the retarding grids in less than 10 seconds.
FIGURE 3-6. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. GF Cutout Switch
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3. Capacitor Charge Light
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In most control cabinets, RP2 is the normal discharge path. In groups containing an RP3 contactor, RP2 and RP3 are alternated as the normal discharge path. Refer to Figure 3-7.
FIGURE 3-7. DISCHARGE PATHS
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CAPACITOR CHARGE LIGHTS Observe both capacitor charge lights (CCL1, CCL2). CCL1 is on the outside of the contactor box. CCL2 is on the switch panel inside the low voltage area. The lights will stay illuminated as long as the voltage on the DC link is greater than 50 VDC. Refer to Figure 3-8.
Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
Hazardous voltages may be present in this equipment even if the engine and capacitor charge lights are off. Use measurement and protective equipment rated for 2000 VDC minimum to verify that no voltage is present before touching any terminal.
FIGURE 3-8. CAPACITOR CHARGE LIGHTS 1. Exterior Capacitor Charge Light (CCL2) 2. Interior Capacitor Charge Light (CCL1)
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3. Information Display Panel 4. DC Link Capacitors
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FAILURE OF DISCHARGE SYSTEM If the capacitor charge lights remain illuminated, a failure of the normal (fast) capacitor discharge system (RP discharge path) has likely occurred. The slow discharge resistors that are hard wired across the DC link should then discharge the capacitors. The slow discharge resistors will discharge the DC link to less than 1 VDC in under 7.5 minutes. If after 7.5 minutes, the capacitor charge lights are still illuminated, it must be assumed that the automatic discharge system is not working and that high voltage is present in the high voltage area. Measuring Dc Voltage On Capacitors 1. Use volt meter tester (58B-06-00770), test the volt meter for proper operation. Voltage should read 100 VDC. If the voltmeter fails the test, repair or replace the volt meter. Do not proceed to Step 3 unless the volt meter is functioning properly. 2. Open the high voltage area doors.
3. With a suitable high voltage meter rated for at least 2000 VDC, such as PC3186 or equivalent, plus suitable protective equipment, measure the voltage across each of the DC link capacitors. Place one meter lead on the positive (+) capacitor terminal, and the other meter lead on the negative (-) capacitor terminal, and observe the voltage. See Figure 3-9 and Figure 3-10. 4. After checking all DC link capacitors, test the volt meter again using the volt meter tester (58B-06-00770). Voltage should read 100 VDC. If the voltmeter does not indicate 100 VDC, repair or replace the volt meter. Do not proceed beyond this step unless the volt meter is functioning properly. 5. If the voltage is less than 1.0 V the capacitor is sufficiently discharged. Repeat on all DC Link capacitors. If the voltage of any capacitor is above 1.0 V, manually discharge the capacitor as described in MANUAL DISCHARGE OF CAPICTORS.
FIGURE 3-9. DC METER ON CAPACITOR
FIGURE 3-10. CAPACITOR TERMINAL POLARITY
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MANUAL DISCHARGE OF CAPACITORS If the voltage is greater than 1V on any of the capacitors, the capacitor must be manually discharged. With a suitable capacitor discharge device, such as ground stick pair (PC3299) or (58B-06-00800), discharge the capacitors where needed per the following instructions:
Voltages in excess of 1500 VDC may be present. Any measurement and/or protective equipment used must be rated at 2000 VDC minimum.
1. Determine which capacitors must be discharged by check for voltage starting at MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE.
Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements.
2. With the control cabinet high voltage compartment doors closed, connect the ground stick pair ground lead to ground. The most convenient location is the middle top bolt that attaches the door center post to the control cabinet frame. 3. Verify the ground connection and ground stick resistance levels. Measure the resistance between each individual ground stick tip to either the GND1 or GND2 ground block in the low voltage compartment of the control cabinet using a multimeter (Figure 3-11). Ensure that the resistance is within the manufacturer’s specifications for the ground sticks. If the readings are not within specifications, repair or replace the grounding sticks. Do not proceed any further until the grounding sticks are within specifications. For (PC3299) or (58B-06-00800) grounding sticks, the valid range is 80 to 125 ohms per stick.
Failure to observe these precautions may result in death or serious personal injury. 4. Discharge the relevant capacitors. Open the door(s) and place one grounding stick on one of the positive (+) capacitor terminals and the other on the diagonally located negative (-) terminal. Refer to Figure 3-10 and Figure 3-12. Attempt to minimize the time between application of the positive stick and the negative stick so that the current flow will be positive to negative rather than either to ground. Leave sticks in place until capacitors are discharged. Refer to Figure 3-12. NOTE: On the capacitors located behind the door post, it is difficult to access diagonal terminals on the same capacitor. If using adjacent terminals, use care to keep the tips separated while discharging or else use a positive terminal on one capacitor and negative terminal of the adjacent capacitor on the same bus bar. For (PC3299) or (58B-06-00800) grounding sticks, the discharge times from 2000 volts are:
Hazardous voltages are present in this equipment. Avoid touching any energized equipment when the door to the low voltage area is open. Failure to do so may result in personal injury and equipment damage.
• 15 seconds (maximum) for 2 capacitors • 75 seconds (maximum) for 10 capacitors 5. To ensure the discharge tool is working properly, verify the ground connection and ground stick resistance levels. Measure the resistance between each individual ground stick tip to either the GND1 or GND2 ground block in the low voltage compartment of the control cabinet using a multimeter (Figure 3-11). Ensure that the resistance is within the manufacturer’s specifications for the ground sticks. For grounding sticks (PC3299) or (58B-0600800), the valid range is 80 to 125 ohms per stick.
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FIGURE 3-11. GROUNDING STICK LEAD CONNECTION AND CHECK
Voltages in excess of 1500 VDC may be present. Any measurement and/or protective equipment used must be rated at 2000 VDC minimum. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury. 6. Re-test for voltage on all capacitors as described in MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE. The discharge procedure must be repeated on all capacitors that indicated 1 VDC or higher.
FIGURE 3-12. APPLICATION OF GROUNDING STICKS TO CAPACITOR TERMINALS
7. After it is confirmed that all capacitors are fully discharged, proceed to SHORT ISOLATED CAPACITOR TERMINALS.
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SHORT ISOLATED CAPACITOR TERMINALS
Hazardous voltages may be present in this equipment even if the engine and Capacitor Charge lights are off.
1. Before performing and service work, any capacitor that is isolated from the DC link and confirmed discharged must have its terminals electrically shorted together to prevent static charge build up. Use bare wire to jumper all four terminals on the capacitor. See Figure 3-13. 2. Proceed to troubleshoot and repair the control group to restore it to original functionality. 3. After repairs are completed, remove the bare wires before starting the engine.
Use measurement and protective equipment rated for 2000 VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
FIGURE 3-13. JUMPER ALL TERMINALS ON ISOLATED CAPACITOR
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TRUCK OPERATION PREPARING FOR OPERATION The safest trucks are those which have been properly prepared for operation. At the beginning of each shift, a careful check of the truck must be made by the operator before starting the engine.
Local work practices may prevent an operator from performing all tasks suggested here. To the extent permitted, the operator must follow this or a similar routine.
Safety Is Thinking Ahead Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements, all necessary job site regulations, as well as use and care of the safety equipment on the truck. Only qualified operators or technicians can operate or maintain a Komatsu truck. Safe practices start before the operator gets to the equipment! • Wear the proper clothing. Loose fitting clothing, unbuttoned sleeves and jackets, jewelry, etc., can catch on a protrusion and cause a potential hazard. • Always use the personal safety equipment provided for the operator such as hard hats, safety shoes, safety glasses or goggles. There are some conditions when protective hearing devices must also be worn for operator safety. • When walking to and from the truck, maintain a safe distance from all machines, even if the operator is visible.
WALK AROUND INSPECTION At the beginning of each shift, a careful walk around inspection of the truck must be performed before the operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the truck and its components to ensure that the truck is safe to operate before entering the operator's cab. Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise direction. Move front-to-rear, across the rear, and continuing forward up the opposite side of the truck to the original starting point. If these steps are performed in sequence, and are repeated from the same point and in the same direction before every shift, many potential problems may be avoided, or scheduled for maintenance. Unscheduled downtime and loss of production can be reduced as a result.
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High voltage may be present on this truck! DO NOT open any electrical cabinet doors on the truck while the engine is operating! Never climb on any power cables or use power cables for hand holds or footholds, unless the engine has been shut off and the system has been verified as at rest!
1. Start at left front of the truck. While performing the walk around inspection, visually inspect all lights and safety equipment for external damage from rocks or misuse. Ensure lenses are clean and unbroken. Empty the dust pans on the air cleaners located on the left side of the truck. Ensure the ground level engine shutdown button is pulled up. If equipped, inspect the fire control actuator to ensure the safety pin is in place and the plastic tie that prevents accidental actuation is in place and in good condition. Ensure the battery disconnect switches and propel lockout lever are ON. 2. Move behind the front of the left front tire. Inspect the hub and brake assemblies for leaks and any abnormal conditions. 3. Check that all suspension attaching hardware is secure and inspect the mounting key area for evidence of wear. Check that the suspension rod extension is correct, and that there are no leaks. Ensure the suspension protective boot is in good condition. 4. Inspect the anchor end of the steering cylinder for proper greasing and all parts are secure. 5. With the engine stopped, check the engine oil level. To obtain an accurate measurement, remove the dipstick and wipe it off. Then reinsert the dipstick and remove it again to check the oil level. Use the service light if necessary.
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FIGURE 3-14. WALK AROUND INSPECTION
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FIGURE 3-1. WALK AROUND INSPECTION 1. 2. 3. 4. 5. 6. 7. 8. 9.
Operator Cab Reserve Oil System Steps and Ladder Radiator Auto Lubrication Engine Suspension Wheel Hub Disc Brake
10. Steering Linkage 11. Alternator 12. Hoist Filters 13. Steering Filter
14. Fuel Tank 15. Hoist Cylinder 16. Rear Axle Housing 17. Disc Brake 18. Rear Tires 19. Rear Suspension 20. Rear Axle Hatch 21. Hydraulic Tank 22. Hoist and Steering Pump 23. Steering Accumulators
6. Inspect air conditioner belts for correct tension, obvious wear, and tracking. Inspect fan guard security and condition. When leaving this point, ensure the service light is off, if used. 7. Move outboard of the front wheel. Inspect attaching lugs/wedges to ensure all are tight and complete. Inspect the tires for cuts, damage or bubbles. Check tire inflation pressure. Check sight glass for front wheel oil level. 8. Move behind the front wheel and inspect the steering cylinder. Check for proper greasing and inspect the mounting hardware to ensure it is all in place. Inspect all steering linkage joints (10) for proper greasing. Inspect the suspension mounting hardware to ensure it is all in place. Ensure the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks. 9. Inspect the sight glass on hydraulic tank (21). With the engine stopped and body down, hydraulic fluid must be visible in the upper sight glass. 10. Verify all hydraulic tank shut off valves are locked in their fully open positions. 11. Move around the hydraulic tank and in front of the rear dual tires. Inspect hoist cylinder (15) for any damage and leaks. Inspect both upper and lower hoist cylinder pins for integrity and for proper greasing.
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12. Before leaving this position, look under the lower edge of the chassis to ensure the flexible duct that carries the air from the blower to the final drive housing is in good condition with no holes or breakage. Also, look up at the main hydraulic pumps (22) to see that there is no leakage or any other unusual condition with the pumps or the pump drive shafts. 13. Move around the dual tires, and check to see that all lugs/wedges are in place and tight. Inspect latches on the wheel cover to be sure they are properly latched. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage. Check the dual tires (18) for cuts, damage or bubbles. Verify that inflation appears to be correct. If the truck has been operating on a flat tire, the tire must be cool before moving the truck inside a building. Check for any rocks that might be lodged between the dual tires. Inspect the rock ejector condition and straightness so that it can not damage a tire. 14. Inspect the left rear suspension (19) for damage and for correct rod extension. Check for leaks. Ensure that the covers over the chrome piston rod are in good condition. Inspect for proper greasing. 15. Open the rear hatch cover (20), turn on the work light if necessary. Inspect for leaks around wheel motor mounting to rear housing, and also brake hoses and fittings. Ensure that covers on wheel motor sump are in place, and that there are no rags or tools left behind. Inspect condition of hatch cover gasket, report any bad gasket to maintenance. Turn off work light if used, close and latch hatch. 16. While standing in front of the rear hatch, look up to see that rear lights are in good condition, along with the back-up horns. Look up at the panhard rod to see that it is getting proper greasing. Also look at both body hinge pins for greasing and any abnormal condition. Check hoist limit switch and clear any mud/debris from contacts. 17. Perform the same inspection on the right rear suspension (19) as done on the left.
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18. Move around the right dual tires. Inspect between the tires for rocks, and check the condition of the rock ejector. Inspect the tires for cuts or damage, and for correct inflation. 19. Perform the same inspection for wheel lugs/ wedges, wheel cover latches, and wheel leaks that was done on the left hand dual wheels. 20. Move in front of the right dual tires and inspect hoist cylinder (15) in the same manner as the left side. Check integrity and condition of the body-up limit switch. Remove any mud/dirt accumulation from the switch. 21. Move around fuel tank (14). Inspect the fuel sight gauge, (this must agree with the gauge in the cab). Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the security and condition of the mounts. Check the hoist filters for leaks. 22. Move behind the right front wheel, and inspect the steering cylinder and linkage (10). Check for proper greasing and inspect the mounting hardware. Check the suspension mounting hardware and suspension extension. Ensure the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks. 23. Move around the right front wheel; check that all lugs/wedges are in place and tight. 24. Move in behind the front of the right front wheel, check the hub and brakes for leaks and any unusual condition. Inspect the steering cylinder for secureness and for proper greasing. Inspect the engine compartment for any leaks and unusual conditions. Inspect the fan guard and belts. Check for any rags or debris behind the radiator. 25. Inspect the auto lube system and reservoir (5). Refer to Automatic Lubrication System in Section P, for specific details concerning the auto lube system. 26. Move around to the right front of the truck, drop the air cleaner pans and empty. Ensure the battery box covers are in place and secure.
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27. While in front of radiator (4), inspect for any debris in the radiator and remove. Check for any coolant leaks. Inspect headlights and fog lights. Inspect the battery box cover for damage and ensure it is in place and secure. 28. Always use grab rails and the ladder when mounting or dismounting the truck. Clean ladder and steps (3) and hand rails of any foreign material, such as ice, snow, oil or mud. If the truck is equipped with a reserve engine oil tank, check the oil level with the reserve tank dipstick. 29. If equipped with the retractable ladder system: a. Visually inspect the ladder for mechanical damage. If movement is impaired in any way, the ladder must be repaired. b. Visually inspect for cleanliness. Ensure the ladder is dry and free from grease and oil. c. Ensure correct oil level is maintained in the reservoir. d. Raise and lower the ladder system. Check for loose parts or any adverse noise conditions. e. Ensure the movement alarm and both UP and DOWN LEDs operate correctly. f. Check for any change in equipment appearance, especially that which will effect ladder system stability. 30. Use the stairs and handrails while climbing from the first level to the cab deck.
Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion.
31. When checking the coolant level in the radiator, use the coolant level sight gauge. If it is necessary to remove the radiator cap, relieve coolant pressure by depressing the pressure relief button, and then slowly removing the radiator cap.
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1. The in-cab control panel is a microprocessor that controls, monitors, stores and reports ladder system operational data.
If the engine has been running, allow the coolant to cool before removing the fill cap or draining the radiator. Serious burns may result if skin comes in contact with hot coolant.
2. The electro-hydraulic power pack is in a ground level stainless steel cabinet. It houses the main control hydraulics and electrical components that lower and raise the ladder. 3. The RLS also contains wiring harnesses, hydraulic hoses and an emergency down valve.
32. Inspect the covers over the retarding grids and ensure they are secure. Inspect the main air inlet to ensure it is clear. Ensure all cabinet door latches are secure. 33. Move to the back of the cab. Open the doors to the brake cabinet and inspect for leaks. 34. Clean the cab windows and mirrors. Clean out the cab floor as necessary. Ensure steering wheel, controls and pedals are free of any oil, grease or mud. 35. Stow personal gear in the cab in a manner that does not interfere with truck operation. Dirt or trash buildup, specifically in the operator's cab, must be cleaned. DO NOT carry tools or supplies in the cab of the truck or on the decks. 36. Adjust the seat and the steering wheel for use. 37. Read and understand the description of all operator controls. Become familiar with all control locations and functions before operating the truck. 38. If equipped, raise the retractable ladder using the in cab control panel.
RETRACTABLE LADDER SYSTEM (If equipped) LADDER SYSTEM DESCRIPTION The RLS is an electro-hydraulic ladder powered by the truck’s 24VDC electrical system. The RLS provides a safe means to mount and dismount the truck under normal and emergency conditions. The RLS consists of two main control components, the in-cab control panel and the power pack that operates the ladder.
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FIGURE 3-15. RETRACTABLE LADDER SYSTEM
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LADDER SYSTEM OPERATION
IN-CAB CONTROL PANEL
Normal Operation
In-cab control panel (1, Figure 3-16) is located on the left side of the dash and contains a microprocessor that controls, displays, monitors, stores and reports ladder system operational data. The in-cab control panel provides real time position of the ladder to the operator.
During normal operation, a person can lower or raise the RLS by using the: • In-cab control panel • Ground level control box located next to the battery isolation box • Control switches in the power pack. NOTE: The master disconnect switch located in the isolation box and the isolation switch in the power pack must both be in the ON position for the RLS to operate. As an added safety measure, the RLS uses a parking brake interlock that requires the parking brake to be set before the ladder can be operated under normal conditions. The RLS will automatically raise the ladder if the operator releases the parking brake and fails to press the [UP] button on the in-cab control panel before attempting to drive the truck.
GENERAL SAFETY The following safety procedures, at a minimum, must be followed to ensure safe operation and use of the Retractable Ladder System (RLS). 1. DO NOT run or jump on the ladder. 2. DO NOT overload the ladder. Use the ladder one person at a time. 3. Hold onto the handrail when using the ladder. 4. Always face the ladder when ascending or descending. 5. DO NOT attempt to ride on the ladder while it is being raised or lowered or while the truck is in motion. 6. Always visually check the ladder before use to ensure the unit has not been damaged. 7. Ensure the ladder is in the fully down position before boarding. 8. Keep hands and fingers away from pinch points while the ladder is in motion. 9. Always check to ensure no personnel are on or in the immediate vicinity of the ladder while it is in motion.
FIGURE 3-16. CAB CONTROLS (OPERATOR VIEW) 1. In-cab Control Panel
10. The ladder must be kept clean and free of moisture, grease and oil 11. When in the truck’s cab, always use the in-cab control panel to raise the ladder. 12. Report defects immediately.
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IN-CAB CONTROL PANEL FEATURES The in-cab control panel features a digital display screen, command buttons ([UP], [DOWN], [ENTER], [EXIT], [LEFT], [RIGHT]) for operating the ladder and navigating through the various menu display screens, a USB key port and RS 232 port for downloading ladder system operational data to a laptop computer for troubleshooting. Refer to Figure 3-17. Digital Display Screen In-cab control panel display screen (1, Figure 3-17) provides the user with system status, error/fault messages and a visual indicator of the ladder’s position (lowered, raised, in motion). Command Buttons [UP] button (2, Figure 3-17) is a dual function control that is used to raise the ladder during normal operation and scroll through the menu displays. Pressing this button and holding it briefly will cause the ladder to raise. Pressing and releasing this button one time will scroll up one line of menu display, and holding it will result in continuous menu scrolling. [DOWN] button (3, Figure 3-17) is a dual function control that is used to lower the ladder during normal operation and scroll through the menu displays. Pressing this button and holding it briefly will cause the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu dis-
play, and holding it will result in continuous menu scrolling. [DOWN] button (3, Figure 3-17) is a dual function control that is used to lower the ladder during normal operation and scroll through the menu displays. Pressing this button and holding it briefly will cause the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu display, and holding it will result in continuous menu scrolling. [ENTER] button (6, Figure 3-17) is a multi-function button used for ladder system alarm acknowledgement and menu access when in Display Mode. This button is also used to confirm or accept changes shown on the display screen. Press this button to confirm or accept changes listed on the display screen. [EXIT] button (7, Figure 3-17) is a multi-function button used for ladder system alarm acknowledgement and menu access when in Display Mode. This button is also used to exit from the menu screens. Press this button to exit from menu screens. [LEFT] button (4, Figure 3-17) is for scrolling left when entering a password. [RIGHT] button (5, Figure 3-17) is for scrolling right when entering a password.
FIGURE 3-17. IN-CAB CONTROL PANEL (FRONT VIEW) 1. Display Screen 4. [LEFT] Button 7. [EXIT] Button 2. [UP] Button 5. [RIGHT] Button 8. USB Port 3. [DOWN] Button 6. [ENTER] Button 9. 15-Pin Harness Plug
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USING THE IN-CAB CONTROL PANEL
Raising the Ladder
While the ladder is in motion, the direction (up or down) can be changed by pressing the opposite direction ([UP] or [DOWN]) button on the control panel.
The ladder will typically be in the lowered position on a stationary truck. The in-cab control panel will indicate that the access is DOWN, as shown here:
If the IN CAB LOCKOUT message is displayed on the control panel screen, then the RLS can only be operated from the ground level control box mounted next to the battery isolation box. All other control panel functionality is still available including fault indication and audible alarms.
When in the operator’s cab, always use the [UP] button on the control panel to raise the ladder instead of releasing the parking brake. The automatic operation of the ladder when the parking brake is released is an emergency feature only. DO NOT release the parking brake to raise the ladder as part of normal operation.
To raise the ladder, press and hold (temporarily) the [UP] button located on the in-cab control panel. The illustrated ladder on the screen will animate and begin to rise to the UP position and the UP arrow (on the control panel button) will flash. When the ladder is completely raised, the [UP] button will remain illuminated continuously. When the ladder has reached its raised travel position and strikes the limit switch, the control panel will indicate that the access is UP, as shown here:
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General Safety and Operating Instructions
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The RLS power pack will continue to operate for three more seconds to charge hydraulic accumulator. During this time, the UP arrow will continue to flash until the cycle is complete. The RLS uses a limit switch to monitor ladder travel to the UP position. If the ladder fails to strike the limit switch or the limit switch fails to close, a fault alarm will activate after a short delay and the in-cab control panel will display this message, as shown here:
Lowering the Ladder NOTE: The parking brake must be applied before the ladder can be lowered. To lower the ladder, press and hold (temporarily) the [DOWN] button located on the in-cab control panel. The illustrated ladder on the screen will animate and begin to lower to the DOWN position and the [DOWN] button will flash. When the ladder has reached its lowered travel position, the control panel will indicate that the access is DOWN, as shown here:
NOTE: The fault alarm must be acknowledged by pressing the [EXIT] or [ENTER] buttons on the control panel. Once the alarm has been acknowledged, the fault message will be replaced by a FAULT IN SYSTEM message. A defective limit switch will prevent normal RLS operation and must be corrected immediately.
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When the ladder is completely lowered, the [DOWN] button will remain illuminated continuously.
General Safety and Operating Instructions
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USING THE GROUND LEVEL CONTROL BOX Ground level control box (1, Figure 3-18) is located next to the battery isolation box and contains toggle switch (2) that lowers and raises the ladder. NOTE: The parking brake must be applied before the ladder can be lowered. If toggle switch (2) is held in either position for more than ten seconds, a fault will be activated and will need to be acknowledged by pressing either the [EXIT] or [ENTER] buttons located on the in-cab control panel.
Raising the Ladder To raise the ladder, push toggle switch (2, Figure 318) to the LADDER UP position and release. Ladder operation via this switch is the same as using the incab control panel. Any ladder movement will be shown on the in-cab control panel. Lowering the Ladder To lower the ladder, push toggle switch (2, Figure 318) to the LADDER DOWN position and release. Ladder operation via this switch is the same as using the in-cab control panel. Any ladder movement will be shown on the in-cab control panel.
FIGURE 3-18. GROUND LEVEL CONTROL BOX 1. Ground Level Control Box
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2. Toggle Switch
General Safety and Operating Instructions
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Emergency Operation In an emergency, the RLS ladder can be lowered by using the emergency down valve (1, Figure 3-19) mounted on the frame above the left hand side headlight assembly. The emergency down valve relieves ladder system hydraulic pressure and allows the ladder to smoothly lower to the ground. To lower the ladder, rotate the handle on the emergency down valve clockwise. The ladder will lower smoothly until it reaches the ground. To reset the ladder, rotate the handle counterclockwise to its original position and, with power restored to the power pack, press the [UP] button to raise the ladder. NOTE: The handle on the emergency down valve must be in the original position before re-activating the ladder.
FIGURE 3-19. EMERGENCY DOWN VALVE 1. Emergency Down Valve
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General Safety and Operating Instructions
2. Grille
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ENGINE START-UP SAFETY PRACTICES
Never attempt to start the engine by shorting across the cranking motor terminals. This may cause a fire, or serious injury or death to anyone in the machine’s path. Start the engine from the operator’s seat only. 1. Ensure all personnel are clear of the truck before starting the engine. Always sound the horn as a warning before actuating any operational controls. If the truck is in an enclosure, ensure there is adequate ventilation before start-up. Exhaust fumes are dangerous! 2. The directional control lever must be in the PARK position before starting. NOTE: The park brake will always be applied whenever the directional control lever is in the park position and the truck is moving slower than 0.5 mph. Move the rest switch to the ON position to put the drive system in rest mode of operation. Refer to discussion of the rest switch in Section N, Operator Cab Controls. 3. If the truck is equipped with auxiliary cold weather heater system(s), DO NOT attempt to start the engine while the heaters are in operation. Damage to coolant heaters will result!
a. Turn key switch to the RUN (not START) position. b. With the directional control lever in PARK, rotate the key switch fully clockwise to the START position, and hold this position until the engine starts (see NOTE below). The START position is spring-loaded and will return to RUN when the key is released. NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur (while engine lube oil passages are being filled and pressurized) before engine cranking will begin. c. After the engine has started, place the rest switch in the OFF position to enable the drive system. Refer to the discussion on the rest switch in Section N, Operator Cab Controls. NOTE: In cold ambient conditions and when the engine is cold, the engine rpm will not increase above low idle speed until the engine controller determines it is safe to do so. This time delay will vary from 30 seconds to 11 minutes which allows the coolant and engine oil to warm up. A warning light will also be illuminated indicating that the engine is too cold for truck operation.
NOTE: The electric cranking motors have a 30 second time limit. If the 30 second limit is reached, cranking will be prohibited for two minutes. After two minutes, cranking will be allowed. If the 30 second limit is reached seven consecutive times, the key switch must be turned to the OFF position. This will allow the interface module to power down and reset, which requires seven minutes to complete. The cranking motor warning light in the overhead panel will also illuminate if the 30 second time limit or seven attempts is reached.
4. The key switch is a four position (ACC, OFF, RUN, START) switch. (The ACC position is not currently used.) When the switch is rotated one position clockwise, it is in the RUN position and all electrical circuits (except START) are activated.
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General Safety and Operating Instructions
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AFTER ENGINE HAS STARTED 1. Become thoroughly familiar with steering and emergency controls. After the engine has been started, DO NOT accelerate engine speed or drive truck until low pressure and warning systems are normal, and the coolant temperature is at least 71°C (160°F). 2. Test the truck steering in extreme right and left directions. If the steering system is not operating properly, shut the engine off immediately. Determine the steering system problem and have it repaired before resuming operation. 3. Operate each of the truck's brake circuits at least twice prior to operating and moving the truck. These circuits include individual activation from the operator's cab of the service brake, parking brake, and wheel brake lock. With the engine running and with the hydraulic circuit fully charged, activate each circuit individually.
4. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated on application or release, shut the engine off and notify maintenance personnel. DO NOT operate the truck until the brake circuit in question is fully operational. 5. Check the gauges, warning lights and instruments before moving the truck to ensure proper system operation and proper instrument functioning. Pay special attention to braking and steering circuit hydraulic warning lights. If warning lights come on, shut off the engine immediately and determine the cause. 6. Ensure the headlights, work lights and taillights are in proper working order. Good visibility may prevent an accident. Check operation of the windshield wipers.
a. Park the truck on level ground. b. To operate the park brake, place the directional control lever in the PARK position. c. To operate the wheel brake lock, apply the service brake and move directional control lever to neutral. Release service brakes, and apply wheel brake lock. Turn the wheel brake lock OFF, then back ON again. d. Release wheel brake lock and apply service brakes several times. e. With service brakes applied, move directional control lever to PARK.
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General Safety and Operating Instructions
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PRE-SHIFT BRAKE CHECK (if equipped) NOTE: Komatsu recommends that operators perform static brake tests to verify that the braking systems are adequate at the beginning of each shift before operating the truck. The static brake test allows the operator to check the service brake, parking brake and the dynamic retarder. The purpose of these tests is to verify the functionality of the service brake, parking brake and retarder systems at the time they are tested. After performing each test, it is the operator’s responsibility to determine if the truck passed each test and if the truck is safe for operation. The order of performing the brake tests, (service brake, parking brake or retard system) does not matter. Each brake test is a separate test, where one brake system or all three can be tested at any time. If an operator has questions during brake testing, refer to the drive system Diagnostic Information Display (DID) panel, located on the back wall of the cab for guidance.
OPERATION The static brake test utilizes a momentary switch and a check light located in the overhead display panel.
Brake Test Switch Pre-shift brake test switch is used to initiate a brake test. Press on the momentary switch to enter the brake test mode. If certain conditions are met, the operator can enter a brake test sequence.
The amber light in the top of the switch is used to indicate when the truck is in brake test mode, and is referred to as the brake check light. When illuminated, a brake test is ready. When flashing, the brake test is at the validation point, or the retard system test is finished.
Description If the truck fails any brake test, notify maintenance personnel immediately. Do not resume operation unless the truck passes all brake tests.
Events The following events have been added to the drive system software to support the brake test feature. • 645-1 Service Brake test Performed • 645-2 Parking Brake Test Performed • 645-3 Retard Test Performed • 645-4 Brake Test Switch stuck closed
The operator can choose which brake test to perform, and will set the truck controls based on the settings in Table 1. The drive system will detect the position of the directional control lever, and will prepare for the appropriate test. The operator will then press the brake test switch. If the brake check light is illuminated solid after pressing the brake test switch, the system is in brake test mode and is ready for the chosen test to be initiated by the operator. After testing, the operator will then determine if the truck passed the brake tests, and if it is safe for operation. If the brake check light does not illuminate immediately after pressing the brake test switch, there is most likely a problem with the setup. Refer to the setup conditions and take action to prepare the truck for a brake test.
The Events Log will record when and which brake tests have been performed.
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General Safety and Operating Instructions
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PERFORMING THE BRAKE TESTS
If there is a problem with the truck setup, the DID panel will display the problem.
Setup
For example if the engine is off:
Before performing any brake test, the following conditions must be met:
ERROR Entering Brake Test Engine not running
• Dump body empty If the Truck is loaded:
NOTE: The drive system will not enter any brake test if the truck is loaded.
ERROR Entering Brake Test Truck is NOT Empty
• Truck located outside on a flat area, where truck movement is allowed.
If all of the conditions are correct, except the brakes are not set correctly, an error message will be displayed. For example, if the service brake and parking brake are both applied together:
•
ERROR Entering Brake Test Set Brakes for Test
Ensure the area around the truck is free of personnel and objects. Some truck movement could occur during brake testing.
Brake Test Exit Criteria The drive system is unable to determine if the truck is on a hill or in a parking ditch. Testing during these conditions will affect test results.
Numerous conditions can occur which may interrupt a brake test, including the following: • Any of the setup conditions becoming false • Drive system fault which restricts the LINK or Propel mode
Before performing any brake test, the truck must be in the following state:
• Truck Speed greater than 3.2 kph (2.0 mph)
• Engine on (low idle)
• Drive system at torque level for more than 30 seconds
• Drive system ready (Ready Mode) • Dump body down
• Brake test requested, but not initiated by the operator within 60 seconds after pressing the brake test switch
• No drive system warning lights ON (Can not be in LIMP mode.) • Zero ground speed
TABLE 1: BRAKE TEST SETTINGS Test Type
Wheel Brake Lock
Service Brake Pedal
Directional Control Lever
Service Brake
OFF
FULLY APPLIED
NEUTRAL
Parking Brake
OFF
RELEASED
PARK
Retard Test
OFF
RELEASED
PARK
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General Safety and Operating Instructions
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Service Brake Test 1. Firmly depress the service brake pedal.
9. Release the accelerator pedal and the torque will be reduced, the test will stop and the brake check light will turn off.
2. Place the directional control lever in the NEUTRAL position. Ensure the wheel brake lock switch is OFF.
10. Place the directional control lever in the PARK position. Release the service brake pedal.
3. Press the brake test switch and wait for the brake check light to be on solid.
11. If the truck failed the service brake test, notify maintenance personnel immediately.
4. Fully depress the service brake pedal. Ensure full brake application is reached. Failure to reach full brake application will affect the service brake test results. 5. The DID panel will display: Service Brake Test READY Press Accel Pedal to Start 6. With the service brake pedal still fully applied, fully depress the accelerator pedal. The drive system controller will enter propel mode and generate torque up to the service brake limit. Maintain full service brake pressure during the test. NOTE: The drive system can only detect if the service brakes are applied. It can not detect the percentage of application. It is up to the operator to press hard enough on the service brake pedal to achieve a full brake application. 7. The DID panel will display: Service Brake Test ACTIVE Check Truck Movement when Light Flashes 8. Once torque has reached the limit for the service brake test, the brake check light will begin to flash. This is the indication for the operator to make a determination as to the status of the service brake system.
If the truck fails the service brake test, notify maintenance personnel immediately. Do not resume operation unless the truck passes all brake tests.
NOTE: If the operator partially or fully releases the accelerator pedal during the test, torque will be reduced and the brake check light will go back on solid when torque falls below the test set point. The operator can re-apply the accelerator pedal to increase torque and the brake check light will again flash when the torque is at the test limit.
If the test exits abnormally, or if the operator simply does not press the accelerator pedal far enough to achieve the torque level for the service brake test, the DID panel will display: Brake Test ERROR Test did NOT complete
• If the truck did not move: The service brake system passed the test. • If the truck moved during the test: The service brake system failed the test.
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General Safety and Operating Instructions
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Retard System Test:
Parking Brake Test 1. Place the directional control lever in the PARK position.
1. Place the directional control lever in the PARK position.
2. Press the brake test switch and wait for the brake check light to be on solid.
2. Press the brake test switch and wait for the brake check light to be on solid.
3. The DID panel will display:
3. The DID panel will display:
Parking Brake or Retard Test READY Press Accel or Retard Pedal to Start 4. Fully depress the accelerator pedal. The drive system controller will enter propel mode and generate torque up to the park brake limit. 5. The DID panel will display: Park Brake Test ACTIVE Check Truck Movement when Light Flashes 6. Once the torque has reached the limit for the parking brake test, the brake check light will begin to flash. This is the indication for the operator to make a determination as to the status of the parking brake system. • If the truck did not move: The park brake system passed the test. • If the truck moved during the test: The park brake test has failed. Release the accelerator pedal. If the truck starts to roll, apply the service brakes to hold the truck stationary. Notify maintenance personnel immediately.
Parking Brake or Retard Test READY Press Accel or Retard Pedal to Start 4. Fully depress the retard pedal. The drive system controller will ramp up the engine speed, close CM1, close CM2, close CM3 close CM4, turn on the choppers, and test the retarding system. The system will verify current flow through each grid leg and the grid blower motor. 5. The DID panel will display the current status of the test. Retard System Test ACTIVE CM1 CM2 CM3 CM4 CHOP (Elements are added as the test progresses.) 6. Upon successful completion of the test, the light will flash for 10 seconds indicating a successful test. The DID panel will display: Retard System Test PASSED or Retard System Test FAILED or Incomplete NOTE: If the brake check light never flashes, but turns off, the test has failed.
If the truck fails the parking brake test, notify maintenance personnel immediately. Do not resume operation unless the truck passes all brake tests. 7. When the operator releases the accelerator pedal, torque will be reduced, the test will stop and the brake check light will turn off.
If the truck fails the retard system test, notify maintenance personnel immediately. Do not resume operation unless the truck passes all brake tests. 7. When the operator releases the retard pedal, the test will stop and the brake check light will turn off. 8. If the retard system failed the test, notify maintenance personnel immediately. Do not resume operation unless the truck passes all brake tests.
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General Safety and Operating Instructions
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EMERGENCY STEERING SYSTEM Operation This truck is equipped with an emergency steering system. This system is a backup in the event of loss of oil supply to the main steering system. The emergency steering system was designed to meet or exceed SAE J1511 and ISO 5010 standards. If the low steering system pressure indicator light and alarm are activated, a failure in the hydraulic oil supply to the steering and brake system exists. When the alarm is activated, typically there is enough hydraulic pressure stored in the brake and steering accumulators to allow brief operation of the steering and brake functions. However, this oil supply is limited. Therefore, it is important to stop the truck as quickly and safely as possible after the alarm is first activated. If the oil supply pressure drops to a predetermined level, the low brake pressure warning light will also illuminate. If the oil pressure continues to decrease, the brake auto-apply feature will activate the service brakes to stop the truck. Pre-Operation Testing NOTE: Komatsu recommends that operators perform this test to verify that the steering accumulator precharge pressure is adequate at the beginning of each shift before operating the truck.
2. Wait at least 90 seconds to verify that all hydraulic pressure has been relieved from the steering accumulators. Turn the steering wheel from stop to stop. If the front wheels do not move, there is no hydraulic pressure. 3. Check the hydraulic tank oil level. The oil level must be visible in the center of the upper sight glass and must not cover the entire upper sight glass. Add oil if necessary. DO NOT overfill. 4. Turn the key switch to the ON position, but DO NOT start the engine. a. Steering system pressure: Verify that the low steering pressure warning light is illuminated. If it is not illuminated, immediately notify maintenance personnel. DO NOT operate the truck until the problem is corrected. b. Steering accumulator precharge: Verify that the low accumulator precharge warning light is not illuminated and the warning buzzer is not sounding. If the warning light is illuminated and the buzzer is sounding, immediately notify maintenance personnel. DO NOT operate the truck until the problem is corrected. 5. Start the engine and allow the steering accumulators to fully charge. Turn the steering wheel so that the front wheels are straight. 6. Check the hydraulic tank oil level while the engine is on.
Ensure no one is near the front tires during this test. All personnel are warned that the clearances change when the truck is steered and this could cause serious injury. This test can only be performed with an empty truck. 1. Park the empty truck on flat, level ground. Lower the dump body onto the frame and stop the engine. Ensure that the key switch is in the OFF position.
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a. If the oil level is visible in center of the lower sight glass and does not cover the entire lower sight glass, the steering accumulators are adequately charged. Proceed to Step 7. b. If the oil level is below the lower sight glass, the steering accumulators are not adequately charged. Turn the key switch to the OFF position and stop the engine. Immediately notify maintenance personnel. DO NOT operate the truck until the problem is corrected.
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7. Shut the engine off by using the engine stop button located on the center console. Leave the key switch in the ON position. This allows the steering accumulators to retain their hydraulic charge.
MACHINE OPERATION SAFETY PRECAUTIONS After the truck engine is started and all systems are functioning properly, the operator must follow all local safety rules to ensure safe machine operation.
a. If the warning light and buzzer do activate, turn the key switch OFF and notify maintenance personnel. DO NOT operate the truck until the problem is corrected. b. If the steering accumulators are adequately charged, the low steering pressure warning light and the low accumulator precharge warning light will not illuminate. Continue to the next step. 8. Turn the steering wheel from stop to stop. The front wheels must turn fully to the left and to the right. Eventually, the low steering pressure warning light will illuminate and the warning buzzer will sound. This is normal. If the front wheels cannot be turned fully to the left and right, or if the warning light and buzzer do not activate, immediately notify maintenance personnel. DO NOT operate the truck until the problem is corrected. If the truck passes this test, the emergency steering system is functioning properly.
If any of the red warning lights illuminate or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as soon as safety permits, and stop the engine. Have the problem corrected before resuming truck operation.
The truck is equipped with "slip/slide" control. If this function becomes inoperative, operating the truck with stalled or free spinning wheel motors may cause serious damage to wheel motors! If the truck does not begin to move within ten seconds after depressing the throttle pedal (directional control lever in a drive position), release the throttle pedal and allow wheels to regain traction before accelerating again.
1. When the truck body is raised, DO NOT allow anyone below it unless the body-up retaining cable is in place.
1. Always look to the rear before reversing the truck. Watch for and obey the ground spotter's hand signals before traveling in reverse. Sound the horn (three blasts). The spotter will have a clear view of the total area at the rear of the truck.
2. DO NOT use the fire extinguisher for any purpose other than putting out a fire! If an extinguisher is discharged, report the occurrence so the used unit can be refilled or replaced.
2. Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab compartment while the truck is in operation.
Additional Guidelines
3. DO NOT allow unauthorized personnel to ride in the truck. DO NOT allow anyone to ride on the ladder or outside of the truck cab. Passengers must be belted into the passenger seat during travel. 4. DO NOT leave the truck unattended while the engine is running. Move the directional control lever to PARK, then shut the engine off before getting out of the cab.
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General Safety and Operating Instructions
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4. Observe all regulations pertaining to the job site's traffic patterns. Be alert to any unusual traffic patterns. Obey the spotter's signals.
4. Before traveling in reverse, give a back-up signal of three blasts on the horn. Before starting forward, signal with two blasts on the horn. These signals must be given each time the truck is moved forward or backward.
5. Match the truck speed to haul road conditions and slow the truck in congested areas. Keep a firm grip on the steering wheel at all times.
5. Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles.
6. DO NOT allow the engine to run at idle for extended periods of time.
6. Maintain a safe distance when following another vehicle. Never approach another vehicle from the rear, in the same lane, closer than 15 m (50 ft). When driving on a down grade, this distance must not be less than 30 m (100 ft).
3. Check gauges and instruments frequently during operation for proper readings.
7. Check the brake lock performance periodically to ensure safe loading and dumping.
DO NOT use the brake lock for parking. When the engine is turned off, hydraulic pressure will bleed down, allowing the brakes to release! 8. Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges and near the edges of a fill area. 9. Truck operation requires a concentrated effort by the driver. Avoid distractions of any kind while operating the truck.
MACHINE OPERATION ON THE HAUL ROAD 1. Always stay alert! If unfamiliar with the haul road, drive with extreme caution. Cab doors must remain closed at all times if the truck is in motion or unattended. 2. Obey all road signs. Keep the truck under control at all times. Govern truck speed by the road conditions, weather and visibility. Report poor haul road conditions immediately. Muddy or icy roads, pot holes or other obstructions can present hazards. 3. Initial propulsion with a loaded truck must begin from a level surface whenever possible. At times, starting on a hill or grade cannot be avoided. Refer to Starting On A Grade With A Loaded Truck later in this section.
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7. DO NOT stop or park on a haul road unless unavoidable. If the truck must be stopped on a haul road, park in a safe place, move the directional control lever to PARK, and shut the engine off before leaving the cab. Block the wheels securely and notify maintenance personnel for assistance. 8. While driving on a slope, maintain a speed that will ensure safe driving and provide effective retarding under all conditions (Refer to Dynamic Retarding, in Section 32 Operator Cab Controls.) Refer to the grade/speed retard chart in the operator's cab to determine maximum safe truck speeds for descending various grades with a loaded truck. 9. When operating the truck in darkness, or when visibility is poor, DO NOT move the truck unless all headlights, clearance lights, and tail lights are on. DO NOT back the truck if the back-up horn or lights are inoperative. Always dim the headlights when approaching oncoming vehicles. 10. If the emergency steering light and/or low brake pressure warning light illuminate during operation, immediately steer the truck to a safe stopping area, away from other traffic if possible. Refer to item 7 above. 11. Check the tires for proper inflation during each shift. If the truck has been operating on a flat or under-inflated tire, the truck must remain outside of any buildings until the tire cools.
General Safety and Operating Instructions
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STARTING ON A GRADE WITH A LOADED TRUCK Initial propulsion with a loaded truck must begin from a level surface whenever possible. There are circumstances when starting on a hill or grade cannot be avoided. In these instances use the following procedure: 1. Fully depress the service brake pedal (DO NOT use retarder lever) to hold the truck on the grade. With the service brakes fully applied, move the directional control lever to a drive position (FORWARD/REVERSE) and increase engine rpm with the throttle pedal. 2. As engine rpm approaches maximum, and when propulsion effort is felt working against the brakes, release the brakes and allow truck movement. Ensure the service brake pedal is completely released. As truck speed increases above 5-8 kph (3-5 mph) the PSC will drop propulsion if the retarder is still applied.
5. During loading, the operator must stay in the truck cab with the engine running. Place the directional control lever in NEUTRAL and apply the brake lock. 6. When loaded, pull away from the shovel as quickly as possible with extreme caution.
DUMPING Raising The Dump Body 1. Approach the dump area with extreme caution. Ensure the area is clear of persons and obstructions, including overhead utility lines. Obey signals as directed by the spotter, if present. 2. Avoid unstable areas. Keep a safe distance from the edge of the dump area. Position the truck on a solid, level surface before dumping.
NOTE: Releasing and reapplying dynamic retarding during a hill start will result in loss of propulsion. As the body raises, the truck center of gravity will move. The truck must be on level surface to prevent tipping/rolling!
PASSING 1. DO NOT pass another truck on a hill or on a blind curve! 2. Before passing, ensure the road ahead is clear. If a disabled truck is blocking your lane, slow down and pass with extreme caution. 3. Use only the areas designated for passing.
LOADING 1. Approach the loading area with caution. Remain at a safe distance while the truck ahead is being loaded. 2. DO NOT drive over unprotected power cables. 3. When approaching or leaving a loading area, watch for other vehicles and for personnel working in the area. 4. When pulling in under a loader or shovel, follow the spotter’s or the shovel operator’s signals. The truck operator may speed up loading by observing the location and loading cycle of the truck being loaded ahead, and then following a similar pattern.
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3. Carefully maneuver the truck into the dump position. When backing the truck into the dump position, use only the brake pedal to stop and hold the truck; DO NOT rely on the brake lock to stop the truck; this control is not modulated and applies the rear service brakes only. 4. When the truck is stopped and in dump position, apply the brake lock and move the directional control lever to the NEUTRAL position.
The dumping of very large rocks (10% of payload, or greater) or sticky material (loads that do not flow freely from the body) may allow the material to move too fast and cause the body to move RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the hoist cylinders, frame, and/or body hinge pins. If it is necessary to dump this kind of material, slowly accelerate engine rpm while raising the body. When the material starts to move, release the hoist lever to the HOLD position. If the material does not continue moving and clear the body, repeat this procedure until the material has been dumped.
General Safety and Operating Instructions
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5. Pull the lever (Figure 3-20) to the rear (to RAISE position) to actuate the hoist circuit. (Releasing the lever anywhere during the raise cycle will hold the body at that position.)
2. Move the hoist lever forward to the DOWN position and release. Releasing the lever places the hoist control valve in the FLOAT position allowing the body to return to the frame. NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, perform Steps a & b below:
a. Move the hoist lever back to the RAISE position to fully raise the dump body. Then, release the hoist lever so it returns to the HOLD position. b. Move the directional control lever to FORWARD, release the brake lock, depress the override button and drive forward to clear the material. Stop, move the directional control lever to NEUTRAL, apply the brake lock and lower the body, again. FIGURE 3-20. HOIST LEVER POSITION 1. Raise 2. Hold
3. Float 4. Lower
NOTE: When an attempt to lower the body is unsuccessful because of material obstruction, raise the body back up. This will help to prevent the body from suddenly dropping when pulling away from the obstruction.
6. Raise engine rpm to accelerate hoist speed. 7. Reduce the engine rpm as the last stage of the hoist cylinder begins to extend. Keep engine speed at low idle as the last stage reaches halfextension. 8. Release the hoist lever as the last stage of the hoist cylinder reaches full extension. NOTE: If the directional control lever is in REVERSE when the dump body is raised, reverse propel is inhibited. To deactivate, lower the dump body and move the directional control lever out of REVERSE.
The truck is not to be moved with the dump body raised except for emergency purposes only. Failure to lower the body before moving the truck may cause damage to the hoist cylinders, frame and/or body hinge pins. 3. With the body returned to the frame, move the directional control lever to FORWARD, release the brake lock, and carefully leave the dump area.
Lowering The Dump Body
Lowering The Dump Body
(When dumping on flat ground):
(When dumping over a berm or into a crusher):
It is very likely when dumping on flat ground that the dumped material will build up enough to prevent the body from lowering. In this case, the truck will have to be driven forward a short distance (just enough to clear the material) before the body can be lowered. 1. Shift the directional control lever to FORWARD, release the brake lock, depress the override button and drive just far enough forward for the body to clear the material. Stop, shift the directional control lever to NEUTRAL, and apply the brake lock.
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1. Move the hoist lever to the DOWN position and release. Releasing the lever places the hoist control valve in the FLOAT position allowing the body to return to the frame. NOTE: If dumped material builds up at the rear of the body and the body cannot be lowered, perform Steps a & b below:
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a. Move the hoist lever back to the HOIST position to fully raise the dump body. Release the hoist lever to return it to the HOLD position. NOTE: DO NOT drive forward if the tail of the body will not clear the crusher wall in the fully raised position. b. Move the directional control lever to FORWARD, release the brake lock. Depress the override button and drive forward to clear the material. Stop, shift the directional control lever to NEUTRAL, apply the brake lock and lower the body again.
NOTE: When an attempt to lower the body is unsuccessful because of material obstruction, raise the body back up. This will help to prevent the body from suddenly dropping when pulling away from the obstruction.
CAUTION! DO NOT move the truck with the dump body raised except for emergency purposes only. Failure to lower the body before moving the truck may cause damage to the hoist cylinders, frame and/or body hinge pins. 2. With the body returned to the frame, move the directional control lever to FORWARD, release the brake lock, and carefully leave the dump area.
SUDDEN LOSS OF ENGINE POWER If the engine suddenly stops, there is enough hydraulic pressure stored in the brake and steering accumulators to allow the operation of the steering and brake functions. However, this oil supply is limited so it is important to stop the truck as quickly and safely as possible after the loss of engine power. If the brake supply pressure drops to a pre-determined level, the low brake pressure warning light will illuminate and a buzzer will sound. If the brake pressure continues to decrease, the auto-apply feature will activate and the service brakes will apply automatically to stop the truck. 1. Bring the truck to a safe stop as quickly as possible by using the foot pedal to apply the service brakes. If possible, safely steer the truck to the side of the road while braking.
Dynamic retarding will not be available! DO NOT use the service brakes for continuous retarding purposes. 2. As soon as the truck has stopped moving, shift the directional control lever to PARK. This will apply the parking brake. 3. Slowly release the service brakes to check the capacity of the parking brake. If the parking brake can not hold the truck stationary, apply the service brakes and hold them ON. DO NOT turn the key switch OFF, and DO NOT release the service brakes. 4. Notify maintenance personnel immediately. 5. If the truck is on level ground, or if the parking brake can hold the truck stationary and the truck is in a stable condition, it is then OK to turn the key switch OFF. 6. If safe to do so, have maintenance personnel place wheel chocks or other mechanisms in front or behind the wheels to reduce the risk of the truck rolling. 7. If traffic is heavy near the disabled machine, mark the truck with warning flags during daylight hours or use flares at night. Adhere to local regulations.
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General Safety and Operating Instructions
A03052
FUEL DEPLETION
SAFE PARKING PROCEDURES
The high pressure injection (HPI) fuel system uses fuel to adjust fuel delivery timing by creating a hydraulic link between the upper plunger and the timing plunger. Metered fuel is also used for lubricating the injector plunger and barrel. The maximum demand for metered fuel is required during high speed / low load conditions.
The operator must continue to use safety precautions when preparing for parking and stopping the engine. In the event that the equipment is being used in consecutive shifts, any questionable truck performance the operator may have noticed must be checked by maintenance personnel before the truck is released to another operator. 1. Park the truck on level ground, if possible. If it is necessary to park on a grade, the truck must be positioned at right angles to the grade.
Operating the truck to fuel depletion forces the injector train into a no-follow* condition. No fuel flow between the plungers may cause damage to the injectors and the overhead due to adhesive wear, resulting in costly repairs and unnecessary downtime.
Allowing the Komatsu truck to operate until fuel depletion can lead to unsafe operating conditions possibly resulting in an uncontrollable vehicle and/or personal injury.
2. Stop the truck using the service brakes. Place the directional control lever in the PARK position. This will apply the parking brake. Slowly release the service brakes. If the truck starts to roll, apply the service brakes and notify maintenance personnel immediately. NOTE: If the engine is running, and the truck is stationary and no brakes are applied, the red indicator light (D5) will illuminate and the warning buzzer will sound. Also, parking brake light (A3) and service brake light (B3) will start flashing. The operator must apply one of the following braking systems: the service brakes, the wheel brake lock or the parking brake to prevent truck roll away and to silence the alarms. 3. If the truck is stationary with only the parking brake applied, place chocks fore/aft of the wheels to reduce the risk of the truck rolling. Each truck must be parked at a reasonable distance from other trucks/equipment. 4. Haul roads are not safe parking areas. In an emergency, pick the safest spot most visible to other machines in the area. If the truck becomes disabled where traffic is heavy, mark the truck with warning flags in daylight, or flares at night. 5. Proceed to Normal Engine Shutdown procedure.
A03052
General Safety and Operating Instructions
A3-59
NORMAL ENGINE SHUTDOWN PROCEDURE The following procedure must be followed to shut the engine off. 1. Stop the truck out of the way of other traffic. Park on a level surface, free of overhead power lines or other objects that could prevent raising the dump body. a. Reduce engine speed to idle. b. Place the directional control lever in PARK. This will apply the parking brake. DO NOT apply the wheel brake lock. NOTE: If the truck starts to roll, apply the service brakes and notify maintenance personnel immediately. c. Ensure the parking brake applied indicator light in the overhead display panel is illuminated. 2. Place the rest switch in the ON position to put the AC drive system in rest mode. Ensure the rest indicator light in the overhead panel is illuminated. 3. Turn the key switch counterclockwise to the OFF position to stop the engine. The engine may continue to run for up to three minutes after the key switch is turned OFF, if the parking brake has been set. The engine may stop before three minutes has elapsed if the engine coolant is not too hot, and the engine rpm’s and fuel delivery has been low for a period of time before the key switch was placed in the OFF position. The engine shutdown light in the overhead panel will be illuminated during the shutdown sequence.
NOTE: If the engine must be shut down immediately, stop the truck, shift the directional control lever to PARK, turn the key switch OFF, then pull up on the engine stop switch located in the operator cab center console. Push the switch back down to enable engine operation.
NOTE: There is also an engine stop switch located at ground level at the left front corner of the truck. When this switch is activated, the engine will stop immediately, with no cooling off time. 4. With the key switch OFF and engine stopped, wait at least two minutes. If any warning lights are illuminated, notify maintenance personnel immediately. NOTE: When the key switch is turned OFF, the parking brake will automatically be set, even if it was not set already by the operator. The wheel brake lock will be disabled, even if it was set by the operator. 5. Ensure the steering circuit is completely bled down by turning the steering wheel back and forth several times. No front wheel movement will occur when hydraulic pressure is relieved. If the front tires continue to steer after the engine is stopped, notify maintenance personnel. 6. Verify all link voltage lights are off (one on the back side of the center console inside the operator cab, two on the electrical cabinet), and notify maintenance personnel if the lights remain illuminated longer than five minutes after the engine has been stopped. 7. If equipped, lower the retractable ladder with the in cab control panel. 8. Close and lock all windows. Remove the key from the key switch and lock the cab to prevent possible unauthorized truck operation. Properly dismount the truck. Put wheel chocks in place.
A3-60
General Safety and Operating Instructions
A03052
DISABLED TRUCK CONNECTORS GENERAL Refer to Section L for repair and troubleshooting procedures for the hoist system components and steering system components. Refer to Section J for repair and troubleshooting procedures for the hydraulic brake system components.
6. To disconnect the hoses, stop the engine(s). Wait two minutes for the hydraulic system to bleed down. Ensure all hydraulic pressure has been relieved before disconnecting the hoses. 7. Ensure the brake system jumper hose is removed when the supply and return hoses are disconnected from the truck.
STEERING AND BRAKE SYSTEM Ports are provided on the bleeddown manifold to allow operation of the steering and brake circuits for temporary truck operation if the steering/brake pump is not operational. To use this feature, two hoses (supply and return) from the disabled truck must be connected to a hydraulic source (such as an operational truck or an auxiliary power unit). Hookup 1. When the good truck is in position, stop the engine and wait two minutes to allow the hydraulic system to bleed down. Ensure hydraulic pressure has bled off before connecting any hoses. NOTE: Maximum hydraulic pressure is not to exceed 24 304 kPa (3,525 psi). 2. Connect the hydraulic supply hose from the good truck to the supply port (4, Figure 3-20). NOTE: Failure to attach the return hose from the disabled truck to the hydraulic pressure source could cause the disabled truck hydraulic tank to overflow, or potentially damage the hydraulic power source due to lack of oil. 3. Connect the return hose from the good truck to the return port (3). NOTE: Because there are check valves incorporated into the bleed down manifold, the pressurized fluid supplied by the hydraulic source using supply port (4) will not supply oil to the brake system. To enable brake system operation, a jumper hose must be installed between the brake ports (1 & 2). Once the jumper hose is installed, pressurized oil from the hydraulic pressure source will be supplied to both the steering and the brake circuits. 4. If operable brakes are needed on the disabled truck, connect a jumper hose from brake port (1) to brake port (2). 5. Start the engine on the good truck and check the operation of the steering and brake system before moving the disabled truck.
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FIGURE 3-21. BLEEDDOWN MANIFOLD 1. Brake Port( # 1) 2. Brake Port (# 2)
General Safety and Operating Instructions
3. Return Port 4. Supply/Inlet Port
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HOIST SYSTEM
Hookup
Sometimes it is necessary to dump a load from the body of a truck when the hoist system is inoperable. To use this feature, two hoses (supply and return) must be connected to a hydraulic source (such as an operational truck or an auxiliary power unit).
Ensure there is an adequate, clear area to dump the loaded box. When the good truck is in position, stop the engine and wait two minutes to allow the hydraulic system to bleed down. Ensure hydraulic pressure has bled off before connecting hoses.
Quick disconnect fittings (1 & 2, Figure 3-22) are provided on the overcenter valve to allow operation of the hoist circuit for temporary truck operation if the hoist pump, hoist valve or other hoist system component is not operational. This will allow maintenance personnel to raise the truck body to dump the load before moving the disabled truck.
1. With the good truck parked as close as possible to the disabled truck, attach a hose from the power up quick disconnect (1, Figure 3-22) to the power down circuit of the disabled truck. (Hose must be rated to withstand 17 237 kPa (2,500 psi) or greater pressure.
In the example, Figure 3-22 illustrates a typical hookup from the good truck. The disabled truck may be another Model 830E, or a different Komatsu electric drive truck model. The hoist circuit relief valves are adjusted to 17 240 kPa (2,500 psi).
NOTE: The power down circuit will use a smaller diameter hose (tube) than the power up circuit. 2. Connect another hose from the power down quick disconnect (2) to the power up circuit of the disabled truck. NOTE: If both trucks are a Model 830E, the hoses will be installed at the quick disconnects but will be crossed when connected.
Dumping Procedure Raising the Body: 3. On the disabled truck, move the hoist control lever to power up and then release it to place the hoist pilot valve in the HOLD position (leave in this position during entire procedure). 4. Start the engine on the good truck, place the hoist control in the power down position and increase engine RPM to high idle to dump the disabled truck. If the body of the disabled truck fails to raise, increase the good truck power down relief pressure as follows: a. Stop the engine and wait two minutes to allow the hydraulic system pressure to bleed down.
FIGURE 3-22. HOIST CONNECTIONS 1. Power Up Quick Disconnect 2. Power Down Quick Disconnect 3. Over Center Valve
b. Remove the cap from the hoist pilot valve relief valve located in the hydraulics components cabinet behind the cab. While counting the number of turns, slowly screw the relief valve adjustment screw clockwise until it bottoms. 5. Repeat Step 4 to dump the disabled truck.
NOTE: The matching quick disconnect couplings for items (1 & 2) is PB4684.
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General Safety and Operating Instructions
A03052
Lowering the Body: 6. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in POWER UP until the body is able to descend in FLOAT. Do not accelerate the engine. 7. After body is lowered, stop the engine and wait two minutes to allow the hydraulic system to bleeddown. Then disconnect the hoses.
A03052
8. Reduce power down relief valve pressure to normal on good truck by turning the adjustment counterclockwise the same number of turns as required in step 4 b. 9. Check power down relief pressure using instructions in Section L10. 10. Check hydraulic tank oil level.
General Safety and Operating Instructions
A3-63
TOWING
Special Wiring Harness
Before towing a truck, many factors must be carefully considered. Serious personal injury and/or significant property damage may result if important safety practices, procedures and preparation for moving heavy equipment are not observed. A disabled machine may be towed after the following precautions have been taken. • Do not tow the truck any faster than 8 kph (5 mph). • Tow with a solid tow bar. DO NOT tow with a cable. Use a towing device with ample strength for the weight of this truck. • Never tow a truck on a slope.
Before towing, a special wiring harness must be made in order to release the parking brake. The harness will require approximately 9 meters (30 ft) of #14 wire, and one ON/OFF switch (capable of carrying 2 amps of current) and two ring terminals. Refer to Figure 3-23. Using a ring terminal, one end of the wire must connect to a 24VDC bus bar (1) in the auxiliary control cabinet to supply 24V to the solenoid. Switch (2) must be positioned in the harness so the operator can operate the switch while seated in the operators seat. The harness must be fitted with a connector (4) to allow it to be plugged into parking brake solenoid (3) inside the brake cabinet. Wire (5) leading from this connector is to be connected to the ground block using a ring terminal. Refer to Figure 3-11 for an overview of the special wiring harness when installed on the truck.
• Inspect towing components, such as tow bars and couplings, for any signs of damage. Never use damaged or worn components to tow a disabled vehicle.
The parts required to connect to the solenoid are: 1 housing (PB8538), 2 sockets (0819105430) and 1 wedge (PB8540).
• Keep a safe distance from the trucks and towing apparatus while towing a vehicle.
Towing Procedure
• After connecting a truck that is to be towed, do not allow anyone to go between the tow vehicle and the disabled vehicle. • Set the coupling of the truck being towed in a straight line with the towing portion of the tow truck, and secure it in position. • An operator is to remain in the cab of the towed vehicle at all times during the towing procedure.
1. Shut the engine off. 2. Block the wheels on the disabled truck to prevent movement while preparing the truck for towing and while attaching the tow bar. 3. Ensure the towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 4. Ensure that the tow bar has adequate strength (approximately 1.5 times the empty vehicle weight of truck being towed). Install tow bar between the two vehicles. 5. Block the wheels on the tow vehicle to prevent movement while preparing the disabled truck for towing. 6. If necessary, install quick disconnect fittings to the bleeddown manifold to allow the hydraulic system to be operational. Install hydraulic connections for steering/braking between the tow vehicle the and disabled vehicle. An auxiliary power unit can also be used.
FIGURE 3-23. PARKING BRAKE HARNESS 1. 24VDC Connection 2. Switch (ON/OFF) 3. Park Brake Solenoid
A3-64
4. Connector 5. Ground Wire
7. After the hydraulic connections are made, check the disabled vehicle braking and steering systems for normal operation. Install 24 100 kPa (3,500 psi) pressure gauges on both the BF test port and the BR test port on the brake manifold in the brake cabinet. Ensure proper pressure is displayed on the gauge when depressing the brake pedal.
General Safety and Operating Instructions
A03052
FIGURE 3-24. PARKING BRAKE WIRING FOR TOWING 1. Switch 2. Ground Wire
3. Harness
8. If the truck is loaded, dump the entire load. Never pull or tow a loaded truck. Refer to “Disabled Truck Dumping Procedure�. 9. The parking brakes must be released before towing. To release the parking brake, follow the steps below to install a special wiring harness to release the parking brakes. a. Ensure switch (1, Figure 3-24) is in the OFF position. b. Connect one lead of the special wiring harness to the 24VDC bus bar terminal on the side wall in the auxiliary control cabinet for the 24V supply. c. Disconnect the truck wiring harness from parking brake solenoid (2, Figure 3-25). Connect special wiring harness (3, Figure Figure 3-24) to the parking brake solenoid. Attach the short lead (2) to ground. d. WIth the window lowered, place the end of the special wiring harness inside the cab so the operator can control the parking brake with switch (1).
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FIGURE 3-25. BRAKE CABINET 1. Brake Manifold
General Safety and Operating Instructions
2. Park Brake Solenoid
A3-65
10. Ensure the operator in the towing vehicle has 2way radio communications with the driver in the disabled truck. 11. When ready to tow the disabled truck, remove blocking from the wheels. 12. The operator in the disabled truck should now move switch (1, Figure 3-24) to the ON position. This will release the parking brakes. 13. Tow the disabled truck. Sudden movement may cause tow bar failure. Smooth, gradual truck movement is preferred. Do not tow the truck any faster than 8 kph (5 mph).
15. When the desired location has been reached, the operator in the towed vehicle is to apply the service brakes, then turn switch (1) to the OFF position. This will apply the parking brakes. 16. Block the wheels on the towing vehicle and the disabled truck to prevent roll-away. 17. Shut down the engine in the towing vehicle. Disconnect the hydraulic hoses. 18. Disconnect special wiring harness (3) from the truck. Connect the truck wiring harness back to the parking brake solenoid. 19. Disconnect the tow bar.
14. Minimize the tow angle at all times. Never exceed 30 degrees. The towed truck must be steered in the direction of the tow bar.
A3-66
General Safety and Operating Instructions
A03052
RESERVE ENGINE OIL SYSTEM (Optional) The reserve oil tank for the engine is designed to add more oil capacity to the engine and to make less frequent servicing of the engine oil. The circulation of oil between the engine sump and reserve tank increases the total volume of working oil. This dilutes the effects of contamination and loss of additives and maintains the oil quality over longer periods. Operation Engine oil is circulated between the engine sump and the reserve tank by two electrically driven pumps within a single pumping unit (11, Figure 3-26). The pump unit is mounted on the side of the reserve tank, and is equipped with an LED monitor light on one side. Pump 1 (in the pump unit) draws oil from the engine sump at a preset control point determined by the height of the suction tube. Oil above this point is withdrawn and transferred to reserve tank (9). This lowers the level in the engine sump until air is drawn.
NOTE: DO NOT use the oil in the reserve tank to fill the engine sump. Both must be at proper level before starting the engine. 4. The engine oil level must be checked with the engine dipstick at every shift change. If the oil level in the engine is incorrect, check for proper operation of the reserve engine oil system. 5. The oil level in the reserve tank must also be checked at every shift change. Use dipstick on fill cap (8) to check oil level. If necessary, add oil to the reserve tank by using the quick fill system utilizing tank fill valve (3). For filling instructions, refer to Section 40, Lubrication and Service in the Operation and Maintenance Manual. NOTE: Oil must always be visible in lower sight gauge (12). If the tank is equipped with three sight gauges, the oil must always be visible in the middle sight gauge.
Air reaching the pumping unit activates pump 2 (in the pump unit) which returns oil from the reserve tank and raises the engine sump level until air is no longer drawn by pump 1. Pump 2 then turns off. The running level is continuously adjusted at the control point by alternation between withdrawal and return of oil at the sump. LED Monitor Light • Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. • Regular Pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. • Irregular Pulsing - Oil is on the correct operating level. Changing Oil 1. Drain both the engine sump and the reserve tank. Refill both the engine and reserve tank with new oil to proper levels. 2. Change engine filters as required. 3. Start the engine and check for proper operation.
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FIGURE 3-26. RESERVE ENGINE OIL SYSTEM 1. Oil Suction 2. Oil Tank Fill 3. Fill Valve 4. Engine Fill Line 5. Oil Level Sensor 6. Air Valve 7. Tank Fill Line
General Safety and Operating Instructions
8. Fill Cap 9. Reserve Oil Tank 10. Engine Fill Line 11. Pump Unit 12. Sight Gauge 13. Tank Return Line
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NOTES:
A3-68
General Safety and Operating Instructions
A03052
WARNINGS AND CAUTIONS The following pages give an explanation of the warning, caution, and service instruction plates and decals attached to the truck. The plates and decals listed here are typical of this Komatsu model, but because of customer options, individual trucks may have plates and decals that are different from those shown here. The plates and decals must be kept clean and legible. If any decal or plate becomes illegible or damaged, it must be replaced with a new one. A warning decal is located below the key switch on the instrument panel. The warning stresses the importance of reading the operator's manual before operation.
A grade/speed retard chart is located on the left front post of the operator's cab and provides the recommended MAXIMUM speeds to be used when descending various grades with a loaded truck. Always refer to the decal in operator's cab. This decal may change with optional truck equipment such as: wheel motor drive train ratios, retarder grids, tire sizes, etc.
A plate attached to the right rear corner of the cab states the Rollover Protective Structure (ROPS) and Falling Object Protective Structure (FOPS) meets various SAE performance requirements. ! WARNING! Do not make modifications to this structure, or attempt to repair damage without written approval from Komatsu. Unauthorized repairs will void certification.
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Warnings and Cautions
A4-1
Attached to the exterior of both battery compartments is a danger plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary power, all switches must be OFF prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity. Connect the positive (+) posts together and then connect the negative (-) lead of the auxiliary power cable to a good frame ground. Do not connect to the negative posts of the truck battery or a ground near the battery box. This hookup completes the circuit but minimizes danger of sparks near the batteries. Sulfuric acid is corrosive and toxic. Use proper safety gear, goggles, rubber gloves and rubber apron when handling and servicing batteries. Get proper medical help immediately, if required.
This plate is placed on both battery boxes and near the battery disconnect switches to indicate that the battery system (24VDC) is a negative (-) ground system.
This decal is located on the battery box cover. It details the correct procedure for disconnecting the battery cables from the batteries. Before disconnecting the battery cables, turn the key switch to the OFF position and wait for the engine to stop. After the engine has stopped, wait two minutes, and if no warning lights illuminate, then turn the battery disconnect switches to the OFF position.
Wireless signals from the truck’s KOMTRAX Plus system can interfere with other wireless signals in the area. This interference can cause a malfunction in a blast zone resulting in an unintended detonation. Know the locations of blast zones in the area and keep a safe distance to avoid unintentional blasts. Operating frequency of KOMTRAX Plus is 148 MHz to 150 MHz.
A4-2
Warnings and Cautions
3/11 A04066
This decal is placed on the cover for the ground level engine shutdown switch to indicate where the emergency shutdown control is located. The shutdown switch is mounted above the isolation box.
This decal is located below the engine shutdown switch. It is used for emergency shutdown only. Push the button in to stop the engine.
This decal is located on the isolation box. The isolation box contains the disconnect switches that can be used to isolate the starter, battery and propulsion system circuits.
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Warnings and Cautions
A4-3
These plates are located above the battery disconnect switches on the isolation box to indicate the OFF and ON positions of the switches. The master switch will disconnect the batteries from the entire electrical system. The starter switch will disconnect the power supply to the two starters. This will prevent the truck from starting, but will allow for diagnostic testing of the electrical system if the master switch is still ON. Stop the engine and turn the key switch to the OFF position. After the engine has stopped, wait two minutes, and if no warning lights illuminate, then turn the battery disconnect switches to the OFF position. After the key switch is turned OFF, the interface module remains on, monitoring the park brake function and the accumulator bleeddown function. If a failure in either system is detected, an alarm will sound to notify the operator of a failure in that system. If the battery disconnect switches are turned OFF without waiting two minutes, a potential failure could be masked. Always use the battery disconnect switches before: • Storing the machine for more than one month • Replacing electrical system components • Performing welding maintenance • Handling batteries, or starting with booster cables • Replacing fuses or fusible links
This plate is located above the propel lockout lever on the isolation box to indicate the OFF and ON positions of the lever. When this lever is placed in the OFF position, the truck’s AC electric drive system is locked out and the truck will not propel. When the lever is placed in the ON position, the truck’s AC electric drive system will function and the truck can be driven.
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Warnings and Cautions
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A warning plate is mounted on top of the radiator surge tank cover near the radiator cap. The engine cooling system is pressurized. Always turn the key switch OFF and allow the engine to cool before removing the radiator cap. Unless the pressure is first released, removing the radiator cap after the engine has been operating for a time will result in the hot coolant being expelled from the radiator. Serious scalding and burning may result.
Warning plates are mounted on the frame in front of, and to the rear, of both front tires. All personnel are warned that the clearances change when the truck is steered and could cause serious injury.
Warning plates are attached to both the hydraulic tank and fuel tank to alert technicians not to work on the truck with the body in the raised position unless the body-up retention device (cable/sling) is in position.
This decal is located by the emergency ladder on both sides of the truck.
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Warnings and Cautions
A4-5
These danger plates are mounted on the outside of each frame rail to alert technicians to read the warning labels attached to the side of each of the accumulators (see below) prior to releasing internal nitrogen pressure or disconnecting any hydraulic lines or hardware. There are similar decals mounted on top of each of the accumulators (both steering and brake) with the same danger message.
This danger plate is attached to all four suspensions. The plate contains instructions for releasing internal pressure before disconnecting any hardware. Serious injury can occur if these directions are not followed.
A plate on the side of the hydraulic tank furnishes instructions for filling the hydraulic tank. Keep the system open to the atmosphere only as long as absolutely necessary to lessen the chances of system contamination. Service the tank with clean Type C-4 hydraulic oil. All oil being put into the hydraulic tank must be filtered using filters rated at three microns.
A caution decal is attached below the hydraulic tank oil level sight gauge. Check level with body down, engine stopped, and key switch OFF. Add oil per filling instructions, if oil level is below top of sight glass.
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Warnings and Cautions
3/11 A04066
A warning plate is attached to the hydraulic tank to inform technicians that high pressure hydraulic oil is present during operation. When it is necessary to open the hydraulic system, Ensure the engine is stopped and key switch is OFF to bleed down hydraulic pressure. There is always a chance of residual pressure being present. Open fittings slowly to allow all pressure to bleed off before removing any connections.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper medical treatment by a physician familiar with this injury is not received immediately.
A wheel motor oil level decal is attached to the gear cover on both electric wheel motors. This decal stresses the fact that the truck must be on a level surface and parked for 20 minutes prior to checking the oil level. This is necessary in order to get an accurate reading.
A decal plate located on the frame near the left hoist cylinder provides the operator or technician with the hook-up procedure for dumping a loaded, disabled truck. The use of a functional truck for hydraulic power is required. Refer to the Section L for additional instructions for using this procedure.
Warning decals are applied to both brake accumulators located inside the brake system cabinet behind the operator cab. These decals remind servicing technicians to close the accumulator drain valves after they have been opened to bleed brake pressure. It further warns not to over-tighten the drain valves to prevent damage to the valve seat(s).
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Warnings and Cautions
A4-7
A warning plate alerts the technician to stop the engine, turn the key switch OFF, and open the drain valves on all three accumulators to bleed the hydraulic system pressure before disconnecting a brake line.
A decal plate is located on the frame near the left hoist cylinder. It provides the operator or technician with the hydraulic hook-up procedure before towing a disabled truck, by using a functional truck for hydraulic power.
This decal is located on the automatic lubrication reservoir informing the technician that the cover must never be removed for filling purposes as there is potential for dirt or debris entering the system. Always fill the grease reservoir through the coupling provided where the grease passes through a filter before entering the reservoir.
This STORED ENERGY HAZARD warning decal is located below the battery disconnect switches to warn personnel not to disconnect the batteries during the first 90 seconds after turning the key switch off. Turn the key switch to the OFF position and wait for the engine to stop. After the engine has stopped, wait two minutes, and if no warning lights illuminate, then turn the battery disconnect switches to the OFF position. The first 90 seconds after the key switch is turned off is the bleeddown process. Turning the battery disconnect switches off within 90 seconds could interrupt the bleeddown process and leave stored energy in the accumulator. Wait two minutes after the engine has stopped, then observe for bleeddown malfunction warning light in overhead panel. If warning is being displayed, notify maintenance immediately. Turning the battery disconnect switches to the OFF position sooner than two minutes could mask a problem that was detected during the bleeddown process.
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Warnings and Cautions
3/11 A04066
This caution decal is placed near the battery disconnect switches on the right side of the front bumper to alert servicing technicians that before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control components before making welding repairs. In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. Always fasten the welding machine ground (-) lead to the piece being welded; grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause damage to components.
A high voltage danger plate is attached to the door of the rear hatch cover. High voltage may be present! Only authorized personnel can access this rear housing.
These warning plates are mounted on all of the AC drive control housings and cabinets. High voltage may be present, with or without, the engine running! Only authorized personnel can access these cabinets.
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Warnings and Cautions
A4-9
This caution decal is placed on the back of the control cabinet to alert service technicians that this area contains capacitors and must not be disturbed in any manner.
This information decal is placed on the outside of the door panel on the control cabinet wall that faces the right side of the operator cab.
This decal is placed near three different indicator lights: •
In the operator cab, on the rear of the center console.
•
On the front of the control box which is mounted on the right side of the main control cabinet.
•
On the outside of the left control cabinet wall that faces the right side of the operator cab. (See also Information decal above.)
When any of these indicator lights are on, high voltage is present throughout the propulsion and retarding system. Extreme care should be exercised!
A4-10
Warnings and Cautions
3/11 A04066
This page illustrates a variety of decals which are mounted on deck mounted cabinets, housings, and structures which must be lifted in a specific manner, and from specific points, in order to safely move or lift any of these structures. If any of these decals are damaged or defaced, so that it is no longer legible, it must be replaced immediately. Maintenance personnel must follow these lifting instructions.
A04066 3/11
Warnings and Cautions
A4-11
A product identification plate is located on the frame in front of the right side front wheel and shows the truck model number, maximum GVW and Product Identification Number (PIN). NOTE: This product identification plate may vary depending on engine options.
The PIN consists of 19 total characters. The first and last characters are tamper preventative symbols (*). The remaining 17 alpha/numeric characters are used to identify 5 characteristics of the machine. The 5 characteristics are detailed below.
WMC - Character positions 1, 2 and 3 identify the Worldwide Manufacturer Code (WMC). The WMC designates the manufacturer of the product. Komatsu brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify the Machine Descriptor Section (MDS). The MDS code identifies general information regarding machine specifications. The MDS is a code for the machine type and model.
CL - Character position 9 identify the Check Letter (CL). The CL is used to verify the accuracy of the individual PIN.
FC - Character positions 10 and 11 identify the Factory Code (FC). The FC identifies the Komatsu factory in charge of claims for the product. The FC for electric drive trucks is 61. SN - Character positions 12, 13, 14, 15, 16, and 17 identify the Serial Number (SN). The SN is a unique sequential number.
A4-12
Warnings and Cautions
3/11 A04066
A caution decal is also attached to the door of the rear hatch cover to alert personnel that hot exhaust air is present and may cause injury. This caution decal is also placed around the retarding grid cabinet.
This decal is placed on both front wheel hubs to warn about hot oil inside the wheel hubs. Remove the oil level plug carefully to avoid injury.
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P, Lubrication and Service, in this manual for more complete lubrication instructions.
A04066 3/11
Warnings and Cautions
A4-13
NOTES:
A4-14
Warnings and Cautions
3/11 A04066
TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard units in parentheses. When torque values are not specified in the assembly instructions contained in this manual, use the standard torque value for the hardware being used. Standard value torque tables are contained in this chapter for metric and SAE hardware.
References throughout the manual to standard torques or other standard values will be to one of the following tables. Do not use standard values to replace specific torque values in assembly instructions.
NOTE: This truck is assembled with both metric and SAE (U.S.) hardware. Reference the correct table when determining the proper torque value.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in the following tables.
INDEX OF TABLES TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1
Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
TABLE 2
Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . 12-3
TABLE 3
Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . 12-4
TABLE 4
Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 5
Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 6
Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 7
JIC 37° Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 8
Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 9
O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 10
O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 11
Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
TABLE 12
Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
TABLE 13
Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
A05001 1/13
Torque Tables and Conversion Charts
A5-1
EFFECT OF SPECIAL LUBRICANTS On Fasteners and Standard Torque Values
STANDARD TIGHTENING TORQUES For Class 10.9 Cap screws & Class 10 Nuts
The Komatsu engineering department does not recommend the use of special friction-reducing lubricants, such as Copper Coat, Never-Seez®, and other similar products, on the threads of standard fasteners where standard torque values are applied. The use of special friction-reducing lubricants will significantly alter the clamping force being applied to fasteners during the tightening process.
The following specifications apply to required assembly torques for all metric class 10.9 finished hexagon head cap screws and class 10 nuts.
If special friction-reducing lubricants are used with the standard torque values listed in this chapter, excessive stress and possible breakage of the fasteners may result. Where the torque tables specify “Lubricated Threads” for the standard torque values listed, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust-preventive grease (see below) on the threads and seats unless specified otherwise. NOTE: Ensure the threads of fasteners and tapped holes are free of burrs and other imperfections before assembling.
• Cap screw threads and seats shall not be lubricated when assembled. These specifications are based on all cap screws, nuts, and hardened washers being phosphate and oil coated. If zinc-plated hardware is used, each piece must be lubricated with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see list, this page) to achieve the same clamping forces provided below. • Torques are calculated to give a clamping force of approximately 75% of proof load. • The maximum torque tolerance shall be within ±10% of the torque value shown. • In the following table under “Cap Screw Size”, the first number represents the shank diameter (mm). The second number represents threads per millimeter. Example: M20 x 2.25
Suggested* Sources for Rust Preventive Grease:
M20 = shank diameter (20 mm)
• American Anti-Rust Grease #3-X from Standard Oil Company (also American Oil Co.)
2.25 = thread pitch in millimeter
• Gulf NoRust #3 from Gulf Oil Company. • Mobilarma 355, Product No. 66705 from Mobil Oil Corporation. • Rust Ban 326 from Humble Oil Company. • Rustolene B Grease from Sinclair Oil Co. • Rust Preventive Grease - Code 312 from the Southwest Grease and Oil Company. NOTE: This list represents the current engineering approved sources for use in Komatsu manufacture. It is not exclusive. Other products may meet the same specifications of this list.
A5-2
TABLE 1. Standard Tightening Torque for Metric Class 10.9 Cap screws & Class 10 Nuts Cap Screw Size
Torque N•m
Torque ft lb
Torque kg•m
M6 x1
12
9
1.22
M8 x 1.25
30
22
3.06
M10 x 1.5
55
40
5.61
M12 x 1.75
95
70
9.69
M14 x 2
155
114
15.81
M16 x 2
240
177
24.48
M20 x 2.5
465
343
47.43
M24 x 3
800
590
81.6
M30 x 3.5
1600
1180
163.2
M36 x 4
2750
2028
280.5
Torque Tables and Conversion Charts
1/13 A05001
STANDARD TIGHTENING TORQUES For SAE Grade 5 and Grade 8 Cap screws The following specifications apply to required assembly torques for all grade 5 and grade 8 cap screws.
• The maximum torque tolerance shall be ±10% of the torque value shown.
• Cap screw threads and seats shall be lubri-
• In the following table under Cap Screw Size, the first number represents the shank diameter (in.). The second number represents threads per inch.
cated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multi-purpose EP NLGI) or a rust- preventive grease (see list, previous page) on the threads.
Example: 7/16 - 20 7/16 = shank diameter (7/16 inch (0.438 inch)) 20 = threads per inch
• Torques are calculated to give a clamping force of approximately 75% of proof load.
TABLE 2. Standard Tightening Torque for SAE Hex Head Cap Screw And Nut Assembly Cap Screw Size
Torque Grade 5 N·m
Torque Grade 8
ft lb
kg·m
N·m
ft lb
Torque Grade 5
Torque Grade 8
kg·m
Cap Screw Size
N·m
ft lb
kg·m
N·m
ft lb
kg·m
1/4-20
9.5
7
0.97
13.6
10
1.38
3/4-16
319
235
32.5
454
335
46.3
1/4-28
10.8
8
1.11
14.9
11
1.52
7/8-9
475
350
48.4
678
500
69.2
5/16-18
20.3
15
2.07
28
21
2.90
7/8-14
508
375
51.9
719
530
73.3
5/16-24
22
16
2.21
30
22
3.04
1.0-8
712
525
72.6
1017
750
103.7
3/8-16
34
25
3.46
47
35
4.84
1.0-12
759
560
77.4
1071
790
109.3
3/8-24
41
30
4.15
54
40
5.5
1.0-14
773
570
78.8
1085
800
110.6
7/16-14
54
40
5.5
79
58
8.0
1 1/8-7
881
650
89.9
1424
1050
145
7/16-20
61
45
6.2
84
62
8.57
1 1/8-12
949
700
96.8
1546
1140
158
1/2-13
88
65
9
122
90
12.4
1 1/4-7
1234
910
125.9
2007
1480
205
1/2-20
95
70
9.7
129
95
13.1
1 1/4-12
1322
975
134.8
2142
1580
219
9/16-12
122
90
12.4
169
125
17.3
1 3/8-6
1627
1200
166
2630
1940
268
9/16-18
129
95
13.1
183
135
18.7
1 3/8-12
1776
1310
181
2874
2120
293
5/8-11
169
125
17.3
237
175
24.2
1 1/2-6
2142
1580
219
3471
2560
354
5/8-18
183
135
18.7
258
190
26.2
1 1/2-12
2305
1700
235
3756
2770
383
3/4-10
298
220
30.4
420
310
42.8
1 ft. lb. = 0.138 kg·m = 1.356 N.m
A05001 1/13
Torque Tables and Conversion Charts
A5-3
STANDARD TIGHTENING TORQUES For SAE Grade 9 Cap screws The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile), cap screws.
• Cap screw threads and seats shall be lubricated when assembled. Unless instructions specifically recommend otherwise, these standard torque values are to be used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see list, this page) on the threads.
• Torques are calculated to give a clamping force of approximately 75% of proof load.
• The maximum torque tolerance shall be ±10% of the torque value shown.
TABLE 3. Standard Tightening Torque for 12-Point, Grade 9 Cap Screws Cap Screw Size*
Torque N·m
Torque ft lb
Torque kg·m
0.250 - 20
16
12
1.7
0.312 - 18
33
24
3.3
0.375 - 16
57
42
5.8
0.438 -14
95
70
9.7
0.500 -13
142
105
14.5
0.562 - 12
203
150
20.7
0.625 - 11
278
205
28.3
0.750 - 10
488
360
49.7
0.875 - 9
780
575
79.4
1.000 - 8
1166
860
119
1.000 - 12
1240
915
126
1.125 - 7
1670
1230
170
1.125 - 12
1800
1330
184
1.250 - 7
2325
1715
237
1.250 - 12
2495
1840
254
1.375 - 6
3080
2270
313
1.375 - 12
3355
2475
342
1.500 - 6
4040
2980
411
1.500 - 12
4375
3225
445
* Shank Diameter (in.) - Threads per inch
A5-4
Torque Tables and Conversion Charts
1/13 A05001
TABLE 4. Tightening Torque For T-Bolt Type Hose Clamp (SAE J1508 Type TB) Thread Size
Band Width
Newton meters (N·m)
Inch Pounds (in. lb)
0.25-28 UNF
19.05 mm (0.75 in.)
8.5 ± 0.6 N·m
75 ± 5 in lb
Cap Screw Thread Diameter (mm) 10 12 16
Thread Diameter of Nut (mm) 14 18 22 24 30 33 36 42
A05001 1/13
Width Across Flat (mm) 14 17 22
TABLE 5. Tightening Torque For Split Flange Clamp Bolts Newton meters (N·m) Tolerances ±10% 66 112 279
Foot Pounds (ft lb) Tolerances ±10% 48 83 206
Kilogram meters (kg·m) Tolerances ±10% 6.7 11.5 28.5
Width Across Flat (mm) 19 24 27 32 36 41 46 55
TABLE 6. Tightening Torque For Flared Tube And Hose Fittings Newton meters (N·m) Tolerances ±10% 25 50 80 140 175 195 245 295
Foot Pounds (ft lb) Tolerances ±10% 18 36 58 101 130 145 180 215
Kilogram meters (kg·m) Tolerances ±10% 2.5 5 8 14 18 20 25 30
Torque Tables and Conversion Charts
A5-5
TABLE 7. Torque Chart For JIC 37° Swivel NutS With Or Without O-ring Seals Size Code
Tube Size (OD)
Threads UNF-2B
Newton meters (N·m)
Foot Pounds (ft lb)
–2
0.125
0.312 – 24
5±1
4±1
–3
0.188
0.375 – 24
11 ± 4
8±3
–4
0.250
0.438 – 20
16 ± 4
12 ± 3
–5
0.312
0.500 – 20
20 ± 4
15 ± 3
–6
0.375
0.562 – 18
24 ± 7
18 ± 5
–8
0.500
0.750 – 16
40 ± 7
30 ± 5
– 10
0.625
0.875 – 14
54 ± 7
40 ± 5
– 12
0.750
1.062 – 12
75 ± 7
55 ± 5
– 14
0.875
1.188 – 12
88 ± 7
65 ± 5
– 16
1.000
1.312 – 12
108 ± 7
80 ± 5
– 20
1.250
1.625 – 12
136 ± 14
100 ± 10
– 24
1.500
1.875 – 12
163 ± 14
120 ± 10
– 32
2.000
2.500 – 12
312 ± 27
230 ± 20
TABLE 8. Torque Chart For Pipe Thread Fittings
A5-6
Size Code
Pipe Thread Size
With Sealant N·m
With Sealant ft lb
Without Sealant N·m
Without Sealant ft lb
–2
0.125 – 27
20 ± 4
15 ±3
27 ± 7
20 ± 5
–4
0.250 – 18
27 ± 7
20 ±5
34 ± 7
25 ± 5
–6
0.375 – 18
34 ± 7
25 ±5
48 ± 7
35 ± 5
–8
0.500 – 14
48 ± 7
35 ±5
61 ± 7
45 ± 5
– 12
0.750 – 14
61 ± 7
45 ±5
75 ± 7
55 ± 5
– 16
1.000 – 11.50
75 ± 7
55 ±5
88 ± 7
65 ± 5
– 20
1.250 – 11.50
95 ± 7
70 ±5
108 ± 7
80 ± 5
– 24
1.500 – 11.50
108 ± 7
80 ±5
129 ± 14
95 ± 10
– 32
2.000 – 11.50
129 ± 14
95 ±10
163 ± 14
120 ± 10
Torque Tables and Conversion Charts
1/13 A05001
TABLE 9. Torque Chart For O-ring Boss Fittings Size Code
Tube Size (OD) Threads UNF-2B
Newton meters (N·m)
Foot Pounds (ft lb)
–2
0.125
0.312 – 24
4±3
4±2
–3
0.188
0.375 – 24
7±3
5±2
–4
0.250
0.438 – 20
11 ± 4
8±3
–5
0.312
0.500 – 20
14 ± 4
10 ± 3
–6
0.375
0.562 – 18
18 ± 4
13 ± 3
–8
0.500
0.750 – 16
33 ± 7
24 ± 5
– 10
0.625
0.875 – 14
43 ± 7
32 ± 5
– 12
0.750
1.062 – 12
65 ± 7
48 ± 5
– 14
0.875
1.188 – 12
73 ± 7
54 ± 5
– 16
1.000
1.312 – 12
98 ± 7
72 ± 5
– 20
1.250
1.625 – 12
109 ± 7
80 ± 5
– 24
1.500
1.875 – 12
109 ± 7
80 ± 5
– 32
2.000
2.500 – 12
130 ± 14
96 ± 10
TABLE 10. Torque Chart For O-ring Face Seal Fittings
A05001 1/13
Size CodeE
Tube Size (O.D.)
Threads UNF-2B
Newton meters (N·m)
Foot Pounds (ft lb)
–4
0.250
0.438 – 20
15 ± 1
11 ± 1
–6
0.375
0.562 – 18
24 ± 3
18 ± 2
–8
0.500
0.750 – 16
48 ± 5
35 ± 4
– 10
0.625
0.875 – 14
69 ± 7
51 ± 5
– 12
0.750
1.062 – 12
96 ± 10
71 ± 7
– 16
1.000
1.312 – 12
133 ± 8
98 ± 6
– 20
1.250
1.625 – 12
179 ± 10
132 ± 7
– 24
1.500
1.875 – 12
224 ± 20
165 ± 15
Torque Tables and Conversion Charts
A5-7
TABLE11. Common Conversion Multipliers Metric To English To Convert From millimeter (mm)
inch (in.)
0.0394
centimeter (cm)
inch (in.)
0.3937
meter (m)
foot (ft)
3.2808
meter (m)
yard (yd)
1.0936
kilometer (km)
mile (mi)
0.6210
square centimeters (cm )
square inch (in. )
0.1550
square centimeters (cm2)
square feet (ft2)
0.001
cubic centimeters (cm3)
cubic inch (in.3)
0.061
liters (l)
cubic inch (in.3)
61.02
cubic meters (m3)
cubic feet (ft3)
35.314
liters (l)
cubic feet (ft3)
0.0353
2
2
grams (g)
ounce (oz)
0.0353
milliliter (ml)
fluid ounce (fl oz)
0.0338
kilogram (kg)
pound (mass)
2.2046
Newton (N)
pounds (lb)
0.2248
Newton meters (N·m)
kilogram meters (kg·m)
0.102
Newton meters (N·m)
foot pounds (ft lb)
0.7376
kilogram meters (kg·m)
foot pounds (ft lb)
7.2329
kilogram meters (kg·m)
Newton meters (N·m)
9.807
kilopascals (kPa)
pounds/square inch (psi)
0.1450
megapascals (MPa)
pounds/square inch (psi)
145.038
kilograms/cm2 (kg/cm2)
pounds/square inch (psi)
14.2231
kilopascals (kPa)
98.068
kilograms/cm2
A5-8
Multiply By
To
(kg/cm2)
kilogram (kg)
short ton (tn)
0.0011
metric ton
short ton (tn)
1.1023
liters (l)
quart (qt)
1.0567
liters (l)
gallon (gal)
0.2642
Watts (W)
horsepower (hp)
0.00134
kilowatts (kW)
horsepower (hp)
1.3410
Torque Tables and Conversion Charts
1/13 A05001
TABLE 12. Common Conversion Multipliers English to Metric To
Multiply By
inch (in.)
millimeter (mm)
25.40
inch (in.)
centimeter (cm)
2.54
To Convert From
foot (ft)
meter (m)
0.3048
yard (yd)
meter (m)
0.914
mile (mi)
kilometer (km)
1.61
square centimeters (cm )
6.45
square feet (ft2)
square centimeters (cm2)
929
cubic inches (in.3)
cubic centimeters (cm3)
16.39
cubic inches (in.3)
liters (l)
0.016
cubic feet (ft3)
cubic meters (m3)
0.028
cubic feet (ft.3)
liters (l)
28.3
ounce (oz)
kilogram (kg)
0.028
fluid ounce (fl oz)
milliliter (ml)
29.573
pound (lb)
kilogram (kg)
0.454
pound (lb)
Newton (N)
4.448
inch pounds (in. lb)
Newton meters (N·m)
0.113
foot pounds (ft lb)
Newton meters (N·m)
1.356
foot pounds (ft lb)
kilogram meters (kg·m)
0.138
kilogram meters (kg·m)
Newton meters (N·m)
9.807
pounds/square inch (psi)
kilopascals (kPa)
6.895
square inch
(in.2
2
)
pounds/square inch (psi)
megapascals (MPa)
0.007
pounds/square inch (psi)
kilograms/square centimeter
0.0704
(kg/cm2)
A05001 1/13
short ton (tn)
kilogram (kg)
907.2
short ton (tn)
metric ton (t)
0.0907
quart (qt)
liters (l)
0.946
gallon (gal)
liters (l)
3.785
horsepower (hp)
Watts (w)
745.7
horsepower (hp)
kilowatts (kw)
0.745
Torque Tables and Conversion Charts
A5-9
Celsius C° 121 118 116 113 110 107 104 102 99 96 93 91 88 85 82 79 77 74 71 68 66
250 245 240 235 230 225 220 215 210 205 200 195 190 185 180 175 170 165 160 155 150
TABLE 13. Temperature Conversions Formula: F° - 32 1.8 = C° or C° x 1.8 + 32 = F° Fahrenheit Celsius Fahrenheit Celsius F° C° F° C° 482 63 145 293 4 473 60 140 284 2 464 57 135 275 –1 455 54 130 266 –4 446 52 125 257 –7 437 49 120 248 –9 428 46 115 239 – 12 419 43 110 230 – 15 410 41 105 221 – 18 401 38 100 212 – 21 392 35 95 293 – 23 383 32 90 194 – 26 374 29 85 185 – 29 365 27 80 176 – 32 356 24 75 167 – 34 347 21 70 158 – 37 338 18 65 149 – 40 329 15 60 140 – 43 320 13 55 131 – 46 311 10 50 122 – 48 302 7 45 113 – 51
40 35 30 25 20 15 10 5 0 –5 – 10 – 15 – 20 – 25 – 30 – 35 – 40 – 45 – 50 – 55 – 60
Fahrenheit F° 104 95 86 77 68 59 50 41 32 23 14 5 –4 – 13 – 22 – 31 – 40 – 49 – 58 – 67 – 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the center, unmarked column.
A5-10
Torque Tables and Conversion Charts
1/13 A05001
SECTION A7 STORAGE PROCEDURES INDEX STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3 SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3 PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4 REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5 RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7 ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9 AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10 ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11 Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11 Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12 ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13 TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17 Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
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NOTES
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STORAGE AND IDLE MACHINE PREPARATION There may be periods when it is necessary for a machine to be idle for an extended period of time. Properly prepared, a stored machine may promptly and safely be put back into operational service. Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to operating status difficult.
1. Keep the vehicle fully serviced.
The following information outlines the essential proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status. Additional information is given to help restore those machines which were not put into storage, merely shut down and left idle for a long period of time.
3. Operate all hydraulic functions through complete range to insure that cylinder rams and all seals are fully lubricated.
2. On a weekly schedule, perform a visual check of the vehicle, start and run the engine until both the engine and transmission are up to operating temperature. Move the vehicle around the yard for a few minutes to insure that all internal gears and bearings are freshly lubricated.
Much of this material is of a general nature since the environment, where the machine has been standing idle, will play a big part in its overall condition. Hot, humid climate will affect vehicle components much differently than the dry desert atmosphere or a cold arctic environment. These climatic aspects must be considered, and appropriate actions taken when restoring a long term idle vehicle. These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide lines. The final aim should always be to provide the operator with a safe, fully productive vehicle, that he can rely on.
4. Check and operate all systems. 5. Once a month, perform the 10 hour service items shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.
SHORT TERM IDLE PERIODS There will be periods when a vehicle may be idle from 30-60 days, but must be ready for use at all times. The most effective handling of this type situation is to follow the procedure given below to prevent any deterioration from beginning.
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PREPARATION FOR STORAGE For long term idle periods, proper preparation will pay large dividends in time and money when future operation of the vehicle is scheduled.
Refer to Section P, Lubrication and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system.
1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual. 2. The transmission should be prepared for storage. Refer to the instructions in this chapter. 3. The vehicle should be in top operating condition with all discrepancies corrected. Paint should be in good condition with no rust or corrosion. All exposed, machined or unpainted surfaces should be coated with a good rust preventative grease.
Never store a vehicle with a dry cooling system. 8. New hydraulic filters should be installed and the hydraulic tank fully serviced with type C-4 oil as specified in Section P, Lubrication and Service.
4. After the vehicle has been parked in its storage location, all hydraulic cylinders, including Hydrair suspensions, should be retracted as much as possible (steering cylinders centered). Wipe the exposed portion of all cylinder rams clean and, coat (including seals on ends of barrel) with good preservative grease.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to enter a person's body by pentrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received, immediately.
5. If long term storage is anticipated, the vehicle should be blocked up with the tires clear of the ground or floor to remove vehicle weight from the tires. Lower air pressure in the tires to 15-25 psi (103-172 kPa). Completely cover the tires with tarpolins to minimize rubber oxidation and deterioration.
9. Disconnect batteries, If possible, batteries should be removed and stored in a battery shop or a cool dry location on wooden blocks. Do not store batteries on a concrete floor. Clean battery compartment, remove all corrosion and paint compartment with acid proof paint.
6. Clean the radiator. Refer to Section C, Cooling System, for proper cleaning instructions. 7. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated.
10. Wheel axle housings and final drives should be fully serviced with prescribed lubricants. Seal all vents. 11. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing tape. 12. All lubrication points (grease fittings) should be serviced with the prescribed lubricants.
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13. Relieve tension from all drive belts. The engine manufacturer recommends insertion of heavy kraft paper between belts and pulleys to prevent sticking. 14. All vandalism covers and locks should be in place and secured. 15. Cab windows should be closed, locked and sealed and the cab door locked to prevent vandalism and weather effects. 16. The vehicle fuel tanks should be completely drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10) and closed tightly. All fuel filters should be replaced. 17. If at all possible, to aid those who will eventually place the unit back in operation, all available service publications (vehicle, engine and transmission) and a current parts catalog should be packaged in a moisture proof package and placed in the vehicle cab. 18. Be certain water drain holes in the body are open.
4. The cooling system should be completely drained, chemically flushed, and refilled with a conditioned water/antifreeze solution suitable for the lowest temperature anticipated. Refer to Fluid Specifications in Section P, Lubrication and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the thermostats open to circulate the solution through the cooling system. 5. Refer to instructions for returning the transmission to operation at the end of this chapter. 6. Thoroughly inspect all drive belts, hydraulic, air and oil lines for evidence of damage, wear or deterioration. Replace any suspected lines. Don't take chances on ruptures or blow-outs. 7. New hydraulic filters should be installed and the hydraulic tank (reservoir) checked and serviced with type C-4 oil as specified in Section P, Lubrication and Service. 8. Drain on fuel tank should be opened to remove any build up of moisture or sediment that may have accumulated while in storage. Close the drain then fill the fuel tank with approved diesel fuel.
REMOVAL FROM STORAGE If the foregoing preparations were conscientiously followed in placing the vehicle into storage, getting it back to operational status is a simple matter of reversing these steps. NOTE: Before starting the job or restoring a vehicle to operation, obtain copies of the Operation and Maintenance Manual, Engine and Transmission Manuals and/or the Parts Book and follow all special instructions regarding servicing the vehicle and its components. In addition to removing the storage materials, the following actions should be performed.
Never blend gasoline, gasohol and/or alcohol with diesel fuel. This practice creates an extreme fire hazard and under certain conditions may cause an explosion. 9. Make certain that all hydraulic controls, steering linkage, and throttle linkage points are lubricated and operate freely before engine start-up. 10. All electrical connections must be clean and tight. Check secureness of all ground straps and cables.
1. Inspect the entire vehicle carefully for rust and corrosion, correct as necessary. 2. Service the engine according to the Engine Manufacturer's Operation and Maintenance Manual. 3. Clean the radiator. Refer to Section C, Cooling System.
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11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure batteries with hold downs.
12. Check all electrical cables for weathering, cracks and/or damage. Replace any defective cables.
Air pressure must be released from any tires with bad cuts or wear that extends into the plies, before removing from the vehicle. Also, do not allow personnel to stand in removal path of tires. 13. Check all tires, carefully for serviceability and inflate to proper pressure. 14. If disconnected, reconnect the parking brake linkage. 15. Completely service the vehicle as recommended in Section P, Lubrication and Service, for both 10 and 100 hour inspections.
18. Use the Operation and Maintenance Manual for guidance on engine start and vehicle checkout. Make a thorough check of all hose and line connections for leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic controls and steering to verify proper operation. Verify proper operation of service brakes, emergency braking system and parking brake. Check all system instruments to insure that all systems are operational. 20. When all systems are operational and all discrepancies are corrected, road test the vehicle in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering response, transmission shifting, service brake efficiency, and hydraulic functions. Only when it is assured that the vehicle is in safe operational condition should it be turned over to an operator. 21. Fire protection equipment on a machine which has been in storage should be recharged before the machine is returned to service.
16. Adjust all drive belts to the specified tension. 17. Make certain that all hydraulic controls, steering linkage and throttle linkage points are free and properly lubricated before engine start up.
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RECONDITIONING AN IDLE VEHICLE
Never attempt operation of a vehicle which has been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage DON'T TAKE CHANCES! At times a vehicle is subjected to long idle periods without being properly serviced for storage - merely shut down and left to the elements for an extended period. Reconditioning of this vehicle can and does present a major expenditure of time and money when it is to be put into operating condition. 1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance. 2. Remove vehicle batteries and move to battery shop for service and charging or replacement as necessary.
3. Inspect tires thoroughly for tread and side wall condition, weathering, cuts and cracks. a. Any tire suspected of being unserviceable should be dismounted and thoroughly inspected inside and out before being inflated.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different manufacturer, but the required tolerances may be wrong. Use of mismatched rim parts is hazardous. b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the safety rules when mounting and inflating tires. c. Mount and inflate tires as shown in the service manual. 4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all wheels to prevent possible movement of the vehicle. The use of vapor degreasing or steam cleaning is not recommended, either for brake assemblies or the component parts. Corrosion and rusting may occur. a. All brake lines and connections must be clean, serviced and free of rust and corrosion. b. Treadle valves must operate smoothly and show no internal or external damage or contamination. Leakage limitations are shown in Section J, Brake System. Do not disassemble an inflated tire. Remove valve core slowly, and allow pressure to bleed off before attempting to remove the lockring. Also, eye protection should be worn during tire deflation to protect against any foreign object being projected into the eyes.
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c. The parking brake actuator must cycle smoothly when actuated by the parking brake valve.
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5. The vehicle engine should be inspected and serviced according to the Engine Manufacturer's Operation And Maintenance Manuals. a. Insure that exhaust is clear and clean with no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check for water damage before attempting startup. b. Replace fuel filters. Fill filter cans with fresh fuel for engine priming.
Have a new safety filter (secondary) filter element on hand before removing old one. Do not keep intake system open to atmosphere any longer than absolutely necessary. c. Remove and replace both the primary and safety filter (secondary) elements in the air cleaners. Check all intake lines between air cleaners and engine. All clamps must be tight. d. The tubes in the precleaner section of the air cleaner assembly should be inspected; all tubes should be clear and clean. Use a light to inspect the tubes. The light should be visible. If clogging is evident, the precleaner must be cleaned. Clean the precleaner according to instructions in Section C. e. Drain and flush the engine cooling system. Fill with coolant and inhibitors after checking all lines, hoses and connections. Refer to Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores must be clear of dirt and trash.
To prevent injuries, always release spring tension before replacing the fan belt. f. Check and tighten engine fan drive belts, and install a new belt set if necessary. g. Check and tighten the engine mounts. 6. Inspect and service the transmission according to the Transmission service manual. NOTE: If a hydraulic pump or the engine is inoperative, the dump body should be raised with a crane so body holding devices can be installed.
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a. Check all transmission electrical connections for corrosion, cleanliness and tightness. Check electrical cables for weathering, damage and proper clamping. b. Check drive lines for worn U-joints and proper hardware torque. c. Check the condition of the transmission mounts. 7. If fuel was left in the tank, it must be removed. Do not attempt to use old diesel fuel. a. With the tank empty, remove inspection plates and thoroughly check the interior of the tank; clean if necessary to remove sediment and contamination. If the fuel was contaminated, the lines should be disconnected and blown clear. b. Check all fuel lines for deterioration or damage. Replace lines as necessary. c. Replace inspection covers, and install new gaskets. d. Fill the tank with specified diesel fuel. e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force to enter a person's body by penetrating the skin. Serious injury and possible death may result if proper medical treatment by a physician familiar with this injury is not received, immediately. 8. The hydraulic tank should be drained. If oil is not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron filter elements when being pumped back into the tank. Do not attempt to use contaminated hydraulic oil, especially if water entry into the system is suspected. NOTE: If filling is required, use clean hydraulic oil only. Refer to the Lubrication chart in Section P, Lubrication and Service, for proper oil specifications. a. Replace hydraulic filter elements and clean suction strainer elements. While suction strainers are removed, inspect and clean the interior of the tank thoroughly to remove all sediment and foreign material. b. Inspect all hydraulic lines for deterioration or damage. Replace suspect lines - don't risk hose ruptures or blow outs.
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c. Check all hydraulic components - pumps, valves and cylinders for damage and corrosion. Secure all mountings and connections. Control valves in the cab must be free moving with no binding.
ENGINE OPERATION
d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If plating is deteriorated, the cylinder should be removed and overhauled or replaced; pitted or scored plating will cause leakage at the cylinder seals.
Insure that all tools and loose equipment have been removed prior to engine start-up. Sound horn prior to engine start. Make sure emergency shut down is reset. Cables must be free moving in their housings.
9. Check the front wheel hub, final drive and wheel axle lubricant. If contamination is suspected, oil should be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul will be in order.
When all reconditioning operations have been completed, a static check of engine operation along with operation of systems as well as verification of braking and steering must be done before the vehicle is moved.
10. Check the parking brake. Since it is springapplied, the brake pads may be stuck tightly to the disc, it may be necessary to remove and overhaul the parking brake assembly. 11. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. All pivot points must be free of any binding. 12. Check the alternator for corrosion or deterioration. The alternator rotor must be free, with no binding or roughness. Inspect, install and properly tension the alternator drive belts. 13. Check secureness of steering cylinder ball joints, link, and hydraulic connections. 14. Examine Hydrair suspensions for signs of damage. a. Discharge nitrogen from suspensions as outlined in Section H. Check the condition of the suspension oil and cylinder wipers. If wipers are cracked or hardened, the suspension must be rebuilt. Recharge the suspension with new oil if old oil is deteriorated. b. Check exposed chrome portions of the cylinder for rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and overhauled or replaced; pitted or scored plating will rapidly cause leakage at the seals. c. Recharge suspensions as outlined in the service manual. 15. If not previously done, install fully charged batteries and completely charge air tank (if equipped) with shop air.
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1. Insure all personnel are clear of equipment before starting engine. Always sound the horn as a warning before actuating any operational controls.
Before starting engine, clear the immediate area of personnel and obstructions. Never start the engine in a building unless the doors and windows are open and ventilation is adequate. 2. Turn key switch ON. Warning lights for low brake, and steering pressure should illuminate and the horn should sound. If the horn does not sound, check all components in the circuit and correct the discrepancy before continuing. 3. Start the engine, and watch the engine oil pressure gauge; if pressure does not show on the gauge within 10 - 15 seconds, shut down the engine and locate the problem.
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4. While the engine is warming up, check the engine and related components for any leaks. Check the hydraulic pump for leakage as well as all hydraulic lines. 5. Listen for any abnormal engine noises. 6. Check the transmission and piping for leakage. If leakage is evident, shut down the engine and correct before continuing the checkout. Listen for unusual sounds, which may indicate problems in components. 7. When the engine is up to operating temperature, check operation of the throttle circuit acceleration should be smooth. Watch the gauges closely for any abnormal activity. Proper temperatures and pressures are shown in the Engine Operation and Maintenance Manual.
AFTER ENGINE HAS STARTED Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator for production use. 1. Become thoroughly familiar with steering and emergency controls. Test the steering in extreme right and left directions. If the steering system is not operating properly, shut the engine down, immediately. Determine the steering system problem and have repairs made before resuming operation. 2. Operate each of the brake circuits at least twice prior to operating and moving the machine. These circuits include individual activation of the service brake and parking brake from the operator's cab. a. Activate each circuit individually with the engine running and with the hydraulic circuit fully charged. b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release, shut the engine down and notify maintenance personnel. Do not operate the machine until the brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments before moving the machine to insure proper system operation and proper gauge functioning. Give special attention to braking and steering circuit warning lights. If warning lights come on, shut down the engine immediately and determine the cause. 4. Cycle hoist controls and steering several times to remove trapped air. Complete steering cycles in both directions to verify steering response, smoothness and reliability. Check seals and lines for leaks. 5. When satisfied that all discrepancies have been corrected, the vehicle is ready for a road test. This test should be done only by a capable and experienced operator and should be accomplished in a large open area where plenty of maneuvering room is available. Some of the road test items which should be covered will include: a. Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds. Don't take chances with higher speeds until the machine has been determined to be completely safe. b. Progressive upshifting and downshifting through all speed ranges to insure proper transmission shifting and synchronization. 6. When all tests and checks have been made and the vehicle is ready for work, it should be visually rechecked and fully serviced according to Section P, Lubrication and Service.
Some of the conditions (others may be found) which might be encountered after a machine has been exposed to the elements for a long period would include: • Increased corrosion and fungus growth on electrical components in humid/tropical areas. • Accelerated rust formation in humid climates. • Increased sand and dust infiltration in windy, dry dusty areas. (These conditions can approach sand blasting effects.) • Deterioration of rubber products in extreme cold areas. Cables, hoses, O- rings, seals and tires may become weather checked and brittle. • Animal or bird's nests in unsealed openings.
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ENGINE STORAGE Engine Storage-(Short Term) 1 Month to 6 Months
11. Disconnect the electrical wiring from the fuel pump solenoid.
This procedure describes the proper method for the short term storage of an engine.
12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.
Prepare the Engine for Short Term Storage
13. Crank the engine slowly. Spray lubricating oil into the intake manifold and the inlet of the air compressor.
1. Operate the engine at high idle until the coolant temperature is 160° F (70° C).
14. Cover all of the openings with tape to prevent dirt and moisture from entering the engine.
2. Turn the engine off.
15. Drain the coolant.
3. Disconnect the fuel lines to the engine fuel filter and the injector return line. 4. Use a preservative oil. Use Dauber T Chemical NoxRust No. 518, or equivalent. The oil must meet Military Specification MIL-L-644, Type P9. 5. Fill two containers, one with diesel fuel, and the second with preservative oil. Put both fuel lines in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a permanent type antifreeze with a rust inhibitor. 16. Store the engine in an area that is dry and has a uniform temperature. 17. Bar turn the Crankshaft two or three revolutions every 3 to 4 weeks.
6. Start the engine. 7. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 8. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return line. 9. Drain the oil pan sump, oil filters, and fuel filters. 10. Install the drain plugs in the oil sump. The sump can remain empty until the engine is ready to be returned to service.
Remove the Engine from Short Term Storage 1. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period). 2. Fill the coolant system if necessary. 3. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly). 4. Tighten the intake manifold mounting cap screws to specified torques, refer to the Cummins Service Manual for specifications.
Put a warning tag on the engine. The tag must indicate:
5. Fill the oil pan sump, oil filters, and fuel filters with recommended lubricants and fuels.
• The engine does not contain oil. • Do not operate the engine.
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Engine Storage- (Long Term) 6 Months to 24 Months This procedure describes the proper method for the long term storage of an engine.
Prepare the Engine for Long Term Storage 1. Operate the engine at high idle until the coolant temperature is 160° F (70° C). 2. Turn engine off. 3. 3. Drain the oil. Install the drain plugs. Use Shell 66202 or equivalent, preservative oil. The oil must meet Military Specification MIL-L-21260, Type P-10, Grade 2, SAE 30. Fill the engine to the "HIGH" mark. 4. Disconnect the fuel lines to the engine fuel filter and the injector return line. 5. Use Daubert Chemical NoxRust No. 518, or an equivalent preservative oil. The oil must meet Military Specification MIL- L- 644 Type P9. 6. Fill two (2) containers: one with diesel fuel, the second with preservative oil. Put both fuel lines in the container of diesel fuel. 7. Start the engine. 8. After the engine is operating smoothly, transfer the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line. 9. Turn the engine off. Connect the fuel lines to the fuel filter and the injector return. 10. Drain the preservative oil from the engine oil pan sump, the air compressor and the oil filters. 11. Remove the intake and exhaust manifolds. Spray preservative oil into the intake and exhaust ports in the cylinder heads and in the manifolds. 12. Spray preservative oil in the intake port on the air compressor. 13. Use a rust preventative compound that meets Military Specification MIL-C-16173C, Type P-2, Grade 1 or 2. Brush or spray the compound on all of the exposed surfaces that are not painted.
Put a WARNING tag on the engine. The tag must indicate: • The engine has been treated with preservatives. • Do not bar turn the crankshaft. • The coolant has been removed. • The date of treatment. • Do not operate the engine. 16. Store the engine in an area that is dry and has a uniform temperature.
Remove the Engine from Long Term Storage 1. Use clean diesel fuel. Flush the fuel system until all of the preservative oil is removed. 2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. To flush all of the preservative oil from the engine: Bar the engine crankshaft three to four revolutions during the flushing procedure. 3. Fill the oil pan sump, oil filters, and fuel filters. 4. Drain the rust preventative compound from the cooling system. Fill the cooling system with coolant. 5. Prime the lubricating system. Refer to Cummins Engine Shop Manual, (Section 14-01, Engine Run-in-Period). 6. Adjust the injector and the valve clearance. Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly). 7. Tighten the intake manifold mounting cap screws.
14. Remove the rocker lever covers. Spray the rocker levers, the valve stems, the springs, the valve guides, the crossheads, and the push rods with preservative oil. Install the covers. 15. Cover all the openings with heavy paper and tape to prevent dirt and moisture from entering the engine.
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ELECTRIC DRIVE TRUCKS Storage Instructions and Procedures
Placing Equipment Into Storage
This instruction provides the recommended procedures for protecting equipment from damage during both short-term and long-term storage periods and for maintaining adequate protection while in storage. Also included are instructions for placing this equipment into service after having been stored.
Perform the following instructions when preparing General Electric equipment for storage. There are three main equipment categories to consider:
For the purposes of this instruction, a short-term storage period is considered to be less than three months; a long-term storage period is considered to be three months or longer. General Electric recommends a maximum storage period of three years, with these storage procedures being repeated after each year. After a storage period of three years or more, the Motorized Wheels should be removed and sent to an overhaul facility for teardown and inspection of seals and bearings. These should be replaced if necessary. Periodic (every three months) inspections should be made to determine the lasting qualities of long-term storage protection measures. Such inspections will indicate the need for renewing protective measures when necessary to prevent equipment deterioration. Proper storage of this equipment is vital to equipment life. Bearings, gears, and insulation may deteriorate unless adequate protective measures are taken to protect against the elements. For example, bearings and gears in the Motorized Wheel gear case are susceptible to the formation of rust; insulation in rotating electrical equipment can accumulate moisture; and bearings may become pitted.
NEVER APPLY ANY SPRAY, COATING OR OTHER PROTECTIVE MATERIALS TO AREAS NOT SPECIFICALLY RECOMMENDED. It is also important to note that these instructions cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment deterioration problems caused by inadequate storage. However, these instructions should be considered as a minimum procedure to achieve the best possible equipment life and the lowest operating cost when the equipment is returned to service. NOTE: Local conditions and/or experience may require ADDITIONAL procedures and/or additional storage precautions.
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1. When storing a truck that is operational. 2. When storing a truck that is not operational. 3. When storing major components (Motorized Wheel, alternator, etc.). These three major categories are the basis for determining required protective measures. NOTE: In addition to these instructions, refer to truck storage instructions. When Storing A Truck That Is Operational When a fully operational truck is being placed into storage for less than three months, the best protective measure which can be taken is to drive the truck once a week for at least 30 minutes. Prior to driving the truck, the rotating equipment should be Meggered and: 1. If greater than 2 megohms, run normally. 2. If less than 2 megohms, isolate condition and correct before running. Driving the truck circulates oil in the gear case to keep gears and bearings lubricated and free from rust. It also prevents deterioration of the brushes, commutators and slip rings. When a fully operational truck is being placed into storage for three months or longer, and the truck cannot be operated weekly throughout the storage period as indicated above, perform the following instructions: 1. Drain oil from the gear case and install rust preventive 4161 (product of Van Straaten Chemical Co.)or equivalent. Fill per General Electric Motorized Wheel Service Manual. 2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Stop the truck and drain the rust preventive compound. NOTE: Do not run a LOADED truck with rust preventive compound in Motorized Wheel gear cases.
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When Storing A Truck That Is Not Operational
Do not operate trucks without oil in the Motorized Wheel gear cases. 3. Perform a megohmmeter test. Refer to the truck's Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if deterioration is being experienced when additional Megger tests are made as part of the periodic inspection. 4. Lift all brushes in the Motorized Wheels, blowers and the alternator. They must be removed from the brush holder. Disconnecting brush pigtails is not required. 5. Cover any open ductwork with screening material to prevent rodents from entering. Then tape over the screen to prevent the entry of water and dirt (allow breathing). 6. Examine all exposed machined surfaces for rust or other dirt accumulation. Remove all dirt as necessary. Remove rust by using a fine abrasive paper. Old flushing compound can be removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue. When clean, coat with Tarp B rust preventive. Refer to General Electric Motorized Wheel Service Manual for specifications.
When a truck which is not fully operational is being stored for a period of any length, perform the following: 1. Drain the oil from the gear case and install rust preventive compound 4161 (or equivalent). Fill per General Electric Motorized Wheel Service Manual. 2. Jack each side of the truck (one side at a time) enough to rotate the tires. 3. Connect a D-C welder as described in the Vehicle Test Instructions (Wheel Motor inst. 400A, arm & field in stress 900- 1000 rpm arm). 4. Rotate each Motorized Wheel (one at a time) for at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Disconnect the welder. Remove the jacks. Drain the gear case. 5. If the truck is partially dismantled, pay careful attention to ductwork, blower shrouds, etc., which may be exposed to weather conditions as a consequence. These areas will require the same sealing measures as in Step 5 above which deals with protecting ductwork. Cover exposed blower housings to prevent entry of water and dirt. 6. Perform Steps 3 through 11 under When Storing a Truck that is Operational.
7. Loosen exciter drive belts (where applicable). 8. Open all switches in the control compartment.
When Storing A Major Component
9. Install a 500 watt heat source inside all control groups which house electronic control equipment. These heat sources are to be energized below 32째 F (0째 C) and de-energized above 41째 F (5째 C).
When storing a Motorized Wheel, alternator, blower or control group for a period of any length, always store it inside a warm, climate-controlled environment. Do not attempt to store individual components where they would be exposed to inclement weather, climatic changes, high humidity and/or temperature extremes.
10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and inside the alternator slip ring chamber. This will minimize the accumulation of moisture. A hole in the bottom of the hubcap will accommodate the electrical cord for the heat source in the Motorized Wheels. These heat sources are to be energized continuously. 11. Seal compartment doors with a weatherproof tape to prevent entry of rain, snow and dirt (allow breathing).
A7-14
Storage Procedures
A07006
Periodic Inspections It is important that periodic inspections (every three months) of stored equipment be performed to insure the continued serviceability of all protective measures initially taken when the storage period began. Items which should be checked at each inspection interval are listed as follows: 1. Remove the weatherproof tape from the compartment doors and preform a Megger test as described in the Vehicle Test Instructions. Record the test results and compare them with the recorded Megger readings taken when storage first began, and those taken throughout the storage period. Remove all test equipment and close up the compartment. Reseal the compartment doors with new weatherproof tape. If Megger readings indicate a deterioration of insulation quality, to below 2.0 megohms then consideration should be given to providing more protection. 2. Check all other weatherproofing tape. Replace any that has become loose or is missing completely. 3. Check all heat sources. Replace or repair any units which have become inoperative. 4. Check all machine surfaces which were coated with flushing compound when storage began. If compound appears to be deteriorating, it must be cleaned off and renewed. Placing Equipment Into Service After Storage When taking equipment out of storage, perform the following procedures:
amount oil to be used. This oil should be drained and new oil should be added after 500 hours of operation. 5. Clean all Motorized Wheel grease fittings in the axle box. Insure that all grease lines are completely full of grease. Then add the recommended amount of grease to all fittings. 6. Install brushes in the Motorized Wheels, blowers and the alternator. Make sure that brushes move freely in their carbonways and that they have enough length to serve until the truck's next inspection period. Install new brushes if necessary. Insure that all brush pigtail screws are tight. 7. Perform a megohmmeter test. Refer to the truck's Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of moisture in motor or alternator. If this is the case, the faulty component will have to be isolated and dried out using procedures recommended in the G.E.Service Manual. 8. Perform a thorough inspection of the Motorized Wheels, alternator, blowers and control compartments. Look for: a. Rust or dirt accumulation on machine surfaces b. Damaged insulation c. An accumulation of moisture or debris d. Loose wiring and cables e. Any rust on electrical connectors in the control compartment
When A Truck Is Operational
f. Any loose cards in the card panels
If a truck has been operated weekly throughout the storage period, perform a complete visual inspection of the Motorized Wheels, blowers, alternator and control compartments. Repair any defects found, then place the truck directly into service.
g. Any accumulation of moisture or debris in ductwork.
When A Truck Is Not Operational If the truck was not operated weekly throughout the storage period, perform the following procedures: 1. Remove all weatherproofing tape from control compartment doors and ductworks. 2. Remove all screening material from ductwork. 3. Remove all heat sources from Motorized Wheels, control compartments and the alternator.
Clean and make repairs as necessary. 9. Check retarding grids and insulators for loose connections and dirt accumulation. Clean and make corrections as necessary. 10. Where applicable, check exciter drive belts for cracks, and deterioration. If acceptable, set belt tension to specification. 11. Before starting engine, turn on control power. Check that contactors and relays pick up and drop out normally.
4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and
A07006
Storage Procedures
A7-15
12. Perform a start-up procedure on the complete system to insure maximum performance during service. Refer to the truck's Vehicle Test Instructions for the complete test procedure.
For The First Hour After all storage protection has been removed, the truck has been cleaned and inspected and repairs made as necessary, the Motorized Wheel gear case has been filled with new oil, the dirt seals have been completely purged with new grease and the system completely checked, the truck can be placed into service. It is recommended, however, that the truck be driven unloaded at a low speed (10 mph) for the first hour of operation.
A7-16
Storage Procedures
A07006
TRANSMISSION PRESERVATION AND STORAGE
5. Continue running the engine at 1500 rpm with the transmission in neutral until normal operating temperature is reached.
Storage, New Transmission (Prior to installation). New transmissions are tested with preservative oil and drained prior to shipment. The residual oil remaining in the transmission provides adequate protection to safely store the transmission for up to one year (stored inside the conditions of normal climate and with all shipping plugs installed) without further treatment. Preservation Methods. When the transmission is to be stored or remain inactive for an extended period (one or more years), specific preservation methods are recommended to prevent damage due to rust, corrosion, and organic growth in the oil. Preservation methods are presented for storage with and without transmission fluid.
If the unit does not have a converter-out temperature gage, do not stall the converter. 6. If normal operating temperature is less than 225° F (107° C), shift the transmission to the highest forward range and stall the converter.When the converter-out temperature reaches 225° F (107° C), stop the engine. Do not exceed 225° F (107° C). 7. As soon as the transmission is cool enough to touch, seal all openings and the breather with moisture-proof tape. 8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
Storage, One Year -- Without Oil 1. Drain the oil. 2. Spray two ounces (60 milliliters) of VCI #10 through the fill tube. 3. Seal all openings and the breather with moisture-proof tape. 4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2). 5. If additional storage time is required, repeat steps (2), (3) and (4) at yearly intervals.
9. If additional storage time is required, repeat steps (2) through (8) at yearly intervals; except, it is not necessary to drain the transmission each year. Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service 1. Remove all tape from openings and the breather. 2. Wash off all external grease with mineral spirits.
Storage, One Year With Oil (normally in a vehicle chassis) 1. Drain the oil and replace the oil filter element(s). 2. Fill the transmission to operating level with a mixture of one part VCI #10 (or equivalent) to 30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for each 3 gallons (11 liters) of fluid in the system. NOTE: When calculating the amount of Biobor JF required, use the total volume of the system, not just the quantity required to fill the transmission. Include external lines, filters, and the cooler.
3. If the transmission is new, drain the residual preservative oil. Refill the transmission to the proper level with C-4 transmission fluid. 4. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil filter elements. Refill the transmission to the proper level with C-4 transmission fluid. 5. If the transmission was prepared for storage with oil, it is not necessary to drain and refill the transmission with new transmission fluid. Check for proper fluid level. Add or drain transmission fluid as required to obtain to proper level.
3. Run the engine for approximately five minutes at 1500 rpm with the transmission in neutral. 4. Drive the vehicle. Make sure the transmission shifts through all ranges. Make sure the lockup clutch is working.
A07006
Storage Procedures
A7-17
NOTES
A7-18
Storage Procedures
A07006
SECTION B STRUCTURES INDEX STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01022
Index
B1-1
NOTES:
B1-2
Index
B01022
SECTION B2 STRUCTURAL COMPONENTS INDEX 1 STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3 LADDERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 RIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7 CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B02031 8/08
Structural Components
B2-1
NOTES:
B2-2
Structural Components
8/08 B02031
STRUCTURAL COMPONENTS The 830E deck components are removable in sections as shown in Figure 2-1. The following removal and installation instructions detail the steps to be taken before the decks and hood can be removed. Additional steps may be required before the deck or another major structure is removed, depending on optional equipment installed on the truck at the factory or after delivery.
The anti-slip material on the decks must be inspected and maintained for the safety of all personnel.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, the body must be raised and the safety cables installed at the rear of the truck.
• Before performing any welding on the truck, always turn the battery disconnect switches to the OFF position and disconnect the alternator positive cable. Failure to do so may seriously damage the battery and electrical equipment. It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the Alarm Indicating Device (AID) circuit control cards. Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be attached as near as possible to the weld area. Never allow welding current to pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and cause damage to components.
Read and observe the following instructions before attempting any repairs!
• DO NOT attempt to work in deck area until body safety cables have been installed. • DO NOT step on or use any power cable as a handhold when the engine is running. • DO NOT open any electrical cabinet covers or touch the retarding grid elements until all shutdown procedures have been followed. • All removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system. • In the event of a propulsion system malfunction, a qualified technician must inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly discharged before repairs are started.
B02031 8/08
•
All hoses and mating fittings must be capped as they are removed to prevent possible system contamination.
•
It is important to tag and visually verify all cables, harnesses, hoses etc. have been removed before the structure is lifted off the truck.
•
For cab removal instructions, refer to Section N, Truck Cab, in this manual.
Preparation 1. Reduce the engine speed to idle. Place the selector switch in PARK. Ensure the parking brake applied indicator lamp in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Ensure the rest warning lamp is illuminated. 3. Shut down the engine using the key switch. If, for some reason the engine does not shut down, use the shutdown switch on the center console.
Structural Components
B2-3
4. Verify the link voltage lights are off. If they remain on longer than 5 minutes after shutdown, notify the electrical department.
5. Disconnect ladder light wiring and any other wiring harnesses, hoses, etc. that may be attached.
5. Verify the steering accumulators have bled down by attempting to steer.
6. Remove mounting hardware and lift ladder off truck.
6. Bleed down the brake accumulators using the manual bleed valves on the brake manifold. Installation
7. Open the battery disconnect switches.
LADDERS A diagonally mounted ladder (7, Figure 2-1) provides an easy and safe path for the operator to mount and dismount the truck. In addition, vertical ladders (6) are available as additional exits from the cab if necessary. Anti-skid material is placed at various places on the decks and ladder platform area. Ensure this material is in good condition and replace when worn.
Perform the removal proceduress in reverse order for installation of components. Tighten all attaching hardware to standard torque values listed in Section A. Reinstall all wiring and hoses removed and be certain all clamps are installed and secure.
RIGHT DECK The diagonal ladder must be removed from the truck if it becomes necessary to remove the radiator or the complete power module for major repairs. When removing the ladder(s), check to ensure all wiring and hoses which may be attached to the structure have been removed. NOTE: Some trucks may be equipped with different boarding equipment than shown in Figure 2-1. Refer to Options Section for additional information.
The procedure below describes the sequence to follow for complete removal of all the right hand deck components. If complete disassembly is not required, select the appropriate steps for removal of the desired component. Additional removal of equipment, wiring, hoses etc. may be required depending on optional factory installed and field installed equipment. Refer to Figure 2-1 for location and nomenclature of parts described.
Removal Before performing deck removal or repairs, ensure the battery disconnect switch is open and all hydraulic pressure has been released prior to removing any hoses, electrical harness connectors, etc.
1. Shut down engine following all the procedures listed on page B2-3 in this section of the manual.
Removal
3. Remove clamps and electrical cables.
2. Open battery disconnect switch located in the isolation at the battery box on the front bumper.
1. Remove handrails (8, Figure 2-1) attached to diagonal ladder handrail and the platform.
a. Remove power cables routed to retarding grids (3, Figure 2-2).
2. Attach a lifting device to ladder structure (7). 3. Remove all attaching hardware and lift diagonal ladder from mounts.
b. Remove all 24 volt wiring (clearance lights, ground straps, etc.) that will interfere with deck and ladder removal.
4. If vertical ladder removal is necessary, attach a lifting device to ladder structure (6).
c. Remove hoses or wiring routed to optional equipment; fire suppression system etc.
B2-4
Structural Components
8/08 B02031
FIGURE 2-1. ACCESS LADDERS AND DECKS 1. Right Deck 2. Center Deck 3. Left Deck Components
B02031 8/08
4. Deck Handrail 5. Platform 6. Vertical Ladder
Structural Components
7. Diagonal Ladder 8. Ladder Handrail 9. Grille Structure
B2-5
• Ensure all electrical connections and harness clamps are reinstalled and secure. • Replace plugs covering deck mounting hardware to prevent dirt accumulation.
All propulsion system power cables must be properly secured in their wood or other non-ferrous cable cleats. If clamps are cracked and broken, oil soaked or otherwise damaged, replace them with new parts. Inspect cable insulation and replace cable if insulation is damaged.
LEFT DECK
FIGURE 2-2. RH DECK MOUNTING 1. Right Deck Structure 2. Mounting Hardware 3. Retard Grid Package
4. Diagonal Ladder Structure
4. Attach overhead hoist to lifting eyes on grid package (3). 5. Remove hardware attaching grid package to the deck, lift assembly off deck and move to storage or work area. NOTE: If grid assembly or cooling blower repairs are required refer to applicable G.E. publication for service and maintenance procedures. 6. Install lifting device at eyes at each corner of the deck and take up slack. DO NOT attach lifting device to the hand rail structure.
Removal NOTE: The left deck mounting arrangement is nearly identical to the right deck. Refer to Section N, Truck Cab, for cab removal and installation instructions. Refer to Figure 2-1 for the location of individual sections. 1. Shut down engine following all the procedures listed on page B2-3 of this Section of the manual. 2. Ensure the brake system accumulators have been bled down to release pressure. 3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal. Cap all lines to prevent entrance of foreign material.
7. Remove plugs covering deck mounting hardware (see Figure 2-2). 8. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports. Installation Perform the removal procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A, Standard Torque Chart and Tables. • Clean all mount installation.
mating
surfaces
before
• Clean mounting area before installing ground cables.
B2-6
If equipped with air conditioning and air conditioning system components are to be removed, refer to Section N, Operator Comfort, for special instructions on discharging the air conditioning system prior to disconnecting any air conditioning lines. 4. Install lifting device to lift eyes at each corner of the deck and take up slack. DO NOT attach lifting device to the hand rail structure. 5. Remove deck mounting hardware at frame support and front upright.
Structural Components
8/08 B02031
6. Verify all wiring harnesses, cables or hoses have been removed. Carefully raise deck and remove from deck supports.
CENTER DECK Center deck removal only requires removal of any attached hoses cables etc. before removing the mounting hardware and lifting the deck structure off. Follow proper shutdown described on page B2-3.
Installation
procedures
as
Perform the removal procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as listed in Section A, Standard Torque Chart and Tables. • Clean all mount installation.
mating
surfaces
before
• Clean mounting area before installing ground cables. • Ensure all electrical connections and harness clamps are reinstalled and secure. • If the air conditioning system has been discharged, refer to Section N, Operator Comfort, for the correct procedure for system service. 1. Start engine and allow systems to charge. Observe for any air or oil leaks. Ensure all shields, covers and clamps are in place. 2. Service the hydraulic reservoir if required. Check for proper operation of the steering and brake systems, including dynamic retarding.
B02031 8/08
Structural Components
B2-7
NOTES:
B2-8
Structural Components
8/08 B02031
SECTION B3 DUMP BODY INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4 BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6 BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8 BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8 BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8 ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
B03027 7/11
Dump Body
B3-1
NOTE:
B3-2
Dump Body
7/11 B03027
DUMP BODY 1. Park truck on a hard, level surface and block all the wheels. Connect cables and lifting device to the dump body and take up the slack as shown in Figure 3-1.
Removal
2. Remove mud flaps and rock ejectors from both sides of the body. Remove electrical cables, lubrication hoses, etc, attached to the body.
Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted. When in doubt as to the weight of components or any assembly procedure, contact the Komatsu area representative for further information. Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. Never stand beneath a suspended load. Use of guy ropes are recommended for guiding and positioning a suspended load. Before raising or lifting the body, be sure there is adequate clearance between the body and overhead structures or electric power lines. Be sure that the lifting device is rated for at least a 45 ton capacity.
3. Attach chains around upper end of hoist cylinders to support them after the mounting pins are removed. 4. At each of the upper hoist cylinder mounting eyes, remove shoulder bolt (4, Figure 3-2), flat washer (5) and nut (6). With adequate means of supporting the hoist cylinders in place, remove both pins (2).
FIGURE 3-2. HOIST CYLINDER MOUNTING (UPPER)
FIGURE 3-1. DUMP BODY REMOVAL 1. Lifting Cables
B03027 7/11
2. Guide Rope
1. Dump Body 2. Pin 3. Hoist Cylinder
Dump Body
4. Shoulder Bolt 5. Flat Washer 6. Locknut
B3-3
5. Remove shoulder bolts (1, Figure 3-3), flat washer (10) and nuts (2) from each body pivot pin. 6. Remove pivot pins (3) far enough to allow shims (6) to drop out. Complete removal is not necessary unless a new pin is to be installed. 7. Lift dump body clear of the chassis and move to storage or work area. Block the body to prevent damage to the body guide etc. 8. Inspect bushings (5, 8, and 9) for excessive wear or damage. Replace as required.
FIGURE 3-3. DUMP BODY PIVOT PIN 1. Shoulder Bolt 2. Locknut 3. Pivot Pin 4. Body Ear 5. Bushing
Installation
Inspect all lifting devices. Slings, chains, and/or cables used for lifting components must be inspected daily for serviceable condition. Refer to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Slings, chains, and/or cables used for lifting components must be rated to supply a safety factor of approximately 2X the weight being lifted. When in doubt as to the weight of components or any assembly procedure, contact the Komatsu area representative for further information. Lifting eyes and hooks should be fabricated from the proper materials and rated to lift the load being placed on them. Never stand beneath a suspended load. Use of guy ropes are recommended for guiding and positioning a suspended load. Before raising or lifting the body, be sure there is adequate clearance between the body and overhead structures or electric power lines. Be sure that the lifting device is rated for at least a 45 ton capacity.
6. Shim 7. Frame Pivot 8. Body Pivot Bushing 9. Bushing 10. Flat Washer
1. Park truck on a hard, level surface and block all the wheels. 2. Attach cables and a lifting device to the dump body and take up the slack as shown in Figure 3-1. Lower the body over the truck frame and align the body pivots with the frame pivot holes. 3. Install shims (6, Figure 3-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims at the inside. NOTE: A minimum of 1 shim is required at the outside end of both frame pivots.
B3-4
Dump Body
7/11 B03027
4. Align the hole in pivot pin (3) with bolt hole in body pivot flange. Push the pivot pin through the shims (6), frame pivot (7), and into the pivot bushing (9). 5. Install shoulder bolt (1) through each pin. Ensure locknuts (2) are in good condition. Install flat washers (10) and locknuts (2). Fully install locknut so it is tight against the flat washer, and the flat washer is tight against the shoulder on the shoulder bolt. Ensure that the shoulder bolt has some end play.
BODY PADS It is not necessary to remove the dump body to replace the body pads. The body pads should be inspected during scheduled maintenance inspections and replaced if worn excessively. If the body pads are worn unevenly, adjustment of the body pad shims will be required. Removal 1. Raise the body to a height sufficient to allow access to all pads.
NOTE: If Locknut (2) is not a self-locking nut, tighten the nut to 340 N·m (250 ft lb). 6. Align hoist cylinder upper bushings with the hole through the body. With pin retaining bolt hole and the retaining hole in dump body aligned, install pin (2, Figure 3-2).
Place blocks between the body and frame. Secure blocks in place. Never work under a raised body unless safety device(s) are in position to prevent dump body from lowering. 2. Remove hardware attaching pads to the dump body. (Refer to Figure 3-4.)
7. Install shoulder bolt (4) through each pin. 8. Ensure locknuts (6) are in good condition. Install flat washers (5) and locknuts (6). Fully install locknut so it is tight against the flat washer, and the flat washer is tight against the shoulder on the shoulder bolt. Ensure that the shoulder bolt has some end play. NOTE: If nut (6) is not a self-locking nut, tighten the nut to 340 N·m (250 ft lb).
3. Remove body pad(s) and shim(s). Note number of shims installed at each pad location. (The rear pad on each side should have one less shim than the other pads.) Installation
9. Install mud flaps, rock ejectors, electrical cables and lubrication hoses.
1. Install new pads with the same number of shims as removed in Step 3. 2. Install the mounting hardware and tighten to 88 N·m (65 ft lb) torque. 3. Remove blocks from frame and lower body onto the frame.
FIGURE 3-4. BODY PAD MOUNTING 1. Nut 2. Lock Washer 3. Shim(s)
B03027 7/11
Dump Body
4. Body Pad 5. Flat Washer 6. Cap Screw
B3-5
NOTE: The frame rail and the body bolster do not have to be parallel.
Adjustment
4. Subtract the body pad thickness of 39.7 mm (1.56 in.) from measurement “A” at each pad mounting location. The difference will be measurement “B”. There will be a total of eight “B” measurements per side.
Proper body pad to frame contact is required to assure maximum pad life. 1. Without any body pads installed, bolt two spacer blocks (2, Figure 3-5) using the body pad mounting holes closest to the front of the dump body. After the spacer blocks are installed, lower the body completely. NOTE: The spacer blocks can be made locally. Refer to the Special Tools section for detailed information on how to make the spacer blocks. 2. After lowering the dump body with the spacer bocks installed, check the dump body’s position and fit on the truck. If there is any interference when the body is resting on the spacer blocks, contact your local Komatsu distributor to resolve the issue.
5. Divide measurement “B” by the shim thickness of 1.5 mm (0.06 in.) to determine the number of shims required for each position. 6. Assemble a shim pack for each body pad location as determined in the previous step. On the rear most body pad mounting location (4, Figure 3-7), remove one shim from the calculation. NOTE: Using half shims is allowed if necessary. Half shims must be installed at the top of the stack. 7. Install the body pads and shims at each location using mounting hardware shown in (Figure 3-4). Tighten nuts (6) to 88 N·m (65 ft lb) torque.
3. With the body lowered, measure and record the distance from the frame rail to the dump body’s pad mounting hole locations as shown in Figure 3-7. This will be measurement “A”. Refer to Figure 3-6. There will be a total of eight “A” measurements per side, one at each mounting hole location (front and back) for each pad.
FIGURE 3-6. MEASUREMENT DETAILS 1. Shim
2. Body Pad
FIGURE 3-5. SPACER BLOCK INSTALLED 1. Body 2. Spacer Block (XC2293)
B3-6
3. Truck Frame
Dump Body
7/11 B03027
FIGURE 3-7. BODY PAD LOCATIONS 1. Body Pad Position 1 2. Body Pad Position 2
3. Body Pad Position 3 4. Body Pad Position 4
BODY GUIDE 1. Body guide wear points should be inspected each time a body pad inspection is performed. (Refer to Figure 3-8.) The body guide should be centered between the wear plates (3), with a maximum gap of 4.8 mm (0.19 in.) at each side when new. 2. If gap becomes excessive, install new parts.
FIGURE 3-8. BODY GUIDE 1. Dump Body 2. Body Guide
B03027 7/11
Dump Body
3. Body Guide Wear Plates
B3-7
BODY-UP RETENTION CABLE
BODY POSITION INDICATOR
To avoid serious personal injury or death, the body up retention cable must be installed anytime personnel are required to perform maintenance on the vehicle with the dump body in the raised position. The Komatsu body-up safety sling can only be used with a Komatsu body. Non-OEM body may not accommodate the Komatsu body-up safety sling. The end user must ensure that a proper cable/sling is used. 1. To hold the dump body in the up position, raise the body to it's maximum height. 2. Install two shackles (2, Figure 3-9) and body retention sling (3) between rear body ear (1) and the axle housing.
The Body Position Indicator is a device mounted on the canopy of the dump body. When the body is lowered, the indicator is visible to the operator. This device should be inspected daily and repairs made if required.
HOIST LIMIT SWITCH Refer to Section D, Electrical System (24VDC) for adjustment procedure of the hoist limit switch.
BODY UP SWITCH Refer to Section D, Electrical System (24VDC) for adjustment procedure of the body up switch.
3. Secure the shackle pins with cotter pins. 4. Move the hoist lever to the FLOAT position to slowly lower the body until the cable is supporting the full weight of the body. Then move the hoist lever to the HOLD position. 5. After maintenance work is completed, return the sling to stored position.
FIGURE 3-9. BODY-UP CABLE INSTALLATION 1. Rear Body Ear 3. Body Retention 2. Shackle And Pin Sling
B3-8
Dump Body
7/11 B03027
ROCK EJECTORS
3. If the rock ejector becomes bent, it must be removed and straightened.
Rock ejectors are placed between the rear dual wheels to keep rocks or other material from lodging between the tires. Failure to maintain the rock ejectors could allow debris to build up between the dual wheels and cause damage to the tires.
4. The wear plates (2) must be replaced if severely worn. 5. Inspect the mounting brackets (4, Figure 3-11), pins (2) and stops (3) for wear and/or damage and repair as necessary.
Inspection
6. With rock ejector hanging vertical as shown, there must be NO GAP between stop block (3). and the rock ejector. Adjust stop block as necessary to obtain NO GAP.
1. The rock ejectors (1, Figure 3-10) must be positioned on the center line between the rear tires within 6.35 mm (0.25 in.). 2. With the truck parked on a level surface, the rock ejector should be approximately 88 mm (3.50 in.) from the wheel spacer ring (3) when hanging vertical.
FIGURE 3-11. ROCK EJECTOR MOUNTING BRACKET (Detail View) 1. Rock Ejector Arm 2. Pin
3. Stop Block 4. Mounting Bracket
FIGURE 3-10. ROCK EJECTOR 1. Rock Ejector 2. Wear Plate
B03027 7/11
3. Rear Wheel Spacer Ring
Dump Body
B3-9
NOTES:
B3-10
Dump Body
7/11 B03027
SECTION B4 FUEL TANK INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4 FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Specifications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 QUICK FILL FUEL RECEIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B04034
Fuel Tank
B4-1
FUEL TANK Installation
Removal 1. Raise the truck body and install the body retention sling. 2. Drain sediment from the fuel tank and dispose of properly. 3. Loosen filler cap (5, Figure 4-1) and open the drain cock on the bottom of fuel tank (1) to drain the fuel from the tank into clean containers. Tighten the filler cap when the fuel is completely drained.
The weight of the empty fuel tank is approximately 1 711 kg (3,772 lb). Use lifting devices with adequate capacity to remove the fuel tank.
4. Disconnect the wire harness from hoist circuit filter assemblies (11) and steering circuit filter assembly (12). Remove ground wire (13). 5. If equipped, close the in-line shutoff valves. Remove fuel return hose (6), fuel supply hose (7) and quick fill hose (10). Cap the hoses and tank fittings to prevent contamination. 6. Remove hoist circuit filter assemblies (11) and steering circuit filter assembly (12) from the fuel tank. Support the filter assemblies by placing a chain over the frame rail. It is not necessary to remove the hydraulic hoses.
1. Thoroughly clean the frame mounting brackets and the mounting hardware holes. Re-tap the threads if damaged. 2. Attach a lifting device to the lifting eyes on each side of the tank. Lift the fuel tank into position over the frame trunnion mounts and lower it into position. 3. Install mounting caps (4, Figure 4-1), flat washers (3) and cap screws (2). Do not tighten the cap screws at this time. 4. Install rubber mounts (18), large washers (17), flat washers (16), lockwashers (15) and capscrews (14). Tighten the lower mounting cap screws to 800 ± 80 N·m (590 ± 59 ft lb). 5. Tighten upper mounting cap screws (2) to 712 ± 72 N·m (525 ± 53 ft lb). 6. Attach ground wire (17), and connect wire harness (13). Install wire harness clamps.
The weight of the empty fuel tank is approximately 1 711 kg (3,772 lb). Use lifting devices with adequate capacity to remove the fuel tank. 7. Attach a lifting device to the lifting eyes on each side of the tank. 8. Remove cap screws (14), lock washers (15), flat washers (16), large washers (17) and rubber mounts (18). Remove cap screws (2), flat washers (3) and mounting caps (4).
7. Attach fuel supply hose (7), return hose (6) and quick fill hose (10). If equipped, open the in line shutoff valves. 8. Attach hoist circuit filter assemblies (11) and steering circuit filter assembly (12) to the fuel tank. 9. Refill the fuel tank with clean fuel.
9. Lift the fuel tank from the brackets and move it to a work area. 10. Inspect rubber mounts (18) and replace if necessary.
B4-2
Fuel Tank
B04034
FIGURE 4-1. FUEL TANK 1. Fuel Tank 2. Cap Screw 3. Flat Washer 4. Mounting Cap 5. Filler Cap 6. Fuel Return Hose
B04034
7. Fuel Supply Hose 8. Vent Assembly 9. Overflow Tube 10. Quick Fill Hose 11. Hoist Circuit Filter Assemblies 12. Steering Circuit Filter Assembly
Fuel Tank
13. Ground Wire 14. Cap Screw 15. Lock Washer 16. Flat Washer 17. Large Washer 18. Rubber Mount
B4-3
Assembly
Repair If a fuel tank has been damaged and requires structural repair, perform such repairs before final cleaning.
1. Clean and inspect all parts. If any parts are damaged, replace the entire assembly. 2. Place valve spring (3) into position in body (2). 3. Insert stem (6) into end fitting (5). 4. Screw end fitting (5) into body (2). Ensure the components are properly aligned and seated. 5. Install fitting (1).
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion. Consult local authorities for safety regulations before proceeding.
Cleaning
6. Insert the balls into ball cage (8) with solid ball (9) on top. 7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure the solid ball is able to seat properly on the stem. If not, adjust the cage accordingly.
The fuel tank is provided with a drain cock and a cleaning port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign material. It is not necessary to remove the tank from the truck for cleaning of sediment. However, rust and scale on the walls and baffles may require complete tank removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in various positions. Prior to a cleaning procedure of this type, the vent assembly, fuel gauge sender and hose connections must be removed and temporarily sealed. After all scale, rust, and foreign material has been removed, the temporary plugs can be removed. If the tank is to remain out of service, a small amount of light oil should be sprayed into the tank to prevent rust. Seal all openings for rust prevention.
FUEL TANK BREATHER VALVE NOTE: The relief pressure of the fuel tank breather valve is 70 - 89 kPa (10 - 13 psi). Disassembly 1. Remove fitting (1, Figure 4-2).
FIGURE 4-2. BREATHER VALVE
2. Remove ball cage (8), solid ball (9) and float balls (10). 3. Unscrew end fitting (5) from body (2). 4. Remove stem (6) and valve spring (3).
B4-4
Fuel Tank
1. Fitting 2. Body 3. Valve Spring 4. O-Ring 5. End Fitting
6. Stem 7. O-Ring 8. Ball Cage 9. Solid Ball 10. Float Ball
B04034
FUEL GAUGE SENDER
Installation
Fuel gauge sender (1, Figure 4-3) is mounted on the top of the fuel tank and provides an electrical signal to operate the fuel level gauge on the instrument panel. Removal
Never work under a raised body unless safety device(s) are in position to prevent the dump body from lowering.
1. Raise the dump body all the way. Secure the dump body in the fully raised position using the body sling.
Never work under a raised body unless safety device(s) are in position to prevent the dump body from lowering. 2. Remove the fuel gauge cover from the top of the fuel tank. 3. Disconnect wiring harness (4, Figure 4-3) from connector (3) on the fuel gauge sender. 4. Remove fuel gauge sender mounting hardware (2). Carefully remove sender (1) and the gasket.
1. Clean the fuel gauge sending mating surface on the fuel tank. If reinstalling the same fuel gauge sender, clean the mating surface on the sender and install a new gasket (2, Figure 4-4). (New fuel gauge senders are supplied with a new gasket.) 2. Install fuel gauge sender (1, Figure 4-3) into the tank. Ensure the guide on the bottom of the fuel sender is seated in the cup in the bottom of the fuel tank. If it is not seated in the cup, the mounting flange on the sender will not be level with the mounting surface on the fuel tank. 3. Install sender mounting hardware (2) and tighten the cap screws to the standard torque. 4. Connect wiring harness (4) to connector (3) attached to the sender. 5. Install the cover on the top of the sender. 6. Remove the body up sling and completely lower the dump body.
FIGURE 4-3. FUEL GAUGE SENDER 1. Fuel Gauge Sender 2. Mounting Cap Screws
B04034
Fuel Tank
3. Wire Connector 4. Wire Harness
B4-5
Operation Float (4, Figure 4-4) moves up and down as the fuel level changes. The resistance value in the fuel gauge sender changes with the level of fuel in the tank. The fuel gauge sender is equipped with one 30 ohm resistor (2, Figure 4-5) which is always connected to the sender circuit. There are also 16 bi-stable reed switches (3) evenly spaced inside the fuel sender tube. Each reed switch is wired to a 13 ohm resistor (1). As the float moves up with the fuel level, the float will open the individual reed switches, and 13 ohms of resistance is added to the circuit. When the float is at the very top, all of the reed switches will be latched open.
As the fuel level goes down, the float will move downward past the reed switches again. This will switch them to the closed position and it will reduce the resistance value by 13 ohms as each switch is closed. Specifications: Minimum Resistance: 30 ohms (float at bottom) Maximum Resistance: 238 ohms (float at top)
FIGURE 4-5. FUEL GAUGE SENDER SCHEMATIC 1. Resistors (13 Ohm) 3. Reed Switch (NC) 2. Resistor (30 Ohm)
FIGURE 4-4. FUEL GAUGE SENDER 1. Connector 4. Float 2. Gasket 5. Guide 3. Tube
B4-6
Fuel Tank
B04034
QUICK FILL FUEL RECEIVERS Fuel receiver assembly (4, Figure 4-6) is mounted on the RH face of the fuel tank. If equipped, fuel receiver assembly (6) is mounted to the bottom of the hydraulic tank. It is connected to the rear of the fuel tank by hose (2). The quick fill fuel system is a pressurized system that is rated at a maximum of 568 l/m (150 gpm). When filling the tank, vent assembly (1) allows air to escape to prevent the tank from over-pressurizing. When the fuel level reaches the float balls in the vent, the balls rise with the fuel. When the fuel level reaches its maximum level, the float balls block air flow out of the vent, causing pressure to rise in the fuel tank. When pressure reaches 55 - 70 kPa (8 - 10 psi), the fuel nozzle should turn off.
If the nozzle fails to turn off and fuel continues to fill the tank, a relief valve in the vent will open at 79 kPa (11.5 psi) to prevent over-pressurization of the tank. If filling persists and the fuel reaches the top of the tank, fuel will flow out of the vent until the nozzle is turned off. If fuel spills from the vent, or if the tank does not completely fill, check the vent to see whether the float balls are in place and overflow tube is clean. If the vent is operating properly, the problem will most likely be in the fuel supply system. NOTE: Keep the cap on each fuel receiver to prevent dirt buildup in valve area and nozzle grooves.
FIGURE 4-6. FUEL GAUGE SENDER & QUICK FILL FUEL 1. Vent Assembly 2. Quick Fill Hose
B04034
3. Fuel Receiver Cap 4. RH Fuel Receiver Assembly
Fuel Tank
5. Adapter Plate 6. LH Fuel Receiver Assembly
B4-7
NOTES:
B4-8
Fuel Tank
B04034
SECTION C ENGINE INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01029
Index
C1-1
NOTES
C1-2
Index
C01029
SECTION C2 POWER MODULE INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
C02027 11/11
Power Module
C2-1
NOTES:
C2-2
Power Module
11/11 C02027
POWER MODULE The radiator, engine and alternator/blower assemblies are mounted on a roller equipped subframe which is contained within the truck's main frame and is referred to as a “Power Module”. This arrangement permits removal and installation of these components with a minimum amount of disconnect being made and by utilizing the unique “Roll In/Roll Out” feature. Although the instructions in this section are primarily based upon the “Rollout” method for major component removal, the radiator and fan may be removed as separate items. Instructions for radiator and fan removal are contained later in this section.
4. It is not necessary to remove the grille or radiator prior to the removal of the power module. If radiator removal is desired or if only radiator repair is necessary, refer to Cooling System in this section.
Removal 1. Disconnect batteries using the following procedure in this order: a. Open battery disconnect switch located on battery switch box on top of front bumper. b. Inside the battery box, identify the battery ground cables that connect the negative terminals of two batteries to the ground bus bar in the bottom of the battery box. Disconnect these ground cables from the negative terminal of each battery.
PREPARATION
c. Disconnect the ground cables from below the battery box.
The complete power module weighs approximately 16 760 kg (36,950 lbs.). Make sure lifting device to be used is of an adequate capacity.
d. Disconnect the three positive battery cables from the bus bar outside the battery box. Also disconnect three wiring harness from the battery box.
1. Position the truck in a work area with a flat, level surface and adequate overhead clearance to permit raising the dump body. 2. Apply parking brake and block wheels to prevent truck movement. Raise body and install safety lock pin and body cable.
e. Remove mounting cap screws and remove battery box from front bumper. 2. Follow the steps below to remove main alternator inlet duct (2, Figure 2-1):
Do not work under raised body without first making sure the body lock pin and body cable is installed. 3. Tag or mark all oil lines, fuel lines and electrical connections to ensure correct hookup at time of power module installation. Plug all ports and cover all hose fittings or connections when disconnected to prevent dirt or foreign material from entering.
C02027 11/11
Power Module
a. Remove cover and disconnect cables (routed to main alternator) from front side of transition structure (4). Disconnect air sensor from left side of inlet duct. b. Remove clamps and disconnect air hose (6) at electrical cabinet and transition structure (3). c. Remove mounting hardware and remove transition structure (3).
C2-3
d. Attach hoist to lifting eyes on blower inlet duct assembly. Remove hardware attaching duct to main alternator inlet. Remove hardware attaching upper duct mounts to electrical cabinet. Remove hardware attaching duct to deck at right and left sides.
4. Disconnect all (already marked) electric, oil and fuel lines that would interfere with power module removal. Cover or plug all lines and their connections to prevent entrance of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects.
e. Recheck for any other cables or hoses and lift duct assembly from the truck. Cover all openings to prevent entrance of foreign material.
5. Disconnect the air cleaner restriction gauge hoses. Disconnect electrical wiring and hoses etc. that would interfere with front center deck removal.
f. Remove mounting hardware and remove transition duct (4) from alternator.
6. Remove air inlet duct support rods on underside of center deck.
3. Remove clamp and remove the outlet hose to rear axle on the blower assembly.
7. Attach hoist to the front center deck. Remove all cap screws, flat washers, lockwashers and nuts securing the deck. Check for any remaining wiring, hoses or other items on underside of deck. Lift deck and remove from truck. 8. Close both cab heater shutoff water valves disconnect water lines and drain water from the heater core. Secure water lines away from engine compartment so as not to interfere with power module removal. 10. Remove cap screws (2, Figure 2-2) and nuts securing left (1) and right (3) exhaust ducts to turbocharger outlets. Remove “V� band clamps (5) and support clamps (4). Remove exhaust ducts and move clear of engine. Cover turbocharger exhaust openings to prevent entrance of foreign material.
FIGURE 2-1. MAIN ALTERNATOR BLOWER DUCT 1. Electrical Cabinet 2. Inlet Duct 3. Transition Structure
C2-4
4. Transition Duct 5. Air Hose
Power Module
11/11 C02027
14. Remove cap screws and washers securing cover (10, Figure 2-4) to grille at center of front bumper and remove. Remove cap screws and lockwashers (9) securing front subframe support to main frame.
Install safety chain around the front engine subframe cross member and main frame to prevent the power module from rolling forward when the subframe rollers are installed.
15. Remove cap screws (4, Figure 2-4) and caps (3) securing subframe mounting bushings to the subframe support bracket (6) at rear of subframe. 16. Check engine and alternator to make sure all cables, wires, hoses, tubing and linkages have been disconnected.
FIGURE 2-2. EXHAUST DUCTS (Heated Body Exhaust Shown) 1. LH Exhaust Duct 2. Cap Screws 3. RH Exhaust Duct
17. Remove the mounting hardware at the diagonal ladder mounting pads. Lift the diagonal ladder from the truck and move it to a storage area.
4. Support Clamp 5. “V� Band Clamp 6. Frame Rails
11. Remove clamps (6, Figure 2-3) securing the air intake ducts (3) to turbochargers (4). Remove clamps at hump hoses (1). and remove air intake ducts. Cover inlets on turbochargers and ducts to air cleaners to prevent contamination. 12. Remove upper radiator support struts (12, Figure 2-4). 13. Disconnect grounding strap located near the front subframe mount.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system. 18. Refer to Section N, Operator Comfort, for the procedures required to properly remove the refrigerant from the air conditioning system. After the system has been discharged, disconnect the refrigerant hoses to the cab at the compressor and receiver/drier. NOTE: System contains HFC-134A refrigerant.
C02027 11/11
Power Module
C2-5
19. Disconnect hydraulic pump drive shaft (1, Figure 2-4) at the drive shaft U-joint companion flange.
Only lift power module at the lifting points on subframe and engine/alternator cradle structure. (Refer to Figure 2-6.)
20. Attach hoist to lift points (2, Figure 2-4) at engine/alternator cradle structure. Raise the rear portion of engine subframe and install subframe rollers (Refer to Figure 2-5). Lower the rear portion of the subframe carefully until the rollers rest on the main frame guide rail. NOTE: Subframe rollers are supplied in the truck tool group and can be installed in the storage position after use, as shown in Figure 2-5.
Note: Illustration shows engine equipped with two-stage turbochargers. Single stage turbocharger equipped engine ducts and supports are similar.
1. Hump Hose 2. Support Rods 3. Air Intake Ducts
C2-6
FIGURE 2-3. AIR INTAKE DUCTS 4. Turbocharger 7. T-Bolt Clamp 5. Center Deck Structure 8. Air Cleaner Assembly 6. Clamp
Power Module
11/11 C02027
21. Reposition hoist to front subframe lifting points (8, Figure 2-4). Raise the engine subframe until the engine is on a level plane. Remove the safety chain.
22. Roll the power module forward sufficiently so that adequate clearance is provided for the lifting device to be attached to the engine/alternator cradle structure and front subframe lifting points. Place stands or block under front of subframe and lower hoist until front of subframe is supported. Install safety chain to prevent subframe from rolling.
The engine, alternator, radiator and subframe weigh approximately 16 760 kg (36,950 lbs.). Make sure the lifting device used is of an adequate capacity.
FIGURE 2-4. ENGINE MODULE INSTALLATION 1. Pump Driveshaft 2. Rear Module Lift Eye 3. Cap 4. cap screws 5. Bushing
C02027 11/11
6. Rear Subframe Mount Bracket 11. Grille Structure 12. Upper Radiator Support Rod 7. Module Subframe 13. Engine 8. Front Module Lift Eye 9. Front Mount cap screws 10. Cover
Power Module
C2-7
24. Raise the power module slightly to determine if module is on an even plane. Move the power module straight out of truck to a clean work area for disassembly. For further disassembly of the engine, alternator, and radiator, refer to the appropriate section of this manual.
Installation 1. Inspect the main frame guide rails. Remove any debris which would interfere with power module installation. 2. Clean the main frame rear support brackets. Apply a light film of soap solution to each rubber bushing (5, Figure 2-4) located at the rear of the subframe.
FIGURE 2-5. SUBFRAME ROLLERS 1. Roller Assembly 2. Subframe
3. cap screws
3. Check the subframe rollers making sure they roll freely and are in the “roll-out� position. (Figure 2-5).
23. Attach lifting device to hoist and attach to engine/alternator cradle structure and front subframe lifting points as shown in Figure 2-6. Remove safety chain.
4. Attach a lifting device to engine/alternator cradle structure and front subframe lifting points. (Figure 2-6)
The complete power module weighs approximately 16 760 kg (36,950 lbs.). Make sure lifting device to be used is of an adequate capacity. 5. Raise the power module and align the subframe rollers within the main frame guide rails. 6. Lower the power module to the subframe guide rails, relax the hoist slightly and roll the power module into truck frame until lifting chains contact frame cross member. FIGURE 2-6. POWER MODULE LIFT POINTS 1. Module Lifting Tool 2. Main Alternator 3. Module Lift Points
C2-8
4. Engine 5. Power Module Subframe
Power Module
11/11 C02027
7. Place stands or blocking under front of subframe to support assembly while repositioning hoist. 8. Install a safety chain around the truck frame and the front subframe cross member. The safety chain will prevent the power unit from rolling forward.
17. Install the rear subframe mounting caps (3) and secure caps in place with lubricated cap screws (4). Tighten cap screws to 551 ±21 N·m (407 ±15 ft lbs) torque. 18. Install radiator support struts (12).
9. Place a small block behind each rear subframe roller to prevent rolling.
19. Install exhaust ducts (1 & 3, Figure 2-2) Install cap screws (2) washers and nuts to secure ducts to turbochargers. Install “V” band clamps (5) and support clamps (4).
10. Lower hoist to allow subframe to rest on stands and rollers. Remove lifting device.
20. Connect the cab heater inlet and outlet hoses and open both valves.
11. Attach hoist to front lifting eyes on subframe.
21. Connect the hydraulic pump drive shaft (1, Figure 2-4) to the companion flange on the alternator. Tighten cap screws to standard torque.
12. Remove the small blocks behind the subframe rollers, remove safety chain, and slowly roll the power module into position over the main frame mounts. Lower hoist until front subframe mount is aligned and seated on the front, main frame mount. Reinstall safety chain. 13. Relocate hoist to the rear portion of the engine/ alternator cradle structure and raise just enough to permit removing the subframe rollers.
22. Connect wheel motor cooling blower air outlet hose. Tighten all clamps securely to insure a positive air seal. 23. Install diagonal ladder on front of truck. 24. Install transition duct (4, Figure 2-1) to alternator.
14. Lower the rear portion of the subframe until the subframe rubber bushings are seated in the rear mounting brackets located on the main frame of the truck.
25. Install transition structure (3) to alternator.
15. After subframe is seated in frame mounts, the safety chain may be removed from the front subframe member.
27. Install control cabinet air hose (5), electrical cables and any other hoses and wiring removed during power module removal.
16. Install cap screws (9, Figure 2-4) and lockwashers in the front mount and tighten cap screws to 298 ±30 N·m (220 ±22 ft lbs) torque. Install ground strap between frame and subframe. Reinstall air dam. Install cover (10) if grille is installed.
28. Connect all remaining electric, oil, and fuel lines.
26. Lift main alternator blower intake duct (2) into position and install all mounting hardware at mounts.
29. Attach hoist to the front center deck and lift into position. Align the rear center deck mounting holes with the support structure in front of the electrical cabinet. Install cap screws and flat washers. Do not tighten at this time. 30. Align the front center deck, front mounting holes with both left and right fender supports. Install cap screws and flat washers. Tighten all deck mounting cap screws to standard torque values.
C02027 11/11
Power Module
C2-9
31. Install battery box on front bumper with mounting hardware. Connect the batteries as follows: a. Connect the three positive battery cables to the bus bar outside the battery box. Also connect the three wiring harness to the battery box. b. Connect the ground cables below the battery box. c. Ensure the battery disconnect switches are in the OFF position. Inside the battery box, connect both battery negative ground cables to the battery posts. d. Close battery disconnect switch. 32. Install air intake duct supports (2, Figure 2-3). Install engine air intake ducts (3). Position adjusters of adjacent T-bolt clamps 180° apart. Clamp the ducts securely to ensure a positive seal is made. Refer to Figure 2-7 for an example of correct installation and alignment.
33. Connect the air filter restriction gauge hoses. 34. Install the exhaust system piping and hangers. Tighten all hardware to standard torque. 35. Install exhaust blankets (6, 7, 8, 9 & 11, Figure 2-8). Then install blankets (5) and (10). Blankets should have 50 mm (2 in.) overlap on the ends. 36. Install the remaining exhaust blankets. 37. Refill the radiator with coolant and service the engine with the appropriate fluids. Refer to Section P, Lubrication and Service, for capacity and fluid specifications. 38. Refer to Section N, Operator Comfort, for the procedures to properly recharge the air conditioning system. 39. NOTE: System contains HFC-134A refrigerant.
FIGURE 2-7. AIR INLET PIPING CONNECTIONS
C2-10
Power Module
11/11 C02027
FIGURE 2-8. EXHAUST BLANKETS 1. Exhaust Blanket 2. Exhaust Blanket 3. Exhaust Blanket 4. Exhaust Blanket 5. Exhaust Blanket 6. Exhaust Blanket
C02027 11/11
7. Exhaust Blanket 8. Exhaust Blanket 9. Exhaust Blanket 10. Exhaust Blanket 11. Exhaust Blanket 12. Exhaust Blanket
Power Module
13. Exhaust Blanket 14. Exhaust Blanket 15. Exhaust Blanket 16. Exhaust Blanket
C2-11
NOTES:
C2-12
Power Module
11/11 C02027
SECTION C3 COOLING SYSTEM INDEX
COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7 Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8 REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12 COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
C03035
Cooling System
C3-1
NOTES:
C3-2
Cooling System
C03035
COOLING SYSTEM DESCRIPTION The standard 830E engine is a Komatsu model SDA16V160 single stage turbocharged engine equipped with aftercoolers. The engine cooling radiator assembly contains two cores; A “low temperature” core (2, Figure 3-1) is connected to the four aftercoolers (7). There are two aftercoolers located on each cylinder bank. This coolant is circulated by the engine’s LTA (Low Temperature Aftercooler) water pump (6). The LTA thermostats (4) begin to open at 46° C (115° F) and are fully open at 57° C (135° F).
A second, “high temperature” core (3), located at the rear of the radiator assembly is used for the engine coolant circuit. In this circuit, the engine water pump (10) circulates coolant through the engine block (9) (heads, liners, internal oil coolers etc.). The engine coolant thermostats (5) begin to open at 82° C (180° F) and are fully open at 94° C (202° F). In addition, a fuel cooler, located on the lower right corner of the radiator assembly reduces fuel temperature after fuel leaves the engine, before it is returned to the tank. The air conditioning system refrigerant condenser is mounted on the lower left corner of the radiator assembly.
FIGURE 3-1. COOLING SYSTEM DIAGRAM 1. Surge/Fill Tank 2. Low Temperature Core (LTA) 3. High Temperature Core 4. Low Temperature Thermostats
C03035
5. Engine (Hi Temp) Thermostats 6. LTA Circuit Water Pump 7. Aftercooler 8. Engine Oil Coolers
Cooling System
9. Engine Block (Heads, Liners) 10. Engine Circuit Water Pump
C3-3
RADIATOR Removal 1. Place battery disconnect switch in the OFF position.
4. Disconnect surge tank vent hoses and electrical cable attached to coolant level probe (6). Remove clamps (5) securing hoses and electrical cables to fan shroud, tubes and support rods.
2. Release pressure from cooling system. Drain the coolant into clean containers for possible reuse after engine installation. Refer to Section P, Lubrication and Service, for the cooling system capacity. 3. Remove cover (7, Figure 3-2) protecting surge tank (1).
FIGURE 3-3. RADIATOR PIPING AND MOUNTS (Viewed from Below) 1. Radiator Assembly 2. Mount Hardware 3. Low Temp Core Tubes
4. High Temp Core T
5. Loosen clamps and remove coolant piping at upper and lower radiator tanks. Refer to Figure 3-2 and 3-4). 6. Grille structure (2, Figure 3-2) removal: a. Remove lower left grille section for access to air conditioning condenser hoses.
FIGURE 3-2. GRILLE INSTALLATION 1. Surge Tank 2. Grille Structure 3. Coolant Drain Cock 4. Water Pump Inlet
C3-4
5. Clamp 6. Coolant Level Probe 7. Surge Tank Cover
Cooling System
C03035
NOTE: The system is charged with HFC-134A refrigerant.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system.
8. After system is evacuated, remove hoses from condenser and cap all openings to prevent contamination. Unclamp hoses and remove from radiator area to prevent interference when radiator is removed.
7. Refer to Section N, Operator Comfort, for the procedures required to properly remove the refrigerant from the air conditioning system.
FIGURE 3-4. RADIATOR AND SHROUD (Rear View) 1. Shroud 2. Fan Guard Str. 3. Support Rod 4. Clamp
C03035
5. Hose 6. Lift Points 7. Upper Tubes 8. Vent Hoses
Cooling System
9. Level Sensor 10. Receiver/Drier 11. Pressure Switch
C3-5
9. Remove fan guard (2, Figure 3-4) from shroud: a. Guard can be completely removed from the truck by separating the halves and removing. b. If complete removal is not necessary, remove hardware attaching guard to shroud and slide assembly toward the engine and allow it to hang on the fan clutch. 10. Disconnect batteries using the following procedure in this order:
14. Remove hardware attaching grille structure to radiator assembly, attach overhead crane, and lift slightly. Move grille structure forward to clear radiator assembly. Lift grille structure off truck and set aside. 15. Install lift eyes (included in truck tool group) in tapped blocks (6, Figure 3-4) at upper corners of radiator assembly and attach overhead crane.
a. Open battery disconnect switch located on battery switch box on top of front bumper. b. Inside the battery box, identify the battery ground cables that connect the negative terminals of two batteries to the ground bus bar in the bottom of the battery box. Disconnect these ground cables from the negative terminal of each battery. c. Disconnect the ground cables from below the battery box. d. Disconnect the three positive battery cables from the bus bar outside the battery box. Also disconnect three wiring harness from the battery box. e. Remove mounting cap screws and remove battery box from front bumper. 11. Disconnect hoses and pressure switch at receiver/drier located on fan shroud.
The radiator assembly weighs approximately 1907 kg (4,200 lbs) Ensure lifting device is capable of lifting the load. 16. Remove radiator support struts (3), upper support rods, and hardware (2, Figure 3-3) attaching radiator assembly to power module subframe. 17. Lift radiator enough to separate from mounts on subframe and move forward until shroud clears the engine fan. Do not allow shroud to contact fan blades. 18. Move assembly to a work area. Remove air conditioner condenser and fuel cooler.
12. Remove lower right grille section and disconnect hoses from fuel cooler. Cap openings to prevent contamination. 13. Disconnect headlight wire harness at each light. Remove cable clamps and remove harness to allow radiator removal.
C3-6
Cooling System
C03035
Installation 1. Reinstall shroud (1, Figure 3-4), air conditioner condenser, and fuel cooler. Install air conditioner receiver/drier (10) if removed.
9. Position fan guard against shroud and tighten mounting hardware to 55 N·m (40 ft lbs) torque. (If halves of guard were disassembled, tighten cap screws clamping halves together to 34 N·m (25 ft lbs) torque. 10. Attach hoses to fuel cooler.
The radiator assembly weighs approximately 1907 kg (4,200 lbs) Ensure lifting device is capable of lifting the load. 2. Attach lifting eyes in tapped blocks at upper corners of radiator assembly (6, Figure 3-4). Attach hoist and lift into place on power module subframe. 3. Position radiator assembly to equalize gap between tip of fan blades and shroud at right and left sides. Install mounting hardware (2, Figure 3-3) through lower mounts and tighten to 298 N·m (220 ft lbs) torque. 4. Install radiator support rods (3, Figure 3-4). If necessary, adjust to position radiator perpendicular to the subframe. Tighten the support strut locknuts. Install upper support rods to brackets on front upright supports. 5. Adjust fan shroud ring vertically to equalize gap between tip of fan blades and ring. 6. Lift grille structure (2, Figure 3-2) into position and install mounting hardware. 7. Route headlight wire harness to lights. Attach connectors to lights and clamp harness at weld studs.
11. Route A/C condenser hoses to condenser and attach. Install lower grille sections. Install receiver/drier (10) hoses. Connect pressure switch (11). 12. Install surge tank hoses and electrical wiring to the coolant level probe (9, Figure 3-4). Clamp hoses and electrical cables to the shroud. Install surge tank cover. 13. Make sure all coolant drains are closed, hoses are installed, and all wiring reconnected. Close drain valve on main air tank. 14. If the truck is equipped with air conditioning, the system must be evacuated and recharged. Refer to “Heater/Air Conditioning System” in Section M for detailed instructions for recharging with refrigerant. 15. Service the cooling system per the instructions below. 16. Check for static leakage and correct any leaks. After servicing is complete, start the engine and run until normal operating temperature is reached. Repeat check for leaks and correct as required.
8. Install upper and lower radiator piping. Seat hoses and clamps securely.
C03035
Cooling System
C3-7
Radiator Filling Procedure
Cooling System is pressurized due to thermal expansion of coolant. DO NOT remove radiator cap while engine and coolant are hot. Severe burns may result. 1. With engine and coolant at ambient temperature, remove radiator cap. Note: If coolant is added using the Wiggins quick fill system, the radiator cap MUST be removed prior to adding coolant. 2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is visible in the sight gauge. 3. Install radiator cap. 4. Run engine for 5 minutes, check coolant level. 5. If coolant is not visible in the sight gauge, repeat steps 1 through 4. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature. Engine coolant must always be visible in the sight gauge before truck operation.
C3-8
Cooling System
C03035
REPAIRING THE RADIATOR Radiator service is a specialized function usually not accomplished by most maintenance shops. The large size and weight of the off-road truck radiators requires that a radiator repair shop equipped with special tools and handling equipment be used for service and repair. Internal Inspection If desired, an internal inspection can be performed on the radiator before complete disassembly. The inspection involves removing tubes from the radiator core and cutting them open. This type of inspection can indicate overall radiator condition, as well as coolant and additive breakdown. To perform this inspection, remove four random tubes from the air inlet side of the radiator. Remove tubes from both the top and bottom cores, and near each end of the radiator. Refer to Disassembly and Assembly in this section for the proper instructions for removing and installing tubes. Analyze any contaminant residue inside the tube to determine the cause of contamination. Flush the system before returning the truck to service. Contact your nearest L&M Radiator facility for further instructions or visit the L&M website at www.mesabi.com.
External Cleaning Many radiator shops use a hot alkaline soap, caustic soda or chemical additives in their boil-out tanks, which can attack solders. These tanks are generally not recommended. Before such tanks are used for cleaning, ensure that the cleaning solutions are not harmful to solder. Otherwise, damage to the radiator will result. Completely rinse the cleaned tube or core in clean water after removing it from the boil-out tank. As an alternative to boil-out tanks, radiators can be cleaned externally with a high pressure washer and soap. In most cases, it may be best to blow out any dry dirt with a high pressure air gun prior to washing the core with the high pressure washer.
C03035
Pressure washers should not exceed 8275 kPa (1200 psi). Unlike conventional cores, the spray nozzle can be used right up next to the core. Starting from the air exit side, place the high pressure washer nozzle next to the fins. Concentrate on a small area, slowly working from the top down. Spray straight into the core, not at an angle. Continue washing until the exit water is free of dirt. Repeat from the opposite side. Disassembly
To aid in removal of the tubes, clean the radiator prior to disassembly. Heating the seals with hot water helps to loosen the grip on the tubes. Cleaning the radiator prior to disassembly also reduces the risk of internal contamination. After cleaning, spray lubricating oil at the top end of the tubes.
FIGURE 3-5. BREAKER TOOL (XA2307)
1. Start at the top row of tubes. Use the breaker tool (XA2307) to loosen the tube to be removed. When using the breaker tool, position it at the top or bottom of the tube. Never position it in the middle of the tube or damage may result. Use the breaker tool to lightly twist the tube back and forth within the seals to loosen the grip. Refer to Figure 3-5.
Cooling System
C3-9
Cleaning and Inspection 1. Use a drill with a 19 mm (3/4 in.) wire brush to remove any foreign material from the tube holes, then wipe the holes clean. 2. Clean the inside of the tanks and tubes. In most cases, just flushing the inside with soap and a high pressure hot water washer will be sufficient. If not, contact an L&M manufacturing facility for further instructions or visit the L&M website at www.mesabi.com.
FIGURE 3-6. INSTALLATION TOOL (VJ6567) 2. After the tube is loose, position the installation tool (VJ6567) at the bottom of the tube to be removed. Refer to Figure 3-6. The upper jaw of the installation tool should be positioned just below the rectangular section of the tube. The bottom jaw should rest on the seal. Squeeze the installation tool just enough to allow the bottom of the tube to be removed from the bottom seal. NOTE: To ease in the removal of tubes, use the breaker tool and installation tool simultaneously.
3. Check for signs of internal blockage in the tubes and tanks. If desired, you may cut open tubes for inspection. If contamination is present, the tube should be analyzed. The radiator must be properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to Internal Inspection in this section. 4. Buff the tube ends with a polishing wheel and a copper polishing compound. If any debris can not be removed by buffing, using an emery cloth, steel wool or a wire wheel with a wire size of 0.15 - 0.20 mm (0.006 - 0.008 in.) is acceptable. Be careful not to mar the tube ends. Assembly NOTE: For easier installation, soak the seals in hot water before installing. 1. Install new tube seals onto the bottom tank and the bottom side of the center tank. Do not install seals in the top core at this time. Seals for the top of the tubes do not have locking grooves; bottom tube seals do. Ensure the correct seals are installed in the proper position.
FIGURE 3-7. ANGLING TUBE DURING REMOVAL 3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only far enough to clear the radiator. Refer to Figure 3-7. Removing the tube at an excessive angle may cause damage to the tube.
The seal holes must be dry during installation. Use a rubber mallet and a flat metal plate to lightly tap the seals into place. Using excessive force will drive the seals in too far. When installed properly, the seals should be slightly convex. Improperly installed seals are concave with a smaller diameter hole. Refer to Figure 38.
4. Remove all the top tubes before removing the bottom tubes. After all of the tubes are removed, use pliers to remove the seals from the tanks. Discard all seals. New seals must be used for assembly.
C3-10
Cooling System
C03035
5. Working from the front of the radiator (opposite of fan side), install the bottom row of tubes starting with the fan side row. When installing the tubes, center the top of the tube in the top seal while angling the tube only as much as necessary. Twist the tube while applying upward force. Push the tube into the seal until enough clearance is available to install the bottom end of the tube into the bottom seal.
FIGURE 3-8. PROPER SEAL INSTALLATION
2. Use a 13 mm (1/2 in.) diameter brush to lubricate the seals with lube/release agent (XA2308).
6. Center the bottom end of the tube in the bottom seal. Push the tube downward until the formed bead on the tube is seated inside the lock ring groove in the seal. If necessary, use the installation tool (VJ6567) to pull the tube downward into the seal. The tool has a hooking device on the end of one of the handles for aiding in installation. Refer to Figure 3-9.
3. Use a spray bottle to lubricate the tube ends with the lube/release agent. 4. When installing tubes, start at one end and work toward the center. After you reach the center, move to the opposite end, and again work toward the center. If any of the tubes are difficult to install, do not force the tube. Remove the tube and determine the problem. Possible causes may be: •adequate seal/tube lubrication •improperly installed seal •damaged seal or tube end •tube angle excessive during installation and/or tube not centered in seal. Inspect the seals and tube ends for damage before trying to reinstall a tube. Replace as necessary.
C03035
FIGURE 3-9. USING INSTALLATION TOOL TO INSTALL TUBE 7. Ensure that all tube beads are seated in their respective bottom seals. Align and straighten all tubes during the installation of each row to allow maximum air flow through the radiator. 8. Install tube stay ends. Install the felt air baffles behind the front and back rows while completing tube installation.
Cooling System
C3-11
Pressure Testing The radiator should be pressure tested at 103 kPa (15 psi) for 30 minutes. Various methods of pressure testing include the following: • Pressurize the radiator and submerge into a test tank. Watch for leaks.
COOLANT SYSTEM TROUBLESHOOTING If abnormal coolant temperatures are experienced, perform the following visual inspections and tests: 1. Check the coolant level and thoroughly inspect the system for leaks.
• Lay the front side of the radiator on the floor. Cap off ports, and fill the radiator with hot water. Pressurize the radiator and check for leaks. • Cap off radiator ports. Install an air pressure gauge and pressurize to 103 kPa (15 psi). Remove the air source and monitor the pressure gauge. • Pressurize the radiator with air, and spray sealed joints with soapy water.
a. Check for proper coolant/antifreeze mixture. b. Follow the recommendations of the engine manufacturer regarding use of cooling system additives. 2. Inspect the radiator fins for restrictions. Ensure the air flow through the radiator is not restricted by debris or bent radiator fins. 3. Inspect the fan blades for damage. 4. Check the radiator cap sealing surfaces.
Additional service information can be found on the L&M Radiator website at www.mesabi.com.
5. If equipped with a fan clutch, refer to Section N, Operator Comfort, for complete instructions for testing and repairs, if required. 6. Refer to the engine manufacturer's Service Manual for information about testing and replacing the cooling system thermostats.
C3-12
Cooling System
C03035
SECTION C4 POWER TRAIN INDEX
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Removal (Komatsu SSDA16V160 or SDA16V160 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5 Joining Alternator and Komatsu SSDA16V160 or SDA16V160 Engine . . . . . . . . . . . . . . . . . C4-7 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
C04034 11/11
Power Train
C4-1
NOTES:
C4-2
Power Train
11/11 C04034
ALTERNATOR REMOVAL PROCEDURE Removal (Komatsu SSDA16V160 or SDA16V160 Engine) The following instructions cover the removal of the main alternator from the engine after the power module has been removed from the truck. (Refer to Figure 4-2.)
When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 4037 kg (8,900 lbs). Use a lifting device that can handle the load safely. 1. Attach hoist with two lifting chains to the alternator lifting eyes (7, Figure 4-2). 2. Block under rear of engine a. Loosen cradle adjustments setscrews (3, Figure 4-1).
FIGURE 4-1. CRADLE STRUCTURE 1. Cradle Structure 2. Jam Nut 3. Adjustment Setscrew
4. Subframe 5. Gap
b. Loosen engine/cradle cap screws (3, Figure 4-2).
FIGURE 4-2. ENGINE AND ALTERNATOR 1. Cap Screws and Lockwashers 2. Cradle Structure 3. Cap Screws
C04034 11/11
4. Flywheel Housing 5. Subframe 6. Engine
Power Train
7. Alternator Lift Eyes 8. Alternator/Blower
C4-3
3. Remove access covers at front, right side of the engine flywheel housing. Install engine barring tool as shown in Figure 4-3.
FIGURE 4-3. ACCESS TO ALTERNATOR/ ENGINE DRIVE RING CAP SCREWS 1. Engine Barring Tool 2. Access Hole
3. Flywheel Housing
4. Reach through the access opening and remove 12 cap screws (6, Figure 4-4) joining the engine drive ring (7) to the alternator rotor (8). (Rotate crankshaft with barring tool to align each cap screw with access hole.)
FIGURE 4-4. ALTERNATOR TO ENGINE MOUNTING 1. Alternator 2. Flywheel Housing Adapter 3. Cap Screw (16 each) 4. Flywheel Housing
Ensure all cap screws have been removed! 5. Remove 16 cap screws (3) securing flywheel housing adapter (2) to the alternator housing (1). NOTE: The clearance between the head of the cap screw (3) and the flywheel housing (4) will not permit complete removal of the cap screws at all locations. Be sure all the cap screw threads are completely disengaged from the alternator housing (1).
C4-4
Power Train
5. Cap Screw 6. Cap Screw (12 each) 7. Engine Drive Ring 8. Alternator Rotor
6. Take up slack in hoist and remove cap screws and lockwashers (1, Figure 4-2) securing the alternator to the cradle structures. 7. Keep alternator as level as possible and move away from engine. 8. Note shim location and quantity. Retain shims for possible use during reinstallation. 9. For further disassembly instructions for the alternator refer to the General Electric Service Manual.
11/11 C04034
ENGINE/ALTERNATOR MATING Measuring Procedure Komatsu SSDA16V160 or SDA16V160 Engine
1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting surfaces.
The following instructions must be followed to ensure proper alignment and engine crankshaft endplay. Failure to follow these instructions can result in serious damage to the engine and/or alternator. General Instructions
2. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play: • Verify end play is within 0.13 - 0.38 mm (0.005 0.015 in.). Record Total Crankshaft End-play: ____________ 3. Refer to Figure 4-5. Move the engine crankshaft to the rear of its end travel. a. Carefully measure Dimension “C” at four locations, 90° apart:
• Never pry on the engine crankshaft damper! • Loosen or remove fan belt prior to measuring crankshaft end-play to insure that the crankshaft moves easily and completely.
1st measurement:_________________________ 2nd measurement: ________________________
• When taking measurements, always take four equally spaced readings and average them.
3rd measurement: ________________________
• Always measure from mating surface to mating surface.
Dimension “Cavg”: _________________ Average
4th measurement:_________________________
• References to crankshaft rotation; clockwise (CW), or counterclockwise (CCW), is the direction of rotation when looking at the front (damper end) of engine.
b. Add 1/2 (one-half) of Total Crankshaft Endplay from Step 2 to Dimension “Cavg”. c. Record (Step 3a + Step 3b) as Measurement “C”:___________________
• Crankshaft end-play for Komatsu SSDA16V160 or SDA16V160 Engine: 0.13 - 0.38 mm (0.005 - 0.015 in.).
SERVICE DATA - Eccentricity & Runout Limits Description
T.I.R.
Max. Flywheel Housing Bore Eccentricity
0.66 mm (0.026 in.)
Max. Face Runout, Flywheel Housing
0.25 mm (0.010 in.)
Max. Eccentricity of Flywheel (Coupling Assembly)
0.18 mm (0.007 in.)
Max. Axial Runout of Flywheel Face (Coupling Assembly)
0.25 mm (0.010 in.)
C04034 11/11
FIGURE 4-5. SHIM LOCATION 1. Alternator Housing 2. Alternator Rotor 3. Flywheel Housing Adapter 4. Flywheel Housing 5. Engine Drive Ring
Power Train
“A”: Dimension “A” “B”: Dimension “B” “C”: Dimension “C” “D”: Dimension “D”
C4-5
4. Refer to Figure 4-6. Alternator End-play: a. Using flat steel bar (3, Figure 4-6) bolted rigidly to the alternator rotor (2), install a 5/8" 11 cap screw (4) at each end into the alternator housing (1). Leave cap screws fingertight. b. Move alternator rotor (2) axially towards the rear (slip-ring end) by alternately tightening the cap screws (4) one-half-turn-at-a-time. Do NOT exceed 16.3 N·m (12 ft lbs) torque on each cap screw. This establishes the maximum permissible rear travel for the alternator rotor. c. Alternately loosen cap screws (4) one-turnat-a-time, until all torque is released. Carefully remove steel bar (3). Note: The object is to leave the rotor in its most rearward position. Refer to Figure 4-5. d. Carefully measure Dimension “A” (Do not move alternator rotor) at four locations, 90° apart, and average the measurements. 1st measurement: _________________________ 2nd measurement: ________________________ 3rd measurement: ________________________ 4th measurement:_________________________
FIGURE 4-6. ALTERNATOR END-PLAY 1. Alternator Housing 2. Alternator Rotor
3. Steel Bar 4. Cap Screw
Dimension “Aavg”: _________________ Average e. Add 0.25 mm (0.010 in.) “Aavg”.
to Dimension
f. Record (Step 4d + 4e) as Measurement “A” 5. To determine the correct shims to use, compare Measurement “C” (Step 3c) with Measurement “A” (Step 4f). a. If C is greater than A, subtract: (C - A) = B B = _____________ Shim pack thickness to be installed at location “B”, Figure 4-5.
b. If A is greater than C, subtract: (A - C) = D D = ___________ Shim pack thickness to be installed at location “D”, Figure 4-5.
Alternator-to-Flywheel Housing Adapter, Location “D” Shim Part Number
Rotor-to-Drive Ring, Location “B” Shim Part Number
C4-6
Shim Thickness
TM3466
0.10 mm (0.004 in.)
TM3468
0.78 mm (0.007 in.)
Shim Thickness
TM3467
0.10 mm (0.004 in.)
TM3469
0.18 mm (0.007 in.)
Power Train
11/11 C04034
8. Compare the step 7 value to the measurement taken before alternator was installed on engine.
Joining Alternator and Komatsu SSDA16V160 or SDA16V160 Engine
When lifting alternator, attach hoist to lift eyes only. The alternator weighs approximately 4037 kg (8,900 lbs). Use a lifting device that can handle the load safely.
1. Use the two top lift brackets provided on the alternator for lifting. The top front lifting bracket should be equipped with some method of adjusting the alternator to keep it horizontal. 2. Carefully move alternator into place and engage the engine drive ring (6, Figure 4-7) into the alternator rotor drive (7) using shims “B”, if required (refer to step 5.a. “Determining Shims”). 3. Install flywheel housing adapter cap screws (2) into alternator housing (1). Tighten to 237 N·m (175 ft lbs) torque. 4. Install cap screws (5) through engine drive ring (6) into the alternator rotor adapter (7). Rotate crankshaft to access and align holes. Tighten cap screws (5) to 237 N·m (175 ft lbs) torque. 5. Install alternator-to-cradle structure mounting cap screws and washers (1, Figure 4-2) and tighten to 1017 N·m (750 ft lbs) torque. 6. Tighten engine-to-cradle structure mounting cap screws (3, Figure 4-2) to 465 N·m (345 ft lbs) torque.
Never pry on the engine crankshaft damper! 7. With magnetic base mounted on the front of the engine and the dial indicator on the front of the crankshaft, measure total crankshaft end-play:
FIGURE 4-7. ALTERNATOR TO ENGINE MOUNTING 1. Alternator Housing 2. Cap Screw 3. Flywheel Housing Adapter 4. Engine Flywheel Housing
5. Cap Screw 6. Engine Drive Ring 7. Alternator Rotor “B” Drive Shims “D” Housing Shims
The total Engine Crankshaft End-play (step 7) must equal the original measurement or 0.51 mm (0.020 in.) (alternator end-play), whichever is smaller. If the end-play after the alternator and engine are assembled is less than 0.51 mm (0.020 in.), and less than the starting engine crankshaft end-play, RESHIMMING IS REQUIRED.
Record Total Crankshaft End-play: ____________
C04034 11/11
Power Train
C4-7
9. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving components contacting stationary parts. 10. Install engine sidecover, if removed. Install lockwire on all alternator mounting cap screws. 11. Remove barring tool and install access covers on flywheel housing.
ENGINE Removal Refer to instructions in previous sections for removal instructions for the Power Module, alternator, and radiator assembly.
12. Reinstall fan belt. Refer to engine manufacturer’s Operation and maintenance Manual. The engine weighs approximately 9616 kg (21,200 lbs) wet. Ensure lifting devices are capable of handling the load safely. 1. Disconnect any remaining wiring or hoses between the engine and subframe. 2. Remove cap screws and lockwashers (5, Figure 4-7) securing front engine mount to subframe. 3. Attach spreader bar with lifting straps at front lift hooks and rear lift hooks (6) on engine. Remove cap screws and lockwashers (2) at rear engine mount securing engine to cradle structure (1). Always use a spreader bar to ensure lift straps are vertical at each lift hook. 4. Lift engine from subframe and move to clean work area for further disassembly.
C4-8
Power Train
11/11 C04034
2. Install alternator on engine following instructions for “Engine/Alternator Mating”.
Service Complete instructions covering the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturer's service manual. Installation 1. Align engine to subframe and install front mounting cap screws and lockwashers (5, Figure 4-7). Align and install rear engine mounting cap screws and lockwashers (2) through cradle structure, but do not tighten at this time. Tighten front mount cap screws to 465 N·m (345 ft lbs) torque.
3. Tighten rear engine mounting cap screws (2) to 465 N·m (345 ft lbs) torque after alternator is installed. 4. Adjust setscrew (3, Figure 4-1) to equalize gap (5) between cradle structure (1) and subframe (4) at left and right side. Lock setscrew with jam nut (2).
FIGURE 4-8. ENGINE MOUNTING 1. Cradle Structure 2. Cap Screws and Lockwashers
C04034 11/11
3. Engine Module Subframe 4. Engine
Power Train
5. Cap Screws and Lockwashers 6. Engine Lift Points
C4-9
NOTES:
C4-10
Power Train
11/11 C04034
SECTION C5 AIR CLEANERS INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 SERVICING THE AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Replacing The Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4 AIR CLEANER ASSEMBLY CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Primary Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5 Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
C05020 9/10
Air Filtration System
C5-1
NOTES
C5-2
Air Filtration System
9/10 C05020
AIR CLEANERS OPERATION
SERVICING THE AIR CLEANERS
Air required by the diesel engine passes through the air cleaner assemblies mounted on each side of the radiator. These air cleaners discharge heavy particles of dust and dirt by centrifugal action and then remove finer particles by passing air through filter cartridges. The engine demand for air creates a vacuum in the air cleaners and causes outside air to be drawn in through air inlets on the air cleaners. Dirty air entering here is drawn through a series of tubes that are designed to produce a cyclonic action. As the air passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles to be thrown from the air stream into dust collectors (1, Figure 5-1). At the same time, the air stream turns and is directed up through the center of the tubes into the filter chamber. Here the air passes through the main filter element and safety filter element and out the clean air outlet to the engine's air intake system. The function of the safety filter is to increase overall reliability and engine protection.
The engine must be turned off before servicing the air cleaner assemblies or opening the engine air intake system. Never start the engine with the filter elements removed. Serious engine damage can result. • Inspect and empty the dust cups at regular intervals. Daily inspection is recommended. Never allow the dust level to build up to the tube (precleaner) chamber. • During operation or after the engine has been turned off, observe the air filter restriction gauges mounted on the overhead panel in the cab. When a gauge shows maximum restriction, filter service is required. • Check all engine air inlet tubes, hoses and clamps. All connections must be air tight to prevent dirt from entering. • Air cleaner housing fasteners and mountings must be tight. • After the filters have been serviced, reset the air filter restriction gauges by pressing the reset button on the face of the gauge.
FIGURE 5-1. AIR CLEANERS 1. Dust Collectors 2. Precleaner Section
C05020 9/10
3. Air Intake Cover 4. Element Covers
Air Filtration System
C5-3
Replacing The Elements NOTE: The function of the safety element is to increase overall reliability and engine protection. If the safety element indicator shows red, the element has become clogged and should be replaced with a new one. 1. Turn off the engine. Clean any dirt and dust from the area around the element cover.
2. Loosen the clips on element cover (1, Figure 52) and remove the element cover. Pull primary element (2) from air cleaner assembly (4). 3. Inspect the primary element carefully for damage, holes or breaks which might affect reuse of the element. If the element appears serviceable, proceed with the cleaning procedure. If defects are found in the element, replace the element.
FIGURE 5-2. AIR CLEANER ASSEMBLY 1. Element Cover 2. Primary Element 3. Safety Element 4. Air Cleaner Assembly
C5-4
5. Gasket (long strips) 6. Gasket (short strips) 7. Precleaner Section 8. Clamp
Air Filtration System
9. O-Ring 10. Dust Cup 11. Dust Cup Valve 12. Air Intake Cover
9/10 C05020
AIR CLEANER ASSEMBLY CLEANING Primary Element Cleaning
Have a new safety (secondary) filter element on hand before removing the used filter element. Do not keep the intake system open to the atmosphere any longer than necessary. 4. If the safety element must be replaced, remove and discard the safety element. Do not clean the damaged or dirty safety element. 5. Install the new safety element. 6. Install primary element (2) into the air cleaner. If the original element is being reused, ensure the sealing gasket is not damaged. The gasket must seal completely. 7. If open, close and latch dust cup valves (11) on the bottom of dust cups (10).
Only the primary elements may be cleaned, and then only if they are structurally intact. Do not reuse an element that is damaged. Do not clean and reuse the safety elements. Replace them with new parts if necessary. After inspection, determine the condition of the primary element. Choose either the washing method or compressed air method for cleaning the element. If the element is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results.
Wash elements with water and detergent as follows: 1. Soak the element in a solution of detergent and water for at least 15 minutes. Rotate the element back and forth in the solution to loosen dirt deposits. Do not soak elements for more than 24 hours. 2. Rinse the element with a stream of fresh water in the opposite direction of normal air flow until rinse water runs clear. Maximum permissible water pressure is 276 kPa (40 psi). A complete and thorough rinse is essential. 3. Dry the element thoroughly. If drying is done with heated air, the maximum temperature must not exceed 60°C (140°F) and must be circulated continually. Do not use a light bulb to dry elements.
C05020 9/10
Air Filtration System
C5-5
4. After cleaning, inspect the element thoroughly for the slightest ruptures and damaged gaskets. A good method for detecting paper ruptures is to place a light inside the filter element, as shown in Figure 5-3, and inspect the outer surface of the filter element. If holes or ruptures are found, do not reuse the element. Discard and replace with a new element. .
Clean dust loaded elements with dry filtered compressed air as follows: 1. Maximum nozzle pressure must not exceed 207 kPa (30 psi). The distance from the nozzle to the surface of the filter element must be at least 25 mm (1 in.) to prevent damage to the filter material. 2. As shown in Figure 5-4, direct the stream of air from the nozzle against the inside of the filter element. This is the clean air side of the element and air flow should be opposite of normal air flow. 3. Move the air flow up and down vertically with the pleats in the filter material while slowly rotating the filter element. 4. When cleaning is complete, inspect the filter element as shown in Figure 5-3. If holes or ruptures are noted, discard the element and replace with a new element.
FIGURE 5-3. INSPECTING THE FILTER ELEMENT
FIGURE 5-4. CLEANING THE FILTER ELEMENT WITH COMPRESSED AIR
C5-6
Air Filtration System
9/10 C05020
Precleaner Section Cleaning The tubes in precleaner section (7, Figure 5-2) should be cleaned at least once per year and at each engine overhaul. More frequent cleaning may be necessary depending upon operating conditions and and the local environment. To inspect the tubes in the precleaner section, remove the primary element. Do not remove the safety element. Loosen clamps (8) and remove dust cups (10) and O-rings (9). Use a light to inspect the tubes. All tubes should be clear and the light should be visible. NOTE: Both the primary and safety elements must be installed in the air cleaner while Steps 1 and 2 are being accomplished to prevent any possibility of dirt being forced into the engine intake area. Dust can be removed with a stiff fiber brush (see Figure 5-5). Do not use a wire brush. Dust may also be removed effectively using compressed air. Heavy plugging of the tubes may require soaking and washing the entire precleaner section. Refer to the following procedure.
NOTE: The precleaner section may be separated from the air cleaner assembly without removing the entire air cleaner from the truck. 1. Remove air intake cover (12, Figure 5-2). Remove the mounting hardware that secures precleaner section (7) to air cleaner assembly (4). Remove the precleaner section. The safety element must remain in place to protect the engine intake. 2. Loosen clamps (8) and remove dust cups (10) and O-rings (9) from the precleaner section. Wash the dust cups with a water and liquid soap solution. 3. Submerge the precleaner section in a solution of Donaldson D-1400 and warm water (see Figure 5-6). Mix the solution according to the directions on the package. The tube section must be down. Soak for 30 minutes, then remove the precleaner section from the solution. Rinse thoroughly with fresh water and blow dry. Severe plugging may require the use of an Oakite 202 and water solution instead. The solution should be 50% Oakite 202 and 50% fresh water. 4. Check precleaner gaskets carefully for any evidence of air leaks. Replace if necessary. 5. Install precleaner section (7) and gaskets (5) and (6) on air cleaner assembly (4). Install all mounting hardware that was removed. 6. Install dust cups (10) and O-rings (9) on the precleaner section. Secure the dust cups with clamps (8).
FIGURE 5-5. REMOVING DUST FROM THE TUBES
FIGURE 5-6. WASHING AND SOAKING THE PRECLEANER SECTION
C05020 9/10
Air Filtration System
C5-7
AIR INTAKE TROUBLESHOOTING To ensure maximum engine protection, ensure that all connections between the air cleaners and engine intake are tight and positively sealed. If air leaks are suspected, check the following: 1. All intake lines, tubes and hump hoses for breaks, cracks, holes, etc, which could allow an intake air leak. 2. Check all air cleaner gaskets for positive sealing. 3. Check the primary and safety elements for ruptures, holes or cracks. 4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which could allow air leakage. Check all mounting hardware for tightness.
C5-8
Air Filtration System
9/10 C05020
SECTION C7 FAN CLUTCH INDEX
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6 CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20 TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07001
Fan Clutch
C7-1
NOTES
C7-2
Fan Clutch
C07001
FAN CLUTCH REMOVAL & INSTALLATION TOOLING
TOOL
TOOL
C07001
A
B
-
-
FRONT
SLEEVE
BEARING
REAR
SLEEVE
BEARING
Fan Clutch
C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER; BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4
Fan Clutch
C07001
TOOL E - BEARING INSTALLER
TOOL
C07001
F
-
BEARING
Fan Clutch
INSTALLER
C7-5
DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW 1. Orifice Fitting 2. Dowel Pin (Rear) 3. Pitot Tube 4. Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 7. Name Plate Kit 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer (Rear) 12. Bearing Spacer (External Snap Ring) 13. O-Ring Seal 14. Main Bearing (Rear) 15. Internal Snap Ring
C7-6
16. External Snap Ring (Spacer) 17. Seal Ring (Hook-Type) 18. Bolt 19. Washer 20. Pulley 21. Pulley Adapter 22. Seal Ring (Large) 23. Piston 24. Seal Ring (Small) 25. Spring Washer 26. Shim 27. External Snap Ring 28. External Snap Ring 29. Clutch Hub 30. Facing Plate 31. Steel Clutch Plate
Fan Clutch
32. Internal Snap Ring 33. Main Bearing (Front) 34. O-Ring Seal 35. Bearing Retainer (Front) 36. Oil Seal 37. Washer 38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (Rear, Short) 42. Fan Mounting Hub 43. Dowel Pin (Front) 44. Sleeve Bearing (Front, Long) 45. End Cap
C07001
3. Pitot Tube 4. Wear Sleeve 5. Retainer/Seal Assembly 6. Shaft Assembly 8. Washer 9. Bolt 10. Oil Seal 11. Bearing Retainer 13. O-Ring Seal
C07001
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical) 27. External Snap Ring 14. Main Bearing 28. External Snap Ring 15. Internal Snap Ring 29. Clutch Hub 16. External Snap Ring 17. Seal Ring (Hook-Type) 30. Facing Plate 31. Steel Clutch Plate 20. Pulley 32. Internal Snap Ring 22. Seal Ring (Large) 33. Main Bearing 23. Piston 34. O-Ring Seal 24. Seal Ring (Small) 35. Bearing Retainer 25. Spring Washer 36. Oil Seal 26. Shim
Fan Clutch
37. Washer 38. Bolt 39. Wear Sleeve 40. Retainer/Seal Assembly 41. Sleeve Bearing (Rear, Short) 42. Fan Mounting Hub 44. Sleeve Bearing (Front, Long) 45. End Cap
C7-7
FIGURE 7-4.
FIGURE 7-2. 1. Support the fan clutch on a bench with fan mounting hub (42) facing upward. Support the assembly beneath the pulley. Remove bolts (38) and washers (37).
FIGURE 7-5.
FIGURE 7-3. 2. Install lifting eyes, and attach a hoist and chains to front bearing retainer (35). Use a small screwdriver to separate the front bearing retainer from pulley adapter (21), and set it aside on a bench.
C7-8
3. Remove O-ring seal (34).
Fan Clutch
4. Position the bearing retainer and hub assembly on the bench with clutch hub (29) up. Remove external snap ring (28).
C07001
FIGURE 7-8. FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9. FIGURE 7-7. 8. Remove internal snap ring (32). 6. Position the sub-assembly beneath the ram of a press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of the front bearing using tooling (B).
C07001
Fan Clutch
C7-9
FIGURE 7-10. FIGURE 7-12.
9. Turn bearing retainer (35) over on the press bed. Press front bearing (33) out of the bearing retainer using tooling (D).
11. Remove front retainer/seal assembly (40). Wedge a large chisel or other appropriate tool behind the retainer to force it off fan mounting hub (42).
FIGURE 7-13. Use a chisel to make three indentations in wear sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120 degrees apart from one another. Remove the wear sleeve.
FIGURE 7-11. 10. Support beneath the fan mounting hub with end cap (45) down, but approximately 50 mm (2 in.) above the press bed. Using a solid steel bar or equivalent, press the end cap from the fan mounting hub.
C7-10
NOTE: Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.
Fan Clutch
C07001
FIGURE 7-14. 12. Inspect sleeve bearing (44) and sleeve bearing (41). Compare the color of each bearing to the chart above. The lighter the appearance of the bearing, the more worn it is. If either bearing needs replacing, proceed to the next step. If the bearings are in good condition, skip the next step.
FIGURE 7-16. 14. Remove the stack of facing plates (30) and steel clutch plates (31) from inside the pulley.
FIGURE 7-17.
15. Remove external snap ring (27), shim (26), and spring washer (25).
FIGURE 7-15. 13. Position tooling (C) against sleeve bearing (41). Press the front sleeve bearing downward to press it out of the fan mounting hub. Rear sleeve bearing (44) will be pressed out simultaneously.
C07001
Fan Clutch
C7-11
FIGURE 7-20. FIGURE 7-18. 16. Attach wire lifting hooks to piston (23). Use the lifting hooks to pull the piston from pulley adapter (21).
18. Support beneath the pulley to prevent it from dropping to the bench. Remove bolts (9) and lockwashers (8).
FIGURE 7-19. FIGURE 7-21. 17. Remove seal rings (22) and (24) from the piston.
19. Install lifting eyebolts to the shaft and bearing retainer assembly. Use a suitable lifting device to lift the assembly from the pulley. Remove Oring seal (13). NOTE: It may be necessary to use a soft rubber mallet to separate the shaft and bearing retainer from the pulley.
C7-12
Fan Clutch
C07001
FIGURE 7-22. 20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen and remove them from the shaft. Rotate the pitot tube until the sealant holding it tight is broken loose. Then grip the pitot tube with a pair of pliers and gently tap on the pliers to remove the pitot tubes from the hole in the shaft.
FIGURE 7-24.
22. Remove external snap ring (16).
FIGURE 7-25. FIGURE 7-23.
21. Remove both seal rings (17).
C07001
23. Remove internal snap ring (15).
Fan Clutch
C7-13
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of rear bearing retainer (11).
FIGURE 7-26.
24. Support the bearing retainer as close as possible to the bearing bore. Be careful not to damage the retainer/seal assembly. Press the shaft out of bearing (14) using tooling (E).
FIGURE 7-29. 27. Use a chisel to make three indentations in wear sleeve (4). The indentations should be approximately 120 degrees apart from one another. Remove the wear sleeve.
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14
NOTE: Use caution when using the chisel. Do not cut through the sleeve. Damage to the shaft can cause future leaks.
Fan Clutch
C07001
FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive the assembly off the shaft or wedge a large chisel or other appropriate tool behind the retainer to force it off.
C07001
Fan Clutch
C7-15
CLEANING AND INSPECTION Thoroughly clean all components before inspection. Check each of the following components, and follow the guidelines for reuse: • Ball bearings - Replace at time of rebuild. • Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter. • External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter. • Seal rings - Replace during rebuild. • Oil seals - Replace during rebuild. • Bolts and washers - Reuse unless damaged or worn. • Retainer/Seal assemblies - Replace if damaged or worn. • Wear sleeves - Replace during rebuild. • Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS 1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions. NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly. 2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter). Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.
C7-16
Fan Clutch
C07001
FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.
C07001
Fan Clutch
C7-17
FIGURE 7-35. PISTON REWORK (For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside face. If the piston contains the orifice, modify the piston as shown in Figure 7-35. 7. Inspect clutch hub (29) for wear. Wear marks that may be present on the teeth must not restrict plate movement. If they have smooth entry and exit ramps, the notches will not restrict plate movement and the clutch hub may be reused. 8. Check steel plates (31) for wear. The plates must be smooth and free of grooves or heat related damage. The plates are 3.07 mm (0.121 in.) minimum thickness when new and must be flat within 0.13 mm (0.005 in.). 9. Inspect facing plates (30). Minimum thickness for new facing plates is 2.77 mm (0.109 in.). Grooves are 0.15 mm (0.006 in.) deep. The plates must be flat within 0.13 mm (0.005 in.). Check the teeth for excessive wear. When new, the space between the teeth is approximately 7.11 mm (0.280 in.). FIGURE 7-36.
10. Inspect fan mounting hub (42).
C7-18
Fan Clutch
C07001
FIGURE 7-37.
11. Inspect front bearing retainer (35). 12. Inspect end cap (45) for any wear or raised nicks.
C07001
Fan Clutch
C7-19
ASSEMBLY NOTE: The fan clutch is reassembled using Loctite ÂŽ (or equivalent) sealants. Follow manufacturer's recommendations regarding minimum cure time to prevent oil from washing the sealant from the sealing surfaces. 1. Place end cap (45) in a freezer or on dry ice to prepare for installation in the following steps.
2. If removed, install dowel pin (43) into fan mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub, leaving 2.3 mm (0.090 in.) exposed. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-38 and 7-39.
FIGURE 7-39.
FIGURE 7-38.
C7-20
Fan Clutch
C07001
FIGURE 7-40.
FIGURE 7-42. 4. Turn the hub over on the bed of the press. Using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool contacts the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve bearing (44) into the fan mounting hub until the tool contacts the shoulder of the hub. Ensure the correct bearing is installed. There are two sleeve bearings, and each one must be installed in the proper area of the hub to ensure the lube passage is not restricted. Refer to Figure 7-40.
C07001
Fan Clutch
C7-21
FIGURE 7-44.
FIGURE 7-43. 5. Press front retainer/seal assembly (40) onto the fan mounting hub (42) using tooling (D). The inner race of the retainer should be recessed 1.0 mm (0.040 in.) below the shoulder. Check carefully to ensure that the retainer/seal assembly is installed straight and is not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.
• Front wear sleeve (39) is NOT interchangeable with rear (notched) wear sleeve (4). The inside diameter of the front wear sleeve is color coded red. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage.
FIGURE 7-45.
6. Coat the inside diameter of front wear sleeve (39) and the wear sleeve diameter of the shaft with Loctite Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft until it is flush with the shoulder.
NOTE: Some fan hubs may have a small hole on the wear sleeve mounting journal. This hole is not used and will be covered by the wear sleeve.
C7-22
Fan Clutch
C07001
FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with a thin coating of Loctite Primer N and #242.
9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer. Do not apply Loctite to the end cap. Press the end cap into the hub until the cap bottoms out.
FIGURE 7-47. FIGURE 7-49. 8. Apply Loctite Primer N and #609 to the mating surfaces of front bearing (33) and front bearing retainer (35). Place the bearing into position on the retainer with the notch for the bearing pin facing downward.
10. Turn the retainer over on the press bed. Coat the outside diameter of front oil seal (36) and the mating surface on the bearing retainer with Loctite Primer N and #242 (or equivalent).
Press the front bearing into the bearing retainer using tooling (E) or equivalent. Press ONLY on the outer race of the bearing until it seats at the bottom of the bore.
Use tooling (E) to press the oil seal into the front bearing retainer until it is flush with the front face. Ensure that the lip of the seal is dry. Wipe any excess Loctite from the seal area and remove any rubber strings from the seal.
C07001
Fan Clutch
C7-23
FIGURE 7-50. 11. Coat the inside diameter of the bearing and the fan mounting hub bearing journal with Loctite Primer N and #609 (or equivalent). Place the front bearing retainer sub-assembly into position on the fan mounting hub. Ensure the notch in the bearing is aligned with the bearing dowel pin. Do not allow the seal lip to come in contact with the Loctite. Press the bearing onto the hub using tooling (D) until it contacts the wear sleeve.
FIGURE 7-51.
12. Install clutch hub (29) on the fan mounting hub assembly (42) with the open end down. (No special timing is necessary.)
Wipe any lubricant or sealer from the seal lip. The seal lip is teflon and must remain dry for proper sealing to occur. Spin the bearing retainer at least 25 revolutions to ensure proper rotation of the bearing and to burnish the seal.
FIGURE 7-52. 13. Install external snap ring (28) to hold the clutch hub in place.
C7-24
Fan Clutch
C07001
FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press rear retainer/seal assembly (5) onto shaft (6). The inner race of the retainer should be recessed 1.0 mm (0.040 in.) below the shoulder. Check carefully to ensure that the retainer/seal assembly is installed straight and not bent or damaged in any way which will cause interference between it and the bearing retainer after assembly.
FIGURE 7-54.
14. If removed, install rear dowel pin (2) in shaft assembly (6). Press the pin until 2.0 mm (0.080 in.) is left exposed above the surface. If the shaft did not originally come with pinned bearings, install the dowel per instructions in Figures 7-53 &7-54.
C07001
Fan Clutch
C7-25
FIGURE 7-57. FIGURE 7-56.
17. Coat the outside diameter of rear bearing (14) and the mating surface of bearing retainer (11) with Loctite Primer N and #609 or equivalent. The end of the bearing with the notch is installed first. Using tooling (F) or equivalent, press the bearing into the bearing retainer. Press ONLY on the outer race of the bearing until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT interchangeable with front wear sleeve (39). The inside diameter of the rear wear sleeve is color coded blue. • Note the direction of the lead pattern on the sleeve. The wear sleeve must be installed with the pattern leading in the correct direction in order to prevent leakage from occurring. • Use extreme care when handling the wear sleeve. The slightest nicks or scratches may cause leakage. 16. Coat the inside diameter of rear (notched) wear sleeve (4) and the wear sleeve diameter of the fan mounting hub with Loctite Primer N and #242 (or equivalent). Locate the sleeve so the notch in the sleeve will be aligned with the small lube hole in the shoulder. Using tooling (D), press the wear sleeve onto the fan mounting hub until it is flush with the shoulder.
C7-26
FIGURE 7-58.
18. Install internal snap ring (15).
Fan Clutch
C07001
FIGURE 7-59. 19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used, place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be installed in a later step. Proceed to the next step.
FIGURE 7-60. FIGURE 7-61. 20. Coat the outside diameter of rear oil seal (10) with Loctite Primer N and #242 (or equivalent). Use tooling (E) or an equivalent to install the oil seal in the rear bearing retainer until it is flush with the rear face.
21. If a bearing spacer is used instead of a snap ring (as explained in Step 19), place the spacer into position in the groove on shaft assembly (6). Note the location of the spacer in Figure 761.
Do not lubricate the seal. The seal is made of teflon and must be installed dry.
C07001
Fan Clutch
C7-27
FIGURE 7-62. FIGURE 7-63.
22. Place the shaft sub-assembly on the press bed. Coat the inside diameter of the bearing and the bearing journal on the shaft with Loctite Primer N and #609 (or equivalent).
23. Install external snap ring (16). Ensure that the snap ring is fully seated in the groove. It may be necessary to tap on the snap ring with a screwdriver to fully seat it.
Carefully, lower the rear bearing retainer subassembly in place on the shaft. Do not allow the seal lip to come in contact with the Loctite. Ensure the notch in the bearing and the dowel pin are aligned. If external snap ring (16) was installed in the bearing retainer, ensure the opening is aligned with the dowel pin. Press the bearing onto the shaft until it reaches the shoulder of the wear sleeve. Wipe any excess Loctite from the assembly. Ensure the seal lip is dry. The seal must remain dry for proper sealing. Spin the bearing retainer approximately 25 times to burnish the teflon seal on the wear sleeve. Check for abnormal sounds or other indications of contact between the retainer/seal assembly and the bearing retainer. If interference is found, remove the bearing retainer and eliminate the point of interference.
C7-28
FIGURE 7-64. 24. Ensure that the pitot tube holes in the shaft are clean and free of burrs and staking material to allow the pitot tubes to fit into the holes and seat completely to the bottom. Apply a thin coating of Loctite Primer N and #609 (or equivalent) on the straight end of one pitot tube (3). Coat the tube to approximately 20 mm (0.75 in.) from the end.
Fan Clutch
C07001
Push the pitot tubes to the bottom of the hole. The outer end of the tube should be located well within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent end faces in a counterclockwise direction and is exactly parallel to the surface of the bearing retainer. (A large phillips-head screwdriver inserted in the end of the tube can be used as an alignment gage). Install the second pitot tube in the same manner as the first. Stake each pitot tube in three places (at the 9, 12, and 3 o'clock positions) to prevent the tubes from rotating in operation.
FIGURE 7-66.
26. Lubricate the seal ring grooves of piston (23) with an oil-soluble lubricant such as engine assembly grease. Install small seal ring (24) in the inside groove and large seal ring (22) in the outside groove. Refer to Figure 7-66 for proper orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the grooves in the shaft. Rotate the rings so the slits in the rings are 180 degrees apart from one another.
FIGURE 7-67.
27. Lubricate the external surfaces of seal rings (22) and (24) with an oil-soluble lubricant such as engine assembly grease. Also lubricate the seal mating surfaces in the pulley adapter.
C07001
Fan Clutch
C7-29
Do not push the piston in place. Forcing the piston will usually cause the seal rings to be cut. 28. Carefully place the piston in the pulley. Without pressing down on the piston, rotate it slowly back and forth until it falls into place.
FIGURE 7-69. 30. Install spring washer (25), shim (26), and spirolock ring (27). It will be necessary to press downward to compress the spring washer while forcing the spirolock to properly seat in the groove. The shim must then be centered on the spring washer to prevent it from interfering with the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for final assembly of the fan clutch. Lift the front bearing retainer sub-assembly in place on the pulley. While doing so, the slots of the front bearing retainer will engage the tangs of the piston, and the retainer will rest against the pulley. Then, rotate the bearing retainer (and piston) until the bolt holes align in the bearing retainer and pulley. Carefully remove the bearing retainer sub-assembly.
FIGURE 7-70. 31. Place the front bearing retainer sub-assembly on the bench with the clutch hub up. Install one steel clutch plate (31) in place in the bearing retainer. Dip one facing plate (30) in new engine oil. Allow the excess oil to drain off, then place the facing plate on top of the steel plate. Repeat this step until all 16 plates have been installed.
C7-30
Fan Clutch
C07001
32. Turn the pulley adapter assembly over and install two lifting eyes 180 degrees apart. Install a guide bolt in one bolt hole of the pulley. Refer to Figure 7-71. Coat front O-ring seal (34) with petroleum jelly or an oil-soluble grease. Place the seal in the groove in the pulley. The grease should secure the seal in the groove during installation. Carefully lower the pulley. Ensure that the guide bolt is aligned with a bolt hole in the bearing retainer assembly and the O-ring seal is still securely in place. Lower the pulley until it rests on the front bearing retainer.
FIGURE 7-71.
FIGURE 7-73. 33. Install at least four bolts (38) with lockwashers (37) 90 degrees apart. Snug them down.
FIGURE 7-72.
C07001
Fan Clutch
C7-31
FIGURE 7-76. FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or an oil-soluble grease and install it in the pulley groove.
FIGURE 7-77. FIGURE 7-75. 35. Lubricate hook-type seal rings (17) on the shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley.
37. If removed, install orifice fitting (1) in the “oil in” port of the bracket.
Use caution when lowering. Damage to the sleeve bearings may result if the shaft is cocked during installation.
C7-32
Fan Clutch
C07001
FIGURE 7-78.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to 49 - 58 N•m (36 - 43 ft lbs).
C07001
Fan Clutch
C7-33
TEST PROCEDURE
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure port. 2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch, maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in the proper direction, internal pressures will become excessive, causing the oil seals to leak.
C7-34
Fan Clutch
C07001
SECTION D ELECTRICAL SYSTEM (24VDC NON-PROPULSION) INDEX 24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1 24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1 KOMTRAX Plus SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1 INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1 KOMTRAX Plus AND INTERFACE MODULE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . D13-1 KOMTRAX Plus FORMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold. •Never open any electrical cabinet covers or touch the retarding grid elements. Additional procedures are required before it is safe to do so. Refer to Section E for additional propulsion system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu Factory Representative. The welding ground electrode should be attached as close as possible to the area to be welded. Never weld on the rear of the electrical control cabinet or the retard grid exhaust air louvers. After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The following procedure will ensure that the electrical system is properly discharged before repairs are begun.
D01047
Index
D1-1
TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Place the directional control lever in PARK. Ensure that the parking brake applied indicator light in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Ensure that the rest mode indicator light is illuminated. 3. Shut down the engine using the key switch. If the engine does not shut down, use the emergency shutdown switch on the center console. 4. After approximately 90 seconds, verify that the steering accumulators have bled down by attempting to turn the steering wheel. 5. Verify that the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If they remain on longer than five minutes after shutdown, the propulsion system must be inspected by a technician who is trained to investigate the cause. 6. Place the GF cutout switch, located in the information display panel at the left side of the electrical control cabinet, in the CUTOUT position.
D1-2
Index
D01047
SECTION D2 24VDC ELECTRIC SUPPLY SYSTEM INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 BATTERY SUPPLY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 ISOLATION BOX ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Access Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6 Propel Lockout Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 LED Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7 AUXILIARY CONTROL CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8 24VDC to 12VDC Converter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8 24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE). . . . . . . . . . . . . . . . . . . . D2-9 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
D02044
24VDC Electric Supply System
D2-1
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9 TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10 24VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12 CRANKING MOTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12 CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13 Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15 Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17 Field Coil Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17 Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17 SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19 Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20 Coil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
D2-2
24VDC Electric Supply System
D02044
24VDC ELECTRIC SUPPLY SYSTEM ELECTRICAL SYSTEM DESCRIPTION The truck uses a 24VDC electrical system which supplies power for engine starting circuits and most nonpropulsion electrical components. The 24VDC engine starting circuit is supplied by four heavy duty, Type 8D, 12-volt storage batteries. Several components require 12VDC electrical power and are supplied by a 60 amp 24VDC to 12VDC converter. The batteries are of the lead-acid type, each containing six 2-volt cells. With the engine off, power is supplied by the batteries. During engine cranking, power is supplied by the four engine cranking batteries only. When the engine is running, power is supplied by a high capacity alternator that is driven by the engine.
DO NOT SMOKE or allow flame around a dead battery or during the recharging process. The expelled gas from a dead cell is extremely explosive. Excessive consumption of water indicates leakage or overcharging. Normal water usage for a unit operating eight hours per day is about 30 to 60 cm3 (1 to 2 oz.) per cell per month. For heavy duty operation (24 hours per day), normal consumption will be approximately 30 to 60 cm3 (1 to 2 oz.) per cell per week. Any appreciable increase over these figures are considered a danger signal. Troubleshooting
Lead-acid storage batteries contain sulfuric acid which, if handled improperly, may cause serious burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead-acid storage batteries. See the precautions in Section A of this manual to ensure proper handling of batteries and accidents involving sulfuric acid. During operation, the storage batteries function as an electrochemical device that converts chemical energy into the electrical energy that is required for operating the accessories when the engine is off.
Two most common problems that occur in the charging system are undercharging and overcharging of the truck's batteries. An undercharged battery is incapable of providing sufficient power to the truck's electrical system. Some possible causes for an undercharged battery are: • Sulfated battery plates • Loose or corroded battery connections • Defective wire in electrical system • Loose alternator drive belt • Defective alternator
BATTERIES Maintenance and Service The electrolyte level of each cell must be checked at the interval specified in Section P, Lubrication and Service. Add water if necessary. The proper level to maintain is 10 to 13 mm (3/8 to 1/2 in.) above the plates. To ensure maximum battery life, use only distilled water or other types of water recommended by the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
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Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, the cell covers will push up at the positive ends and, in extreme cases, the battery container will become distorted and cracked. Leakage can be detected by continual wetness of the battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of corrosion is normal in lead-acid batteries). Inspect the case, covers and sealing compound for holes, cracks and other signs of leakage. Check the battery hold down connections to ensure that the tension is not great enough to crack the battery or loose enough to allow vibration to open the seams. A leaking battery must be replaced.
24VDC Electric Supply System
D2-3
To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire brush and flush with clean water. Ensure that none of the soda solution is allowed to enter the battery cells. Ensure that the terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the charging circuit, which causes undercharging and gradual starvation of the battery. NOTE: When washing batteries, ensure that the cell caps are tight to prevent cleaning solution from entering the cells. Addition of acid will be necessary if considerable electrolyte has been lost through spillage. Before adding acid, ensure that the battery is fully charged by putting the battery on charge and taking hourly specific gravity readings on each cell. When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid may now be added. Continue charging for another hour and check specific gravity again. Repeat the above procedure until all cells indicate a specific gravity of 1.260 - 1.265 corrected to 27°C (80°F). Use 1.400 strength sulfuric acid when making specific gravity adjustments. Acid of higher strength will attack the plates and separators before it has a chance to diffuse into the solution. If the temperature of the electrolyte is not reasonably close to 27°C (80°F) when the specific gravity is taken, temperature must be corrected to 27°C (80°F) as follows: • For every 5°C (10°F) below 27°C (80°F), 0.004 must be SUBTRACTED from the specific gravity reading.
The rate of self-discharge of a battery kept at 38°C (100°F) is about six times that of a battery kept at 10°C (50°F), and self-discharge of a battery kept at 27°C (80°F) is about four times that one at 10°C (50°F). Over a 30 day period, the average self-discharge runs about 0.002 specific gravity per day at 27°C (80°F). To offset the results of self-discharge, idle batteries must receive a booster charge (not a quick charge) at least once every 30 days. Batteries allowed to stand for long periods in a discharged condition are attacked by a crystallization of the lead sulfate on the plates. Such batteries are called “sulfated” and are, in the majority of cases, irreparably damaged. In less severe cases, the sulfated battery may be restored to limited service by prolonged charging at a low rate (approximately 1/2 normal rate). An undercharged battery is extremely susceptible to freezing when allowed to stand in cold weather. The electrolyte of a battery in various stages of charge will start to freeze at temperatures indicated in the table below. The temperatures in the table below indicate the points at which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and damage the positive plates. As will be noted, a charged battery is in no danger of freezing. Therefore, a battery must be kept charged, especially during winter weather.
SPECIFIC GRAVITY Corrected to 27°C (80°F)
FREEZING TEMPERATURE
1.280
-70°C (-94°F)
1.250
-54°C (-65°F)
1.200
-27°C (-16°F)
1.150
-15°C (+5°F)
1.100
-7°C (+19°F)
• For every 5°C (10°F) above 27°C (80°F), 0.004 must be ADDED to the reading. Idle batteries must not be allowed to stand unattended. If equipment is to stand unused for more than two weeks, the batteries must be removed and placed in a cool, dry place where they may be checked periodically and charged when necessary. Remember, all lead-acid batteries discharge slowly when not in use. This self-discharge takes place even though the battery is not connected in a circuit, and it is more pronounced in warm weather than in cold weather.
D2-4
24VDC Electric Supply System
D02044
BATTERY SUPPLY SYSTEM 24VDC Battery Charging Alternator The battery charging alternator is a 26-Volt (250 Amp) alternator. Battery Box Four type 8D batteries (2, Figure 2-1) for the 24VDC engine cranking circuit are located in the battery box (1) in the center of the front platform. For access to the batteries, remove the hardware from the front of the battery box and open the hinged cover. When maintenance or repairs are performed, the batteries can be quickly disconnected from the cranking motor or control circuits by using the disconnect switches located on the isolation station. An external battery charger may also be connected to auxiliary battery receptacles (7) located on battery control box (3).
Removal This truck is equipped with a master disconnect switch (3, Figure 2-2) on the battery ground circuit.
1. Battery Box 2. Batteries 3. Battery Control Box
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When removing or installing a battery, positively identify the positive (+) terminal and negative (-) terminal and use precautions not to cause a short circuit between the terminals.
1. When disconnecting battery cables, always move the battery master disconnect switch to the OFF position. 2. At the battery terminals, disconnect the two positive (+) battery cables that connect the batteries to the bus bar inside the battery control box. 3. At the battery terminals, disconnect the two negative (-) battery cables that connect the batteries to the bus bar inside the battery control box. NOTE: The negative battery cables are to be disconnected last. If the master disconnect switch is OFF, and a wrench on the negative (-) terminal touches the battery box frame, a spark will occur if any electrical component on the truck was left in the ON position.
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX 4. 24VDC Bus Bar 7. Auxiliary Battery Receptacles 5. Engine Start Relays 8. Battery Pallet 6. Negative Bus Bar 9. Mounting Hardware
24VDC Electric Supply System
D2-5
4. Remove mounting hardware (9, Figure 2-1).
Engine Start Relay
5. To remove all four batteries by using a forklift and picking up the battery pallet (8).
Engine start relays (5) receives the signal to begin cranking from the pre-lube pressure switch.
Installation 1. Before connecting battery cables, always move the battery master disconnect switch (3, Figure 2-2) to the OFF position.
When the pre-lube pressure switch closes, it provides current to the two engine start relays. The engine start relays then give current to the cranking motor solenoids. The Cranking motor solenoids engage the cranking motors to begin cranking the engine.
2. Using a forklift, install battery pallet (8, Figure 21) into position on the truck. Tighten mounting hardware (9). 3. Ensure all battery cable clamps and battery posts are clean.
ISOLATION BOX ASSEMBLY
4. Connect the two negative (-) cables to the batteries. Then connect the two positive cables (+) last. Tighten battery terminals securely. Loose terminals can generate sparks and could lead to an explosion.
Isolation box (6, Figure 2-2) is located on top of the front bumper, on the left hand side. This box contains battery disconnect switches (3 & 4) and other components listed below. Access ladder light switch (2) is mounted on the isolation box. Propel lockout lever (5) is located on the front panel.
5. Tighten all battery caps securely. 6. Lower the battery box cover and secure with mounting hardware.
Battery Control Box Battery control box (3, Figure 2-1) is located to the left of the battery box. This box contains the components listed below. 24VDC Auxiliary Battery Receptacles Two pairs of receptacles (7), located on the battery control box, are provided to attach battery charger leads for charging the batteries. These receptacles can also be used for connecting external batteries to aid engine starting during cold weather. When external batteries are used, they must be of the same type (8D) as the batteries installed on the truck. Two pairs of batteries must be used. Each pair must be connected in series to provide 24VDC, with one pair connected to the front receptacle and the other pair connected to the rear receptacle on the truck.
D2-6
Engine Shutdown Switch Engine shutdown switch (1, Figure 2-2) is a push-pull type switch and is located on top of isolation box (6). This switch provides a ground level means to shut the engine off in an emergency. Push the button in to stop the engine. Access Ladder Light Switch Access ladder light switch (2, Figure 2-2) provides a ground level means to operate the light for the access ladder. Battery Disconnect Switches Battery disconnect switches (3 & 4, Figure 2-2) provide a convenient method of disconnecting the truck batteries from the truck electrical circuits without having to remove any battery cables. Starter disconnect switch (4) opens the cranking motor battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits, if desired. Master disconnect switch (3) disconnects the 24VDC system circuit. When the battery disconnect switches are in the OFF positions, the 24VDC electrical system and start system are disabled. When the battery disconnect switches are ON, the 24VDC electrical system is active and the engine can be operated.
24VDC Electric Supply System
D02044
Propel Lockout Lever
LED Lights
Propel lockout lever (5, Figure 2-2) provides a convenient method of disconnecting the AC electric drive system while the engine is in operation. This ensures the truck will remain stationary without the need to check the GF cutout switch. When the propel lockout lever is in the OFF position, the drive system is locked out and the truck will not propel. When the propel lockout lever is in the ON position, the drive system is active and the truck can be driven.
LED lights (7, Figure 2-2) provide a positive, visual indicator when a selected switch is in the ON position. LED lights (8) provide a positive, visual indicator when a selected switch is in the OFF position.
FIGURE 2-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED) 1. Engine Shutdown Switch 2. Access Ladder Light Switch 3. Master Disconnect Switch
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4. Starter Disconnect Switch 5. Propel Lockout Lever 6. Isolation Box
24VDC Electric Supply System
7. LED Lights (on) 8. LED Lights (off)
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AUXILIARY CONTROL CABINET 24VDC to 12VDC Converter 24VDC to 12VDC converter (3, Figure 2-3) is used to convert the 24 volt battery system voltage to 12 volts for various truck components such as the AM/FM Radio / CD Player and the auxiliary power receptacles in the cab. The converter is powered by the control power relay, and is protected by CB60, a 50 amp circuit breaker (4).
Observe and verify polarity, connection points, and correct circuit numbers if relay replacement is necessary. Incorrect hookup will damage the solid state relay.
FIGURE 2-3. AUXILIARY CONTROL CABINET (LEFT WALL) 1. Interface Module 2. Payload Meter 3. 24VDC to 12VDC Converter 4. 50 Amp Circuit Breaker 5. Timer
D2-8
24VDC Electric Supply System
D02044
24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE) The Komatsu SDA16V160 engine includes an engine pre-lubrication system designed to reduce wear due to dry starts. The prelube system automatically, safely and quickly fills filters and all oil passages prior to cranking at each engine startup. In addition, the system prevents startup if no oil is present in the engine. The prelube system includes:
Check Valve The oil pressure supply hose will have a check valve installed between the prelube pump and the engine. The check valve prevents the passage of oil from the engine back through the prelube pump to the pan after the engine is started. Check valve leakage back to the prelube pump will cause extensive damage to the pump.
MAINTENANCE
• Remote mounted 24VDC powered pump • Pre-Lube Magnetic Switch • Oil pressure switch
Prelube system maintenance must be performed annually or at 5000 hour intervals as described below.
• Oil suction line • Oil outlet line
Prelube System Operation Checks
• Check valve
Verify system operates according to the two phases of operation as listed in “Troubleshooting Prelube Cranking Motor Circuit” on the following page. If a problem exists, refer to the list of problems and possible causes for troubleshooting system components.
• Electrical harness. • Pre-Lube Relay
If system is operating properly, continue with the inspection of component parts below:
Operation The prelube system is activated when the operator turns the key switch and holds it in the “start” position. This allows the current to flow to the prelube cranking motor solenoid. When this pre-lube solenoid is activated, current flows through fusible link to the prelube motor, driving the prelube pump, but does not allow the cranking motor motors to engage the cranking motor pinion gears at this time. The prelube pump supplies oil from the engine oil pan to fill the engine oil filters and oil passages prior to cranking. When the pressure in the engine cam oil rifle reaches 31 kPa (4.5 psi), the current is supplied to the cranking motor solenoids (8); the cranking motors will then be activated and the pinion gears will be engaged into the flywheel ring gear. Normal cranking will now occur with sufficient lubrication to protect the engine bearings and other components.
Check Valve Verify no internal leakage exists in the check valve when the engine is running. Check valve leakage back to the prelube pump will cause extensive damage to the pump. If check valve replacement is required, ensure the valve is installed with the arrow pointed toward the engine, and NOT toward the pump.
Engine Oil Pressure Switch The pressure switch is a 31 kPa (4.5 psi), normally closed (N.C.) switch, located so that it can sense oil pressure after the engine oil has passed through the filters. (Normally, this location is the cam cover at the rear of the engine block.)
D02044
24VDC Electric Supply System
D2-9
TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT Two distinct phases are involved in a complete prelubrication cycle. The two phases are: 1. Prelubrication Phase- Begins when the key switch is held in the START position. A circuit is provided to ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when the prelube pressure reaches 17.2 kPa (2.5 psi). 2. Delay and Crank Phase- Begins when the pressure switch opens. A three second delay precedes the crank mode.
Problem
Probable Cause
• Cranking motor prelubricates only. Does not delay or crank.
Indicates oil pressure is not sufficient to open the pressure switch. a. No oil or low oil in engine. The pump can not build sufficient pressure to open switch. b. Pump failure. c. Pressure switch has failed (closed) and is grounding circuit. d. Oil pressure switch wire chafed and shorting to block.
• Cranking motor prelubricates regardless of key switch position.
continuously
Indicates Prelube relay contacts have welded. a. Low voltage can cause relay failure. b. Jump starting of the vehicle with a voltage that is higher than was designed for the system, can cause solenoid contacts to weld.
• Cranking motor delays prelubrication mode.
and
cranks.
• Starting circuit is irregular when in crank mode.
No
If an operator indicates the ignition is totally dead, ensure the key is being held in the crank position for 3 to 4 seconds. If the engine cranks after a short delay, this indicates that a ground connection to the pressure switch has been broken. Without a ground path, the prelubrication unit will proceed to delay and crank. a. Check the wire to the pressure switch. If the wire is removed or cut, replace it. b. Check the ground strap to engine block. If the ground strap is missing the block is not grounded. c. Check the pressure switch for an open circuit. Remove the wire, then check for an open circuit between the switch terminal and the switch base. If open, replace pressure switch. a. Check for low or dead batteries. b. Check alternator output. c. Check ground connection at “G” terminal of cranking motor bendix solenoid. d. Check for defective cranking motor safety relays. e. If everything checks OK, replace batteries. NOTE: Maximum allowable voltage drop is - 2 volts for cranking motor control circuit.
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24VDC Electric Supply System
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Problem
Probable Cause
• Cranking motor has very long prelubrication cycle.
Except for severe cold weather starts, the prelube cycle must not exceed 45 seconds. a. Low oil pressure. b. Ensure oil of the proper viscosity is being used in respect to outside temperature. (Refer to engine manufacturer's specifications). c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or hose kinks and blockage. d. Check the oil pressure switch for the correct location. Be certain that it has not been moved into a metered oil flow, as in a bypass filter or governor assembly.
• Cranking motor has no prelubrication, no delay and no crank.
If the cranking motor is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid. Remove the wire from the pressure switch (ground wire) and activate the key switch for several seconds. a. If the cranking motor delays - then cranks, the Prelube Timer Solenoid is bad. Replace the timer solenoid assembly. b. If the cranking motor is still inoperative, check the truck cranking motor switch circuit. Ensure proper voltage is available to the Prelube Timer Solenoid when the key is activated.
• Cranking motor prelubricates, delays, then does not crank.
Indication is either a timer failure, or a cranking motor problem. a. Place a jumper wire to the cranking motor solenoid “S” post. If the engine starts to crank, replace the Prelube Timer Solenoid. b. If the engine fails to crank when the "S" post is energized with voltage, check out cranking motor bendix solenoid and cranking motor pinion drive.
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24VDC Electric Supply System
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24VDC ELECTRIC START SYSTEM CRANKING MOTORS Operation Heavy duty batteries supply 24VDC to each of the two cranking motors through magnetic switches activated by the key switch on the instrument panel. Note: When a Komatsu SDA16V160 engine with a prelube system is installed, there is a delay between the time the key switch is moved to the START position, and the cranking motors actuate. When the key switch is placed in the Start position, the magnetic switches close, connecting the motor solenoid “S� terminals to the batteries. When the solenoid windings are energized, the plunger (56, Figure 2-6) is pulled in, moving the cranking motor drive (71) assembly forward in the nose housing to engage the engine flywheel ring gear. Also, when the solenoid plunger is pulled in, the main solenoid contacts close to provide current to the motor armature and cranking takes place. When the engine starts, an overrunning clutch in the drive assembly protects the armature from excessive speed until the key switch is released. When the key switch is released, a return spring causes the drive pinion to disengage. After the engine is running, a normally closed pressure switch senses engine oil pressure and opens the electrical circuit to prevent actuation of the motor(s) after the engine has started. Removal
FIGURE 2-4. CRANKING MOTORS 1. Cap Screws 3. Solenoid 2. Cranking Motor
Installation
1. Disconnect battery power: a. Open the battery disconnect switch to remove power from the system. b. Disconnect the negative (-) battery cables first. c. Disconnect the battery positive (+) battery cables last. 2. Mark wires and cables and remove from cranking motor (2, Figure 2-4) and solenoid (3) terminals. 3. Remove cranking motor mounting cap screws (1).
1. Align cranking motor (2, Figure 2-6) housing with the flywheel housing adaptor mounting holes and slide into position. 2. Insert cranking motor cap screws (1). 3. Connect marked wires and cables to cranking motor and solenoid terminals. 4. Install in the following sequence: a. Connect the battery positive (+) cables first. b. Connect the battery negative (-) cables. 5. Close the battery disconnect switch.
4. Remove cranking motor assembly from flywheel housing.
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24VDC Electric Supply System
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CRANKING MOTOR TROUBLESHOOTING If the cranking system is not functioning properly, check the following to determine which part of the system is at fault: Batteries -- Verify the condition of the batteries, cables, connections and charging circuit. Wiring -- Inspect all wiring for damage or loose connections at the key switch, magnetic switches, solenoids and cranking motor(s). Clean, repair or tighten as required. If the above inspection indicates the cranking motor to be the cause of the problem, remove the motor and perform the following tests prior to disassembly to determine the condition of the motor and solenoid and repairs required.
FIGURE 2-5. NO-LOAD TEST CIRCUIT
Preliminary Inspection 1. Check the cranking motor to be certain the armature turns freely. a. Insert a flat blade screwdriver through the opening in the nose housing. b. Pry the pinion gear to be certain the armature can be rotated.
DO NOT apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings.
2. If the armature does not turn freely, the cranking motor must be disassembled immediately.
d. Connect the motor and an ammeter in series with two fully charged 12 volt batteries.
3. If the armature can be rotated, perform the NoLoad Test before disassembly. No-Load Test Refer to Figure 2-5 for the following test setup.
e. Connect a switch in the open position from the solenoid battery terminal to the solenoid switch terminal. 2. Close the switch and compare the RPM, current, and voltage reading to the following specifications: RPM: 5500 Minimum to 7500 Maximum AMPS: 95 Minimum to 120 Maximum
Be certain switch is open before connections or disconnections are made during the following procedures.
VOLTS: 20VDC
1. Setup the motor for test as follows: a. Connect a voltmeter from the motor terminal to the motor frame. b. Use an RPM indicator to measure armature speed. c. Connect a carbon pile across one battery to limit battery voltage to 20VDC.
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24VDC Electric Supply System
D2-13
Disassembly
Interpreting Results of Tests 1. Rated current draw and no-load speed indicates normal condition of the cranking motor.
The cranking motor must be disassembled only as far as necessary to repair or replace defective parts.
2. Low free speed and high current draw indicates:
1. Note the relative position of the solenoid (53, Figure 2-6), lever housing (78), nose housing (69), and C.E. frame (1) so the motor can be reassembled in the same manner.
a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes allowing armature to drag. b. Shorted armature. This can be further checked on a growler after disassembly. c. Grounded armature or fields. Check Further after disassembly. 3. Failure to operate with high current draw indicates: a. A direct ground in the terminal or fields.
2. Disconnect field coil connector (42) from solenoid motor terminal, and lead from solenoid ground terminal. 3. Remove the brush inspection plug (52), and brush lead screws (15). 4. Remove the attaching bolts (34) and separate the commutator end frame (1) from the field frame (35).
b. “Frozen� bearings (are determined by turning the armature by hand).
5. Separate the nose housing (69) and field frame (35) from lever housing (78) by removing attaching bolts (70).
4. Failure to operate with no current draw indicates:
6. Remove armature (45) and drive assembly (71) from lever housing (78).
a. Open field circuit. This can be checked after disassembly by inspecting internal connections and tracing circuit with a test lamp.
7. Separate solenoid (53) from lever housing by pulling apart.
b. Open armature coils. Inspect the commutator for badly burned bars after disassembly. c. Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator. 5. Low no-load speed and low current draw indicates: a. High internal resistance due to poor connections, defective leads, dirty commutator and causes listed under Number 4. 6. High free speed and high current draw indicates shorted fields. If shorted fields are suspected, replace the field coil assembly and check for improved performance.
D2-14
24VDC Electric Supply System
D02044
Cleaning and Inspection 1. Drive (71), armature (45) and fields (46) must not be cleaned in any degreasing tank, or with grease dissolving solvents, since these will dissolve the lubricant in the drive and damage the insulation in the armature and field coils. 2. All parts except the drive must be cleaned with mineral spirits and a clean cloth. 3. If the commutator is dirty, it may be cleaned with No. 00 sandpaper. NOTE: DO NOT use emery cloth to clean the commutator. 4. Inspect brushes (13, Figure 2-6) for wear. a. If worn excessively when compared with a new brush, they must be replaced. b. Ensure the brush holders (10) are clean and the brushes are not binding in the holders. c. The full brush surface must ride on the commutator. Check by hand to insure that brush springs (16) are giving firm contact between brushes (13) and commutator. d. If springs (16) are distorted or discolored, they must be replaced.
D02044
FIGURE 2-6 CRANKING MOTOR ASSEMBLY 1. C.E. Frame 2. Washers 3. O-Rings 4. Insulator 5. Support Plate 6. Brush Plate Insulator 7. Washers 8. Plate & Stud 9. Plate 10. Brush Holder 11. Lockwasher 12. Screw 13. Brush (12 required) 14. Lockwasher 15. Screw 16. Brush Spring 17. Screw 18. Screw 19. Screw 20. Lockwashers 21. Plate 22. Brush Holder Insulator 23. Screw 24. Lockwasher 25. Washer 26. O-Ring 27. Bushing 28. Insulator 29. Washer 30. Lockwasher 31. Nut 32. Nut 33. Lockwasher 34. Screw 35. Field Frame 36. Stud Terminal 37. Bushing 38. Gasket 39. Washers 40. Washers
24VDC Electric Supply System
41. Nut 42. Connector 43. Lockwasher 44. Nut 45. Armature 46. Field Coil 47. Shoe 48. Insulator 49. Screw 50. Washer 51. O-ring 52. Inspection Plug 53. Solenoid Housing 54. Lockwasher 55. Screw 56. Plunger 57. Washer 58. Boot 59. Washer 60. Spring 61. Retainer 62. Snap Ring 63. Shift Lever 64. Nut 65. O-Ring 66. O-Ring 67. Snap Ring 68. Lever Shaft 69. Drive Housing 70. Screw 71. Drive Assembly 72. Gasket 73. Plug 74. Gasket 75. Brake Washer 76. Screw 77. Lockwasher 78. Lever Housing 79. Washer 80. O-Ring
D2-15
FIGURE 2-6. CRANKING MOTOR ASSEMBLY
D2-16
24VDC Electric Supply System
D02044
Armature Servicing If the armature commutator is worn, dirty, out of round, or has high insulation, the armature (45, Figure 2-6) must be put on a lathe and the commutator turned down. The insulation must then be undercut 0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.) deep, and the slots cleaned out to remove any trace of dirt or copper dust. As a final step in this procedure, the commutator must be sanded lightly with No. 00 sandpaper to remove any burrs left as a result of the undercutting procedure. Check the armature for opens, short circuits and grounds as follows: 1. Opens are usually caused by excessively long cranking periods. The most likely place for an open to occur is at the commutator riser bars. Inspect the points where the conductors are joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is used. If the bars are not too badly burned, repair can often be effected by resoldering or welding the leads in the riser bars (using rosin flux), and turning down the commutator in a lathe to remove the burned material. The insulation must then be undercut. 2. Short circuits in the armature are located by use of a growler. When the armature is revolved in the growler with a steel strip such as a hacksaw blade held above it, the blade will vibrate above the area of the armature core in which the short circuit is located. Shorts between bars are sometimes produced by brush dust or copper between the bars. These shorts can be eliminated by cleaning out the slots.
D02044
3. Grounds in the armature can be detected by the use of a 110-volt test lamp and test points. If the lamp lights when one test point is placed on the commutator with the other point on the core or shaft, the armature is grounded. Grounds occur as a result of insulation failure which is often brought about by overheating of the cranking motor produced by excessively long cranking periods or by accumulation of brush dust between the commutator bars and the steel commutator ring.
Field Coil Checks Field coils (46, Figure 2-6) can be checked for grounds and opens by using a test lamp. 1. Grounds - The ground connections must be disconnected during this check. Connect one lead of the 110 volt test lamp to field frame (35) and the other lead to field connector (42). If the lamp lights, at least one field coil is grounded and must be repaired or replaced. 2. Opens - Connect test lamp leads to ends of field coils (46). If lamp does not light, the field coils are open.
Field Coil Removal Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. A pole shoe spreader must also be used to prevent distortion of the field frame. Careful installation of the field coils is necessary to prevent shorting or grounding of the field coils as the pole shoes are tightened into place. Where the pole shoe has a long lip on one side and a short lip on the other, the long lip must be assembled in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe.
24VDC Electric Supply System
D2-17
5. To check for grounds, move battery lead from “G” (Figure 2-8) and from “MTR” (Figure 2-9) to the solenoid case. Ammeter must read zero. If not, the winding is grounded.
FIGURE 2-7. SIMPLIFIED SOLENOID CIRCUIT
SOLENOID CHECKS A basic solenoid circuit is shown in Figure 2-7. Solenoids can be checked electrically using the following procedure. Test 1. With all leads disconnected from the solenoid, make test connections as shown to the solenoid, switch terminal and to the second switch terminal “G”, to check the hold-in winding (Figure 2-8).
FIGURE 2-8. SOLENOID HOLD-IN WINDING TEST
2. Use the carbon pile to decrease the battery voltage to 20 volts. Close the switch and read current. The ammeter must read 6.8 amps maximum. 3. To check the pull-in winding, connect from the solenoid switch terminal “S” to the solenoid motor “M” or “MTR” terminal (Figure 2-9).
To prevent overheating, DO NOT leave the pull-in winding energized more than 15 seconds. The current draw will decrease as the winding temperature increases. 4. Use the carbon pile to decrease the battery voltage to 5 volts. Close the switch and read current. The ammeter must read 9.0 to 11.5 amps. NOTE: High readings indicate a shorted winding. Low readings indicate excessive resistance.
D2-18
FIGURE 2-9. SOLENOID PULL-IN WINDING TEST
24VDC Electric Supply System
D02044
Assembly Lubricate all bearings, wicks and oil reservoirs with SAE No. 20 oil during assembly. Bearing Replacement: 1. If any of the bronze bearings are to be replaced, dip each bearing in SAE No. 20 oil before pressing into place. 2. Install wick, soaked in oil, prior to installing bearings. 3. DO NOT attempt to drill or ream sintered bearings. These bearings are supplied to size. If drilled or reamed, the I.D. will be too large and the bearing pores will seal over. 4. DO NOT cross-drill bearings. Because the bearing is so highly porous, oil from the wick touching the outside bearing surface will bleed through and provide adequate lubrication. 5. The middle bearing is a support bearing used to prevent armature deflection during cranking. The clearance between this bearing and the armature shaft is large compared to the end frame bearings. Motor Assembly: 1. Install the end frame (with brushes) onto the field frame as follows: a. Insert armature (45, Figure 2-6) into field frame (35). Pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. b. Place end frame (1) on the armature shaft. Slide end frame and armature into place against the field frame. c. Insert screws (34) and washers (33) and tighten securely. 2. Assemble lever (63) into lever housing (78) If removed. 3. Place washer (79) on armature shaft and install new O-Ring (80). Position drive assembly (71) in lever (63) in lever housing. Apply a light coat of lubricant (Delco Remy Part No. 1960954) on washer (75) and install over armature shaft. Align lever housing with field frame and slide assembly over armature shaft. Secure with screws (76) and washers (77).
FIGURE 2-10. PINION CLEARANCE CHECK CIRCUIT
5. Using a new gasket (72), install drive housing (69) and secure with screws (70). 6. Assemble field coil connector (42) to solenoid. 7. Adjust pinion clearance per instructions on the following page. 8. After pinion clearance has been adjusted, install gasket (74) and plug (73).
4. Assemble and install solenoid assembly through lever housing and attach to field frame. Install nut (64) but do not tighten at this time. Install brush inspection plugs (52).
D02044
24VDC Electric Supply System
D2-19
MAGNETIC SWITCH The magnetic switch is a sealed unit and not repairable.
FIGURE 2-11. CHECKING PINION CLEARANCE FIGURE 2-12. MAGNETIC SWITCH ASSEMBLY
Removal
Pinion Clearance To adjust pinion clearance, follow the steps listed below.
1. Remove battery power as described in Cranking Motor Removal.
1. Make connections as shown in Figure 2-10.
2. Disconnect cables from the switch terminals and wires from coil terminals (Figure 2-12).
2. Momentarily flash a jumper lead from terminal “G” to terminal “MTR”. The drive will now shift into cranking position and remain so until the batteries are disconnected. 3. Push the pinion or drive back towards the commutator end to eliminate slack movement. 4. The distance between the drive pinion and housing must be between 8.3 mm to 9.9 mm (0.330 to 0.390 in.) as shown in Figure 2-11. 5. Adjust clearance by turning shaft nut (64, Figure 2-6).
NOTE: If the magnetic switch being removed has a diode across the coil terminals, mark the leads prior to removal to ensure correct polarity during installation. 3. Remove mounting cap screws and washers. Remove switch from mounting bracket. 4. The switch coil circuit can be tested as described below. Installation 1. Attach magnetic switch to the mounting bracket using the cap screws and lockwashers removed previously. 2. Inspect cables and switch terminals. Clean as required and install cables. 3. Install the diode across the coil terminals. Ensure diode polarity is correct. Attach wires from the truck harness to coil terminals (See Figure 2-5). 4. Connect battery power as described in Cranking Motor “Installation”.
D2-20
24VDC Electric Supply System
D02044
Coil Test 1. Using an ohmmeter, measure the coil resistance across the coil terminals. a. The coil must read approximately 28 at 22.2°C (72°F). b. If the ohmmeter reads , the coil is open and the switch must be replaced. c. If the ohmmeter reads 0 , the coil is shorted and the switch must be replaced.
3. The ohmmeter must display when the probes are placed across the switch terminals. NOTE: The switch terminals will show continuity when 24VDC is applied to the coil terminals, however high resistance across the internal switch contacts due to arcing etc. could prevent the switch from delivering adequate current to the cranking motor. If the coil tests are satisfactory but the switch is still suspect, it must be replaced with a new part.
2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be replaced.
D02044
24VDC Electric Supply System
D2-21
NOTES:
D2-22
24VDC Electric Supply System
D02044
SECTION D3 24VDC ELECTRICAL SYSTEM COMPONENTS INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3 Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Circuit Breaker (CB60) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4 Vehicle Electrical Center (VEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Pump Module Service Light Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Ground Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 Engine Service Light Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6 RTMR1 - VEC Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7 VEC-89 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8 VEC-90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 VEC-91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12 MAGNETIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 Body position switches (With proximity switch and magnet) . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 Proximity switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
D03051
24VDC Electrical System Components
D3-1
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Adjust the body up switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16 Adjust the hoist limit switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
D3-2
24VDC Electrical System Components
D03051
24 VDC ELECTRICAL SYSTEM COMPONENTS AUXILIARY CONTROL CABINET COMPONENTS
Do not attempt repairs until the truck is properly shut down. Dangerous voltage levels are present in the propulsion system while the engine is running and for a period of time after shutdown. Refer to the Index in Section D for additional warnings.
TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Move the directional control lever in PARK. Make sure that the parking brake applied indicator light in the overhead panel is illuminated. 2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Ensure that the rest mode indicator light is illuminated.
The following 24VDC electrical system components are located in the auxiliary control cabinet, which is mounted on the left side of the main control cabinet behind the cab. The auxiliary control cabinet houses various components for the 24VDC circuits, engine related devices, and terminal strips that connect truck wiring harnesses with the main control cabinet and cab. The following information describes the components in the auxiliary control cabinet and their operation. Additional detailed information for operation and troubleshooting procedures not included below can be found in Section E, Electrical Propulsion System, the engine manufacturer's service publications, and the appropriate GE publications. The electrical schematics in Section R should be used when troubleshooting problems with the following 24VDC electrical system components.
3. Stop the engine using the key switch. The engine could continure to operator for up to three minutes to cool down. If, for some reason the engine does not stop after three minutes, use the stop switch on the center console. 4. Verify the link voltage lights on the electrical cabinet and next to the DID panel in the cab are OFF. If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a technician trained to investigate the cause. 5. Place the GF cutout switch in the CUTOUT position throughout test and troubleshooting procedures. 6. Verify that the steering accumulators have bled down by attempting to turn the steering wheel.
BRAKE WARNING BUZZER The brake warning buzzer provides an audible alarm for the operator if a malfunction occurs in the hydraulic service brake system. This buzzer is located inside the radio module in the overhead panel. Refer to Section J for additional details.
D03051
24VDC Electrical System Components
D3-3
Interface Module The interface module (IM) (1, Figure 3-1) collects data from various sensors and sends this information to the KOMTRAX Plus controller through the main wiring harness. Refer to Interface Module later in this Section.
Payload Meter The Payload Meter (PLM) (2) collects data from various sensors and sends this information to the KOMTRAX Plus controller through the main wiring harness. Refer to Payload Meter later in this Section.
24VDC to 12VDC Converter A 24VDC to 12VDC converter (3) is used to convert the 24 volt battery system voltage to 12 volts for various truck components. The converter is powered by the control power relay.
Circuit Breaker (CB60) Circuit breaker(4) CB60 is a 50 amp circuit breaker that protects the 24VDC to 12VDC converter.
Inclinometer The inclinometer (5) measures the tilt of the truck and sends the information to the payload meter system.
D3-4
FIGURE 3-1. AUXILIARY CONTROL CABINET LEFT WALL 1. Interface Module 2. Payload Meter 3. 24V to 12V DC Converter 4. Circuit Breaker CB60 5. Inclinometer 6. Diagnostic Ports (Komtrax Plus, IM, PLMIII)
24VDC Electrical System Components
D03051
Vehicle Electrical Center (VEC) There are three VEC’s located inside the auxiliary control cabinet (1, 2 & 4, Figure 3-2). Each VEC contains relays and fuses for various circuits. For details on the relays, refer to Figure 3-3.
Pump Module Service Light Timer This timer (3) will turn off the hydraulic pump service lights after two hours of operation.
Power Distribution Terminals 24VDC terminal (5) is mounted on the right wall of the cabinet. These terminals distribute 24VDC battery voltage. The 24VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures. Ground Terminal Ground terminals (6) are mounted on the right wall of the cabinet. These terminals create a good ground location for many circuits. The ground terminals are a convenient test point during troubleshooting procedures.
RTMR VEC Block This VEC (7) contains two relays. There are empty spaces to add diodes, fuses and relays to add additional circuits. For the location of the relays, refer to Figure 3-4. Mounting holes are provided to add an additional RTMR-VEC block above the existing RTMR-VEC block.
D03051
FIGURE 3-2. AUXILIARY CONTROL CABINET RIGHT WALL 1. VEC Block 90 2. VEC Block 89 3. Pump Module Light Timer 4. VEC Block 91
24VDC Electrical System Components
5. 24VDC Terminal 6. Ground Terminal 7. RTMR VEC Block
D3-5
Relays Relays (2-8, Figure 3-3) control various items on the truck. These relays are rated at 24V and 50 amps or 200 amps and are used to switch heavy loads. Key switch power relay (3) is switched on/off by the key switch. This relay powers most 24VDC systems. Control power relay (4) is energized when the control power switch, located in the main control cabinet, is turned ON. This relay isolates the GE control power from the truck circuits and provides power to nonpropulsion system 24VDC components. 12VDC Power Relay (5) switches the 12VDC power on/off that is provided to VEC-91. Low mounted low beam light relay (6) switches the power on/off to these lights. High mounted low beam light relay (7) switches the power on/off to these lights. Backup light relay (8) switches the power on/off to these lights. Relay (9) is a 200 amp relay that switches the power on/off to the ladder and deck mounted lights. Relay (10) is a 200 amp relay that switches the power on/off to the high beam headlights.
Engine Service Light Timer This timer (11) will turn off the engine service lights after two hours of operation.
D3-6
FIGURE 3-3. AUXILIARY CONTROL CABINET RIGHT WALL DETAIL 1. Plug (AHT) 2. Horn Relay 3. Key Switch Power Relay 4. Control Power Relay 5. 12V Power Relay 6. Low Mtd Headlight Relay 7. High Mtd Headlight Relay 8. Back Up Light Relay 9. 200 A Ladder/Deck Light Relay 10. 200 A Headlight Hi-Beam Relay 11. Engine Service Light Timer
24VDC Electrical System Components
D03051
RTMR1 - VEC Block
FIGURE 3-4. RTMR - VEC BLOCK 1. RTMR-VEC Block 2. Relay R1 (A/C Shutter Control) 3. Relay R2 (930E Park Brake Protection)
D03051
24VDC Electrical System Components
D3-7
VEC-89 VEC-89 contains replaceable relays, diodes and fuses that are mounted on a plug-in connector for easy replacement. All diodes are used to control the flow of current in a circuit as required.
The relays switch on/off circuits that require control logic on the truck. The relays in the VEC are replaceable. The following briefly describes each component and its function. Refer to Section R, Schematics, for the circuit components described below.
The fuses protect various circuits on the truck. Always replace a blown fuse with a new one of the same rating. Spare fuses are provided in the VEC’s.
84052
FIGURE 3-5. VEC-89
Table 1: VEC-89 LOCATION
AMPS
F2
25
Back-Up Lamps
F3
15
Back-Up Horn
F4
15
Left Low Beam Headlights
D3-8
DEVICES(S) PROTECTED
F5
15
Right Low Beam Headlights
F6
10
Hi-Beam Headlights
F8
15
Marker & Tail Lights
F9
10
Brake Light
F10
20
Ladder Lights
F11
15
Turn Signal Hazard
F12
10
Steering Bleed Down
F13
10
Retard Lamps
F20
10
Auto Lube
F42
5
Auto Lube
F43
1
Direction Selector Switch
F44
5
Display Mode Switch, Camera Switch and Switch LED Lights
F45
15
GE Drive Control & Feedback
24VDC Electrical System Components
D03051
F53
20
Heated Mirror
F56
10
Operator Seat
F57
10
Pre-Shift Brake Test
F61
1
Left Rear Wheel Speed
F62
15
Fog Lamp
F63
15
Customer Seat Belt Alarm
F64
5
Headlight Switch
SP1
1
Spare
SP2
1
Spare
SP3
1
Spare
SP4
5
Spare
SP5
10
Spare
SP6
15
Spare
SP7
20
Spare
SP8
25
Spare
D14
Back-Up Diode 1
D15
Back-Up Diode 2
R3
Back-Up Horn Micro Relay
R8
Marker & Tail Light Micro Relay
R9
Brake Light Micro Relay
R11
Left Turn Micro Relay
R12
Right Turn Micro Relay
R13
Turn Signal Hazard Flasher Relay
R14
Steering Bleed Down Micro Relay
R15
Retard Lamps Micro Relay
R29
Auto Lube Micro Relay
R39
Heated Mirror Micro Relay
R40
Fog Lamp Micro Relay
R41
Seat Belt Alarm Micro Relay
D03051
24VDC Electrical System Components
D3-9
VEC-90
84053
FIGURE 3-6. VEC-90
Table 2: VEC-90 LOCATION
D3-10
AMPS
DEVICES(S) PROTECTED
F14
25
Payload Lamps
F15
15
Park Brake Status
F17
15
Payload Meter
F18
15
Ground Level Shutdown Switch
F19
10
Park Brake Control
F46
15
Payload Meter Key Switch Power
F47
10
VHMS Key Switch Power
F48
20
Modular Mining Conn Key Switch Power
SP1
5
Spare
SP2
5
Spare
SP3
10
Spare
SP4
10
Spare
SP5
10
Spare
SP6
15
Spare
SP7
15
Spare
SP8
15
Spare
D1
Key Switch Run Diode
D2
Shift Selector Reverse Diode
D3
Shift Selector Neutral Diode
D4
Shift Selector Forward Diode
D5
Park Brake Diode
24VDC Electrical System Components
D03051
D6
Truck Moving Diode
D7
Brake Lock Diode
D8
Park Brake Latch Diode
D9
GE True Forward Signal Diode
D10
GE True Reverse Signal Diode
D11
GE Propel System At Rest Diode
D12
GE Propel System Not Ready Diode
D13
Forward, Neutral, Reverse Signal Diode
D14
Engine Running Diode
R16
Payload Red Lamp Relay
R17
Payload Amber Lamp Relay
R18
Payload Green Lamp Relay
R19
Engine Interlock Relay
R20
Timed Engine Shutdown Relay
R21
Engine Running Relay
R22
Park Brake Request Relay
R23
Park Brake Release Relay
R24
Park Brake Switch Relay
R25
Truck Moving Relay
R26
Park Brake Latch Relay
R27
GE Interface Relay
R28
Park Brake Status Relay
D03051
24VDC Electrical System Components
D3-11
VEC-91
84054
FIGURE 3-7. VEC-91
Table 3: VEC-91 LOCATION
AMPS
F21
10
D3-12
DEVICES(S) PROTECTED Ether Start
F22
20
Op-Cab Communication Radio 12V
F23
10
Entertainment Radio 12V
F24
10
A/C Compressor
F25
10
Shutter Control
F26
15
Electronic Gauge Display Un-Switch
F27
10
IM Un-switched # 1
F28
10
IM Un-switched # 2
F29
10
VHMS & Orbcomm
F30
20
Modular Mining Un-switch
F31
15
Engine Oil Reserve Pump Motor
F32
15
Engine Oil Reserve Controller
F33
15
Vehicle Horn / Service Lamps
F34
15
Engine Service Lamps / Hydraulic Mod Lamp
F35
15
Ladder & Hazard Lamp Control Switch
F36
20
Engine Un-switched Power Fuse #1
F37
20
Engine Un-switched Power Fuse #2
F38
20
Engine Un-switched Power Fuse #3
F39
20
Engine Un-switched Power Fuse #4
F40
20
Op-Cab Communication Radio 24V
24VDC Electrical System Components
D03051
F41
5
Op-Cab Fire Suppression
F49
15
Operator Cab HVAC Key Switch
F50
10
Windshield Wipers
F51
10
Hoist Limit Switch
F52
5
Turn Signal Switch
F54
5
Electronic Gauge Display Key Switch
F55
5
Aux Box Dome Lamps
F56
20
Electric Window - Left
F58
1
Right Front Wheel Speed
F59
1
Left Front Wheel Speed
F60
1
Left Rear Wheel Speed
F62
20
Electric Window - Right
F63
20
Auxiliary Power Port 12V
SP1
5
Spare
SP2
5
Spare
SP3
10
Spare
SP4
10
Spare
SP5
10
Spare
SP6
15
Spare
SP7
15
Spare
SP8
15
Spare
D13
Turn Signal Switch Diode
D14
Key Switch Power Or Diode
D15
GE Control Power Or Diode
R30
Starter Enable Relay
R34
GE Payload 70% Signal Relay
R35
GE Payload 100% Signal Relay
R36
Ether Start Relay
R37
Entertainment Radio Relay
R38
A/C Compressor Relay
R39
Shutter Control Relay
D03051
24VDC Electrical System Components
D3-13
MAGNETIC SWITCHES Body position switches (With proximity switch and magnet)
Proximity switch operation The body position switches on these trucks are magnetic field change switches. The switches sense a ferrous material target, as well as a specific pole (south pole) magnet field. When a switch is activated by ferrous material, the maximum sensing distance is approximately 13 mm (0.5 in.). When a magnet is used instead of ferrous material, maximum sensing distance is approximately 95 mm (3.75 in.). Therefore, use of a magnet target allows the switch to activate at greater sensing distances.
Inside the body limit switch, there are two magnets of slightly varying strengths in line with one another. The magnets are located on separate ends of a rocker lever assembly which contains the functional switch contacts. In the non-actuated or rest state, in which there is no disturbance in the internal switch natural magnetic fields, the stronger magnet dominates the rocker into the “normal” position. Refer to Figure 3-8. When the field of the dominate magnet becomes distracted by a target, (a ferrous plate, or an opposite polarity magnet field (south pole), the weaker magnet in the switch will then become more dominate and move the rocker lever. The switch is then considered to be actuated or in the “sensed” position.
FIGURE 3-8. SWITCH CONTACTS - NORMAL AND SENSED POSITIONS
Service Keep the sensing area clean and free of metallic dust and other debris that may damage or inhibit operation of the switches. If a switch is damaged or not functioning, the switch must be replaced.
D3-14
24VDC Electrical System Components
D03051
BODY-UP SWITCH
Adjust the body up switch.
Operation
Figure 3-9 shows the body-up switch (2) and the magnet (1) used to activate the switch. If switch adjustment is necessary, follow the procedure below:
A magnetically activated proximity switch senses the position of the truck dump body. Body-up switch (2, Figure 3-9) is located inside the right frame rail, forward of the body pivot. This switch provides a "body seated" signal when the body is resting on the frame. When the body is raised above the frame rail, the magnetic field is removed from the switch sensing area. The switch sends a "body float" signal and a warning lamp in the dash illuminates to inform the operator. NOTE: The body float lamp will also illuminate if the hoist control is not in the FLOAT position or if there is an open circuit between the switch controller.
1. With the body resting completely on the frame, loosen switch mounting bracket cap screws and the magnet adjustment cap screws. 2. Position the upper edge of the magnet (1) 131.5 mm (5.18 in.) (Dimension A) from the bottom of mounting bracket. Tighten cap screws. 3. Adjust the proximity switch (2) so the passing distance between the two targets is 45 mm (1.77 in) (Dimension B). Tighten the cap screws.
The body-up switch is designed to prevent propulsion in REVERSE when the dump body is not resting on the frame rails. The switch also prevents forward propulsion with the body up unless the override button is depressed and held. The switch must be properly adjusted at all times. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly. FIGURE 3-9. BODY-UP SWITCH ADJU 1. Magnet
D03051
24VDC Electrical System Components
2. Body-Up Switch
D3-15
HOIST LIMIT SWITCH Operation Hoist limit proximity switch (1, Figure 3-11) is located on the right frame rail just behind the pivot. When the hoist cylinders approach maximum stroke and the body pivots on the pins, magnet (2) moves close enough to the proximity switch to close the electrical contacts. The proximity switch sends a signal to the hoist limit solenoid in the hydraulic cabinet. The solenoid activates and blocks oil flow from the hoist pilot valve to the hoist valve. The “power up� oil supply is blocked to prevent full hoist cylinder extension, and possible damage to the hoist cylinders. Proper switch adjustment ensures the hoist cylinder travel stops approximately 152 mm (6 in.) before full extension. The switch must be properly adjusted at all times. If the hoist limit switch does not function as described above, adjust the switch according to the procedure below. Improper adjustment or loose mounting bolts may cause false signals or damage to the switch assembly.
NOTE: Since a magnetic target is used to activate the switch, a larger initial distance in setting the switch is required. This is due to the fact that magnetic fields are not crisp 90 degree boxed fields but are instead curved about the shape of the magnet. Refer to Figure 3-10. The sensing field boundary limit takes on the same curved sensing area shape of the magnet field. The curved sensing area results in the actuation of the switch approximately 30 mm (1.18 in.) prior to reaching the edge of the magnet. Therefore, it is crucial that the 30 mm (1.18 in.) is observed when setting the hoist limit switch.
D3-16
FIGURE 3-10. HOIST LIMIT SWITCH OPTIMUM SETTING ADJUSTMENT
24VDC Electrical System Components
D03051
Adjust the hoist limit switch 1. Prior to adjustment, the dump body must be raised to 152 mm (6 in.) of the maximum hoist cylinder extension and supported in that location. Ensure there is adequate overhead clearance to fully raise the dump body. 2. Loosen proximity switch adjustment cap screws (4, Figure 3-11). Slide switch (1) up or down to position the top of the switch 30 mm (1.18 in.) (Dimension B) away from the lower edge of magnet (2). Tighten cap screws when in position.
4. Tighten the cap screws when adjusted properly. If necessary, additional cap screws could also be loosened to move the magnet to obtain the correct gap. 5. Lower the body onto the frame. 6. Check the operation of the proximity switch to verify that the hoist cylinders stop before reaching maximum cylinder stroke. If the cylinders extend to full stroke, adjust the proximity switch as necessary to prevent full cylinder extension.
3. Loosen cap screws (2, Figure 3-12). Slide the switch to the left or right until the passing distance between the two targets is 45 mm (1.77 in.) (Dimension A).
FIGURE 3-11. HOIST LIMIT SWITCH (SIDE VIEW) 1. Proximity Switch 2. Magnet
D03051
3. Cap Screws 4. Cap Screws
24VDC Electrical System Components
5. Dump Body
D3-17
FIGURE 3-12. HOIST LIMIT SWITCH (REAR VIEW) 1. Magnet 2. Cap Screws
D3-18
3. Proximity Switch
24VDC Electrical System Components
D03051
SECTION D11 KOMTRAX Plus SYSTEM INDEX
KOMTRAX Plus COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3 Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4 USING THE KOMTRAX Plus SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Turning the KOMTRAX Plus System ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Normal KOMTRAX Plus Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5 Turning the KOMTRAX Plus System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6 Downloading from the KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6 KOMTRAX Plus DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 KOMTRAX Plus History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7 Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8 Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8 Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10 Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10 Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11 Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12 Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12 KOMTRAX Plus DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 KOMTRAX Plus LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15 KOMTRAX Plus SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17 NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17 NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17 KOMTRAX Plus SYSTEM SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
D11013
KOMTRAX Plus COMPONENTS
D11-1
KOMTRAX Plus TOOL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 KOMTRAX Plus SETTING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18 KOMTRAX Plus INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19 1. KOMTRAX Plus CONTROLLER SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19 KOMTRAX Plus Setting Tool software program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19 Select Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19 KOMTRAX Plus Setting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20 Machine Information Setting(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20 Machine Information Setting(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20 Date & Time Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20 GCC Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21 Setting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21 2. KOMTRAX Plus SNAPSHOT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22 3. KOMTRAX Plus DOWNLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23 4. LOCATION OF DOWNLOAD FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23 5. KOMTRAX Plus FTP UPLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24 6. KOMTRAX Plus INITIALIZATION FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-25 WHEN REPLACING A KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-26 To Set: Date & Time; Satellite; Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-28 Review Setting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30 KOMTRAX Plus CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31 KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31 Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31 Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32 KOMTRAX Plus Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-33 ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
D11-2
KOMTRAX Plus COMPONENTS
D11013
KOMTRAX Plus COMPONENTS KOMTRAX Plus BASIC FEATURES
Convert and Record Data
The center of the KOMTRAX Plus (previously called VHMS) system is the controller which gathers data about the operation of the truck from sensors and other controllers installed on the truck. Refer to Figure 11-1 for an overview of the KOMTRAX Plus system components.
KOMTRAX Plus controller (2, Figure 11-1) processes data received from external controllers and stores the following data in internal memory:
For instructions on how to use KOMTRAX Plus software programs, refer to KOMTRAX Plus Software elsewhere in this section. For error codes and troubleshooting procedures, refer to KOMTRAX Plus & Interface Module Error Codes and Troubleshooting elsewhere in this section.
• Fault codes from the engine, Interface Module, and PLM III • Snapshots of data when specific fault codes occur • Trends of parameters
specific
engine
and
chassis
• Load map and other measures of engine and chassis usage • Haul cycle summary information, including payload, distance traveled, and travel times In addition to data gathered from external controllers, KOMTRAX Plus records information about the vehicle and KOMTRAX usage, including:
Gather Data The KOMTRAX Plus controller gathers data from four sources. Real-time and alarm data from each controller is gathered continually. In addition, haul cycle summary data from the PLM III is requested by the KOMTRAX Plus controller one time per day.
• Key ON and engine ON record • KOMTRAX Plus configuration changes
The KOMTRAX Plus system performs three primary functions: 1. Gathers data from on-board sources: a. PLM III Controller b. Interface Module (IM) c. Engine Controllers d. Drive System Controller 2. Converts data into usable formats and record into permanent memory. 3. Communicates data to off-board systems: a. Satellite (ORBCOMM) b. Laptop Personal Computer (PC) Download
1
2
84050
FIGURE 11-1. KOMTRAX Plus SYSTEM COMPONENTS 1. ORBCOMM Controller 2. KOMTRAX Plus Controller
NOTE: The ORBCOMM controller may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM controller/satellite communicator. If equipped, the controller and antenna may be disconnected and/or removed from the truck..
D11013
KOMTRAX Plus COMPONENTS
D11-3
FIGURE 11-2. KOMTRAX Plus SYSTEM
Communicate Data to Off-Board Systems The KOMTRAX Plus has two methods to communicate data to off-board systems: • Via satellite to the WebCARE database • Download to a laptop PC running the VHMS Technical Analysis Toolbox software Communication to the satellite (using ORBCOMM) occurs automatically, but only sends critical data items. ORBCOMM controller (1, Figure 11-1) is located inside the auxiliary cabinet. ORBCOMM antenna (1, Figure 11-3) is mounted on the front left corner of the cab by magnetic mount (2). NOTE: The ORBCOMM controller installed at the factory on all new trucks may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM controller/ satellite communicator. The controller and antenna may be disconnected and/or removed.
D11-4
Communication to a laptop PC occurs whenever a user connects a laptop PC to the KOMTRAX Plus controller and requests a data download. All KOMTRAX Plus data is available for download to a laptop PC. Once downloaded to a laptop PC, the information is then sent to Komatsu via FTP. This data is then compiled at the Komatsu computer server. Based on this information, the local Komatsu distributor will suggest improvements and provide information aimed at reducing machine repair costs and downtime.
In order to collect all the necessary machine data, a preventative maintenance (P.M.) snapshot needs to be recorded every 500 hours of operation. The snapshot and other data is then downloaded into a laptop PC. This data is to be sent to Komatsu via the FTP program which is a part of the VHMS Technical Analysis Tool Box program. Refer to the check-out procedure for more detailed information regarding a P.M. snapshot.
KOMTRAX Plus COMPONENTS
D11013
Turning the KOMTRAX Plus System ON The KOMTRAX Plus controller is turned on by the truck key switch (circuit 712). Immediately after receiving input from the key switch signal, the KOMTRAX Plus controller begins its power-up initialization sequence. This sequence takes about three seconds, during which time the red LED digits on the top of the KOMTRAX Plus controller unit will display a circular sequence of flashing LED segments. The controller will not support a connection from a laptop PC or a manual snapshot during this initialization time. The KOMTRAX Plus controller is connected directly to the battery circuit which provides a constant 24 volt signal from the truck batteries. However, the controller has the ability to turn itself off, and will do so automatically within three minutes after the key switch is turned off.
FIGURE 11-3. ORBCOMM ANTENNA 1. Orbcomm Antenna
2. Magnetic Mount
USING THE KOMTRAX Plus SYSTEM The primary tool for configuring, downloading, and viewing KOMTRAX Plus data is the VHMS Technical Analysis Toolbox software. Use of this software requires: • A laptop PC running Windows 95/98/2000/ME/ XP operating system • A serial cable to connect the laptop PC to the KOMTRAX Plus controller Refer to the VHMS Technical Analysis Tool Box instruction manual for additional information about using this software. NOTE: It is recommended that the engine be OFF when downloading or configuring the KOMTRAX Plus controller.
The battery disconnect switch, located at the truck battery box, will remove 24 volt power from the KOMTRAX Plus controller and cause the controller to LOSE ALL DATA gathered since the key switch was last turned ON. DO NOT disconnect the batteries until the controller has completed its shutdown operations and has turned off its LED digits. Normal KOMTRAX Plus Operation The red LED digits on the top of the controller indicate the current condition of the KOMTRAX Plus system. The possible conditions are shown in Table 1.
Table 1: KOMTRAX Plus STATUS LED DISPLAY
DESCRIPTION
Flashing LED segments in circular sequence
Power-on initialization
Numeric display, counting 00 - 99 at rate of 10 numbers per second
Normal Operation
Flashing Fault Codes Normal operation, but a fault code is active NOTE: Only a limited number of fault codes are displayed on the LED display. Most fault conditions are recorded internally in the KOMTRAX Plus controller, but are NOT indicated on the LED digits.
D11013
KOMTRAX Plus COMPONENTS
D11-5
Turning the KOMTRAX Plus System OFF
Downloading from the KOMTRAX Plus Controller
The KOMTRAX Plus controller is connected directly to the truck batteries, but will remain in normal operation only if the truck key switch input (circuit 712) is on. When the controller senses that the truck key switch has been turned off, it finishes its internal processing and then saves recent data into permanent memory. This process can take up to three minutes.
Downloading data requires a laptop PC running Windows 95/98/2000/ME/XP operating system, the VHMS Technical Analysis Toolbox software, and a serial cable to connect the laptop PC to the KOMTRAX Plus controller. Refer to the VHMS Technical Analysis Tool Box instruction manual for additional information about using this software.
If 24 volt power is removed from the KOMTRAX Plus controller before it has time to save data to permanent memory, data loss or corruption may occur.
When a download to a laptop PC is performed, certain files are generated to store data. A listing of the file types and data is shown in Table 2.
The controller will turn off the red LED digits when it is off.
KOMTRAX Plus diagnostic port (2, Figure 11-4), located on the D.I.D. panel at the rear of the operator cab, is used to download data from the controller.
Do not remove 24 volt power from the KOMTRAX Plus controller unless the red LED digits on the controller are off!
FIGURE 11-4. DIAGNOSTIC PORTS 1. IM Diagnostic Port 2. KOMTRAX Plus Diagnostic Port
Table 2: File Types of Download Data File Name
Data Type
Description
cyc_int0
Cycle Interval
csvdata_3f.csv
Temporary Brake Load Map
Fault0.csv
Fault History
Records all faults
index00.csv
Index
Lists all common data files
loadm1.csv
Temporary Load Map
mcn_his0.csv
Machine History
Key On, Key Off
m_area0.csv
Running Area Map
Records engine operation distribution
m_drct0.csv
Running Direction Map
Records engine performance movement
snap00.csv
Snapshot
Records snapshot data over time period
vhmshis0.csv
KOMTRAX Plus History
Records changes to KOMTRAX Plus
*.k
Zipped File
Contains all data files
D11-6
Changes in engine speed
KOMTRAX Plus COMPONENTS
D11013
KOMTRAX Plus DATA ITEMS Fault Codes The KOMTRAX Plus controller maintains a history of the most recent 600 fault codes. For each fault code, the controller records the following information:
Serious fault conditions will be sent to WebCARE via the ORBCOMM satellite network, as well as being recorded in permanent memory. Some fault codes are configured to generate a snapshot when they occur. Refer to Table 6 for detailed information showing which fault codes will send data to WebCARE and which ones trigger a snapshot.
• Fault Code Number • SMR (service meter reading) when the fault occurred • Time/Date when the fault occurred • SMR (service meter reading) when the fault cleared
Machine History The KOMTRAX Plus controller maintains a history of the most recent 400 Key ON and Engine ON conditions.
• Time/Date when the fault cleared KOMTRAX Plus History If a fault occurs more than once within 30 minutes, the KOMTRAX Plus controller will only maintain a single fault entry, but will count the number of times the fault occurred and cleared. This feature prevents an intermittent fault that occurs repeatedly from filling up the fault memory.
The KOMTRAX Plus controller maintains a history of the most recent 400 KOMTRAX Plus configuration changes. The controller will record a history entry each time one of the following configuration changes occurs: • Changing the date or time of the KOMTRAX Plus controller • Changing the ORBCOMM satellite settings • Performing a KOMTRAX Plus memory clear operation
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KOMTRAX Plus COMPONENTS
D11-7
Snapshots
Manual Snapshots
A snapshot is a time history of real-time data that is recorded before and after the instant that a fault code occurs. The KOMTRAX Plus controller is continually recording real-time data for various engine data items. This allows the KOMTRAX Plus controller to record data for the time period before and after a fault code occurred.
A manual snapshot is taken by pressing the data store button (1, Figure 11-5), located at the rear of the center console. When the 7.5 minute snapshot is being recorded by the KOMTRAX Plus controller, KOMTRAX Plus snapshot in progress light (located on the status indicator light panel) will be illuminated. During the first five minutes, the LED will be on continuously. During the next two minutes, the LED will flash slowly. During the last 30 seconds, the LED will flash rapidly.
Only certain fault codes generate snapshots. When a snapshot enabled fault code occurs, the KOMTRAX Plus controller will record data for 330 seconds (5.5 minutes) before the fault to 120 seconds (2 minutes) after the fault. In order to conserve storage memory, the KOMTRAX Plus controller records snapshot data at two different sample rates. Each data item is recorded at a rate of one sample every 10 seconds up until 30 seconds prior to the fault occurrence. Each data item is then recorded at a rate of one sample per second from 30 seconds prior to 120 seconds after the fault occurrence.
Manual snapshots are used to record current machine data, and can then be downloaded and stored in a laptop PC. These snapshots can be used to observe current conditions on a machine. Over time, these snapshots can be compared and trends can be monitored. During the snapshot recording period, the machine must be driven over a variety of conditions so useful data can be collected.
If a snapshot enabled fault condition occurs more than one time, the KOMTRAX Plus controller will record the snapshot for the first (earliest) fault occurrence. The only exception is the manual snapshot button, in which case the controller will record the latest (most recent) snapshot. Refer to Table 3 for all the items that are recorded in each snapshot.
FIGURE 11-5. REAR OF CENTER CONSOLE 1. Data Store Button
D11-8
KOMTRAX Plus COMPONENTS
D11013
Table 3: Snapshot Data Data Item
Data Source
Model Note
Engine Coolant Temperature
Engine QUANTUM Controller
Engine Oil Pressure
Engine QUANTUM Controller
Accelerator Position%
Engine QUANTUM Controller
Engine Speed
Engine QUANTUM Controller
Exhaust Gas Temperature (Left Front)
Engine CENSE Controller
Exhaust Gas Temperature (Left Rear)
Engine CENSE Controller
Exhaust Gas Temperature (Right Front)
Engine CENSE Controller
Exhaust Gas Temperature (Right Rear)
Engine CENSE Controller
Engine Oil Temperature
Engine CENSE Controller
Fuel Rate
Engine QUANTUM Controller
Boost Pressure
Engine QUANTUM Controller
Blow-by Pressure
Engine QUANTUM Controller
Vehicle Speed
PLM III
Sprung Weight
PLM III
haul cycle State
PLM III
Brake Pressure
Interface Module
Hoist Pressure 1
Interface Module
Hoist Pressure 2
Interface Module
Steering Pressure
Interface Module
Front Left Brake Oil Temperature
Interface Module
930E Only
Front Right Brake Oil Temperature
Interface Module
930E Only
Rear Left Brake Oil Temperature
Interface Module
930E Only
Rear Right Brake Oil Temperature
Interface Module
930E Only
Ambient Temperature
Interface Module
Hydraulic Oil (Tank) Temperature
Interface Module
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KOMTRAX Plus COMPONENTS
830E Only
D11-9
Trends The KOMTRAX Plus controller develops trends by monitoring real-time data, and reducing the data into 20 hour statistical values. For each trended data item, the controller can determine the maximum value, minimum value, and average value during the preceding 20 hour period. Table 4 shows the type of statistical data recorded for each item. NOTE: Trend data is only collected when the engine is running. Histogram (Load Map) Data The KOMTRAX Plus controller develops histograms by sampling data every 100ms while the engine is running. The data is presented as a two dimensional histogram showing time-at-level for various combinations of the two input data items.
The KOMTRAX Plus controller maintains an engine speed vs. fuel rate histogram called the Engine Load Map, and a brake pressure vs. speed histogram. The Engine Load Map histogram shows time-at-level for specific engine speed and fuel rate combinations. The Brake Pressure vs. Speed histogram shows time-at-level for specific brake pressure and vehicle speed combinations. Two engine load maps are maintained in the KOMTRAX Plus controller. The Permanent Load Map contains load map data for the life of the engine. The Temporary Load Map contains load map data since the most recent memory clear action. Although the engine data is sampled every 100ms internally, the histograms are only updated every two hours.
Table 4: Trend Data Data Item
Data Source
MAX
AVG
MIN
Model Notes
Engine Coolant Temperature
QUANTUM Controller
X
X
Engine Oil Pressure
QUANTUM Controller
X
X
Engine Speed
QUANTUM Controller
X
Atmospheric Pressure
QUANTUM Controller
Exhaust Gas Temperature
CENSE Controller
X
Engine Oil Temperature
CENSE Controller
X
Fuel Rate
QUANTUM Controller
Boost Pressure
QUANTUM Controller
X
Blow-by Pressure
QUANTUM Controller
X
Brake Pressure
Interface Module
X
Hoist Pressure 1
Interface Module
X
Hoist Pressure 2
Interface Module
X
Steering Pressure
Interface Module
X
Front Left Brake Oil Temperature
Interface Module
X
X
930E Only
Front Right Brake Oil Temperature
Interface Module
X
X
930E Only
Rear Left Brake Oil Temperature
Interface Module
X
X
930E Only
Rear Right Brake Oil Temperature
Interface Module
X
X
930E Only
Ambient Temperature
Interface Module
X
X
Hydraulic Oil (Tank) Temperature
Interface Module
X
X
D11-10
X
X
KOMTRAX Plus COMPONENTS
X
X 830E Only
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Haul Cycle Data The KOMTRAX Plus controller downloads haul cycle data from Payload Meter III one time every 24 hours, at a time specified by the VHMS Setting Tool software. The data consists of a summary report of all haul cycles completed in the past 24 hours. The summary data items are listed in Table 5. After receiving the haul cycle summary data from Payload Meter III, the KOMTRAX Plus controller immediately attempts to send the data to WebCARE via the ORBCOMM satellite. The haul cycle summary data is also stored in controller internal memory.
The KOMTRAX Plus controller maintains a record of the payload summary data from the past 100 daily transmissions to ORBCOMM. NOTE: The haul cycle summary statistics exclude haul cycles that the Payload Meter III controller has marked as 'not trusted'. The total number of haul cycles that occurred during the summary period, but were excluded from the summary, are indicated in the 'Total Excluded Cycles' field. See the Payload Meter III coverage in Section M, Options, for more information on excluded cycles.
Table 5: Haul Cycle Data Summary Data Item
Description
Summary Start Time
Start time of first haul cycle in summary
Summary End Time
Start time of last haul cycle in summary
Total Cycles
Total haul cycles included in this summary
Total Excluded Cycles
Total haul cycles occurring during summary period, but excluded from the statistics
Average Carried Load
Average Gross Payload
Standard Deviation of Carried Load
Standard Deviation of Gross Payload
Number of Loads Over Rated
Number of haul cycles with carried load > rated payload for this truck.
Number of Loads Over 110%
Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of Loads over 120%
Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum Carried Load
Maximum carried load during this summary
Maximum Speed EMPTY
Maximum truck speed while truck was empty
Average Speed EMPTY
Average truck speed while truck was empty
Maximum Speed LOADED
Maximum truck speed while truck was loaded
Average Speed LOADED
Average truck speed while truck was loaded
Maximum Sprung Load
Maximum instantaneous sprung weight recorded during this summary
Average Maximum Sprung Load
Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum Frame Torque
Maximum instantaneous frame torque recorded during this summary
Average Maximum Frame Torque
Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Right Front Tire TKPH
Total tire ton kilometer per hour recorded for the right front tire.
Left Front Tire TKPH
Total tire ton kilometer per hour recorded for the left front tire
Rear Tires TKPH
Total tire ton kilometer per hour recorded for the rear tires
Relative Application Severity
Total frame damage recorded during this summary
Reserved_1
Future Use
Reserved_2
Future Use
Reserved_3
Future Use
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KOMTRAX Plus COMPONENTS
D11-11
Alarm and Snapshot Triggers
Satellite Features
Serious fault conditions will be sent to WebCARE via the ORBCOMM satellite network, as well as being recorded in permanent memory. Some fault codes are configured to generate a snapshot when they occur.
The KOMTRAX Plus controller sends data to WebCARE via the ORBCOMM satellite network in the following conditions:
Table 6 shows which fault codes trigger a snapshot and which fault codes will be sent to WebCARE via satellite.
• A periodic event occurs, such as reception of daily PLM III summary data or a 20 hour trend.
• A fault code occurs that has been configured for transmission via ORBCOMM.
• A remote request for data is received via the satellite network.
Table 6: Alarm and Snapshot Triggers VHMS Fault Code
KOMTRAX Fault Description
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
#A018
RR Flat Cylinder Warning
PLM III
X
830E-AC
#A019
LR Flat Cylinder Warning
PLM III
X
830E-AC
#A101
Pump Filter Switches
IM
X
830E-AC
#A107
Propel System Caution
IM
X
830E-AC
#A108
Propel System Temp Caution
IM
X
830E-AC
#A109
Propel System Reduced Level
IM
X
830E-AC
#A115
Low Steering Precharge
IM
X
830E-AC
#A124
No Propel / Retard
IM
X
830E-AC
#A125
No Propel
IM
X
830E-AC
#A126
Hydraulic Tank Level
IM
X
830E-AC
#A127
IM Sensor +5V Low
IM
X
830E-AC
#A128
IM Sensor +5V High
IM
X
830E-AC
#A190
Auto Lube Switch
IM
X
830E-AC
#A193
High Hydraulic Tank Oil Temp
IM
X
X
830E-AC
MFA0
Manual Trigger
Manual
X
X
All
C00115
Speed Signal Lost
Engine
X
X
All
C00135
Oil Pressure Circuit Failed High
Engine
X
X
All
Continued
D11-12
KOMTRAX Plus COMPONENTS
D11013
Table 6: Alarm and Snapshot Triggers (Continued) KOMTRAX KOMTRAX Plus Fault Description Fault Code
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
C00143
Low Oil Pressure
Engine
X
X
All
C00151
High Coolant Temperature
Engine
X
X
All
C00155
High IMT LBF
Engine
X
X
All
C00158
High IMT LBR
Engine
X
X
All
C00162
High IMT RBF
Engine
X
X
All
C00165
High IMT RBR
Engine
X
X
All
C00214
High Oil Temperature
Engine
X
X
All
C00219
Remote Oil Level Low
Engine
X
X
All
C00233
Low Coolant Pressure
Engine
X
X
All
C00234
Engine Overspeed
Engine
X
X
All
C00235
Low Coolant Level
Engine
X
X
All
C00261
High Fuel Temperature
Engine
X
X
All
C00292
OEM Temp out of Range
Engine
X
X
All
C00293
OEM Temp Failed High
Engine
X
All
C00294
OEM Temp Failed Low
Engine
X
All
C00296
OEM Pressure Out of Range
Engine
X
X
All
C00297
OEM Pressure Failed High
Engine
X
All
C00298
OEM Pressure Failed Low
Engine
X
All
C00473
Remote Oil Level Signal Invalid
Engine
X
X
All
C00555
High Blow-by Pressure
Engine
X
X
All
X
C00639
Intake Air Leak LBR
Engine
X
All
C00641
High Exh Temp #1 LB
Engine
X
All
C00642
High Exh Temp #2 LB
Engine
X
All
C00643
High Exh Temp #3 LB
Engine
X
All
C00644
High Exh Temp #4 LB
Engine
X
All
C00645
High Exh Temp #5 LB
Engine
X
All
C00646
High Exh Temp #6 LB
Engine
X
All
C00647
High Exh Temp #7 LB
Engine
X
All
C00648
High Exh Temp #8 LB
Engine
X
All
C00651
High Exh Temp #1 RB
Engine
X
All
C00652
High Exh Temp #2 RB
Engine
X
All
C00653
High Exh Temp #3 RB
Engine
X
All
C00654
High Exh Temp #4 RB
Engine
X
All
C00655
High Exh Temp #5 RB
Engine
X
All
C00656
High Exh Temp #6 RB
Engine
X
All
C00657
High Exh Temp #7 RB
Engine
X
All
C00658
High Exh Temp #8 RB
Engine
X
All
D11013
KOMTRAX Plus COMPONENTS
D11-13
KOMTRAX Plus DIAGNOSTIC FEATURES
KOMTRAX Plus CONTROLLER
The KOMTRAX Plus system provides several basic data items that are useful for troubleshooting failures in the KOMTRAX Plus system itself.
The KOMTRAX Plus controller collects and stores signals from sensors and data from other controllers. It also gives commands for transmitting the accumulated data through the communications system. The controller operates on 20VDC - 30VDC.
Fault History The Fault History recorded in the KOMTRAX Plus controller can help identify failures within the system and in the communications network to the engine controllers, interface module, or PLM III. For a complete listing of all the error codes, refer to the KOMTRAX Plus Troubleshooting and Checkout Procedures in this section.
KOMTRAX Plus LED Digits The KOMTRAX Plus controller indicates some system errors or communication errors on two red LED digits (2, Figure 11-6) on the controller. Error codes are flashed as a two-part sequence. If no errors are occurring, the controller LED's count from 00 - 99 continuously at a rate of 10 numbers per second. For a complete listing of all the error codes, refer to the KOMTRAX Plus Troubleshooting and Checkout Procedures in this section. The KOMTRAX Plus controller also has two red LED lights (10 and 11, Figure 11-6). Light (10) PLM III communication • OFF - no communication with the PLM III controller • ON - is communication with the PLM III controller
FIGURE 11-6. KOMTRAX Plus CONTROLLER
Light (11) ORBCOMM • OFF - no communication with ORBCOMM controller • ON - communication with ORBCOMM controller • FLASHING - satellite in view
D11-14
1. KOMTRAX Plus Controller 2. LED Digit Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A
KOMTRAX Plus COMPONENTS
7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. ORBCOMM Light
D11013
Installation
Removal If the KOMTRAX Plus controller has to be replaced, the following steps must be performed in order to maintain accurate information after the controller has been replaced. If the new KOMTRAX Plus controller is not set up correctly (like the one being removed), the data in the controller and at WebCARE may not be usable. Some steps will require using a laptop PC and the VHMS Setting Tool software or the VHMS Technical Analysis Tool Box software. For more detailed instructions on performing these steps with a laptop PC and software, refer to KOMTRAX Plus Software elsewhere in this section. During the controller replacement process, two data downloads will have to be taken (one before, one after) and sent to WebCARE. Also, a KOMTRAX Plus Initialization form will have to be filled out and sent to Komatsu North America as shown on the form.
1. With the key switch OFF, connect a laptop PC to the KOMTRAX Plus controller using the serial cable. 2. Using a laptop PC and the VHMS Technical Analysis Tool Box software, perform a complete data download from the KOMTRAX Plus controller. 3. Save this data so it can be sent to WebCARE at a later time when a connection to the internet is available. 4. Using the VHMS Setting Tool software, enter the Service ID and choose the “Save/Load” function. 5. From the File menu, select “Save”. 6. Capture a screen shot (“Alt” and “Print Screen” keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it.
1. Install the new KOMTRAX Plus controller and connect the wiring harnesses to it. Connect the laptop PC to the KOMTRAX Plus controller with the serial cable. 2. Connect battery power. Turn the key switch ON, but do not start the engine. 3. With the VHMS Setting Tool software, enter the Service ID and choose the “Save/Load” function. 4. From the file menu, select “Load”. 5. Capture a screen shot (“Alt” and “Print Screen” keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it. 6. Click the [OK] button to load the settings. 7. Click the [Apply] button to reset the controller, then click the [OK] and [Yes] buttons to confirm. Then select the [Close] button. 8. Fill out a “KOMTRAX Plus Initialization” form and send it to Komatsu as instructed on the form. 9. Exit the VHMS Setting Tool program. 10. Turn the key switch OFF and wait three minutes. 11. Turn the key switch ON. Wait three minutes and watch for any error messages on the KOMTRAX Plus controller LED lights that might indicate a problem in the system. 12. If there are no error messages, continue to Step 13. If there are error messages, refer to the KOMTRAX Plus Checkout procedures or KOMTRAX Plus Error Codes elsewhere in this section. 13. Using a laptop PC and the VHMS Technical Analysis Tool Box software, perform a complete data download from the KOMTRAX Plus controller.
7. Click the “OK” button to save the settings. 8. Exit the VHMS Setting Tool program. 9. Turn the key switch OFF. 10. Wait three minutes, then disconnect battery power. 11. After the two LED lights are off, disconnect the wiring harnesses and remove the KOMTRAX Plus controller.
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KOMTRAX Plus COMPONENTS
D11-15
14. Confirm the download data is good by using the VHMS Technical Analysis Tool Box software. Ensure the settings are correctly applied by looking at the date, time, SMR, etc. 15. Turn the key switch OFF. Disconnect the laptop PC from the KOMTRAX Plus controller.
16. Use internet access available to the laptop PC to send the download data set that was taken before the KOMTRAX Plus controller was removed from the truck to WebCARE. Use the FTP feature built into the VHMS Technical Analysis Tool Box program to send the files. 17. Use the FTP program to send the download data set that was taken after the new KOMTRAX Plus controller was installed to WebCARE.
D11-16
KOMTRAX Plus COMPONENTS
D11013
KOMTRAX Plus SOFTWARE To work with the KOMTRAX Plus system, several special tools and software programs are required. Refer to Table 7 and Table 8 for detailed information on KOMTRAX Plus software and tools.
The data files, application code and flashburn software are only required if the interface module is being replaced. Replacement interface modules from Komatsu do not have any software installed in them.
Refer to the following pages for detailed information on how to perform certain procedures using KOMTRAX Plus specific software.
NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
NECESSARY SOFTWARE
Table 7: KOMTRAX Plus Software Part Number
Name
Description
Source
Version 3.04.03.01 VHMS Technical Analysis Tool Box
To maintain KOMTRAX Plus system
Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool
To initialize KOMTRAX Plus system
Komatsu Distributor
1.4.7.39
PDM
Payload Meter III Data Manager
Komatsu Distributor
EJ0575-5
PLM III
PLM III Controller Software to work with KOM- Komatsu Distributor TRAX Plus
NECESSARY TOOLS
Table 8: KOMTRAX Plus Tools Part Number
D11013
Name
Description
Source
Laptop PC
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Drive Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable
(RS232) Purchase locally Male DB9 connector at one end Female DB9 connector at other end
Purchased Locally
Adaptor
USB port to RS232 (serial) port adapter (If laptop PC does not have an RS232 port, this adaptor is required)
Purchased Locally
KOMTRAX Plus COMPONENTS
D11-17
KOMTRAX Plus SYSTEM SET UP
KOMTRAX Plus SETTING TOOL
The following topics are covered in detail.
Installation
• KOMTRAX Plus Setting Tool
1. Insert the CD. If the VHMS Technical Analysis Tool Box software begins installing automatically, select the [Cancel] button to stop the installation process.
• KOMTRAX Plus Initialization Procedure
2. Open My Computer.
KOMTRAX Plus Controller • KOMTRAX Plus Tool Box
• KOMTRAX Plus Snapshot Procedure • KOMTRAX Plus Download Procedure • Location of Download Files • KOMTRAX Plus FTP Upload Procedure
3. Right-click on the CD drive and select Open. 4. Open the Setting Tool folder. 5. Double-click on the Setup.exe file. 6. Accept the recommended defaults and finish installing VHMS Setting Tool.
• KOMTRAX Plus Initialization Forms • When Replacing a KOMTRAX Plus Controller
KOMTRAX Plus CONTROLLER KOMTRAX Plus TOOL BOX Installation 1. Insert the CD. The VHMS Technical Analysis Tool Box software will begin installing automatically. 2. Accept the recommended defaults and finish installing VHMS Technical Analysis Tool Box. 3. Double-click on the new icon on the desktop, VHMS Technical Analysis Tool Box. 4. Initialize the software by inserting the Set Up Disk. 5. Enter the User Name. The User Name is user. 6. Enter the Password. The Password you entered the first time will be your Password from then forward, unless you change it. 7. VHMS Technical Analysis Tool Box is installed.
D11-18
KOMTRAX Plus COMPONENTS
D11013
KOMTRAX Plus INITIALIZATION PROCEDURE
1. KOMTRAX Plus CONTROLLER SETUP PROCEDURE
When a new KOMTRAX Plus equipped machine is being assembled, there are several procedures to perform in order to initialize the KOMTRAX Plus system. Following the procedures will ensure a smooth initialization process which will not take longer than an hour to complete. To ensure the initialization process has been completed properly, check off each item on the list below as it is done. It is important to complete the entire procedure at one time. Submitting a data download with a date and SMR that does not match the KOMTRAX Plus Initialization form will not allow the system to be initialized.
KOMTRAX Plus Setting Tool software program
NOTE: The interface module must be fully operational before initializing the KOMTRAX Plus controller.
1. Start the VHMS Setting Tool software program. There will be three choices to choose from. • Use the [VHMS Setting] function to initialize a machine or change a machine's settings. • Use the [When KOMTRAX Plus needs to be replaced] function when replacing a machine's KOMTRAX Plus controller. • Use the [Review setting information] function when only needing to view a machine's settings.
Select Operation 2. Select VHMS Setting, then click [Next].
The initialization procedure consists of the following: 1. KOMTRAX Plus Controller Setup Procedure 2. KOMTRAX Plus Snapshot Procedure 3. KOMTRAX Plus Download
Procedure 4. Location Of Download Files 5. KOMTRAX Plus FTP Upload
Procedure 6. KOMTRAX Plus Initialization Forms
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KOMTRAX Plus COMPONENTS
D11-19
Machine Information Setting(2)
KOMTRAX Plus Setting Function 3. Select Set up & All clear if initializing a machine, then click [Next].
5. Verify that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].
Machine Information Setting(1) 4. Verify that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next]. NOTE: Serial number must be included, and is case sensitive. Use all upper case letters.
Date & Time Setting 6. Enter the correct Time Zone, Date and Time. Check [DST (Summer Time)] if the machine's location uses Daylight Savings Time. Then click [Next]. NOTE: The KOMTRAX Plus time clock is the master time keeper. The PLM III time clock is synchronized with the KOMTRAX Plus time clock. Do not set the time in the PLM III controller if the KOMTRAX Plus controller is operational.
D11-20
KOMTRAX Plus COMPONENTS
D11013
9. Click [YES].
GCC Setting 7. Choose the correct GCC code. The GCC code tells machines equipped with ORBCOMM which satellite ground station to use. Then click [Next].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will close.
Setting Summary 8. Verify that all the setting information is correct and click [Apply].
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KOMTRAX Plus COMPONENTS
D11-21
2. KOMTRAX Plus SNAPSHOT PROCEDURE
c. Lower the dump body to the frame, then hold it in the power down position momentarily.
A snapshot through the KOMTRAX Plus system records important data about different systems on the machine. Take snapshots on a periodic schedule and store them as part of the machine history. These snapshots can then be compared and trends can be analyzed to predict future repairs.
d. Turn the steering wheel to full left, then full right against the stops momentarily.
A single snapshot records machine data for 7.5 minutes.
g. On an 830E-AC truck, perform a horsepower check using a laptop PC connected to the GE drive system.
NOTE: On a 830E-AC drive truck, a laptop PC must also be connected to the GE drive system to allow for maximum horsepower check of the engine during the snapshot recording process.
1. Allow the machine to run until it is at normal operating temperatures. 2. Press and hold the GE data store switch for three seconds, then release. The white data store in progress LED will illuminate. 3. While the manual snapshot is being taken, operate the machine.
e. Travel forward to maximum speed and apply the brakes hard. f. Travel in reverse.
4. The white LED will begin flashing slowly after five minutes has elapsed, then flash rapidly during the last 30 seconds. 5. Wait until the LED has finished flashing. After one more minute, turn the key switch OFF to stop the engine. Verify the KOMTRAX Plus controller red LED display is off. 6. Use VHMS Technical Analysis Tool Box program to download the snapshot data into a laptop PC. Use the FTP feature to send the download data to WebCARE.
a. Operate the engine at high and low idle. b. Raise the dump body to the full dump position.
D11-22
KOMTRAX Plus COMPONENTS
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3. KOMTRAX Plus DOWNLOAD PROCEDURE
16. Select the [Machine History] option from the list on the left side of the screen.
NOTE: Always verify a full download has been taken before disconnecting the laptop PC from the machine.
17. Verify that the key ON/OFF and engine ON/OFF records are recorded correctly.
1. Turn the key switch to the OFF position to stop the engine.
19. Verify a full download has been taken. Refer to Location of Downloaded Files on Computer for more detailed instructions.
2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the KOMTRAX Plus controller to start up. This will take about one minute. Verify the red LED display starts counting up.
18. Exit any open windows on the laptop PC.
20. Disconnect the KOMTRAX Plus cable from the laptop PC and from the machine. 21. Turn the key switch to OFF.
4. Attach the KOMTRAX Plus serial cable to the machine's KOMTRAX Plus port, and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 6. Enter the appropriate User Name and Password and click the [OK] button. 7. Double-click on the [Download] icon. 8. Select the COM port in the Port No. drop-down box and click the [Connection] button. 9. Verify that the date and time is correct for current local date and time. Also verify that the displayed service meter hours are equal to the value entered previously. 10. If this is the first time this laptop PC has connected to the machine, you will need to download its definition file by clicking the [OK] button. 11. Verify that a manual snapshot (MFAO) has been recorded. The display will show an item named “Snapshot” with the code MFAO and text “Manual Trigger”. 12. On the Download screen, click the [Select All] button. All items will become checked. 13. Click the [Download] button. The download may take one to ten minutes. Generally, if there are several snapshots in the download items, the download will take longer. 14. Click the [OK] button to complete the download. 15. Verify that the “Download Completed” message is displayed. Click on [Exit].
4. LOCATION OF DOWNLOAD FILES When a download using VHMS Technical Analysis Tool Box is performed, several files are downloaded onto the computer. They are organized in a specific way so that they can be used by VHMS Technical Analysis Tool Box at a later time. This structure is created automatically when the computer is used to perform the download from the KOMTRAX Plus controller. The situation may arise where the files need to be sent to someone, or someone gives these files to you. 1. Open Windows Explorer by right-clicking on the Start button and choosing Explore. 2. In the left frame, the computer's file structure will be displayed. The right frame will show the details for the folder that is highlighted in the left frame. 3. In the left frame, navigate to the download files.
The basic path is as follows: - Desktop - My Computer - Local Disk (C:) - VHMS_Data - Model - Serial Number - Date - Check Number NOTE: The Date folder is named in the format YYYYMMDD.
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KOMTRAX Plus COMPONENTS
D11-23
5. KOMTRAX Plus FTP UPLOAD PROCEDURE After downloading, the KOMTRAX Plus data resides on the laptop PC that performed the download. At this point, it can be reviewed and analyzed using VHMS Technical Analysis Tool Box on this laptop PC only. In order to make this data available to others, it must be sent to an online database named WebCARE. Once the data has been uploaded (ftp'd) to WebCARE, it is accessible to anyone with an internet connection and an ID and password. VHMS Technical Analysis Tool Box is used to perform the ftp upload. Perform an ftp upload as soon as the person who performed the download can obtain an internet connection. All downloads must be uploaded to WebCARE.
The screenshot shows the location of where the KOMTRAX Plus download files reside on a computer. The Check Number folder is named in the format CHK000#. Each time a download is taken, it is placed in one of these folders. The first download will be in the CHK0001 folder. If a second download is taken on the same day, will be in the CHK0002 folder, etc.
1. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 2. Enter the appropriate user name and password and click the [OK] button. 3. Double click the [FTP] icon.
Once the appropriate folder is selected, the contents will be shown in the right frame. These files can then be e-mailed or copied to a disk. If someone provides KOMTRAX Plus download files through e-mail or on a disk, the same folder organization must be created in order to view them in VHMS Technical Analysis Tool Box.
4. At the ftp Client Login window, enter the ftp User ID and Password. User ID = komatsu Password = vhms 5. The target directory must be set to the laptop PC's hard drive (usually drive C:\). a. Double-click the VHMS_Data folder to drop down the model folders. b. Double-click the appropriate model folder to drop down the serial number folders. c. Double-click the appropriate serial number folder to drop down the date folders.
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KOMTRAX Plus COMPONENTS
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d. Double-click the appropriate date folder to drop down the check number folders. e. Double-click the appropriate check number folder to display its contents in the files window.
6. Some models will automatically create a sending file during the download process. Others need to have the sending file created at this time. A sending file is just a compressed version of all the other downloaded files. If there is already a sending file in the Send File window, you do not need to perform this step. If there is not a sending file in the Send File window, click the [Make Sending File] button.
9. If the sending file was uploaded successfully, the file will appear in the OK window. If the sending file was not uploaded successfully, the file will appear in the NG (No Good) window. Ensure the laptop PC has an internet connection.
10. Click the [OK] button, then the [Exit] button. Close all other open windows.
6. KOMTRAX Plus INITIALIZATION FORMS NOTE: The compressed sending file will look similar to this file name, and will always end with a “.K�. P_830E_-_A30761_1105208857.K
Complete the initialization check list and initialization forms found in this section. Send the initialization form to Komatsu. Initialization is now complete.
7. After selecting the correct file to send, click the [Send (FTP)] button. 8. Click the [Yes] button to verify that you want to upload the data to WebCARE.
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KOMTRAX Plus COMPONENTS
D11-25
WHEN REPLACING A KOMTRAX Plus CONTROLLER
3. Click the [Save] button.
Refer to KOMTRAX Plus Components, KOMTRAX Plus controller removal and installation instructions (elsewhere in this section) for replacing a KOMTRAX Plus controller. Follow the steps below when using the VHMS Setting Tool software to save the data and settings so they can be transferred from the old controller to the new controller.
1. Select the [When VHMS Replaced] function.
Needs
To Be
4. Click the [OK] button.
2. Select the [Save current setting before replacement of VHMS controller] function.
D11-26
5. Replace the KOMTRAX Plus controller as described elsewhere in this section. After the new KOMTRAX Plus controller is installed, proceed to Step 6.
KOMTRAX Plus COMPONENTS
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6. Select the [Use previous setting after replacement of VHMS controller] function.
8. If the correct data is not showing, click the [Select File] button and choose the correct data. Then click the [Next] button.
7. Verify that the data showing is the data to be loaded and then click the [Next] button.
9. Enter the correct Time Zone, Date and Time information. Check [DST (Summer Time)] if the machine's location uses Daylight Savings Time. Click the [Apply] button.
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KOMTRAX Plus COMPONENTS
D11-27
10. Click the [OK] button.
To Set: Date & Time; Satellite; Payload Meter • Date & Time • Satellite • Payload Meter 1. Select the [VHMS Setting] function, then click the [Next] button.
11. Click the [OK] button. The Setting Tool Program will close.
2. Select the [Set up only] function, then click the [Next] button.
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KOMTRAX Plus COMPONENTS
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3. After selecting one of the following choices, click the [Next] button. • [Date & Time]
5. Satellite: Select the correct country location from the drop-down menu, then click the [Apply] button to change the setting.
• [Satellite] • Payload Meter
4. Date & Time: May be set to current date and time. If not correct, set the correct Time Zone, Date and Time to current time zone, date and time. Be sure to select [DST Summer Time)] if it applies. Click the [Apply] button.
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6. Payload Meter: Set Start Time to “0”, and Interval to 1. Then click the [Apply] button to save the setting.
KOMTRAX Plus COMPONENTS
D11-29
Review Setting Information 1. Select the [Review setting information] function and then click the [Next] button.
3. Click the [Yes] button to close the Setting Tool Program.
2. Review the settings for accuracy. If something is not correct, click the [Back] button, select the appropriate category and reset the information to the correct settings. If everything is correct, click the [Exit] button.
D11-30
KOMTRAX Plus COMPONENTS
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KOMTRAX Plus CONTROLLER CHECKOUT KOMTRAX Plus Controller The KOMTRAX Plus controller (1, Figure 11-7) collects and stores signals from sensors and data from other controllers. It also gives commands for transmitting the accumulated data through the communications system. The controller operates on 20VDC 30VDC.
Necessary Equipment: • Checkout procedure • System schematic • Laptop personal computer (PC) • VHMS Technical Analysis Toolbox software • VHMS Setting Tool software • Tera Term Pro software • Serial cable (RS232) (male DB9 connector on one end, female connector on the other end)
FIGURE 11-7. KOMTRAX Plus CONTROLLER 1. KOMTRAX Plus Controller 2. LED Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A
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KOMTRAX Plus COMPONENTS
7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. OrbComm Light
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The interface module must be fully functional before performing the this checkout procedure. The KOMTRAX Plus controller must be initialized and fully functional before performing this checkout procedure.
9. Select the [Review setting information] function and then click the [Next] button.
Preliminary 1. Turn the key switch to the OFF position to stop the engine. With the key switch OFF, verify the seven segment LED display on the KOMTRAX Plus controller is off. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the KOMTRAX Plus controller to boot up. Watch the red, two digit LED display on the KOMTRAX Plus controller to show a circular sequence of seven flashing segments on each digit. After a short time the two digit display will start counting up from 00 - 99 at a rate of ten numbers per second. 4. Attach the KOMTRAX Plus serial cable to the machine's KOMTRAX Plus diagnostic port (2, Figure 11-4), and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the computer's desktop. 6. Enter the appropriate User Name and Password and click the [OK] button.
10. Review the settings for accuracy. •If everything is correct, click the [Exit] button. The checkout procedure is complete. •If a setting is not correct, click the [Back] button, select the appropriate category and reset the information to the correct settings. Then proceed to the next step.
7. Check for any active fault codes. If any are found, these circuits must be analyzed to determine the cause of the fault and they must be repaired before continuing. 8. Start the VHMS Setting Tool program by clicking on the icon on the laptop PC screen.
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KOMTRAX Plus COMPONENTS
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KOMTRAX Plus Controller Checkout Procedure 1. Connect the serial cable from the PC to the serial port of the VHMS controller. 2. Start the serial communications software (Tera Term). 3. Setup the serial communications software by selecting the appropriate serial COM port, and baud rate equal to 19200. 4. After completing the setup, wait for five seconds then while holding the CTRL key, type VHMS (Notice that nothing will display on the screen while typing). 5. After VHMS has been typed, some text followed by a prompt, >, will be displayed. This confirms that proper communication between the pc and controller has been established. 11. If any one of the following settings were changed, a new KOMTRAX Plus Initialization Form must be filled out and submitted to Komatsu America Service Systems Support Team. •KOMTRAX Plus controller replaced
6. At the prompt, >, type "ver". Something similar to the following will be displayed: >ver VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
•Engine or alternator replaced
>
•Adjusted time or time zone
NOTE: Newer versions may be available than what is shown above.
12. Select [Apply] and exit the VHMS Setting Tool program. Click [YES] when prompted to reset the controller. 13. E-mail or fax the completed KOMTRAX Plus Initialization form to Komatsu America Service Systems Support Team.
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KOMTRAX Plus COMPONENTS
D11-33
7. At the prompt type "dispvhmsinf". Information similar to the following will be displayed:
8. The KOMTRAX Plus controller also has two red LED lights (10 and 11, Figure 11-7). Verify the connection status and repair any problems. Light (10) PLM III communication
>dispvhmsinf
• OFF - no communication with the PLM III controller. Troubleshoot and repair the connection.
---- MACHINE INFORMATION --------
• ON - communication with the PLM III controller is good.
PRODUCT GROUP: Dumptruck MACHINE_MODEL: 830AC-
Light (11) ORBCOMM
MACHINE_SERIAL:
• OFF - no communication with ORBCOMM controller. Troubleshoot and repair the connection.
ENG_MODEL: QSK60 ENG_SERIAL_NO1:
• ON - communication with ORBCOMM controller is good.
ENG_SERIAL_NO2: PRG_NO1: 12000100100
• FLASHING - satellite in established, which is good.
PRG_NO2: 782613R290
view
and
signal
---- DEVICES -----------------------PLC NO CONNECTION PLM23 Disabled PLM3 CONNECTED ---- Condition -------------------SMR: 90.0 H DATE 04-10-25 TIME14:44:24 TIMEZONE: 0.0 H SUMMERTIME 0 ----Controller Info ------------------PartNumber: 0000000000 Serial No.: 000000 Compo Name: KDE1010 SilkyID: VA011740744 >
NOTE: Use the results of step 6 and 7 to confirm that the correct software is installed in the KOMTRAX Plus controller.
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KOMTRAX Plus COMPONENTS
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ORBCOMM CONTROLLER
Installation
The ORBCOMM controller (1, Figure 11-8) receives data from the KOMTRAX Plus controller and sends this data through the antenna to the Komatsu computer center.
NOTE: The ORBCOMM controller may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM controller/satellite communicator. If equipped, the controller and antenna may be disconnected and/or removed from the truck.. Removal 1. Turn the key switch OFF. Disconnect battery power by using the battery disconnect switches. 2. Disconnect the wire harnesses from the ORBCOMM controller. 3. Remove the ORBCOMM controller.
1. Install the ORBCOMM controller. Connect the wire harnesses to the controller. 2. Turn the key switch ON, but do not start engine. Wait three minutes and watch for any error messages on the KOMTRAX Plus controller LED lights that might indicate a problem with the ORBCOMM controller or communications to the controller. 3. If there are no error messages, turn the key switch OFF. If there are error messages, refer to the KOMTRAX Plus Troubleshooting and Checkout Procedures elsewhere in this section. 4. Fill out the “KOMTRAX Plus Initialization� form and send it to Komatsu as instructed on the form. Failure to submit the form to Komatsu will prevent machine data from being sent to the Komatsu computer center. NOTE: The new controller comes with a special ORBCOMM Terminal Activation form that includes space to list the failed controller serial number and new controller serial number. Komatsu must have this information to maintain accurate data. 5. It may take up to two weeks for Komatsu to activate the new ORBCOMM controller. During this time, a manual download of data must be taken one time each week using a laptop PC. This data must then be sent to WebCARE using the FTP feature in VHMS Technical Analysis Tool Box program. Keep downloading data and sending it to WebCARE one time each week until the new ORBCOMM controller has been activated. Komatsu will notify the person who performed the controller replacement by e-mail when the new controller has been activated and no more manual downloads will have to be performed.
FIGURE 11-8. ORBCOMM CONTROLLER 1. ORBCOMM Controller 2. Connector CN1A
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3. Connector CN1B 4. Antenna Connector
KOMTRAX Plus COMPONENTS
D11-35
NOTES:
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KOMTRAX Plus COMPONENTS
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SECTION D12 INTERFACE MODULE INDEX
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4 INTERFACE MODULE SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5 NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5 NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5 FLASHBURN PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 INTERFACE MODULE APPLICATION CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM . . . . . . . . . . . D12-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 Using The Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6 INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7 Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7 Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7 Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8 Checking Inputs And Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8 Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12 Check CAN RPC & J1939 Interfaces To The IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12 Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
D12006 12/12
INTERFACE MODULE
D12-1
NOTES:
D12-2
INTERFACE MODULE
12/12 D12006
INTERFACE MODULE The interface module (IM) (1, Figure 12-1) collects data from various sensors and sends this information to the KOMTRAX Plus controller through the main wiring harness. If a new interface module is purchased, the operating system (software) has to be installed into the new interface module. To install the operating system, a laptop PC must be connected to the IM diagnostic port (1, Figure 12-5). Two software programs are required to install the software: the operating system and the program to perform the installation of the software (flashburn).
6. Turn the key switch OFF and wait one minute. 7. Turn the key switch ON, but do not start the engine. Wait three minutes and watch for any error messages on the KOMTRAX Plus controller LED lights that might indicate a problem in the system. 8. If there are no error messages, turn the key switch OFF. If there are error messages, refer to the KOMTRAX Plus & Interface Module Troubleshooting and Error Codes elsewhere in this section.
Removal 1. Turn the key switch OFF. Wait three minutes to allow the KOMTRAX Plus controller to process and store data. 2. Disconnect the battery using the battery disconnect switch. 3. Disconnect the wiring harnesses from the interface module. 4. Remove the mounting hardware and remove the interface module.
Installation 1. Install the interface module. Attach all wire harnesses to the interface module. 2. Refer to the KOMTRAX Plus Software instructions to install the flashburn program on a laptop PC. 3. Connect the laptop PC to IM diagnostic port (1, Figure 12-5). 4. Turn the key switch ON, but do not start the engine. 5. Run the flashburn program to install the application code into the interface module. Make sure the correct application code is installed for the model and serial number range (if any) of truck that is being serviced. After the application code has been installed, proceed with to Step 6.
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FIGURE 12-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1
INTERFACE MODULE
3. Connector IM2 4. Connector IM3
D12-3
SENSORS
Pressure Sensors
Temperature Sensors
Four pressure sensors (Figure 12-3) have been added to the truck to monitor various hydraulic circuits. The four circuits are:
Temperature sensors (Figure 12-2) monitor the ambient air temperature and the hydraulic oil temperature. An ambient air temperature sensor is located on the left side of the air blower inlet duct for the traction alternator. The hydraulic oil temperature sensors are located at each wheel to measure the oil temperature as it leaves each brake assembly.
• both inlets to the hoist valve • steering supply circuit • front brake apply circuit
The hoist pressure sensors are both located right at the inlet of the hoist valve. The front brake apply pressure sensor is located in the brake circuit junction block in the hydraulic cabinet behind the cab. The steering pressure sensor is located on the bleeddown manifold in the port labeled “TP2”.
FIGURE 12-2. TEMPERATURE SENSOR
FIGURE 12-3. PRESSURE SENSOR 1. Pin 1, Input (Brown) 2. Pin 2, Signal (Red)
D12-4
INTERFACE MODULE
3. Sensor
12/12 D12006
INTERFACE MODULE SOFTWARE To work with the interface module system, several special tools and software programs are required. Refer to Tables 1 and 2 for detailed information on software and tools. Refer to the following pages for detailed information on how to perform certain procedures using specific software.
The data files, application code and flashburn software are only required if the interface module is being replaced. Replacement interface modules from Komatsu do not have any software installed in them. NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
NECESSARY SOFTWARE
Table 1: Interface Module Software Part Number
Name
Description
Source
1.1.0.0 Install.exe (or higher)
Use to watch inputs and outputs in the interInterface Module Realtime Data Moni- face module tor Software Version 1.1.0.0 Install.exe
Komatsu Distributor
EJ3055-2.exe
Flashburn Software
To install application code in interface module
Komatsu Distributor
A30001 - A30108 A30109 - A30209
830E-AC Application Code
Application code for interface module
Komatsu Distributor
A30210 - A30850
XB0253-0
Komatsu Distributor
IM830_T1_EDP_11 _21_12
A40851 & Up
Trucks with Tier 1 engines
Komatsu Distributor
IM830_T2_EDP_10 Trucks with Tier 2 engines _26_12
Komatsu Distributor
NOTE: There are four different versions of interface module software for the 830E-AC trucks. This software is specific for each serial number range of trucks, and they are not interchangeable. Ensure the correct interface module software is installed on each truck. NECESSARY TOOLS
Table 2: Interface Module Tools Part Number
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Name
Description
Source
Laptop PC
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Drive Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable
(RS232) Purchase locally Male DB9 connector at one end Female DB9 connector at other end
Purchased Locally
Adaptor
USB port to RS232 (serial) port adapter (If laptop PC does not have an RS232 port, this adaptor is required)
Purchased Locally
INTERFACE MODULE
D12-5
FLASHBURN PROGRAM Installation The Flashburn program is used to install the application code into the interface module controller. 1. Save the file EJ3055-2.exe to local drive on a laptop PC. 2. Double click on the “EJ3055-2.exe” file to extract the files to a directory (such as C:\temp). 3. Inside that directory, double click on “Setup.exe” to install the Flashburn program. 4. Follow the on screen prompts to install the program.
6. Be sure the power is off to the interface module. Then click [Next]. 7. Select the correct COM port. Then click [Next]. 8. Select the correct “.KMS” file. Then click [Next]. Flashburn will now install the application code into the interface module.
INTERFACE MODULE APPLICATION CODE Installation The application code is truck specific software that is installed into the interface module. Application code is installed using the Flashburn program. 1. Using a laptop PC, save the application code files to a folder on a local hard drive (such as C:\temp). NOTE: There are two different versions of interface module software for the 830E-AC trucks. This software is specific for each serial number range of trucks, and they are not interchangeable. Ensure the correct interface module software is installed on each truck. 2. Double click on the correct application code file so it will extract the file. Chose a folder on a local hard drive to save the file into (such as C:\temp). 3. Using a serial cable, connect the laptop PC to the IM-Diag connector located near the interface module. 4. Start the Flashburn program. 5. Select [Download Application to Product].
INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM The Interface Module Realtime Data Monitor Software is used to display the data going into and out of the interface module. The program is installed onto a laptop PC. Installation 1. Copy the file onto the laptop PC hard drive. 2. Double click on the file and follow the screen prompts to install the software.
Using The Program 1. Start the Interface Module Realtime Monitor program. 2. Click on the [Select Serial Port] menu item. Select the correct communication port. It will usually be Com1. 3. Click on the [Start/Stop] menu item and choose [Start]. 4. Click on the [Units] menu to select the desired units to display the information.
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INTERFACE MODULE
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INTERFACE MODULE CHECKOUT Interface Module The interface module (1, Figure 12-4) collects data from various sensors and sends this information to the KOMTRAX Plus controller through the main wiring harness. It also controls some truck functions.
If a new truck with KOMTRAX Plus is being assembled, or a new KOMTRAX Plus system has just been installed, refer to the KOMTRAX Plus System for instructions regarding the KOMTRAX Plus Initialization Procedure. The initialization procedure and form must be completed before the truck can be put into service.
Necessary Equipment: • System schematic • Laptop personal computer (PC) • Interface Module Real Time Data Monitor software • Serial cable (RS232) (male DB9 connector on one end, female connector on the other end)
FIGURE 12-4. INTERFACE MODULE 1. Interface Module 2. Connector IM1
3. Connector IM2 4. Connector IM3
• Jumper wire 77 mm (3 in.) or longer • Volt Meter • 300 to 332 ohm resistor • 3/8 in. nut driver
The interface module should already have the application code installed. If not, refer to the Interface Module Application Code for installation instructions.
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INTERFACE MODULE
D12-7
Preliminary 1. Turn the key switch to the OFF position to stop the engine. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the KOMTRAX Plus controller to start up. This should take about one minute. Verify the red LED display starts counting up. 4. Attach the KOMTRAX Plus serial cable to the machine's KOMTRAX Plus diagnostic port (2, Figure 12-5), and the other end to the laptop PC’s serial port.
7. Check for fault codes associated with the interface module. a. Perform a KOMTRAX Plus download with the VHMS Technical Analysis Toolbox program. Refer to KOMTRAX Plus Download for detailed instructions on performing a download. b. In the download data, view the fault history and confirm that there are no fault codes associated with the interface module. If any are found, these circuits should be analyzed to determine the cause of the fault and repaired. c. Confirm that there are no fault codes associated with the communications between PLM III, engine controller, interface module, drive system controller or the Orbcomm controller. If any are found, these circuits should be analyzed to determine the cause of the fault and repaired.
Checking Inputs And Outputs From The Interface Module 1. Attach the KOMTRAX Plus serial cable to the machine's IM diagnostic port (1, Figure 12-5), and the other end to the laptop PC’s serial port. FIGURE 12-5. DIAGNOSTIC PORTS 1. IM Diagnostic Port
2. KOMTRAX Plus Diagnostic Port
2. Start the Interface Module Real Time Data Monitor program by double-clicking on the shortcut. The program begins with a blank window. On the menu bar, there are five items: Select Serial Port, Start/Stop, Logging, Screenshot, and Units.
5. Double-click on the VHMS Technical Analysis Tool Box icon on the computer's desktop.
3. Click on [Select Serial Port] in the menu bar. Select the correct communication port. It will usually be Com1.
6. Enter the appropriate User Name and Password and click the [OK] button.
4. Click on [Start/Stop] in the menu bar and select Start. 5. The program should display data as shown in Figures 12-6 and 12-7. NOTE: If any fault codes associated with the interface module are found, these circuits should be analyzed to determine the cause of the fault, and they should be repaired.
D12-8
INTERFACE MODULE
12/12 D12006
Check Digital Inputs To The Interface Module 1. Hydraulic Tank Level (IM2-K) - short wire 34LL to ground at TB35-N momentarily and confirm state change (one to zero). 2. No Propel / Retard - (IM2-N) short wire 75-6P to ground at TB26-C momentarily and confirm state change (one to zero). 3. Reduced Retard - (IM2-R) short wire 76LR to ground at TB28-D momentarily and confirm state change (one to zero).
4. Propel System Temp Caution - (IM3-A) short wire 34TW to ground at TB26-B momentarily and confirm state change (one to zero). 5. Lamp Test (IM2-R) - actuate lamp test switch and confirm state change (zero to one). 6. Low Steering Precharge (IM2-W) - short wire 33KL to ground at TB44-P momentarily and confirm state change (one to zero).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR
D12006 12/12
INTERFACE MODULE
D12-9
7. Pump Filter Switches (IM2-Y) - short wire 39L to ground at TB44-N momentarily and confirm state change (one to zero).
10. Reduced Propel System (IM3-B) - short wire 72LP to ground at TB25-W momentarily and confirm state change (one to zero).
8. No Propel (IM2-p) - short wire 75NP to ground at TB25-P momentarily and confirm state change (one to zero).
11. Park Brake Set (IM2-M) - disconnect park brake pressure switch in brake cabinet at CN240 momentarily and confirm state change toggles continually (zero to one).
9. Propel System Caution (IM2-t) - short wire 79W to ground at TB26-D momentarily and confirm state change (one to zero).
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR
D12-10
INTERFACE MODULE
12/12 D12006
12. Park Brake Request (IM3-V) - Short the engine oil pressure switch wire circuit 36 on TB26-L to ground. Move shift lever from neutral to park position and confirm state change (one to zero). Remove the ground from TB26-L.
20. Steering Bleed Pressure Sw (IM2-Z) - Disconnect the steering bleed down pressure switch and confirm state change (zero to one). Reconnect the switch.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1 to ground at TB24-T momentarily and confirm state change (one to zero).
21. Brake Lock Switch Power Supply (IM3-L) - Use GE DID to simulate a vehicle speed of 2 kph. Confirm state change (zero to one). Leave vehicle speed at 2 kph until completion of step 24.
14. GE Batt + (IM3-M) -- confirm this is a one. 15. Starter Motor 1 Energized (IM3-R) - Disconnect wire 11SM1 from cranking motor to TB29-K at TB29-K. Momentarily short TB29-K to 24V and confirm state change (zero to one). Reconnect disconnected wire. 16. Starter Motor 2 Energized (IM3-S) - Disconnect wire 11SM2 from cranking motor to TB29-G at TB29-G. Momentarily short TB29-G to 24V and confirm state change (zero to one). Reconnect disconnected wire. 17. Crank Sense (IM3-U) -Open the start battery disconnect switch so that there is no battery voltage to the starters. Momentarily short TB32M to 24V and confirm state change (zero to one). After removing 24V short from TB32-M, close the start battery disconnect switch. 18. Selector Switch (Park) (IM3-T) - Place shifter into park position and confirm 1 state then shift into neutral and confirm 0 state. Return shifter to park position.
22. Brake Lock (IM2-i) -Actuate brake lock switch and confirm state change (zero to one). Turn off brake lock switch. (The Brake Lock Switch Power Supply test, item 23, must be completed before this test can be successfully completed.) Reset vehicle speed to zero. 23. Service Brake Set sw (IM3-C) - Short wire 44R at TB26-X to 24 volts momentarily and confirm state change (zero to one). 24. Engine Shutdown (IM3-F) - Disconnect wire 21ISL from the Cummins ECM at TB36-W leaving wire 21ISL to IM connected at TB36-W. Momentarily short TB36-W to 24V and confirm state change (zero to one). Reconnect disconnected wire. 25. Secondary Engine Shutdown Switch (IM3-E) Actuate the Secondary Engine Shutdown switch and confirm state change (zero to one).
19. Selector Switch (FNR) (IM2-N) - Place shifter into park position and confirm 0 state then shift into neutral and confirm 1 state. Return shifter to park position.
D12006 12/12
INTERFACE MODULE
D12-11
Check Analog Inputs To The Interface Module NOTE: Instead of using a resister in place of a sensor for verifying pressure readings, a calibrated pressure gauge can be installed in the hydraulic circuit to compare system pressures with the pressures displayed in the Interface Module Real Time Data Monitor program.
Check CAN RPC & J1939 Interfaces To The IM
1. CAN/J1939 - (IM1-q,r,s): confirm fault A184, J1939 Not Connected, is not active. 2. CAN/RPC (IM1-I,j,k) - confirm fault A257, Payload CAN/RPC Not Connected, is not active.
Verify that the used analog inputs are in the range of the values listed below. 1. Truck Speed [kph] (IM1-gh): Use GE DID to simulate vehicle speed and confirm reported speed matches vehicle speed set using GE DID +/- 2 kph. 2. Steering Pressure [kPa] (IM3-d): Disconnect steering pressure sensor and confirm fault A204, Steering Pressure Sensor Low, is active. Reconnect sensor. 3. Ambient Air Temp [C] (IM3-e): confirm reported temperature matches ambient temperature within 3 C. 4. Fuel Level [%] (IM3-g): confirm reported % level matches actual fuel level in tank +/- 5%. 5. Battery Voltage A [V] (IM3-h): confirm reported voltage is +/- 1 volt of actual measured 12 volt battery voltage. 6. Brake Pressure [kPa] (IM3-p): Disconnect service brake pressure sensor located in brake cabinet (reference circuit 33SP) and confirm fault A205, Brake Pressure Sensor Low, is active. Reconnect sensor. 7. Hydraulic Tank Temp [C] (IM3-m): Disconnect tank temp sensor and confirm fault A103, Hydraulic Oil Temp - Tank Sensor Low, is active. Reconnect sensor. 8. Hoist Pressure 2 [kPa] (IM3-q): Short wire 33HP2 to ground at TB41-J momentarily and confirm fault A203, Hoist Pressure 2 Sensor Low, is active. 9. Hoist Pressure 1 [kPa] (IM3-s): Short wire 33HP1 to ground at TB41-A momentarily and confirm fault A202, Hoist Pressure 1 Sensor Low, is active.
Check Outputs From The Interface Module Note: Before performing these next steps, the key switch must be turned off for at least 7 minutes to allow the IM to completely shutdown. Confirm that the IM has shutdown by verifying that the green LED on the IM controller has stopped flashing. While performing the following IM output checks, ensure that no output short circuit fault codes are reported by the IM Realtime Data Monitor software. 1. Short the engine oil pressure switch wire circuit 36 to ground on TB26-L. Key on and shift into neutral. Confirm that park brake solenoid is energized by verifying that coil is magnetized. Use the GE DID panel to set the truck speed to a speed above 1 kph. Shift into park. Confirm that the park brake solenoid remains energized. Reduce the truck speed to 0 kph. Confirm that the park brake solenoid de-energizes. Remove the ground from TB26-L. 2. Connect circuit 528 at TB35-L to 24 volts and confirm that the Battery Charger Failure lamp energizes. 3. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the IM Warning lamp energizes. 4. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Engine Start Fail lamp energizes. 5. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Low Fuel lamp energizes.
10. Battery Voltage 24V [V] (IMint): confirm reported voltage is +/- 1 volt of actual measured battery voltage.
D12-12
INTERFACE MODULE
12/12 D12006
6. Disconnect park brake pressure switch. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Park Brake lamp energizes. Reconnect pressure switch. 7. With circuit 52B at TB35-L still shorted to 24 volts, confirm that the Hydraulic Filter lamp energizes. 8. With circuit 528 at TB35-L still shorted to 24 volts, confirm that the Brake Oil Temp lamp energizes. Remove 24 volts from TB35-L. 9. Check the Brake Oil Temperature gauge by placing a 316 ohm resistor (a range of 300 to 332 ohms should work) between circuit 5VIM on TB42-L and 34BT3 on TB24-G. Verify that the gauge needle pointer moves clockwise. Remove the resistor between circuits 5VIM and 34BT3.
11. Crank Enable Output. Disconnect circuit 21A from pre-lube timer prior to performing this step. Place shifter in park and confirm that circuit 21A on TB25-D is 24 volts while cranking. Place shifter in neutral and confirm that circuit 21A on TB25-D is 0 volts while cranking. Reconnect circuit 21A to pre-lube timer. 12. Steering Bleeddown Solenoid. Confirm steering bleeddown solenoid is de-energized. Turn key switch off and confirm that steering bleeddown solenoid is energized by verifying that coil is magnetized.
10. Smart Timer Latch (IM1-H). Ensure that the park brake is applied. Disconnect wire 21ISL from the Cummins ECM at TB36-W leaving wire 21ISL at TB36-W connected to the IM. Momentarily short TB36-W to 24V. Momentarily short the engine oil pressure switch wire circuit 36 to ground on TB26-L. Turn the key switch OFF. Verify that the Engine Shutdown indicator illuminates. Remove 24V short and reconnect disconnected wire 21ISL to TB36-W. Remove short to ground from engine oil pressure switch circuit 36 at TB26-L. Turn the key switch ON.
D12006 12/12
INTERFACE MODULE
D12-13
NOTES:
D12-14
INTERFACE MODULE
12/12 D12006
SECTION D13 KOMTRAX Plus & INTERFACE MODULE TROUBLESHOOTING AND ERROR CODES INDEX
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES AND TROUBLESHOOTING . . . . . D13-3 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3 Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4 FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5 Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5 KOMTRAX Plus LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-6 Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-7 Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-11 FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17 Unable to connect to KOMTRAX Plus from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-17 D13-18 D13-19 D13-20 D13-21
D13-1
NOTES
D13-2
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES AND TROUBLESHOOTING TROUBLESHOOTING
Structure and Purpose
GENERAL The center of the KOMTRAX Plus system is the controller which gathers data about the operation of the truck from sensors and other controllers installed on the truck. Refer to Figure 13-1 for an overview of the KOMTRAX Plus system components. For instructions on how to use KOMTRAX Plus software programs, refer to KOMTRAX PLUS System elsewhere in this section.
The checkout procedure is in two parts. The first part verifies that the interface module is in good working condition. Refer to the Interface Module Section for specific checkout instructions. The second part verifies the KOMTRAX Plus controller operation and also reviews the settings for accuracy. Refer to the KOMTRAX Plus System Section for specific check out instructions.
The following areas are covered in this section. • Troubleshooting • Fault Code Tables • Fault Tree Analysis
FIGURE 13-1. KOMTRAX Plus SYSTEM
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-3
TROUBLESHOOTING The KOMTRAX Plus system basically consists of five communications networks connected to the KOMTRAX Plus and ORBCOMM modem controllers. Figure 13-1 shows the KOMTRAX Plus system block diagram.
Communications Networks Each RS232 network uses three wires: transmit, receive, and ground. Both transmit and receive are voltage signals, referenced individually to the ground wire. The shield for the cable is grounded at one end only. Each CAN network uses two wires: CAN_High & CAN_Low. The communications signal is a voltage differential measured between CAN_High and CAN_Low. The cable shields are connected at each module through a high pass filter and grounded at one point only on the truck. Both ends of each network have termination resistors.
Effective troubleshooting of RF communications systems can be complex and cannot always be reduced to a simple check of electrical resistance. However, a few basic troubleshooting procedures may be helpful in identifying common problems. The following steps can help identify a failed coaxial cable. Repair or replace the cable if any of the following is true: 1. The center conductor is broken. There are more than two ohms of resistance when measuring from one end of the coaxial cable to the other. 2. The outer shield is broken. 3. There is an electrical connection between the center conductor and the outer shield. There are less than two megohms of resistance when measuring from the center conductor to the outer shield.
Coaxial Cable The coaxial cable carries the Radio Frequency (RF) communications signal between the ORBCOMM modem and the antenna. The coaxial cable consists of an inner conductor and an outer shield (connected to the connector shell) that are separated by a nonconductive dielectric material. In an RF application such as KOMTRAX Plus, the communications signal sent over coaxial cable is very susceptible to changes in the cable. Physical damage, as well as contaminants such as water, may affect the ability of the cable to properly transmit the RF signal. Bending the coaxial cable into a small loop may also damage the inner conductor.
D13-4
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
FAULT CODES Fault History The fault history recorded in the KOMTRAX Plus controller can help identify a failure within KOMTRAX and in the communications network to the engine, interface module and PLMIII. The KOMTRAX Plus system provides the following fault codes.
Table 1: Fault History Fault Code
D13007 9/10
Description
DBB0KK
Source Voltage Error
DBB3KK
Abnormality in VBAT Voltage (VHMS VBAT <10V)
DBBRKR
Can-net System (J1939)
DBB0KQ
KOMTRAX PLUS Connector Mismatch
DAW0KR
IM Stopped Real Time Data
7P70Kr
Too Much Payload Data For Requested Period
7P70KR
PLMIII Stopped Real Time Data
9843KM
Truck Frame Number Changed
MFA0
Manual Trigger
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-5
KOMTRAX Plus LED Display Fault Codes The KOMTRAX Plus controller also indicates some faults on the two red LED digits on the top of the controller. Fault codes are flashed as a two part sequence, as shown in the table below.
When no communication errors are occurring, the KOMTRAX Plus LED digits count from 00 - 99 continuously at a rate of ten numbers per second.
Table 2: KOMTRAX Plus LED Display Error Codes Fault Code
D13-6
Fault Condition
KOMTRAX Plus LED Display
M101
Truck Frame Number Changed
Alternates ‘n1’ and ‘01’
M801
Can-net System (J1939)
Alternates ‘n8’ and ‘01’
M804
Can-net System (RPC)
Alternates ‘n8’ and ‘04’
M806
IM Stopped Real Time Data
Alternates ‘n8’ and ‘06’
M807
Too Much Payload Data For Requested Period
Alternates ‘n8’ and ‘07’
M808
PLMIII Stopped Real Time Data
Alternates ‘n8’ and ‘08’
M809
Can-net System (QUANTUM)
Alternates ‘n8’ and ‘09’
M80A
Can-net System (CENSE)
Alternates ‘n8’ and ‘0A’
M901
Source Voltage Error
Alternates ‘n9’ and ‘01’
M902
VHMS 24V Source System Error
Alternates ‘n9’ and ‘02’
M903
VHMS 12V Source System Error
Alternates ‘n9’ and ‘03’
M904
VHMS 5V Source System Error
Alternates ‘n9’ and ‘04’
M905
Abnormality in VBAT Voltage (VHMS VBAT <10V)
Alternates ‘n9’ and ‘05’
M990
Ethernet Power Short
Alternates ‘n9’ and ‘90’
MC10
MEMORY CLEAR: Failure History
Alternates ‘nc’ and ‘10’
MC31
MEMORY CLEAR: (Load Map)
Alternates ‘nc’ and ‘31’
MC40
MEMORY CLEAR: (Trend Analysis)
Alternates ‘nc’ and ‘40’
MC60
MEMORY CLEAR: (Snap Shot)
Alternates ‘nc’ and ‘60’
MC91
MEMORY CLEAR: (Maintenance History)
Alternates ‘nc’ and ‘90’
ME01
Change Service Meter
Alternates ‘ne’ and ‘01’
ME02
Change Calendar
Alternates ‘ne’ and ‘02’
ME03
ORBCOMM Settings
Alternates ‘ne’ and ‘03’
ME04
Other Settings
Alternates ‘ne’ and ‘04’
ME05
MEMORY CLEAR: All
Alternates ‘ne’ and ‘05’
ME06
Initialized
Alternates ‘ne’ and ‘06’
MF11
KOMTRAX PLUS Connector Mismatch
Alternates ‘nf’ and ‘11’
MFA0
Manual Trigger
Alternates ‘nf’ and ‘A0’
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Chassis Fault Codes Fault codes generated from the truck chassis, PLM III or GE are shown in Table 3. Table 3: Chassis Fault Codes KOMTRAX Plus Fault Code
KOMTRAX Plus Fault Description
Source
#A1
LF Pressure Sensor Signal High
PLMIII
#A2
LF Pressure Sensor Signal Low
PLMIII
#A3
RF Pressure Sensor Signal High
PLMIII
#A4
RF Pressure Sensor Signal Low
PLMIII
#A5
LR Pressure Sensor Signal High
PLMIII
#A6
LR Pressure Sensor Signal Low
PLMIII
#A7
RR Pressure Sensor Signal High
PLMIII
#A8
RR Pressure Sensor Signal Low
PLMIII
#A9
Inclinometer Sensor Signal High
PLMIII
#A10
Inclinometer Sensor Signal Low
PLMIII
#A13
Body Up Switch Failure
PLMIII
#A14
Internal Checksum Failure
PLMIII
#A16
Internal Memory Write Failure
PLMIII
#A17
Internal Memory Read Failure
PLMIII
#A18
RR Flat Cylinder Warning
PLMIII
#A19
LR Flat Cylinder Warning
PLMIII
#A20
Date/Time Change
PLMIII
#A21
Manual Tare Reset
PLMIII
#A22
Alarm Carry Back
PLMIII
#A26
User Switch Select Failure
PLMIII
#A27
User Switch Clear Failure
PLMIII
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
Sent via Snapshot ORBCOMM Trigger
D13-7
Table 3: Chassis Fault Codes (continued) KOMTRAX Plus Fault Code
D13-8
KOMTRAX Plus Fault Description
Source
Sent via ORBCOMM
#A101
Hydraulic Oil Filter Differential Pressure High
IM
#A103
Hydraulic Tank Temp - Sensor Low
IM
#A104
Hydraulic Tank Temp - Sensor High
IM
#A105
Fuel Level Sensor Low
IM
#A107
Propel System Caution
IM/GE
X
#A108
Propel System Temp Caution
IM/GE
X
#A109
Propel System Reduced Level
IM/GE
X
#A115
Low Steering Precharge
IM
X
#A123
Reduced Retard Level
IM/GE
#A124
No Propel / Retard
IM/GE
X
#A125
No Propel
IM/GE
X
#A126
Hydraulic Tank Level Low
IM
X
#A127
IM Sensor +5V Low
IM
X
#A128
IM Sensor +5V High
IM
X
#A139
Low Fuel
IM
#A152
Starter Failure
IM
#A153
Low Battery Voltage - Engine Running
IM
#A154
High Battery Charge Voltage
IM
#A155
Low Battery Charge Voltage
IM
#A158
Fuel Level Sensor High
IM
#A159
Battery Voltage, 12V System Low
IM
#A164
Battery Voltage, 12V System High
IM
#A182
System Battery, 12V High
IM
#A183
System Battery, 12V Low
IM
#A184
J1939 Not Connected
IM
#A190
Auto Lube Pressure Warning
IM
X
#A193
High Hydraulic Tank Oil Temp
IM
X
#A198
Hoist Pressure 1 Sensor High
IM
#A199
Hoist Pressure 2 Sensor High
IM
#A200
Steering Pressure Sensor High
IM
#A201
Brake Pressure Sensor High
IM
#A202
Hoist Pressure 1 Sensor Low
IM
#A203
Hoist Pressure 2 Sensor Low
IM
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
Snapshot Trigger
X
9/10 D13007
Table 3: Chassis Fault Codes (continued) KOMTRA X Plus Fault Code
KOMTRAX PLUS Fault Description
Source
Sent via ORBCOMM
#A204
Steering Pressure Sensor Low
IM
#A205
Steering Pressure Sensor Low
IM
#A206
Ambient Temperature Sensor High
IM
#A207
Ambient Temperature Sensor Low
IM
#A212
Bad Truck Speed Signal
IM/GE
X
#A213
Park Brake Not Set When Expected
IM/GE
X
#A214
Park Brake Not Released When Expected
IM/GE
X
#A216
Brake Auto Apply Circuit Fail
IM/GE
X
#A223
Excessive Cranking
IM
#A230
Park Brake Request While Moving
IM
#A236
Steering Bleed Fault
IM
#A240
IM Key Switch Power Lost
IM
#A249
Red Warning Lamp Short
IM
#A250
Low Battery Voltage - Engine Off
IM
#A252
Start Enable Circuit Fault
IM
#A253
Steering Bleed Circuit Not Open While Running
IM
#A256
Red Warning Lamp Open
IM
#A257
Payload CAN/RPC Not Connected
IM
#A258
Steering Accumulator Bleed Pressure Switch Fault
IM
#A260
Park Brake Failure - On While Moving
IM
#A262
Steering Bleed Circuit Open During Shutdown
IM
#A264
Park Brake Relay Circuit Defective
IM
#A265
Service Brake Failure
IM
#A270
Brake Lock Switch Power Supply Not On When Required
IM
#A272
Brake Lock Switch Power Supply Not Off When Required
IM
#A273
Pump Filter Circuit Fault
IM
#A274
Brake Malfunction
IM
#A275
Starter Stuck ON
IM
#A276
Drive System Data Link Not Connected
IM
#A282
Excessive Cranking Count Limit
IM
#A283
Engine Shutdown Delay Aborted by Lack of Park Brake
IM
#A284
Engine Shutdown Delay Aborted by Secondary Shutdown Switch
IM
#A285
Park Brake Not Set When Keyswitch Turned Off
IM
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
Snapshot Trigger
D13-9
Table 3: Chassis Fault Codes (continued) KOMTRAX Plus Fault Code
KOMTRAX Plus Fault Description
Source
#A286
Shutdown Delay Relay Circuit Fault
IM
#A292
Shutdown Delay Relay Fault
IM
#A303
Shifter Defective
IM
#A306
Red Lamp Circuit Fault
IM
#A309
No Brakes Applied When Expected
IM
#A310
Low Fuel Warning Driver
IM
#A311
Brake Lock Switch On When It Should Not Be
IM
#A312
DCDC Converter Voltage, 12V Sensing Low
IM
#A313
DCDC Converter Voltage, 12V Sensing High
IM
#A315
DCDC Converter 12V Low
IM
#A316
Starter Engagement Fault
IM
#A318
Unexpected Power Loss
IM
#A328
Drive System Not Powered Up
IM
#A350
Output Overload 1B
IM
#A351
Output Overload 1E
IM
#A352
Output Overload 1H
#A353
Output Overload 1J
IM
#A354
Output Overload 1K
IM
#A356
Output Overload 1M
IM
#A357
Output Overload 1N
#A358
Output Overload 1P
#A360
Output Overload 1S
#A361
Output Overload 1T
#A362
Output Overload 1U
IM
#A363
Output Overload 1X
IM
#A364
Output Overload 1Y
IM
#A365
Output Overload 1Z
IM
D13-10
Sent via ORBCOMM
Snapshot Trigger
IM
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Engine Fault Codes Table 4: Engine Fault Codes KOMTRAX KOMTRAX Plus Fault Description Plus Fault Code
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
C112
Timing Fueling Flow Mismatch
Engine
All
C113
Timing Actuator Circuit Shorted
Engine
All
C115
Speed Signal Lost
Engine
C116
Timing Rail Pressure Ckt Failed High Engine
All
C117
Timing Rail Pressure Ckt Failed Low
Engine
All
C118
Fuel Pump Pressure Ckt Failed High
Engine
All
X
X
All
C119
Fuel Pump Pressure Ckt Failed Low
Engine
All
C121
One Engine Speed Signal Lost
Engine
All
C122
LB Boost Ckt Failed High
Engine
All
C123
LB Boost Ckt Failed Low
Engine
All
C124
High Boost LB
Engine
All
C125
Low Boost LB
Engine
All
C126
High Boost RB
Engine
All
C127
Low Boost RB
Engine
All
C128
RB Boost Ckt Failed High
Engine
All
C129
RB Boost Ckt Failed Low
Engine
All
C131
Throttle Ckt Failed High
Engine
All
C132
Throttle Ckt Failed Low
Engine
All
C133
PTO Circuit Shorted High
Engine
All
C134
PTO Circuit Shorted Low
Engine
All
C135
Oil Pressure Circuit Failed High
Engine
C136
Pre Filter Oil Press Ckt Failed High
Engine
C137
Pre Filter Oil Press Ckt Failed Low
Engine
All
C141
Oil Press Ckt Failed Low
Engine
All
C143
Low Oil Pressure
Engine
C144
Coolant Temp Ckt Failed High
Engine
All
C145
Coolant Temp Ckt Failed Low
Engine
All
C147
Freq Throttle OOR High
Engine
All
C151
High Coolant Temperature
Engine
C153
LBF IMT Ckt Failed High
Engine
C154
LBF IMT Ckt Failed Low
Engine
C155
High IMT LBF
Engine
C156
LBR IMT Ckt Failed High
Engine
All
C157
LBR IMT Ckt Failed Low
Engine
All
C158
High IMT LBR
Engine
C159
RBF IMT Ckt Failed High
Engine
All
C161
RBF IMT Ckt Failed Low
Engine
All
D13007 9/10
X
X
All All
X
X
X
X
All
All All All
X
X
X
X
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
All
All
D13-11
Table 4: Engine Fault Codes (continued) KOMTRAX KOMTRAX Plus Fault Description Plus Fault Code
Source
Sent via ORBCOMM
Snapshot Trigger
X
X
Model Notes
C162
High IMT RBF
Engine
C163
RBR IMT Ckt Failed High
Engine
All
C164
RBR IMT Ckt Failed Low
Engine
All
C165
High IMT RBR
Engine
X
X
All
All
C212
Oil Temp Ckt Failed High
Engine
All
C213
Oil Temp Ckt Failed Low
Engine
All
C214
High Oil Temperature
Engine
X
X
All
C219
Remote Oil Level Low
Engine
X
X
All
C221
Ambient Air Press Failed High
Engine
All
C222
Ambient Air Press Failed Low
Engine
All
C223
CORS Burn Valve Open Circuit
Engine
All
C225
CORS Makeup Valve Open Circuit
Engine
All
C231
Coolant Press Ckt Failed High
Engine
All
C232
Coolant Press Ckt Failed Low
Engine
All
C233
Low Coolant Pressure
Engine
X
X
All
C234
Engine Overspeed
Engine
X
X
All
C235
Low Coolant Level
Engine
X
X
C237
Multi Unit Sync Error
Engine
All
C252
Oil Level Signal Invalid
Engine
All
C253
Oil Level Low
Engine
All
C254
FSOV Open Circuit
Engine
All
C259
FSOV Mech Stuck Open
Engine
All
C261
High Fuel Temperature
Engine
C263
Fuel Temp Ckt Failed High
Engine
C265
Fuel Temp Ckt Failed Low
Engine
C292
OEM Temp out of Range
Engine
X
C293
OEM Temp Failed High
Engine
X
All
C294
OEM Temp Failed Low
Engine
X
All
C296
OEM Pressure Out of Range
Engine
X
C297
OEM Pressure Failed High
Engine
X
All
C298
OEM Pressure Failed Low
Engine
X
All
C299
Hot Shutdown
Engine
X
X
All
All All All
X
X
All
All
All
C316
Fuel Pump Open Circuit
Engine
All
C318
Fuel Pump Mech Stuck
Engine
All
C343
ECM Hardware Issue
Engine
All
C346
ECM Software / Hardware Failure
Engine
All
C349
Output Shaft Speed Above Normal
Engine
All
D13-12
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Table 4: Engine Fault Codes (continued) KOMTRAX KOMTRAX Plus Fault Description Plus Fault Code
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
C384
Ether Solenoid Ckt Failed
Engine
All
C422
Coolant Level Signal Invalid
Engine
All
C423
Timing Press Incorrect
Engine
All
C426
J1939 Broadcast Data Missing
Engine
All
C427
J1939 Datalink Can Not Transmit
Engine
All
C431
Idle Validation Invalid
Engine
All
C432
Idle Validation Invalid
Engine
All
C441
Low Battery Voltage
Engine
All
C442
High Battery Voltage
Engine
All
C451
Rail Press Ckt Failed High
Engine
All
C452
Rail Press Ckt Failed Low
Engine
All
C455
Rail Actuator Open Ckt
Engine
All
C467
Desired Timing Not Achieved
Engine
All
C468
Desired Rail Press Not Achieved
Engine
All
C473
Remote Oil Level Signal Invalid
Engine
C487
Ether Bottle Empty
Engine
C489
AXG Speed Low Error
Engine
All
C514
Rail Actuator Mech Stuck
Engine
All
C524
Alt Droop SW Val Fault
Engine
All
C527
Dual Output A Shorted High or Open
Engine
All
C528
Alt Torque SW Val Fault
Engine
All
C529
Dual Output B Shorted High or Open
Engine
All
C553
Rail Press OOR High
Engine
All
C554
Rail Press Incorrect
Engine
All
C555
High Blow-by Pressure
Engine
C611
Engine Hot Shutdown
Engine
All
C612
High Oil Filter Rest
Engine
All
C616
High Turbo Comp Inlet Temp LBR
Engine
All
C621
Low Power #1 LB
Engine
All
C622
Low Power #2 LB
Engine
All
C623
Low Power #3 LB
Engine
All
C624
Low Power #4 LB
Engine
All
C625
Low Power #5 LB
Engine
All
C626
Low Power #6 LB
Engine
All
C627
Low Power #7 LB
Engine
All
C628
Low Power #8 LB
Engine
All
C631
Low Power #1 RB
Engine
All
C632
Low Power #2 RB
Engine
All
D13007 9/10
X
X
All All
X
X
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
All
D13-13
Table 4: Engine Fault Codes (continued) KOMTRAX Plus Fault Code
KOMTRAX PLUS Fault Description
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
C633
Low Power #3 RB
Engine
All
C634
Low Power #4 RB
Engine
All
C635
Low Power #5 RB
Engine
All
C636
Low Power #6 RB
Engine
All
C637
Low Power #7 RB
Engine
All
C638
Low Power #8 RB
Engine
All
C639
Intake Air Leak LBR
Engine
C641
High Exh Temp #1 LB
C642 C643
X
All
Engine
X
All
High Exh Temp #2 LB
Engine
X
All
High Exh Temp #3 LB
Engine
X
All
C644
High Exh Temp #4 LB
Engine
X
All
C645
High Exh Temp #5 LB
Engine
X
All
C646
High Exh Temp #6 LB
Engine
X
All
C647
High Exh Temp #7 LB
Engine
X
All
C648
High Exh Temp #8 LB
Engine
X
All
C649
Change Lubricating Oil and Filter
Engine
C651
High Exh Temp #1 RB
Engine
X
All
C652
High Exh Temp #2 RB
Engine
X
All
C653
High Exh Temp #3 RB
Engine
X
All
C654
High Exh Temp #4 RB
Engine
X
All
C655
High Exh Temp #5 RB
Engine
X
All
C656
High Exh Temp #6 RB
Engine
X
All
C657
High Exh Temp #7 RB
Engine
X
All
C658
High Exh Temp #8 RB
Engine
X
All
C661
High Power #1 LB
Engine
All
C662
High Power #2 LB
Engine
All
C663
High Power #3 LB
Engine
All
C664
High Power #4 LB
Engine
All
C665
High Power #5 LB
Engine
All
C666
High Power #6 LB
Engine
All
C667
High Power #7 LB
Engine
All
C668
High Power #8 LB
Engine
All
C671
Exh Temp Ckt Failed Low #1 LB
Engine
All
C672
Exh Temp Ckt Failed Low #2 LB
Engine
All
C673
Exh Temp Ckt Failed Low #3 LB
Engine
All
C674
Exh Temp Ckt Failed Low #4 LB
Engine
All
C675
Exh Temp Ckt Failed Low #5 LB
Engine
All
D13-14
X
All
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Table 4: Engine Fault Codes (continued) KOMTRAX KOMTRAX PLUS Fault Description PLUS Fault Code
Source
Sent via ORBCOMM
Snapshot Trigger
Model Notes
C676
Exh Temp Ckt Failed Low #6 LB
Engine
All
C677
Exh Temp Ckt Failed Low #7 LB
Engine
All
C678
Exh Temp Ckt Failed Low #8 LB
Engine
All
C694
LBR Turbo Comp Inlet Temp Sensor Ckt Failed High
Engine
All
C695
LBR Turbo Comp Inlet Temp Sensor Ckt Failed Low
Engine
All
C711
High Power #1 RB
Engine
All
C712
High Power #2 RB
Engine
All
C713
High Power #3 RB
Engine
All
C714
High Power #4 RB
Engine
All
C715
High Power #5 RB
Engine
All
C716
High Power #6 RB
Engine
All
C717
High Power #7 RB
Engine
All
C718
High Power #8 RB
Engine
All
C719
Blowby Press Ckt Failed High
Engine
All
C721
Exh Temp Ckt Failed Low #1 RB
Engine
All
C722
Exh Temp Ckt Failed Low #2 RB
Engine
All
C723
Exh Temp Ckt Failed Low #3 RB
Engine
All
C724
Exh Temp Ckt Failed Low #4 RB
Engine
All
C725
Exh Temp Ckt Failed Low #5 RB
Engine
All
C726
Exh Temp Ckt Failed Low #6 RB
Engine
All
C727
Exh Temp Ckt Failed Low #7 RB
Engine
All
C728
Exh Temp Ckt Failed Low #8 RB
Engine
All
C729
Blowby Press Ckt Failed Low
Engine
All
C753
Cam Sync Error
Engine
All
C777
Ambient Derate Error
Engine
All
C2144
High Exh Temp #9 LB
Engine
All
C2145
High Exh Temp #9 RB
Engine
All
C2146
Exh Temp Ckt Failed Low #9 LB
Engine
All
C2147
Exh Temp Ckt Failed Low #9 RB
Engine
All
C2148
High Power #9 LB
Engine
All
C2149
High Power #9 RB
Engine
All
C2151
Low Power #9 LB
Engine
All
C2152
Low Power #9 RB
Engine
All
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-15
Table 4: Engine Fault Codes (continued) KOMTRAX PLUS Fault Code
KOMTRAX PLUS Fault Description
Source
C2154
Post Oil Filter Press Ckt Failed High
Engine
All
C2155
Post Oil Filter Press Ckt Failed Low
Engine
All
C2157
Rapid Rise in LBR IMT
Engine
All
C2158
Rapid Rise in RBF IMT
Engine
All
C2159
Rapid Rise in RBR IMT
Engine
All
C2241
High IMT LBM
Engine
All
C2242
LBM IMT Ckt Failed High
Engine
All
C2243
LBM IMT Ckt Failed Low
Engine
All
C2244
Rapid Rise in LBM IMT
Engine
All
C2245
High IMT RBM
Engine
All
C2246
RBM IMT Ckt Failed High
Engine
All
C2247
RBM IMT Ckt Failed Low
Engine
All
C2248
Rapid Rise in RBM IMT
Engine
All
D13-16
Sent via ORBCOMM
Snapshot Trigger
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
Model Notes
9/10 D13007
FAULT TREE ANALYSIS Unable to connect to KOMTRAX Plus from laptop PC
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-17
Flashing Error Code N4-23 (PLM III Communications Fault)
D13-18
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Flashing Error Code N4-22 (Engine Communications Fault)
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-19
No Data Received By WebCARE
D13-20
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
Coaxial Cable Troubleshooting
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-21
NOTES:
D13-22
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
9/10 D13007
SECTION D14 KOMTRAX PLUS FORMS INDEX
KOMTRAX PLUS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3 KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3 KOMTRAX PLUS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4 KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-5 KOMTRAX PLUS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-7
D14003 8/10
KOMTRAX Plus - Forms
D14-1
NOTES
D14-2
KOMTRAX Plus - Forms
8/10 D14003
KOMTRAX PLUS FORMS The preferred method to submit this form is in electronic format. This check list and initialization form are available in PDF format, where the information can be typed into the form. The form should then be saved using the model, serial number and “KOMTRAX Plus Initilization” to create the file name.
KOMTRAX PLUS INITIALIZATION CHECK LIST This form is used as a check list during the initialization process. Fill in all information. All questions should be answered with a YES. If not, determine the cause and repair as required.
Example: 930E-3SE-A30300-KOMTRAX_Plus Initilization.pdf.
Each machine model will have a different KOMTRAX Plus Initialization Check List. Use the correct form for the model of machine being setup.
The following instructions will help ensure an accurate and complete form.
1. With the key switch OFF, record all of the data for item 1.
When a new machine equipped with KOMTRAX Plus has been assembled, there are several procedures to perform in order to initialize the KOMTRAX Plus system. Following the procedures in the order listed will ensure a smooth initialization process which should not take longer than one hour to complete. Check off each item on the list below as it is done. It is important to complete the entire procedure at one time. Submitting the download data with a date and service meter reading (SMR) that do not match the rest of the forms will not allow the system to be initialized.
2. Using a serial cable, connect a laptop PC to the KOMTRAX Plus controller. 3. Turn the key switch ON, check operation of the LED lights. 4. Start the VHMS Setting Tool program. a. At the Select Operation screen, select the “VHMS Setting” option, then click [Next]. b. Select the “Set up & All clear” option, then click [Next]. 5. At the Machine Information Setting (1) screen:
1. __ KOMTRAX Plus Initialization Check List
a. Is Product Group correct?
2. __ KOMTRAX Plus Data Download
b. Select the correct Machine Model.
3. __ KOMTRAX Plus Initialization Form
c. Select the correct Machine Type.
Orbcomm terminal activation can take up to two weeks. For this reason, it is important to complete these forms and submit them as early as possible after new machine assembly.
d. Select the correct Machine Variation Code. e. Enter the machine serial number. f. Click [Next]. 6. At the Machine Information Setting(2) screen: a. Verify information is correct. b. Enter engine serial number. c. Then click [Next]. 7. At the Date & Time Setting screen: a. Select the correct time zone. b. Enter the correct date. c. Enter the correct time. d. Select Daylight Savings Time (DST) if necessary. e. Click [Next]. 8. At the GCC Setting screen: a. Select the correct country setting. b. Click [Next].
D14003 8/10
KOMTRAX Plus - Forms
D14-3
KOMTRAX PLUS DATA DOWNLOAD
9. At the Verification screen: a. Ensure that all information is correct. b. Click on [Apply]. c. At the confirmation screen, select [Yes]. d. Select [OK].
A manual snapshot must be performed before downloading any data. For new machines, this should have been performed during the KOMTRAX Plus Initialization Check List procedure. 1. Perform a KOMTRAX Plus download. For more detailed information on how to perform a download, refer Section D11 in this shop manual.
e. Select [OK] to close the program. 10. Start the VHMS Setting Tool program. a. Select “VHMS Setting”, then click [Next]. b. Select “Setup only”, then click [Next]. c. Select “Payload Meter”, then click [Next]. d. Set Start Time to “0”. e. Set Interval to “1”. f. Click [Apply]. g. Click [Exit]. 11. Perform a manual snapshot. a. With the engine running, press the GE data store switch and hold it for three seconds. The white data store in progress LED should illuminate.
2. Start the VHMS Technical Analysis Tool Box program. Use the view feature to look at the data and verify the settings are correct, the SMR is correct, the manual snapshot is recorded in fault history, and the engine ON/ OFF is stored in machine history file. 3. E-mail the downloaded data files to Komatsu America Service Systems Support Team at ServicePrograms@KomatsuNA.com. Refer to Location of Download Files for more detailed instructions on locating the files.
b. While the manual snapshot is in process, operate the machine if possible. The snapshot lasts for 7 1/2 minutes. 12. After the “data store in progress” LED has been off for one minute, turn the key switch OFF. Wait three minutes before turning the key switch ON.
D14-4
KOMTRAX Plus - Forms
8/10 D14003
KOMTRAX PLUS INITIALIZATION CHECK LIST (Page 1 of 2) Date of set-up FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
(MM/DD/YY)
/
/
Distributor and Branch Person performing initialization
Item No.
To be checked when
1. Key switch OFF
Check Item
Results Yes No
Machine Model Number Machine Serial Number Service Meter Reading Engine Serial Number Alternator Serial Number KOMTRAX Plus Serial Number Orbcomm Serial Number
2. Connect PC to KOMTRAX Plus controller
Are they properly connected?
3. Key switch ON
Check operation of controller LED (after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“. 5. Initial setup of KOMTRAX Plus controller Machine Information Setting(1)
Is Product Group correct? (Dump truck) Is Machine Model correct? (ex. 930E) Is Type correct? (ex. -2) Is Variation Code correct? (ex. SE) Is Serial Number correct?
6. Machine Information Setting (2)
Is Engine Model - Type correct? Is Engine Serial Number correct?
7. Date & Time Setting
Is Time Zone correct? Is Date correct? Is Time correct? Is DST (daylight saving time) correct?
8. GCC Setting
Is correct GCC code selected for location?
9. Setting Data
Verify Setting Data is Correct.
10. Setting of Payload Meter
Set PLM time ± 2 minutes of KOMTRAX Plus time. Start Time (set to 0) Interval (set to 1)
D14003 8/10
KOMTRAX Plus - Forms
D14-5
KOMTRAX PLUS INITIALIZATION CHECK LIST (Continued) (Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item No.
To be checked when
Check Item
11. With engine running, perform quick PM with manual snapshot switch.
While recording data, the white LED should be illuminated, indicating snapshot is in recording stage.
12. Key switch OFF
Red LED turns off?
Result Yes No
KOMTRAX PLUS DATA DOWNLOAD 1. Download data to laptop PC
What time did download start (use wrist watch)? Select all files, and is download complete? Is download start time correct?
2. Download Data Check
Settings correct? SMR correct? Manual snapshot recorded and no data missing? Manual snapshot data recorded in fault history, key switch ON/OFF and engine on/off records are saved in machine history file?
3. Send download data to Komatsu
D14-6
Send download data to KAC Service Systems Support at ServicePrograms@komatsuNA.com
KOMTRAX Plus - Forms
8/10 D14003
KOMTRAX PLUS INITIALIZATION FORM This form must be completed and submitted at: • New machine delivery • KOMTRAX Plus controller replacement
• Enter the setting date. This should be the date when the first data download was taken and the VHMS Setting Tool program was first used. • Enter the setting time. This should be the time shown in the first data download. Verify that it is the correct time.
• Orbcomm controller replacement • Engine or alternator replacement
• Enter the Greenwich Mean Time (GMT) for the location the machine will be working.
Customer Information • Enter the customer information. All fields are required. Distributor Information • Enter the distributor information. All fields are required. • All distributors are required to have one contact person who is responsible for coordinating KOMTRAX Plus, Payload Meter and Fleet Manager activities for all branches. Machine Information • Enter machine information. All fields are required. • KOMTRAX Plus controller and Orbcomm controller part numbers and serial numbers can be found on a sticker on each controller. Verify that this matches the information displayed in the VHMS Setting Tool and download.
D14003 8/10
KOMTRAX Plus Setting Tool Information
• Check whether the location where the machine will be working uses Daylight Savings Time (DST). • Enter the service meter reading (SMR) at time of the first download. • Enter the GCC Code. This setting tells the Orbcomm unit which satellite network to communicate with. Select the correct location from the drop down menu list. • Enter the Orbcomm activation date. In the Orbcomm Activation Date field, enter a date at least two weeks ahead of today's date Reason for Form Submittal Check the reason for submitting the KOMTRAX Plus initialization form.
KOMTRAX Plus - Forms
D14-7
KOMTRAX PLUS INITIALIZATION FORM NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type, Serial Number and “KOMTRAX Plus Initialization” in the file name. (Example: 930E-3SE-A30300KOMTRAX_Plus Initialization.pdf), 1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com. 2. Attach the KOMTRAX Plus download files and a copy of the completed machine-specific KOMTRAX Plus Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and “KOMTRAX_Plus Initialization”. (Example: Subject: 930E-3SE-A30300-KOMTRAX_Plus Initialization) Customer Information Company Name Site Name Customer Employee Contact Mailing Address Phone Number Fax Number E-mail
Distributor Information Distributor Name Distributor Service System Support Administrator Name and E-mail Distributor Branch Distributor Branch Employee Contact and E-mail Distributor 4 + 2 Code
Machine Information Machine Model - Type Machine Serial Number Customer Unit Number Engine Serial Number Transmission / Alternator Serial Number KOMTRAX Plus Controller Part Number KOMTRAX Plus Controller Serial Number Orbcomm Controller Part Number Orbcomm Controller Serial Number
Setting Tool Information Setting Date (MM:DD:YYYY) Setting Time (HH:MM:SS) GMT (Time Zone) Daylight Savings Time (DST)
(Yes/No)
Service Meter Reading (SMR) GCC code (Orbcomm satellite) Orbcomm Activation Date
Reason for Form Submittal (Check One) Factory Installed KOMTRAX Plus Initialization Retrofitted KOMTRAX Plus Initialization KOMTRAX Plus Controller Replacement Major Component (Engine/Transmission Replacement) Customer or Distributor Change Setting Tool Information Change
D14-8
KOMTRAX Plus - Forms
8/10 D14003
SECTION E ELECTRIC PROPULSION SYSTEM INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3
TROUBLESHOOTING FAULT CODES (A001-A139) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5
TROUBLESHOOTING FAULT CODES (A152-A246) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5
TROUBLESHOOTING FAULT CODES (A248-A292) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5
TROUBLESHOOTING FAULT CODES (A303-A365) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5
E01015
Index
E1-1
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a hand hold when the engine is running. •NEVER open any electrical control cabinet covers or touch the retarding grid elements. Additional procedures are required before it is safe to do so. Refer to “SAFETY”, Section A3, for additional propulsion system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables, etc, must be performed by an electrical maintenance technician properly trained to service the system.
•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INITIATED. It requires approx. 5 minutes after the truck is shut down before the link voltage has dissipated.
•BEFORE WELDING ON THE TRUCK, disconnect the ECM harnesses. In the PSC and TCI enclosures, pull cards forward far enough to disconnect the card connector from the backplane connector. Disconnect the battery charging alternator lead wire and open the battery disconnect switches. The welding ground electrode should be attached as close as possible to the area to be welded. NEVER weld on the rear of the electrical control cabinet or the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring harnesses or power cables. Voltages can be induced in adjacent cables, damaging electrical components.
E1-2
Index
E01015
SECTION E2 ELECTRIC PROPULSION SYSTEM COMPONENTS INDEX ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Drive System Controller (DSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5 Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6 DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6 DSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-25 Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-25 State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-25 DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-28 Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29 ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29 Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29 Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29 Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30 Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31 Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32 Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
E02022
Electric Propulsion System Components
E2-1
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33 ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34 PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . E2-35 ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42 PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
E2-2
Electric Propulsion System Components
E02022
ELECTRICAL PROPULSION SYSTEM COMPONENTS The following information provides a brief description of system operation and major components of the AC propulsion system. Refer to the appropriate GE publication for detailed information and theory of operation. A list of commonly used propulsion system component abbreviations is listed in Table 5 at the end of this Section. Figure 2-3 through Figure 2-6 illustrate the physical location of these components where applicable.
GENERAL SYSTEM DESCRIPTION The AC drive system consists of the following major components: • Alternator (coupled to a diesel engine) • Gate Drive Power Converters • Rectifier Diode Modules • AC Power Inverters • AC Induction Traction Motors
The alternator supplies three phase AC power for the gate driver power converters and rectifier diode modules. The rectifier diode modules convert the AC power to DC power, then supply that DC power to two AC power inverters via the DC link. Each AC power inverter inverts the rectified DC voltage, delivering variable voltage, variable frequency power to each of the AC induction traction motors. to
Figure 2-1
for
the
Cooling air for the alternator, control cabinet and traction motors is supplied by a dual in-line fan assembly mounted on the rear of the alternator. This blower provides cooling air to the traction motors, propulsion inverters, dynamic retarding choppers, and control system.
A resistor grid package is used to dissipate power from the traction motors (operating as generators) when in dynamic retarding mode. The total retard power produced by the traction motors is controlled by the two motor inverters. The amount of retard power dissipated by the grid package is controlled by an IGBT chopper circuit and stage-controlled contactors.
• In-line Cooling Blower
NOTE: Refer description.
The alternator field is supplied from a tertiary winding on the alternator and is controlled by a silicon controlled rectifier (SCR) bridge. A starting boost circuit initially energizes the alternator from the truck batteries until the flux builds up enough to sustain excitation.
The DSC, which is mounted in the main control cabinet, determines the optimum engine operating speeds based on what the operator requests, propulsion system requirements, and efficient fuel usage. Interfaces between the DSC and the truck brake system allow the DSC to provide proper retarding, braking and wheel slide control.
following
The two AC induction traction motors, each with its own inverter, are connected in parallel across the rectified output of the alternator. The inverters change the rectified voltage back to AC by turning on and off (chopping) the applied DC voltage.
Engine and propulsion system data that is processed and stored in the DSC is displayed on the Diagnostic Information Display (DID) panel located in the cab behind the operator's seat.
The output AC voltage and frequency are controlled to produce optimum slip and efficiency in the traction motors. At low speeds, the rectified alternator output (DC link or DC bus) voltage is chopped with patterns called pulse width modulation (PWM) inverter operation. At higher speeds, the DC link voltage is applied to the traction motors using square wave inverter operation. The voltage of the DC link is dependent upon the Drive System Controller (DSC) and engine RPM during propulsion. The DC link voltage will vary between 600 and 1600 volts.
E02022
Electric Propulsion System Components
E2-3
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
E2-4
Electric Propulsion System Components
E02022
SYSTEM COMPONENTS Drive System Controller (DSC) The DSC is the main controller for the AC drive system. The DSC panel receives input signals from speed sensors mounted on the alternator and traction motors, as well as voltage and current feedback signals from various control devices. Using these inputs, the DSC controls the two inverters, retarding circuits, relays, contactors, and other external devices to provide the following functions: • Propulsion and wheel slip control • Retarding and wheel slide control • Engine speed control • Event detection • Initialization of the necessary operating restrictions, including the shut down of the truck if a serious system fault (event) is detected. If the fault is not serious, an indicator lamp alerting the operator to the problem will illuminate. All event data is recorded for future review by maintenance personnel. • Log event data • Store statistical data of the history of various component and system function operations. • Communicate directly with the Portable Test Unit (PTU) to test and monitor propulsion system status, upload system data, and to receive system software updates.
The DSC contains the following internal, removable printed circuit boards and two fiber optic boards: System CPU Card: Provides serial communications and control functions, RS232 communications to PTU, and microprocessor controls for internal panel circuits. Digital I/O Cards: Receives digital inputs and feedback information from various propulsion and control system components. Digital outputs drive propulsion system contactors, relays and provide equipment enable commands. System Analog I/O Card: Receives engine, voltage and current signals for the main alternator, link voltage and current, retard pedal input, and retard lever input. Controls retard effort, engine speed request, and AFSE firing pulses. Inverter 1 & 2 CPU and I/O Cards (2 ea.): Receives motor speed signals, link voltage, phase voltages, and phase currents for microprocessor control for inverters 1 and 2. Controls IGBT phase modules through the fiber optic assembly. Phase module status is returned via a separate fiber optic assembly. Ethernet Switch Card: Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for phase modules and chopper modules.
• Drive the operator cab status and warnings.
E02022
Electric Propulsion System Components
E2-5
Diagnostic Information Display (DID) Panel
DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab behind the operator’s seat. The display provides service personnel with a means of communicating with the TCI.
The tables on the following pages list the possible event codes which may be displayed on the DID panel when accessed. Table 1 describes restrictions to operation of the propulsion and retarding systems when a fault occurs for a particular code listed in Tables 2, 3 and 4.
The panel has two display lines. Each line is 40 characters long. The top line is the “message” line and is used by the TCI to inform service personnel of the truck systems and components status.
The bottom display line provides information in addition to the top line or relates to the keypad, displaying possible selection options and display functions. The keypad, located below the display lines, is used by service personnel to direct the activity of the TCI.
The display provides service and status information on the various truck systems and the propulsion system by displaying system status information or fault codes, as well as a description of the system status or a problem on the top display line. Information on the second display line may change to indicate which functions are available by pressing keys [F1] through [F5].
Event codes numbered 000 through 099 are applicable to the PSC and are listed in Table 2. Codes numbered 100 through 199 are applicable to Inverter 1, and codes numbered 200 through 299 are applicable to Inverter 2. These are listed in Table 3. Codes numbered 600 through 699 are applicable to the TCI and are listed in Table 4. The codes listed in the Tables are applicable to Release 21 software.
Table 1: Event Restrictions Restriction
Definition
No Power
NO RETARD (red) light illuminates. No retarding allowed. No propulsion allowed. No power on the link.
No Propel
NO PROPEL (red) light illuminates. No propulsion allowed. Retarding allowed. Link power allowed.
Speed Limit
PROPEL SYSTEM CAUTION<170> (amber) light illuminates. Propel, retard and DC link power still allowed. Speed limited to 10 MPH (16 KPH).
INV1 Disable
Prohibits system from enabling inverter #1 drive signal.
INV2 Disable
Prohibits system from enabling inverter #2 drive signal.
Engine Speed/ RP1
Raises engine speed to account for a possible stuck RP contactor. Closes RP1.
SYS Event
No restrictions. Event is for information purposes only.
The DID panel can also be used to perform the selfload test.
FIGURE 2-2. DIAGNOSTIC INFORMATION DISPLAY NOTE: In addition to displaying English text, the DID panel can also display messages in Russian or Spanish.
E2-6
Electric Propulsion System Components
E02022
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER
EVENT DESCRIPTION
EVENT RESTRICTION
000
NO FAULT
002
GROUND FAULT
No power
A ground fault has been detected: For voltage < 1000 V, detection threshold is 166 mA For voltage >= 1000 V, detection threshold ramps from 166 mA at 1000 V down to approximately 70 mA at approximately 1500 V.
003
FAILED DIODE
No power
Failed diode(s) in main rectifier
004
GFCO OPEN and not in REST
005
DRIVE SYSTEM OVERTEMP :01
auxiliary phase control
:02
auxiliary inverter
:03
afse
:04
alternator
:05
left stator
:06
left rotor
:07
right stator
:08
right rotor
BOTH INVERTERS COMMUNICATION FAILED
No power
Lost communication with both inverters
DC LINK OVERVOLTAGE
No power
chopper IGBT chopper diode
:11
left IGBT module
:12
left diode
:13
right IGBT module
:14
right diode
:15
rectifier diode
:01
GF Cutout Switch is open with the system not in REST.
Temperature exceeds a limit for a sufficient time.
:10
008
None
Displayed when all faults have been reset
No Propel
:09
006
None
DETECTION INFORMATION
not in retard
DC link voltage exceeds limit for a sufficient time. Occurs while not in retard, exceeds propel voltage limit
:02
in retard
Occurs while in retard, exceeds retard voltage limit
:03
instantaneous
Occurs instantaneously in propel or retard, exceeds link voltage limit
ALT FIELD OVERCURRENT
Alternator field current exceeds limit.
009 :01
normal
:02
instantaneous
Exceeds current limit with no persistence
:03
persistent
With persistence due to low engine speed
011
No power
Exceeds current limit over time
RETARD LEVER BAD :01
voltage too high
:02
voltage too low
:01
voltage too high
:02
voltage too low
012
None
Incorrect input from retard lever
None
Incorrect input from retard pedal
RETARD PEDAL BAD
013
E02022
LINKV TEST FAILED
No power
Incorrect link volts
Electric Propulsion System Components
E2-7
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER 014
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
ANALOG SENSOR FAULT :01
alt field amps
:02
link amps
:03
load box amps
:04
3 phase alt volts
:05
alt field volts
:10
PSC link volts
:11
inv1 link volts
:12
inv2 link volts
:13
A2D ground
:14
A2D gain
:15
fault current
:16
ATOC
:21
grid blower 1 amps
:22
grid blower 2 amps
015
Speed limit
ANALOG SENSOR FAULT (restrictive) :02
016
Speed limit
link amps PSC CPU CARD (FB147)
Incorrect input from a sensor
Incorrect input from a sensor Problem has occurred in the system CPU card.
:01
task_1
:02
task_2
:03
task_3
:04
task_4
:05
task_5
:06
task_6
:07
maintenance task
:09
flash CRC
Flash CRC computation did not match expected value.
:10
BRAM CRC
CRC on BRAM does not match expected value.
:11
excess timeouts
On power up, excessive timeouts occurred.
:12
invalid pointers (data pack corrupted)
On power up, the status of data in BBRAM is invalid.
Failed to initialize No power
017
DIGITAL I/O CARD FAULT (FB104)
018
ANALOG I/O CARD FAULT (FB173) :01
analog card no response
:02
analog card timeout
No power
System CPU cannot communicate with digital I/O card. System CPU cannot communicate with analog I/O card.
No power
Card missing Read timeout
019
RIDING RETARD PEDAL
SYS Event
Brake pedal applied while truck speed is >5 mph
020
LO SPEED HI TORQUE TIMEOUT
No propel
Torque limit exceeded
E2-8
Electric Propulsion System Components
E02022
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER 021
EVENT DESCRIPTION
EVENT RESTRICTION
TCI COMM. FAULT :01
Message missing
:02
Bad tick
:03
Bad CRC
:04
Overflow
:05
Bad start
:06
Bad stop
PSC received no serial data from TCI over period of time.
No propel
022
PERSISTENT TCI COMM FAULT
023
TERTIARY OVERCURRENT
024
DETECTION INFORMATION
No power
No serial data received from TCI and truck is stopped for 10 seconds.
No propel
Current in alternator field tertiary winding exceeds limit over time.
PSC CONFIG FILE INCORRECT
Incorrect or missing PSC configuration file
:01
no file
No configuration file selected
:02
bad CRC
:03
wrong version
Wrong configuration file version
:04
overspeeds incorrect
Incorrect overspeed values
AUX INVERTER FAULT
Auxiliary blower system fault
025 :01
not ok or no speed feedback
:02
numerous shutdowns
026 :01 :02 027
No power
No power
Auxiliary OK goes low twice when speed command is greater than running speed.
CAPACITOR OVERPRESSURE
No power
Excessive filter cap pressure
INV1
No power
INV1 capacitor
INV2
No power
PSC PANEL CONNECTOR :01
CNFB
:02
CNI/CNX (3500 HP, 150 TON)
:03 030
INV2 capacitor A panel connector B, C, or D is not properly connected.
No power
Aux blower connector GF CONTACTOR
031
Auxiliary speed feedback indicates no or incorrect blower speed.
Speed limit
GF command/feedback don't agree.
BATTERY BOOST CIRCUIT :01
GFR failed to open
:02
GFR failed to close
:03
SCR3 failed
032
Speed limit
GFR command/ feedback don't agree.
RP CONTACTOR :01
RP1
:02
RP2
:03
RP3
033
RETARD CIRCUIT
035
ESS INPUT
E02022
Speed limit & engine RP command/ feedback don't agree. speed/RP
Speed limit & engine speed/RP Speed limit
Engine speed sensor is out of range.
Electric Propulsion System Components
E2-9
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER 036
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
GY19 GRID BLOWER FAILURE :01
blower 1 stall
:02
blower 2 stall
:03
blower 1 open
:04
blower 2 open
:05
blower 1 & 2 delta too large
037
No power
A grid blower has failed.
COMPUTER POWER SUPPLY :01
VOLTS 5 POS
:02
VOLTS 15 POS
:03
VOLTS 15 NEG
+5V power supply is out of limits. Speed limit
+15V power supply is out of limits. -15V power supply is out of limits.
040
VOLTS 24 POS
041
VOLTS 24 NEG
-24V power supply is out of limits.
042
DIRECTION SELECTED IN LOAD BOX MODE
No propel
Selector switch moved to FORWARD or REVERSE during self load.
043
DRIVE SYSTEM BATTERY LOW
Speed limit
Battery volts are below limit.
044
DRIVE SYSTEM BATTERY HIGH
None
045
CHOPPER OPEN CIRCUIT :01
chopper 1
:02
chopper 2
+24V power supply is out of limits.
Speed limit
Open circuit in chopper 1 Open circuit in chopper 2
046
RETARD SHORT CIRCUIT
047
ENGINE STALL
No power
048
SHORTED DC LINK
No power
051
TACH LEFT REAR :01
Battery volts are above limit. Open circuit in a chopper
Failure during chopper self test. Link voltage decayed too Speed limit & engine quickly when AFSE command set low, prior to starting speed test. An engine stall condition has occurred. DC link short detected at startup. Input from M1 sensor is out of tolerance.
zero output with truck moving INV1 disable
Zero output from sensor with front wheels moving, brake released.
:02
high output with truck stopped TACH RIGHT REAR
Input from M2 sensor is out of tolerance.
:01
zero output with truck moving
Zero output from sensor with front wheels moving, brake released.
:02
high output with truck stopped
High output from sensor with all other wheel speeds at zero.
TACH LEFT FRONT
Input from left front wheel sensor is out of tolerance.
052
High output from sensor with all other wheel speeds at zero.
INV2 disable
053 :01
zero output with truck moving SYS Event
Zero output from sensor with rear wheels moving, brake released.
:02
high output with truck stopped TACH RIGHT FRONT
Input from right front wheel sensor is out of tolerance.
:01
zero output with truck moving
Zero output from sensor with rear wheels moving, brake released.
:02
high output with truck stopped
054
High output from sensor with all other wheel speeds at zero.
SYS Event
055
E2-10
FRONT WHEEL TACHS
High output from sensor with all other wheel speeds at zero. SYS Event
Electric Propulsion System Components
E02022
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER 056
EVENT DESCRIPTION
EVENT RESTRICTION
INVERTER SW VERSION :01
Inverter # 1
:02
Inverter # 2
061
MOTOR OVERSPEED
063
ENGINE LOAD SIGNAL :01
below minimum
:02
above maximum
Incorrect version of Inverter Software is installed. SYS Event
SYS Event
Truck is over the motor overspeed limit.
Engine load out of range. SYS Event
:03 :04
PWM signal failed low. PWM signal failed high.
:05 065
DETECTION INFORMATION
PWM signal failed incorrect period. TEMP INPUT RANGE CHECK
An analog input is outside the design range of valid values.
:01
aux pc temp sensor
Auxiliary phase controller temperature sensor
:02
aux inv temp sensor
Auxiliary inverter temperature sensor
:03
afse temp sensor
AFSE temperature sensor
:04
alternator temp
:05
left stator temp
:06
left rotor temp
:07
right stator temp
:08
right rotor temp
:09
chopper IGBT temp
:10
chopper diode temp
:11
left IGBT module temp
:12
left diode temp
:13
right IGBT module temp
:14
right diode temp
:15
rectifier diode temp
Speed limit
Temperature is out of range.
070
LINK CAPACITANCE LEVEL LOW
SYS Event
Link capacitance level is low, but OK.
071
LINK CAPACITANCE LEVEL TOO LOW
Speed Limit
Link capacitance level is too low.
072
GROUND FAULT CIRCUIT
Speed Limit
Ground fault detection circuit
074
INV1 COMM FAILED :01
No communication Inverter #1
:02
Inverter #1 customer option bit
:01
No communication Inverter #2
:02
Inverter #2 customer option bit
075
INV1 Disable
INV2 COMM FAILED
E02022
INV2 Disable
Electric Propulsion System Components
E2-11
Table 2: DID PANEL FAULT CODES (Codes Received from DSC) EVENT NUMBER 076
EVENT DESCRIPTION
EVENT RESTRICTION
FB173 CARD :01
speed FPGA DL
:02
speed FPGA run
:03
ALT FPGA DL
:04
Microcontroller
:05
slow task
:06
med task
:07
fast task
:08
FD task
:09
Alternator 3 phase volts bad
:10
alt FPGA timeout
FB173 card failure
No power
077
INVERTER FAILED VI TEST
078
Inverter Background Communication Failure
084
CONTROL POWER SWITCH OFF
085
DETECTION INFORMATION
No power
Inverter failed during test.
Sys Event
A failure in the inverter background communication was detected.
SYS Event
Control power switch is turned off while truck is moving.
AUX COOLING
A fault has occurred in the auxiliary blower operation.
:02
aux rpmfb input
Rpm of Aux Blower out of range.
:03
aux rpm feedback
:04
abnormal shutdown
SYS Event
Rpm feedback does not match rpm command. A fault occurred during shutdown
087
HP LOW
SYS Event
Horsepower adjust is at negative limit for 30 seconds.
088
HP LIMIT
SYS Event
Horsepower limit exceeded while in propulsion.
089
ENGINE SPEED DOES NOT MATCH COMMAND
SYS Event
Engine speed feedback does not match commanded speed.
:02
RPM does not match command
091
INVERTER 1 CUTOUT
SYS Event
092
INVERTER 2 CUTOUT
SYS Event
094
ILLEGAL LIMP REQUEST
SYS Event
A “limp mode” request is received while truck is moving.
095
BAD BRAM BATTERY
SYS Event
BRAM battery voltage is low.
096
UNEXPECTED PSC CPU RESET
SYS Event
PSC CPU reset without request.
098
DATA STORE
SYS Event
PTU data store command
E2-12
Electric Propulsion System Components
E02022
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 100/200
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER CPU CARD (FB172) :23
pat fail out 100
Pattern had bad A, B, C output 100%.
:29
no extvi TIC
Extrapolation interrupt not running
:30
no vector TIC
Vector interrupt not running
:31
no I TIC TIC
I TIC interrupt not running
:32
NMI occurred
Non-maskable interrupt occurred.
:34
no background TIC
Background not running
:35
PGA not programmed
:38
PGA init failed
:39
PGA DP failed
PGA D/P did not initialize.
:40
par not found
Parameter not found
:41
multiple par
Parameter multiply defined
:48
no cam TIC
Cam ISR not running
no peak samp TIC
Peak sample ISR not running
:49 101/201
INV1 (INV2) off
PGA could not be programmed. PGA initialization failed.
INVERTER CPU CARD (NR) :01
Aup cmd not off
Phase A up command not off
:02
Adn cmd not off
Phase A down command not off
:03
Bup cmd not off
Phase B up command not off
:04
Bdn cmd not off
Phase B down command not off
:05
Cup cmd not off
Phase C up command not off
:06
Cdn cmd not off
Phase C down command not off
:07
Aup cmd not on
:08
Adn cmd not on
Phase A up command not on INV1 (INV2) off
Phase A down command not on
:09
Bup cmd not on
Phase B up command not on
:10
Bdn cmd not on
Phase B down command not on
:11
Cup cmd not on
Phase C up command not on
:12
Cdn cmd not on
Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16
inv CPU reset
Inverter CPU was reset.
E02022
Electric Propulsion System Components
E2-13
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 102/202
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INV I/O CARD (FB172) :05
gnd not ok
Logic ground not OK
:08
no IO card
Could not access I/O card
:09
eoc not working
A/D conversion did not work.
:10
DB no brake
DB on too long while not braking
:11
ptf A signal
:12
ptf B signal
:13
ptf C signal
Phase C overcurrent signal too long
:14
IC zero not ok
Current IC not zero at start up
:15
IC not ok
C phase current too high
:16
ptl not ok
Protective turn off circuit not OK
cur measure not ok
Phase A and B currents do not match.
:17 103/203
INV1 (INV2) off
Phase A overcurrent signal too long Phase B overcurrent signal too long
INV I/O CARD (NR) :01
chop 1 cmd not off
Chopper 1 command not off
:02
chop 2 cmd not off
Chopper 2 command not off
:03
chop 1 cmd not on
Chopper 1 command not on
:04
chop 2 cmd not on
Chopper 2 command not on
:05
volt scale A flt
Scale A volts out of range 70%, 100%
:06
volt scale B flt
Scale B volts out of range 70%, 100%
:07
link V scale flt
Link V scale out of range 70%, 100%
:08
current scale A flt
Scale A current out of range 70%, 100%
:09
current scale B flt
Scale B current out of range 70%, 100%
:10
input V scale fit
Input V scale out of range 70%, 100%
:11
V test VCO high
:12
V test VCO low
High frequency on VCO Vtest channel
:13
IA VCO hi
High frequency on IA channel
:14
IB VCO hi
High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17
IA too high
IA current too positive
:18
IA too low
IA current too negative
:19
IB too high
IB current too positive
:20
IB too low
IB current too negative
:21
link V too hi
Link voltage too positive
None
Low frequency on VCO Vtest channel
:22
infilV too hi
Input filter voltage too positive
:23
DB chop VCO hi
High frequency on VCO DB chopper channel
E2-14
Electric Propulsion System Components
E02022
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 103/203
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INV I/O CARD (NR) :24
DB chopV too hi
DB chopper voltage too positive
:25
VA VCO hi
High frequency on VCO VA channel
:26
VB VCO hi
:27
VC VCO hi
:28
VA volts too hi
VA voltage too positive
:29
VB volts too hi
VB voltage too positive
:30
volt scale C flt
Scale C volts out of range 70%, 120%
:31
VC volts too hi
VC voltage too positive
:01
fo ps low
104/204
High frequency on VCO VB channel None
High frequency on VCO VC channel
FIBER OPTIC CARD INV1 (INV2) off
Fiber optic power supply monitor
:02
fo card disable
:03
fo card enable
:01
P5V not ok
:02
P15V not ok
:03
N15V not ok
:06
P24V not ok
+24 volt not in tolerance
:07
N24V not ok
-24 volt not in tolerance
105/205
Fiber optic card disabled Fiber optic card enabled and no dir
POWER SUPPLY CARD
106/206
+5 volt not in tolerance INV1 (INV2) off
+15 volt not in tolerance -15 volt not in tolerance
DC WIRING :01
DC pwr conn open
:02
link V phase V mismatch
107/207
INV1 (INV2) off
DC power connection is open. Link and phase voltage are mismatched.
GDPS FAILURE :01
gate dr ps off
:02
gate dr ps off S
:03
multiple IGBT not off S
:01
linkV sensor flt
:01
Vfil not ok
109/209
LINK VOLTS SENSOR
111/211
INPUT VOLTS SENSOR
E02022
SYS Event INV1 (INV2) off
No power to gate drive power supply or it failed No power to gate drive power supply or it failed with enable/DC volts Multiple IGBTs not off with enable/DC volts
INV1 (INV2) off
INV1 (INV2) off
Link voltage sensor failed
Filter voltage outside limits
Electric Propulsion System Components
E2-15
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 113/213
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER, GENERAL :01
Aup cur hi
Phase A current out too high
:02
Adn cur hi
Phase A current in too high
:03
Bup cur hi
Phase B current out too high
:04
Bdn cur hi
Phase B current in too high
:05
Cup cur hi
Phase C current out too high
:06
Cdn cur hi
Phase B current in too high
:07
Aup cur lo
Phase A current out too low
:08
Adn cur lo
Phase A current in too low
:09
Bup cur lo
Phase B current out too low
:10
Bdn cur lo
Phase B current in too low
:11
Cup cur lo
Phase C current out too low
:12
Cdn cur lo
Phase C current in too low
:13
A zero cur hi
Phase A current out not zero
:15
B zero cur hi
Phase B current out not zero
:17
A volt hi Adn
Phase A volt too high while phase A down on
:18
A volt lo Aup
Phase A volt too low while phase A up on
:19
A volt hi Bdn
Phase A volt too high while phase B down on
:20
A volt lo Bup
Phase A volt too low while phase B up on
:21
A volt hi Cdn
:22
A volt lo Cup
Phase A volt too high while phase C down on INV1 (INV2) off
Phase A volt too low while phase C up on
:23
B volt hi Adn
Phase B volt too high while phase A down on
:24
B volt lo Aup
Phase B volt too low while phase A up on
:25
B volt hi Bdn
Phase B volt too high while phase B down on
:26
B volt lo Bup
Phase B volt too low while phase B up on
:27
B volt hi Cdn
Phase B volt too high while phase C down on
:28
B volt lo Cup
Phase B volt too low while phase C up on
:29
C volt hi Adn
Phase C volt too high while phase A down on
:30
C volt lo Aup
Phase C volt too low while phase A up on
:31
C volt hi Bdn
Phase C volt too high while phase B down on
:32
C volt lo Bup
Phase C volt too low while phase B up on
:33
C volt hi Cdn
Phase C volt too high while phase C down on
:34
C volt lo Cup
Phase C volt too low while phase C up on
:35
Aup fault cur
Phase A fault current when phase A up on
:36
Adn fault cur
Phase A fault current when phase A down on
:37
Bup fault cur
Phase B fault current when phase B up on
:38
Bdn fault cur
Phase B fault current when phase B down on
:39
Cup fault cur
Phase C fault current when phase C up on
:40
Cdn fault cur
Phase C fault current when phase C down on
:48
A volt hi off
Phase A voltage high with all IGBTs off
:49
A volt lo off
Phase A voltage low with all IGBTs off
E2-16
Electric Propulsion System Components
E02022
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 113/213
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER, GENERAL :50
B volt hi off
Phase B voltage high with all IGBTs off
:51
B volt lo off
Phase B voltage high with all IGBTs off
:52
C volt hi off
Phase C voltage high with all IGBTs off
:53
C volt lo off
Phase C voltage high with all IGBTs off
:54
phase short pos
Possible phase to DC+ short
:55
phase short neg
Possible phase to DC- short
:60
linkV too hi PTL
Link volts above PTL
:70
Aph neg I low
Phase A negative current low (unbalance)
:71
Bph neg I low
:72
Cph neg I low
Phase B negative current low (unbalance)
:73
Aph neg I hi
Phase A negative current high (unbalance)
:74
Bph neg I hi
Phase B negative current high (unbalance)
:75
Cph neg I hi
Phase C negative current high (unbalance)
:76
Aph pos I low
Phase A positive current low (unbalance)
INV1 (INV2) off
Phase C negative current low (unbalance)
:77
Bph pos I low
Phase B positive current low (unbalance)
:78
Cph pos I low
Phase C positive current low (unbalance)
:79
Aph pos I hi
Phase A positive current high (unbalance)
:80
Bph pos I hi
Phase B positive current high (unbalance)
:81
Cph pos I hi
Phase C positive current high (unbalance)
:82
no current w run
No current while running
:22
IA VCO lo
:24
IB VCO lo
Low frequency on IB channel
:26
linkV VCO lo
Low frequency on VCO link filter V channel
114/214
INVERTER, GENERAL (NR) Low frequency on IA channel
:28
infilV VCO lo
Low frequency on VCO in filter V channel
:38
LinkV too lo
Link voltage too negative
:40
infilV too lo
:46
DB chop VCO lo
:48
DB chopV too lo
DB chopper voltage too negative
:50
VA VCO lo
Low frequency on VCO VA channel
:52
VB VCO lo
Low frequency on VCO VB channel
:54
VC VCO lo
Low frequency on VCO VC channel
:56
VA volts too lo
VA voltage too negative
:58
VB volts too lo
VB voltage too negative
:61
VC volts too lo
VC voltage too negative
E02022
Input filter voltage too positive None
Low frequency on VCO DB chopper channel
Electric Propulsion System Components
E2-17
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 119/219
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER, PHASE A:01
alarm AN
Phase A negative IGBT did not turn off.
:02
Adn fb not off
Phase A down feedback is not off.
:03
phase A modl neg
:04
hold AN
:05
Adn fb not on
:06
Adn IGBT not on
Phase A negative IGBT did not turn on.
:07
IGBT_PS_AN
IGBT protective shutoff
:02
Adn temp short
120/220
Phase A negative module failed. INV1 (INV2) off
Phase A positive and negative IGBTs are on (negative turn on). Phase A down feedback is not on.
INVERTER, PHASE A- (NR)
:03
Adn temp open
:04
Adn temp warm
Phase A down thermistor short None
Phase A down thermistor open Phase A down thermistor warm
:05
Adn temp hot
Phase A down thermistor hot
:06
Adn fb not off S
Phase A down not off with enable/DC volts
:01
I sensor ph A
:02
IA zero not ok
:03
IA not ok
121/221
INVERTER, PHASE A CURR Phase A current sensor failed. INV1 (INV2) off
Current IA not zero at startup Phase A current too high
:04
I snsr ph A open
Phase A current sensor open
:05
I snsr ph A short
Phase A current sensor short
:01
V sensor phase A
:02
VA not ok
123/223
INVERTER, PHASE A VOLTS
125/225
INV1 (INV2) off
Phase A voltage sensor failed. Phase A voltage too high
INVERTER, PHASE B+/B:01
alarm B
:02
PTF B
:03
IGBT_SAT_BP
IGBT saturated
:04
IGBT_SAT_BP
IGBT saturated
:01
alarm BP
:02
Bup fb not off
Phase B up feedback is not off.
:03
phase B modl pos
Phase B positive module failed.
:04
hold BP
126/226
Phase B IGBT did not turn off INV1 (INV2) off
Overcurrent on phase B
INVERTER, PHASE B+ Phase B IGBT did not turn off.
INV1 (INV2) off
Phase B positive and negative IGBTs are on (positive turn on).
:05
Bup fb not on
Phase B feedback is not on.
:06
Bup IGBT not on
Phase B positive IGBT did not turn on.
E2-18
Electric Propulsion System Components
E02022
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 127/227
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER, PHASE B+ :02
Bup temp short
Phase B up thermistor short
:03
Bup temp open
Phase B up thermistor open
:04
Bup temp warm
:05
Bup temp hot
Phase B up thermistor hot
:06
Bup fb not off S
Phase B up not off with enable/DC volts
128/228
None
Phase B up thermistor warm
INVERTER, PHASE B:01
alarm BN
Phase B negative IGBT did not turn off.
:02
Bdn fb not off
Phase B down feedback is not off.
:03
phase B modl neg
:04
hold BN
:05
Bdn fb not on
:06
Bdn IGBT not on
Phase B negative IGBT did not turn on.
:07
IGBT_PS_BN
IGBT protective shutoff
:02
Bdn temp short
129/229
Phase B negative module failed. INV1 (INV2) off
Phase B positive and negative IGBTs are on (negative turn on). Phase B down feedback is not on.
INVERTER, PHASE B- (NR)
:03
Bdn temp open
:04
Bdn temp warm
Phase B down thermistor short None
Phase B down thermistor open Phase B down thermistor warm
:05
Bdn temp hot
Phase B down thermistor hot
:06
Bdn fb not off S
Phase B down not off with enable/DC volts
:01
I sensor ph B
:02
IB zero not ok
:03
IB not ok
130/230
INVERTER, PHASE B CURR Phase B current sensor failed. INV1 (INV2) off
Current IB not zero at startup Phase B current too high
:04
I snsr ph B open
Phase B current sensor open
:05
I sensr ph B short
Phase B current sensor short
:01
V sensor phase B
:02
VB not ok
132/232
INVERTER, PHASE B VOLTS
134/234
INV1 (INV2) off
Phase B voltage sensor failed. Phase B voltage too high
INVERTER, PHASE C+/C:01
alarm C
:02
PTF C
:04
IGBT_SAT_CP
IGBT saturated
:05
IGBT_SAT_CN
IGBT saturated
E02022
Phase C IGBT did not turn off. INV1 (INV2) off
Overcurrent on phase C
Electric Propulsion System Components
E2-19
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 135/235
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
INVERTER, PHASE C+/C:01
alarm CP
Phase C positive IGBT did not turn off.
:02
Cup fb not off
Phase C up feedback is not off.
:03
phase C modl pos
:04
hold CP
:05
Cup fb not on
:06
Cup IGBT not on
Phase C positive IGBT did not turn on.
:07
IGBT_PS_CP
IGBT protective shutoff
:02
Cup temp short
:03
Cup temp open
:04
Cup temp warm
136/236
Phase C positive module failed. INV1 (INV2) off
Phase C positive and negative IGBTs are on (positive turn on). Phase C up feedback is not on.
INVERTER, PHASE C+ Phase C up thermistor short None
Phase C up thermistor open Phase C up thermistor warm
:05
Cup temp hot
Phase C up thermistor hot
:06
Cup fb not off S
Phase C up not off with enable/DC volts
:01
alarm CN
:02
Cdn fb not off
Phase C down feedback is not off.
:03
phase C modl neg
Phase C negative module failed.
:04
hold CN
:05
Cdn fb not on
Phase C down feedback is not on.
:06
Cdn IGBT not on
Phase C negative IGBT did not turn on.
:07
IGBT_PS_CN
IGBT protective shutoff
137/237
INVERTER, PHASE C-
138/238
Phase C negative IGBT did not turn off.
INV1 (INV2) off
Phase C positive and negative IGBTs are on (negative turn on).
INVERTER, PHASE C- (NR) :02
Cdn temp short
Phase C down thermistor short
:03
Cdn temp open
Phase C down thermistor open
:04
Cdn temp warm
:05
Cdn temp hot
Phase C down thermistor hot
:06
Cdn fb not off S
Phase C down not off with enable/DC volts
141/241
None
Phase C down thermistor warm
INVERTER, PHASE C VOLTS :01
V sensor phase C
:02
VC not ok
143/243
INV1 (INV2) off
Phase C voltage sensor failed. Phase C voltage too high
INVERTER, TACH 1 (NR) :01
tach1 rate hi
:02
tach1 no input
:03
TACH_INTERMIT
:01
tach1 one channel
:01
tach2 high rate
:02
tach2 no input
144/244
INVERTER, TACH 1 (NR)
145/245
INV1 (INV2) off
None
Tach 1 high rate of change Tach 1 no frequency input
Tach 1 single channel operation
INVERTER, TACH 2
E2-20
None
Tach 2 high rate of change Tach 2 no frequency input
Electric Propulsion System Components
E02022
Table 3: DID PANEL FAULT CODES (Codes Received from Inverter 1 & 2) EVENT NUMBER 146/246
EVENT DESCRIPTION INVERTER, TACH 2 (NR)
:01 148/248
EVENT RESTRICTION
None
tach2 one channel
DETECTION INFORMATION
Tach 2 single channel operation
INVERTER, CHOPPER 1 (NR) :01
chop1 fb not off
Chopper 1 feedback is not off.
:02
chop1 fb not on
Chopper 1 feedback is not on.
:03
chopA temp short
:04
chopA temp open
:05
chopA temp warm
ChopA thermistor warm
:06
chopA temp hot
ChopA thermistor hot
DB1 fb not off S
Chopper 1 not off with DC volts
:07 150/250
None
ChopA thermistor short ChopA thermistor open
INVERTER, CHOPPER 2 (NR) :01
chop2 fb not off
Chopper 2 feedback is not off.
:02
chop2 fb not on
Chopper 2 feedback is not on.
:03
chop B temp short
:04
chop B temp open
:05
chop B temp warm
Chop B thermistor warm
:06
chop B temp hot
Chop B thermistor hot
:07
DB2 fb not off S
Chopper 2 not off with DC volts
151/251
None
MISCELLANEOUS :01
153/253
INV1 (INV2) off
tach differential
Chop B thermistor short Chop B thermistor open
Too much speed difference
INVERTER, MOTOR :01
motor open
:02
motor short
:01
rotor temp hi
:02
stator temp hi
154/254
INV1 (INV2) off
Motor connection open Motor connection short
INVERTER MOTOR FAULTS (NR)
155/255
INVERTER, SECOND LOAD :01
second load open
None
Motor stator temperature is high. None
175/275
INV 1 GENERIC EVENT
None
176/276
INV 1 GENERIC EVENT
INV1 (INV2) off
E02022
Motor rotor temperature is high.
Second load connection open Inverter shutdown with no event code
Electric Propulsion System Components
E2-21
Table 4: DID PANEL FAULT CODES (Codes Received from TCI) EVENT NUMBER 601
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
TCI FB144 CPU CARD :01
10ms task failed to init
:02
20ms task failed to init
:03
50ms task failed to init
:04
100ms task failed to init
:05
200ms task failed to init
:06
flt manager task
:07
flash CRC
:09
main task failed to init
:10
excess timeouts
:11
BBRAM bad
:12
TCI CPU card problem
No propel
Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred.
BBRAM CRC
CRC on BBRAM did not match expected value.
602
FB104 DIGITAL I/O CARD FAULT
603
FB160 ANALOG I/O CARD FAULT
604
No propel
Internal TCI self-test detected a digital I/O card problem.
No propel
Internal TCI self-test detected an analog I/O card problem.
Speed limit
Lost RS422 communication with PSC.
PSC FAULT :01
missing message
:02
bad tick
:03
bad CRC
:04
FIFO overflow
:05
bad start bit
:06
bad stop bit
605
AUX BLOWER COMM. FAULT
None
Lost RS422 communication with auxiliary blower controller while auxiliary blower is in failure mode and DC link is not energized.
607
POSITIVE 5 VOLTS
Speed limit
+5V power supply out of limits
608
POSITIVE 15 VOLTS
Speed limit
+15V power supply out of limits
609
NEGATIVE 15 VOLTS
Speed limit
-15V power supply out of limits
610
POT REFERENCE
Speed limit
Pot reference (10.8V) out of limits
611
FREQUENCY INPUT :01
left front wheel speed
:02
right front wheel speed
613
E2-22
Left front wheel sensor out of range Right front wheel sensor out of range
ANALOG INPUT :01
A2D gnd
:02
A2D gainchk
:01
Battery Separate Failure
:02
crank batt > cntrl batt
:03
cntrl batt > crank batt
614
616
Front wheel speed input out of range None
Speed limit
BATTERY SEPARATE CONTACTOR FAILURE
DIRECTION MISMATCH
Signal is outside the design range of valid values.
Signal is outside the design range of valid values. SYS Event Voltage difference greater than 3V No propel
Simultaneous FORWARD and REVERSE commands were received.
Electric Propulsion System Components
E02022
Table 4: DID PANEL FAULT CODES (Codes Received from TCI) EVENT NUMBER 617
EVENT DESCRIPTION
EVENT RESTRICTION
DETECTION INFORMATION
ENGINE START REQUEST DENIED :01
engine warn while cranking SYS Event
:02
engine kill while cranking
Engine kill input occurs while engine crank command is active.
619
ENGINE WARNING RECEIVED
620
ENGINE KILL WHILE VEHICLE MOVING
622
Engine warning occurs after engine crank command is given.
No propel
Engine controller sends caution signal, rpm above low idle.
No propel
Engine shutdown switch is activated while truck is moving.
PARK BRAKE FAULT
Error in parking brake operation has occurred.
:01
command/response failure
Park brake command and feedback don't agree.
:02
set above maximum speed
Parking brake set feedback is received while truck is moving.
HYDRAULIC BRAKE FLUID
Hydraulic brake oil temperature has exceeded the limit.
623 :01
No propel
tank
:02
left front outlet
:03
right front outlet
:04
left rear outlet
:05
right rear outlet
SYS Event
624
BODY UP AND PAYLOAD INDICATION
625
Extended Battery Reconnect Time
628
CONNECTED BATTERY VOLTS :01
control battery low
:02
control battery high
Speed Limit None
Full payload and body up signal are received at the same time. Excessive time since battery separate and battery reconnection One of the connected batteries' volts are incorrect with engine speed above low idle. Control battery voltage below minimum limit (20)
SYS Event
Control battery voltage above maximum limit (32)
:03
crank battery low
Cranking battery voltage below minimum limit (20)
:04
crank battery high
Cranking battery voltage above maximum limit (32)
:01
low
:02
high
Voltage is above maximum operational limit.
MOTOR BLOWER PRESSURE
Motor inlet and outlet pressure signal is outside operational limits.
629
BAROMETRIC PRESSURE SIGNAL
630 :01
no cooling air
:02
low voltage
:03
high voltage
:04
sensor reversed
631
AMBIENT TEMPERATURE :02
632
Barometric pressure signal is outside operational limits. SYS Event
high
Voltage is below minimum operational limit.
No voltage signal feedback Speed Limit
Voltage feedback is below minimum operational limit. Voltage is above maximum operational limit.
SYS Event
Ambient temperature signal is outside operational limits. Voltage is above maximum operational limit.
TCI CONFIGURATION DATA
No propel
Problem with TCI configuration file
:01
no file loaded
No propel
No configuration file is loaded.
:02
bad CRC
No propel
:03
version incorrect
No propel
E02022
Wrong version of file is loaded.
Electric Propulsion System Components
E2-23
Table 4: DID PANEL FAULT CODES (Codes Received from TCI) EVENT NUMBER 633
EVENT DESCRIPTION BBRAM CORRUPTED
EVENT RESTRICTION SYS Event
634
TRUCK OVERLOADED - RESTRICTIVE
635
TRUCK OVERLOADED - NON-RESTRICTIVE
DETECTION INFORMATION Battery backed RAM has failed.
NO PROPEL
The over-payload signal is on, operation restricted.
SYS Event
The over-payload signal is on, propulsion allowed.
AUX INVERTER
An auxiliary blower control failure has occurred.
:01
buss volts low
Low DC bus was detected during powerup.
:02
buss volts high
High DC bus was detected during powerup.
:03
overcurrent
Overcurrent condition was detected during operation.
:04
battery loss
Loss of blower control battery voltage has occurred.
:05
high dc buss when running
High DC bus voltage was detected during operation.
:06
high dc buss after pc powerup
High DC bus voltage was detected after phase controller powerup.
:07
Low dc buss after pc powerup
636
SYS Event
Low DC bus voltage was detected after phase controller powerup.
:08
high dc buss when running
High DC bus voltage was detected during operation.
:09
overcurrent after pc powerup, current overload
Overcurrent condition was detected after phase controller power up.
:10
current overload
Sustained current overload exists.
:11
low dc buss overcurrent
Overcurrent due to low DC bus voltage
:12
low dc buss current overload
Sustained current overload due to low DC bus voltage
:13
gate drive trip
IGBT protection circuit detected an overload.
:14
no input voltage
Zero input voltage was detected.
638
ENGINE CRANKING TIMEOUT
639
ENGINE START REQUEST WHILE RUNNING
640
ACCEL PEDAL TOO HIGH
641
ACCEL PEDAL TOO LOW
SYS Event
Accelerator pedal voltage is low.
696
UNEXPECTED TCI CPU RESET
SYS Event
TCI CPU reset without request.
698
DATA STORE
SYS Event
A data snapshot has been manually initiated.
E2-24
SYS Event
Engine is cranking longer than allowed.
SYS Event
Engine start request signal occurred while engine RPM greater than 600 RPM, and longer than 3 seconds.
No Propel
Accelerator pedal voltage is high.
Electric Propulsion System Components
E02022
DSC SOFTWARE FUNCTIONS The operation of the AC drive system is regulated by a software program which resides in the drive system control panel's memory. The software program also contains instructions to test and fault isolate the system. This section describes the PSC software program and its functions without regard to hardware.
Test State: The purpose of this state is to provide an environment for the verification of system functionality. The test state will support a variety of activities, including: • Waiting for the engine to start (if needed). • Automatic testing on initial system startup or following rest state. • Application of power to the DC link. • Externally initiated testing to clear a fault, set temporary variables, or for maintenance purposes.
Input Processing This function reads in all external inputs for use by the DSC. The input processing function performs any signal conditioning that is required and computes the required derived inputs.
NOTE: The test state may be either powered or unpowered at a given point in time, depending on which activities are being performed.
State Machine
Ready State: This is the default powered state. The system will be in this state whenever the engine and control system are ready to provide power, but none is requested.
As part of the total software package, a particular group of regulatory software commands is included called a “state machine”. The state machine controls the various functions of truck operation. The software implements the state machine by keeping track of which state the truck is in and which state the truck is allowed to move into if the operator requests a different mode of operation. Each software state is defined as follows:
Startup/Shutdown State: The purpose of this state is to ensure the system is in a desired known state upon startup or shutdown. This is an unpowered state. NOTE: “Powered” and “unpowered” refer to the state of the DC link. 600 volts or more equals “powered”, 50 volts or less equals “unpowered”.
Ready state is also the state where the DC link is discharged in preparation for shutdown, rest, or in reaction to certain event conditions. Therefore, the ready state should not be considered strictly a powered state (as are propel and retard).
Rest State: The purpose of this state is to conserve fuel while the truck idles for an extended period of time. The rest state also provides an environment where maintenance personnel can control the engine without causing power to be applied to the DC link. The rest state is an unpowered state.
Propel State: The purpose of this state is to provide the power system configuration and overall environment for engine-powered propulsion. This is a powered state. The system will not be allowed to maintain the propel state without sufficient power on the DC link.
Retard State: This state provides the power system configuration and overall environment for retard functions, where energy from vehicle movement is dissipated in the retarding grid resistors in an effort to slow the truck. The retard state is a powered state.
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Electric Propulsion System Components
E2-25
Transitions between states under normal operational conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State (for Startup): The system will transition to the Startup/Shutdown state for the purpose of “startup” whenever execution control is initially transferred to the application program (after application of power, system reset, etc).
Transition to Rest State: This transition will occur automatically from the Test or Ready state if a request for Rest state is received and all of the following conditions are true: • Any testing in progress is complete. • The system temperatures are cool enough to allow the Rest state (function of IGBT phase module, chopper module, and motor temperatures). • The AFSE panel is disconnected and there is essentially no voltage on the DC link.
Transition to Startup/Shutdown State (for Shutdown): The system will transition to the Startup/Shutdown state for the purpose of “shutdown” from the Test, Rest, Ready, or Startup/ Shutdown (if previously entered for the purpose of startup) state if all of the following conditions are true:
• The truck is not moving.
Transition from Ready State to Test State: This transition will occur if the truck is not moving and a request for testing is received.
• System power is removed, or the control power switch or key switch is turned off. • The truck is not moving. • There is essentially no voltage on the DC link. • Any testing in progress is complete. NOTE: Testing in progress does not have to be successful, but for the purpose of ensuring an orderly shutdown it must be complete before the current state is exited.
Transition from Ready State to Propel State: This transition will occur if all of the following conditions are true: • The accel pedal is pressed. • A direction has been chosen (the truck is either in FORWARD or REVERSE). • There is sufficient voltage on the DC link. • At least one of the following conditions is true:
Transition from Startup/Shutdown State to Test State: This transition will occur automatically once initialization is complete (functions performed while in Startup/Shutdown state for the purpose of startup have been completed).
a. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. b. Truck speed is such that retard is not allowed. c. Truck speed is overspeed limit.
Transition from Test State to Ready State: This transition will occur upon completion of any required testing if the Rest state request is not active and there is sufficient voltage on the DC link.
E2-26
less
than
the
motor
d. The accel inhibit function is not active.
Electric Propulsion System Components
E02022
Transition from Ready State to Retard State: This transition will occur if truck speed is such that retard is allowed and at least one of the following conditions exists: • Truck speed is greater than or equal to motor overspeed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 64 kph (40 mph).
Transition from Propel State to Retard State: This transition will occur if at least one of the following conditions exists: • Truck speed is such that retard is allowed, and the retard pedal or lever is pressed such that a significant amount of retarding effort is requested.
• The retard pedal or lever is pressed such that a significant amount of retarding effort is requested.
• Truck speed exceeds the motor speed limit. Overspeed will not be engaged such that it prevents the truck from propelling at 64 kph (40 mph).
• All of the following conditions are true:
• All of the following conditions are true:
a. Retard speed control is selected.
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken.
b. Truck speed exceeds the set retard speed, or the truck is accelerating such that the truck speed will soon exceed the set retard speed if no action is taken.
c. The accel pedal is not pressed and/or the truck is configured such that accelerator pedal signal does not override retard speed control.
c. The truck is configured such that accelerator pedal signal does not override the retard speed control.
Transition from Rest State to Test State: This transition will occur upon release of the Rest request. NOTE: A transition directly from Rest state to Ready state is not allowed because the system is essentially off and should be brought back on-line and checked out before Ready state is entered.
Transition from Propel State to Ready State: This transition will occur if all of the following conditions exist:
Transition from Retard State to Ready State: This transition will occur if all of the following conditions exist: • Overspeed is not active. • At least one of the following conditions is true: a. The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. b. Truck speed is such that retarding is not allowed. • At least one of the following conditions is true:
• The accelerator pedal is not pressed.
a. Retard speed control is not selected.
• The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested.
b. Truck speed is low enough such that retard speed control is not active.
• Truck speed is less than the motor overspeed limit. • At least one of the following conditions is true: a. Retard speed control is not selected. b. Truck speed is below the set retard speed, and acceleration is such that no retard effort is (currently) required to maintain this condition.
E02022
c. The accelerator pedal is pressed, and the truck is configured such that the accelerator pedal overrides the retard speed control. This allows the configuration constant to determine if pressing on the accelerator pedal kicks the truck out of retard, even if the retard speed control is still active. • The retard torque control logic exit sequence is complete.
Electric Propulsion System Components
E2-27
DC Link State Power is provided to the inverters and motors via the DC link. The DC link has two associated states: powered and unpowered. The following defines the conditions necessary to establish each state, as well as the transitional conditions between the two states:
Powering the DC Link: The DSC software will attempt to power the DC link (command the system configuration defined below) if all of the following conditions are true: • Event restrictions do not prohibit power on the DC link.
De-Powering the DC Link: The DSC software will attempt to de-power the DC link (command the system configuration defined below) if the system is in Test or Ready state and any of the following conditions are true: • Event restrictions prohibit power on the DC link. • The system is preparing to transition to Startup/ Shutdown state for the purpose of shutdown (all the non-link-related conditions for Startup/ Shutdown state have been satisfied). • The system is preparing to transition to Rest state (all the non-link-related conditions for Rest state have been satisfied). • The engine is being shut down.
• The system is in Test state and any initiated testing is complete. To accomplish this, the DSC software will establish the necessary system configuration as follows:
• The engine is running. • The gate drive power converters have been enabled. • Neither inverter is requesting that a low voltage test be run.
1. Alternator field reference is set to zero. 2. AFSE is disabled. 3. GF is open and GFR is dropped out. 4. Chopper turn-on voltage is set below 600 volts.
In attempting to power the DC link, the DSC software will establish the necessary system configuration as follows:
5. RP2 is closed.
1. GF is closed and GFR is picked up. 2. AFSE is enabled. 3. Alternator field reference is commanded so that the desired DC link voltage or three-phase voltage is maintained. 4. RP contactors open. 5. Chopper turn-on voltage is set above 600 volts. NOTE: Before the AFSE is allowed to output firing pulses, the RP contactors will be commanded to open and the GF contactor will be verified to be closed. The AFSE will not output firing pulses if it is disabled, if GFR is dropped out, or if the alternator reference signal is 0.
E2-28
Electric Propulsion System Components
E02022
Engine Control
ALTERNATOR FIELD CONTROL
This software function generates the engine speed command. The engine electronic fuel control is responsible for maintaining that speed.
The alternator is controlled by controlling the alternator field reference sent to the AFSE panel.
The desired engine speed is determined according to the system state: Propel State: The engine speed is commanded such that the engine supplies only as much horsepower as is required to achieve the desired torque. All Other States: The engine speed is a direct function of the accelerator pedal. Additional constraints on the engine speed command are as follows: • If the truck is in NEUTRAL, the commanded engine speed at full scale accelerator pedal will be the engine's high idle. If the truck is not in NEUTRAL, the maximum commanded engine speed will be the engine's rated horsepower rpm. This allows faster hoisting of the truck bed, if desired. • During retard state the engine speed command will not be increased to support the DC link when retard is being ramped out at low truck speeds. However, engine speed may be increased if needed to support the DC link during normal retard when wheel slides are occurring.
The following constraints are applied to generating the engine speed command during all operating states: • The engine speed command will always be greater or equal to the minimum idle signal. The DSC can request that the engine speed command be increased by setting minimum idle. • The engine speed command will be increased if more alternator cooling is needed.
The desired alternator output voltage is dependent on the system state. The DSC will command an alternator field reference such that the desired DC link voltage or three-phase voltage is maintained. Desired Three-Phase Voltage During all powered states, the three-phase line-toline voltage will not be allowed to drop below 444 volts. This is the minimum voltage needed to supply the gate drive power converters. During all powered states except retard, the DC link voltage will represent the rectified three-phase voltage. In this case, as long as the DC link voltage is above 600 volts, the three-phase voltage will be adequate. During retard, the DC link voltage is not necessarily related to the three-phase voltage since the motors will be powering the DC link and reverse biasing the rectification diodes. In this case, the control ensures that the minimum three-phase voltage is maintained. Desired DC Link Voltage The desired link voltage is controlled by the alternator during all powered states except retard. The desired voltage is based on: 1. During propel, the desired DC link voltage will be adjusted based on motor speed and horsepower commanded to the inverters. 2. During retard, the DC link voltage may rise above the rectified three-phase voltage. When this occurs, the DC link voltage is controlled by the retard torque command, grid resistor command and chopper start. If conditions occur which prevent the motors from producing power to support the resistor grids, the alternator may be required to supply some power. In this case, the alternator field control will maintain at least 600 volts on the DC link. 3. During all powered states, the DC link voltage will not be allowed to drop below 600 volts. 4. While the DC link is being powered up, the voltage will be controlled to the levels necessary to support the inverter self-tests.
E02022
Electric Propulsion System Components
E2-29
• Jerk Limit
Self-Load During self-load, the alternator provides power to the resistor grids. The rectifying diodes will be forward biased, and DC link voltage will be controlled by the alternator. The alternator field control will be based on the following: • The DC link voltage will not be allowed to drop below 600 volts. • One mode of self-load will require the alternator output to be controlled to maintain a set desired horsepower dissipation in the resistor grids. • Another mode of self-load will require the alternator output to be controlled to maintain a set desired link voltage between 600 and 1500 volts. Propel Torque Control This software function commands the appropriate motor torque to the inverters during propel. The torque command is primarily a function of the accel pedal position and is limited by the physical constraints of the system. Each wheel torque is computed independently because the wheels may be operating at different speeds. Each torque command is adjusted to account for the following constraints:
• Wheel Spin In the event that the inverters detect a wheel spin condition and reduce torque in the slipping wheel, the motor torque in the other wheel may be increased within the above constraints such that as much of the total desired torque as possible is maintained.
Retard Torque Control The retard system converts braking torque from the wheel motors to energy dissipated in the resistor grid. The requested retard torque is based on the following three sources: • Retard Foot Pedal or Lever The maximum short time retard torque (at any speed, hence the constant torque level) will be scaled (linearly) by the retard foot pedal input (RPINHI) to produce the foot pedal retard torque call. • Overspeed While overspeed is active, the full available retard torque will be requested.
• Speed Override The propulsion system will attempt to limit truck speed to the design envelope of the wheel motors. The torque command will be modulated as the truck speed approaches the motor overspeed limit so that this limit is not exceeded if possible. Note, however, that steady state operation is kept as close to the overspeed limit as possible without exceeding it. • Motor Torque Limits The torque command will be constrained to the operating envelope of the inverters and the traction motors. The maximum torque that can be commanded is dependent on motor speed and DC link voltage. • Gear Stress The torque commanded will not exceed that which will produce excess gear stress. • Horsepower Available The horsepower available will be estimated from the engine speed. Parasitic loads are taken into account. The torque will be limited so that the engine does not overload.
E2-30
The torque command will be slew-rate limited to prevent jerking motion.
• Retard Speed Control While RSC is active, the RSC retard torque call will be adjusted to control truck speed to the RSC set point. Retard speed control will not request any retard torque if RSC is not active. The maximum torque call from the above three sources will be selected as the retard torque call. Retard torque limits are as follows: • The retard torque call will be limited to the maximum torque level based on speed. • The retard torque call will be limited to the maximum torque level available within the thermal constraints of the motors. • The retard torque call will be limited as needed to prevent overvoltage on the DC link. • While in retard, the minimum retard torque call will provide enough power to support at least one grid with 600 volts on the DC link. Retard will be dropped if the torque call falls below this value. • At low speed, the available retard torque will be ramped to zero.
Electric Propulsion System Components
E02022
Wheel Slide Control
Power-On Tests
The inverters prevent wheel slide by limiting torque to maintain wheel speeds above preset limits. These preset limits are a function of truck speed and the allowable creep; additional compensation will be applied to provide for differences between wheel speeds during turns.
Three power-on tests are executed once every time power is applied to the PSC. They are as follows: • CPU Card Checks - Upon power-up, the PSC will confirm the integrity of its CPU card hardware before transferring execution control to the application program residing in its FLASH memory.
The first resistor grid (RG1) will always be engaged when retard is active since the grid blower motors are wired across it.
• Battery-Backed RAM (BBRAM) Test/Adjustable Parameter Initialization - A battery-backed RAM (BBRAM) check will be performed to check for BBRAM data integrity. If the check fails, all adjustable parameters will be initialized to their default values.
The second fixed resistor grids (controlled by RP2) will be engaged as needed to dissipate the energy produced in retard state.
• Inverter Powerup Tests - The purpose of these tests is to verify that each inverter sub-system is functional:
Resistor Grid Control
1. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true:
Chopper Voltage Control Chopper turn-on voltage will be set to give the motors as much of the retard envelope as possible (i.e., keep the voltage as close to the maximum value as possible) and to keep the DC link voltage at or below the maximum link voltage value.
a. The system is in Test state for the purpose of power-up. b. The associated gate drive power converter has been enabled. c. The engine is running. d. Battery voltage is at least 25 VDC.
EVENT DETECTION AND PROCESSING The DSC contains very powerful troubleshooting software. The DSC software constantly monitors the AC drive system for any abnormalities (events). Automatic self-tests are performed periodically on various parts of the system to ensure its integrity. Additionally, there are some elaborate tests which may be run by an electrician with the use of DID screens. Predictive analysis is used in some areas to report potential problems before they occur. The event detection function of the software is responsible for verifying the integrity of the DSC hardware and the systems to which the DSC interfaces by detecting an “event” (abnormal condition). The events fall into three detection categories:
E02022
e. The inverter is requesting that the low voltage and/or high voltage powerup tests be performed. f. The inverter has not been physically cut out of the system. g. Active event restrictions do not preclude powering the DC link or running the inverter. 2. Low Voltage Test - A given inverter will automatically perform its low voltage test if needed once inverter powerup testing is enabled per the above requirements. The PSC will declare the test failed and log an event if the test does not successfully complete within an expected time period. 3. High Voltage Test - If the low voltage testing defined above is successful for a given inverter, the inverter will automatically perform its high voltage test if needed once there is sufficient power on the DC link. The PSC will declare the test failed and log an event if the test does not successfully complete within an expected time after the DC link is sufficiently powered.
Electric Propulsion System Components
E2-31
• DC Link Capacitance Test - This test will run once every 24 hours when conditions allow, normally after a VI-test during the normal power-up sequence. This test can also be run from the DID panel to aid in troubleshooting. During test execution, engine speed is set to 1500 rpm and the DC link is charged to 120 VDC. The engine is then returned to idle while the DC link is allowed to discharge to 100 VDC. Total link capacitance is then calculated using the time it took to discharge. If capacitance is getting low, but is still OK, event 70 is logged. If capacitance is below the minimum allowable level, event 71 is logged and the truck is restricted to 10 MPH. If the test is not able to be completed after numerous attempts, event 72 is logged, indicating a problem in the truck's ground detection circuit, and truck speed is limited to 10 mph.
EVENT RESTRICTIONS The DSC software will not override an event restriction as long as the “limp home” mode is not active. Transitions to restricted states will not be allowed. If the system is in a state which becomes restricted, it will transition down to the highest unrestricted state. The order of the states, from lowest to highest, is Startup/Shutdown, Rest, Test, Ready, Retard, Propel. Transitions to the Test state or lower states in reaction to event restrictions will not be allowed until the truck is not moving. The “limp home” mode is a state which is entered when the truck has suffered a failure and is not able to continue normal operation, but is still capable of getting back to the maintenance area, or at least out of the way of other trucks. Event Restrictions associated with a given event are listed in Table 1 earlier in this section.
Initiated Tests These tests are performed when requested by maintenance personnel. The truck must be in the Test state for these tests to run. • Maintenance Tests - The purpose of these tests is to facilitate verification of system installation and wiring, particularly the “digital” interfaces (relays, contactors, etc). • Self-Load Test - Self-load testing is a means by which the truck’s diesel engine can be checked for rated horsepower output.
Periodic Tests These automatic tests are run continuously during the operation of the truck to verify certain equipment.
EVENT LOGGING AND STORAGE This software function is responsible for the recording of event information. There are two basic levels of event storage: event history buffer and data packs. The event history buffer provides a minimum set of information for a large number of events, while data packs provide extensive information for a limited number of events. The following requirements apply to both data packs and the event history buffer: • Fault information is maintained until overwritten; it is not cleared out following a reset. This allows the user to examine data associated with events that have been reset, as long as there have not been so many new events as to necessitate reuse of the storage space. • If a given event is active (logged and not reset), logging of duplicate events (same event and subID numbers) will not be allowed. If the event is reset and subsequently reoccurs, it may be logged again. Likewise, if an event reoccurs with a different sub-ID from the original occurrence, the event may be logged again.
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Electric Propulsion System Components
E02022
Event History Buffer Event history buffer is defined as a collection of event history records. A buffer contains 300 entries filled with event numbers occurring in chronological order. Also included in this buffer will be all the input and output values, time the event occurred, reset time, state information, etc, for each event. This buffer is filled continuously and overwritten (if necessary). Limits (accept-limit) are placed on the amount of space which a given event code may consume. This prevents a frequently occurring event from using the memory space at the expense of a less frequent event. This data may be cleared (after downloading for troubleshooting) at each maintenance interval. Data Packs A data pack is defined as an extended collection of information relevant to a given event. NOTE: The concepts of lockout, soft reset, and accept limit do not apply to data packs. Thirty (30) data packs are stored with each containing 100 frames of real time snapshot data. Snapshot data is defined as a collection of key data parameter values for a single point in time). The purpose of each data pack is to show a little “movie” of what happened before and after a fault. The time interval between snapshots is default to 50 ms, but each data pack may be programmed via the DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 ms). The “TIME 0:00 frame #” at which the fault is logged is default to frame #60, but each data pack is programmable from 1 to 100. In the above default cases, data is stored for 3 seconds (2.95 second actual) before the fault and 2 seconds after the fault. A data pack status structure is assigned to each data pack plus any programmable settings. This status structure is used by the DSC or PTU to check for available data (event number, id, and status, should be set to zero if data pack is not frozen), as well as for control of the data packs.
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If a data pack is unfrozen (not holding any particular fault data), it is continually updated each 100 frames, organized in a circular queue, with new real time snapshot data. When a fault occurs, the frame number at which the event occurred is used as a reference to mark the end of the data pack, and data is collected until the data pack is full. Only when the data pack is full will the event number, id and status be updated in the status structure. All logic control variables are saved in battery backed RAM, in case a fault occurs and battery power is cycled before the data pack is filled with data (the software allows for proper recovery and then continues to fill the data pack). Maintenance personnel, by way of the DID (or PTU), can assign the data pack to hold only certain event numbers (for the case where it is desired to collect data on a particular fault). However, in the default case, faults will be stored as they come until all data packs are frozen (holding fault data). When all data packs are frozen, the data pack with the fault that was RESET first (either automatically or by the DID/PTU), if any, will be unfrozen and will start storing new data in case a new fault occurs. Event Reset There are two basic types of event resets: soft and hard. The difference between the soft and hard reset is that a soft reset only affects events that have not been locked out and a hard reset affects events regardless of lockout status. Events will be reset: • On power-up - A soft reset will be issued against all events at power-up. • By DID commands - The DSC can issue both hard and soft resets. • By PTU commands - The PTU can issue both hard and soft resets.
Electric Propulsion System Components
E2-33
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS Software functions given up to this point have assumed that the truck is operating under typical circumstances. The following information defines system operation under abnormal or exceptional circumstances. In the event of conflict between these functions and those given for normal operation, the following functions will take precedence. Fast Start A fast start software function is provided to address the case where the PSC is reset unexpectedly (power supply glitch, for example) while the system is running. Its purpose will be to regain control of the truck as quickly as possible. Engine Shutdown/Engine Not Running
Limp Home Mode The purpose of limp home mode is to address the situation where the truck has suffered a failure and is not able to continue normal operation but is still capable of “limping” (getting back to the maintenance area or at least out of the way of other trucks). The intent is that the limp home mode will be used by maintenance personnel operating the truck at low speeds with the truck unloaded. Maximum truck speed will be limited to a reduced value while in limp home mode. If the DSC requests limp home mode, the state machine will ignore the restrictions associated with any fault for which limp home mode is possible.
The DSC will enter limp home mode if all of the following conditions are true:
The engine must be running to enable the gate drives and to maintain power on the DC link. Typically, the PSC will be given advanced warning that the engine is about to be shut off. However, if the engine stalls or stops because of a mechanical malfunction, the system will most likely have no advance warning.
• The truck is not moving.
The system reaction to an engine not running condition will be the same as an event carrying a “no power” restriction except that no event will be recorded and no external reset to clear the condition will be required. The “no power” restriction will be automatically lifted as soon as the engine starts running.
• If there are any events active for which an inverter must be turned off or cut out before limp home mode is allowed, those actions have been taken (inverter is turned off or cut out as required).
If the system is given warning of an impending engine shutdown, the existing torque commands will be command to zero over a “long” ramp time (2 to 10 seconds). If no warning is given and the engine stops running, the existing torque commands will be command to zero over a “short” ramp time (0.1 to 0.5 second).
E2-34
• The DSC is in Ready or Test state and there is no initiated testing in progress. • At least one inverter is functional. • There are no events active for which limp home mode is not possible.
NOTE: The DID panel can be used to cut out an inverter. In some cases, certain DC link bus bars/ cables within the inverter also may need to be removed. The DID will prompt maintenance personnel if any of the above actions need to be accomplished. The DSC will exit limp home mode if either of the following conditions occur an event occurs for which limp home mode is not possible.
Electric Propulsion System Components
E02022
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS The Table 5 lists component abbreviations that are used in schematics and system description information. Refer to Figure 2-3 through Figure 2-6 for the location of the components. A short description of the component's primary function is also listed. Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO.
COMPONENT
FUNCTION
AFSE
2-4
Alternator Field Static Exciter Panel
Regulates current in the alternator field based on firing pulses from the PSC.
AFSER
2-4
Resistor
AFSE Battery boost command pull up resistor.
Alternator
Main alternator, propulsion and control system.
Ambient Temperature Sensor
Provides ambient air temperature input to the control group.
System analog input/output card
Provides signal conditioning for analog signals to and from the TCI and PSC.
ALT AMBTS
2-6
ANALOG I/O CARD BAROP
2-4
Barometric Pressure Sensor
Provides altitude input for control electronics.
BATFU1, 2
2-4
System Fuse
Provides overload protection for control equipment.
Battery Disconnect Switch
Connects and disconnects the 24 VDC truck batteries.
BATTSW BDI
2-4
Battery Blocking Diode
Works in conjunction with BFC and BLFP to maintain battery voltage to CPU.
BFC
2-4
Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance CPU resets.
BFCR
2-4
Battery Filter Resistor
Added to replace Battery line filter that was removed.
Grid Blower Motors 1 and 2
DC motors driving blowers to provide cooling air for the retarding grids.
BM1, 2 BM1I / BM2I
2-3
Current Sensing Modules
Monitors current flowing through grid blower motors #1 and #2.
CCF1, 2
2-3
DC Link Filter Capacitors
Absorbs and releases current to the DC link for the grid resistors when a current spike occurs.
CCLR1, 2
2-3
Capacitor Charge Resistor Panels 1 and 2
Connected across the DC link to provide a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating lights.
CCL1, 2
2-4
Capacitor Charge Indicating Lights 1 and 2
Illuminated when 50 volts or more is present on the DC link (the DC bus connecting the Alternator output, Chopper Module/Resistor Grid circuits and traction Inverters).
CD1, 2
2-3
Chopper Diodes 1 and 2
Controls the DC voltage applied to the grids during retarding.
CF11, 22, 21, 22
2-3
DC Link Filter Capacitors
Absorbs and releases current to the DC link for the Traction Motors when a current spike occurs.
CGBM1, 2
2-3
Blower Motor Capacitors
Limit the rate of current increase when starting to optimize motor commutation.
CMAF
2-4
Alternator Field Current Sensing Module
Detects amount of current flowing through the Alternator field winding.
CMT
2-4
Alternator Tertiary Current Sens- Detects amount of current flowing through the Alternator tertiary winding. ing Module
CM1, 2
2-3
Chopper IGBT Phase Module 1 and 2
E02022
Controls the DC voltage applied to the grids during retarding.
Electric Propulsion System Components
E2-35
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO.
COMPONENT
FUNCTION
CM11A - 12C
Current Sensing Modules, Phase Detects amount of current flow through the A, B and C phases of Traction Motor 1. 1A, 1B and 1C
CM21A - 22C
Current Sensing Modules, Phase Detects amount of current flow through the A, B and C phases of Traction Motor 2. 2A, 2B and 2C
CPR
2-4
Control Power Relay
Picks up when the Key Switch and Control Power Switch are closed.
CPRD
2-4
Dual Diode Module
Allows two separate voltages to control the CPR coil.
CPRS
2-4
Control Power Relay Suppression Module
Suppresses voltage spike when CPR coil is de-energized.
CPS
2-4
Control Power Switch
Energizes CPR coil.
DCN BUS/DCP BUS
DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters.
DID
Diagnostic Information Display
Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test.
DIGITAL I/O CARD
Digital Input/Output Card
Receives contactor, relay and switch feedback signals and provides drive signals to relays, contactors, indicator lamps, etc. Located in PSC and TCI.
DSC
Drive System Controller
The DSC is the main controller for the AC drive system. All propulsion and retarding functions are controlled by the DSC based on internally stored software instructions.
DSC Link
DSC Link
State of the LINK charging machine.
Filter Discharge Resistor
Resistor divider network connected across the DC link, provides secondary discharge link for the DC link. Normal discharge is through RP1.
Fiber Optic Assembly
Provides voltage and electrical noise isolation for control and feedback signals between the PSC and Phase/Chopper Modules.
FDR
2-6
FIBER OPTIC ASSEMBLY FP
2-6
Filter Panel
Filters electrical noise on 3 phases of Alternator output.
GDPC1
2-4
Gate Driver Power Converter 1
Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 1 IGBT Phase and Chopper Modules.
GDPC2
2-4
Gate Driver Power Converter 2
Converts 19 to 95 VDC from the Gate Drive Power Supply to 25 kHz, 100 VRMS, square wave power to drive Inverter 2 IGBT Phase and Chopper Modules.
GF
2-5
Alternator Field Contactor
Connects the AFSE to the Alternator field.
GFBR
2-4
Resistor
Provides a small load across the contactor feedbacks to help keep the contactors clean.
GFCO
2-4
Generator Field Contactor Cutout Disables Alternator output. Switch
GFM1, 2 GFR GFRS
E2-36
2-5
Gate Firing Module
Receives pulses from the Analog I/O card in the PSC, amplifies the pulses, and then splits the pulses to drive two SCR circuits in the AFSE. Located on AFSE panel.
Alternator Field Relay
Picks up with GF contactor and applies B+ to the AFSE (battery boost) during initial acceleration phase.
Alternator Field Relay Coil Suppression Module
Suppresses voltage spikes when GF coil is de-energized.
Electric Propulsion System Components
E02022
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO. GFS
COMPONENT
FUNCTION
Suppression Module
Suppresses voltage spikes in coil circuit when GF contactor is de-energized.
GRR
2-6
Ground Resistor Panel
Detects power circuit grounds.
GRR9, 10
2-4
Resistors
Used with GRR to detect power circuit grounds.
INV1 TMC CARD
Generates Phase Module turn-on/turn-off commands for Inverter 1 Central Processing Unit Card and Input/Output Card the Inverter 1.
INV2 TMC CARD
Generates Phase Module turn-on/turn-off commands for Inverter 2 Central Processing Unit Card and Input/Output Card the Inverter 2.
KEYSW
Key Switch
Connects battery voltage to CPR and control circuits when closed. (Located on instrument panel.)
LINK1
Link Current Sensing Module
Detects amount of current flow through the DC link.
L1, 2
Cabinet Lights
Provide interior cabinet illumination.
M1, 2
Motorized Wheels
Monitors voltages and currents from various areas for Inverter 1. Monitors Traction Motor 1 speed.
Monitors voltages and currents from various areas for Inverter 2. Monitors Traction Motor 2 speed.
Each Motorized Wheel consists of a Traction Motor and a Transmission Assembly. The 3-phase asynchronous Traction Motors convert electrical energy into mechanical energy. This mechanical energy is transmitted to the wheel hub through a double reduction gear train (Transmission).
P11A+, 11B+, 11C+ P12A+, 12B+, 12C+
2-3
IGBT Phase Modules
Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1.
P11A-, 11B-, 11CP12A-, 12B-, 12C-
2-3
IGBT Phase Modules
Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 1.
P21A+, 21B+, 21C+ P22A+, 22B+, 22C+
2-3
IGBT Phase Modules
Provide positive driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2.
P21A-, 21B-, 21CP22A-, 22B-, 22C-
2-3
IGBT Phase Modules
Provide negative driving voltages (PWM or square wave, depending on truck speed) for each of the three windings of Traction Motor 2.
PS
2-4
Power Supply
RD
2-6
Rectifier Diode Panel
Converts Alternator 3-phase, AC voltage to DC voltage to power the two Inverters.
Retard Grid Resistors
Dissipate power from the DC link during retarding, load box testing, and Inverter Filter Capacitor discharge operations.
RG1A - 5C
RP1, 2
2-5
RP1S, RP2S
Retard Contactors 1and 2
A DC to DC converter which provides regulated Âą 24 VDC outputs from the unfiltered battery supply. Supplies power to PSC, TCI & LEMS.
When closed, connects Grid Resistors to the DC link during retarding, load box testing, and Inverter Filter discharge operations. Note: Some trucks do not have RP3 installed.
Suppression Modules
Suppresses voltage spikes in coil circuit when RP contactors are de-energized.
RP1BR \ RP2BR
2-4
Resistor
Provides a small load across the contactor feedbacks to help keep the contactors clean.
R1
2-5
Battery Boost Resistor
Limits surge current in the Alternator field circuit when GFR contacts first close.
E02022
Electric Propulsion System Components
E2-37
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION FIG. NO.
COMPONENT
FUNCTION
SS1, 2
Traction Motor Speed Sensors
Each speed sensor provides two output speed signals, proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card
System Central Processing Unit Card
Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, downloadable code storage, and an RS422 serial link.
TH1
2-5
Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first turned off.
VAM1
2-3
Voltage Attenuation Module
Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 1 to a level acceptable for use by the Analog I/O card in the ICP.
VAM2
2-3
Voltage Attenuation Module
Attenuates the three high voltage outputs applied to each phase winding of Traction Motor 2 to a level acceptable for use by the Analog I/O card in the ICP.
VAM3
2-5
Voltage Attenuation Module
Attenuates the high voltage outputs between the main alternator and the rectifier panel, and between the rectifier panel and the inverters to a level acceptable for use by the Analog I/O card in the ICP.
VAM4
2-5
Voltage Attenuation Module
Attenuates the high voltage outputs between the AFSE and the main alternator to a level acceptable for use by the Analog I/O card in the ICP.
E2-38
Electric Propulsion System Components
E02022
FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
E02022
Electric Propulsion System Components
E2-39
FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
E2-40
Electric Propulsion System Components
E02022
FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
E02022
Electric Propulsion System Components
E2-41
ELECTRONIC ACCELERATOR AND RETARD PEDALS The accelerator pedal provides a signal to the Truck Control Interface (TCI) when the operator requests power. The retard pedal provides a signal to the Propulsion System Controller (PSC) when the operator requests retarding. The pedal signals are processed by the analog card in the respective panel for use by the system controllers to provide the desired mode of operation. As the operator depresses the pedal, the internal potentiometer's wiper is rotated by a lever. The output voltage signal increases in proportion to the angle of depression of the pedal. Repair and initial adjustment procedures are discussed in the following. Refer to AC Drive System Electrical Checkout Procedure for final calibration of the pedal potentiometer after installation in the truck. Removal NOTE: Repair procedures for the retard and accelerator pedal are identical. The retard pedal is mounted on the brake pedal. Refer to Section J for instructions for removing and installing the electronic pedal on the brake actuator.
Disassembly 1. Remove the screws for cable clamps (1, Figure 2-7). The clamps can remain attached to wiring harness (2). 2. Remove the mounting potentiometer (3).
screws
and
Assembly 1. Position the potentiometer with the flat side toward the potentiometer cover and install it on the pedal shaft as follows: a. Align the cutouts in the shaft with the potentiometer drive tangs. b. Press the potentiometer onto the shaft until it bottoms against the housing. 2. Install the mounting screws. 3. Attach cable clamps (1) and tighten the screws securely. 4. Inspect the assembly and verify proper wiring clearance during operation of the pedal through the full range of travel.
NOTE: Note the routing and clamp location of the wiring harness. Proper wire routing is critical to prevent damage during operation after reinstallation. 1. Disconnect the pedal wiring harness from the truck harness connector. 2. Remove mounting cap screws, lockwashers and nuts, and remove the pedal assembly. Installation 1. Install the pedal assembly using the mounting cap screws, lockwashers and nuts. 2. Connect the pedal wiring harness to the truck wiring harness. 3. Use the DID panel to calibrate the pedal potentiometer according to the instructions in the AC Drive System Electrical Checkout Procedure.
E2-42
FIGURE 2-7. TYPICAL ELECTRONIC PEDAL 1. Cable Clamp 2. Wiring Harness
Electric Propulsion System Components
3. Potentiometer
E02022
PHASE MODULE REPLACEMENT Removal 1. To ensure that the link will not be energized during test and repair procedures, turn generator field contractor (GF) switch (2, Figure 2-3-1) in the control cabinet to the CUTOUT position by pulling the switch out and moving the switch downward as shown.
FIGURE 3-1. INFORMATION DISPLAY PANEL
2. To ensure that the electrical system is properly discharged before repairs are started, always follow the capacitor discharge procedure. Refer to “Capacitor Discharge System” in the Section A3, General Safety and Operating Instructions.
1. Control Power Switch 2. GF Cutout Switch 3. Capacitor Charge Light
3. Use a VOM to ensure that there is no voltage present between the DC+ and DC- links and ground. 4. Disconnect the fiber optic cables and the round plug at the top of the phase module. Tuck the removed cables under the loom to protect the cables when the module is pulled out. 5. Remove the mounting hardware that secures the phase module to the vertical bus bar. Note the length of the bolts for proper reinstallation. 6. Remove the mounting hardware that secures the two fuses. 7. Mark each phase module so that it will be reinstalled in its original location. NOTE: The weight of each phase module is 29.5 kg (65 lb). 8. Support the phase module and remove the two nuts and washers that secure the phase module to the control cabinet. 9. Slide the phase module forward by the extended mounting arms and remove it from the control cabinet. DO NOT pull on the gate card cover.
E02022
Installation 1. Inspect the rear cooling air sealing gasket. Replace it if damaged. 2. Return the phase module to its original location. 3. Install the two mounting bolts and washers that secure the phase module to the control cabinet. Tighten the bolts to 64 N•m (47 ft lb). 4. Install the mounting hardware that secures the two fuses. Tighten the bolts to 19 N•m (14 ft lb). 5. Install the mounting hardware that secures the phase module to the vertical bus bar. Tighten the bolts to 26 N•m (19 ft lb). 6. Reconnect the fiber optic cables and the round plug at the top of the phase module. 7. Move the generator field contractor (GF) switch to the NORMAL position and the control power switch to the ON position.
Electric Propulsion System Components
E2-43
NOTES
E2-44
Electric Propulsion System Components
E02022
SECTION E3 AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE INDEX AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3 NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4 TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS . . . . . . . . . . . . . . . . . . . . . . . . E3-5 REST MODE ACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5 INITIAL CHECKOUT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6 Circuit Continuity and Resistance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6 Megger Test for Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6 Troubleshooting for Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9 Low Voltage Power Supply Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10 Drive System Controller (DCS) Card Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 Propulsion System Software Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11 DSC Manual Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14 Accelerator Pedal, Retarder Pedal, and Retarder Lever Calibration and Checks . . . . . . . . . E3-16 Set Truck ID Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-20 Control Cabinet Pressure Switch Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-21 CHECKS PRIOR TO SELF LOAD ENGINE TEST (LOADBOX) . . . . . . . . . . . . . . . . . . . . . . . . E3-22 Verifying DSC Software Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22 Resetting and Erasing DSC Event Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23 ENGINE RUNNING TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24 Battery Boost Circuit Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24 Selector Switch Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26 Ground Detection Network Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29 Self Load Engine Test (Loadbox) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-33 DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 DID Panel Display Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35 DID Modes Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-37
E03024
AC Drive System Electrical Checkout Procedure
E3-1
Function Key F1 - DID Events or Faults Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38 Function Key F4 - DID Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41 DID Self Load Engine Test (Loadbox) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-42 DID Link Capacitance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44 DID Speedometer Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45 DID View Software Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-46 DID View Overspeed Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-47 DID View Data Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-48 DID Inverter Cutout Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-53 DID Truck Configuration Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-54 Language Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-59 VIEWING EVENT AND STATISTICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-60 Viewing the DSC Event Summary, Trigger Data, and Data Packs . . . . . . . . . . . . . . . . . . . . . E3-60 Viewing the Statistical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-62 LOGIC SCREENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-63 DATALOGGER FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-65 Setting Up the Datalogger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-65 Starting the Datalogger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-67 UPLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-69 Consolidated Truck Data Save . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-69 USB Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-70
E3-2
AC Drive System Electrical Checkout Procedure
E03024
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE ENGINE IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOLLOWED. Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be followed:
• If weld repairs are required, the welding
• DO NOT step on or use any power cable as a
touch the Retarding Grid elements until all shutdown procedures have been completed.
System (ECS) harnesses and ground wire (MTU engine). If equipped with DDEC or Komatsu engine, disconnect ECM harnesses. GE cards must be pulled forward far enough to disconnect card from backplane connector.
• ALL removal, repairs and installation of
• Some power cable panels throughout the
handhold when the engine is running.
• NEVER open any electrical cabinet covers or
ground electrode must be attached as close as possible to the area to be welded. NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Power cables and wiring harnesses must be protected from weld spatter and heat.
• Prior to welding, disconnect Engine Control
propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician properly trained to service the system.
truck are made of aluminum or stainless steel. They must be repaired with the same material or the power cables may be damaged.
• Power cables must be cleated in wood or
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
other non-ferrous materials. Do not repair cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior to servicing the cables and prior to returning the truck to service. Discard cables with broken insulation.
• IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician must inspect the truck and verify the propulsion system does not have dangerous voltage levels present before repairs are started.
If a problem occurs in the AC drive system that prevents use of normal shutdown procedures, ADDITIONAL PRECAUTIONS ARE NECESSARY to ensure that dangerous drive system voltages are not present when tests or repairs are performed. To ensure that the electrical system is properly discharged before repairs are started, always follow the capacitor discharge procedure. Refer to “Capacitor Discharge System” in the Section A3, General Safety and Operating Instructions.
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AC Drive System Electrical Checkout Procedure
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NORMAL TRUCK SHUTDOWN PROCEDURE 1. Reduce the engine speed to idle. Move the directional selector lever to PARK. Ensure that the parking brake applied indicator light is illuminated. 2. Place the drive system in the rest mode by turning on the rest switch on the instrument panel. Ensure that the light in the switch is illuminated. 3. Shut the engine off by turning the key switch to OFF. If the engine does not stop, pull up the engine stop switch on the center console.
If any of the red drive system warning lights are illuminated, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the retarding grid cabinet even after shutting off the engine.
FIGURE 3-1. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. GF Cutout Switch 3. Capacitor Charge Light
6. To ensure that the electrical system is properly discharged before repairs are started, always follow the capacitor discharge procedure. Refer to “Capacitor Discharge System” in the Section A3, General Safety and Operating Instructions.
4. Verify that the link voltage lights on the DID panel in the cab are off. If they remain on for longer than five minutes after engine shutdown, the propulsion system must be inspected to find the cause.
If the link voltage lights continue to be illuminated after five minutes, a fault has occurred.
• Leave all cabinet doors in place. DO NOT touch the retarder grid elements.
• DO NOT disconnect any power cables or use them as hand or footholds.
• Notify your Komatsu service representative or distributor immediately. 5. To ensure that the link will not be energized during test and repair procedures, turn generator field contractor (GF) switch (2, Figure 3-1) in the control cabinet to the CUTOUT position by pulling the switch out and moving the switch downward as shown.
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AC Drive System Electrical Checkout Procedure
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TEST EQUIPMENT Test equipment that is required to fully test the AC drive system include:
HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS
• One or two Portable Test Units (PTU) or laptop computers
• • • •
If cards must be removed from a panel, power to the panel must be turned OFF before removing or inserting cards into the panel. Failure to do so may result in damage to cards and other electronic components.
One digital multimeter One analog multimeter Several jumper wires One 500 volt megger
The Portable Test Unit (PTU) (with wPTU Toolbox software) is used to:
• test and adjust system parameters on the truck • view and download system information • upload software to the propulsion system. NOTE: In this section, details on access and use of specific wPTU Toolbox programs are described. For a complete description of using the wPTU Toolbox, refer to the appropriate GE manual.
There are four, 1 amp, blade style fuses located on the control panel for the speed sensors. Two fuses are for the front wheels and the other two are for the rear wheels. One green LED is located next to each fuse. These LEDs indicate whether the fuse is blown. If the LED is not lit, the fuse needs to be replaced.
It is important to note that printed circuit cards in the electronic control card panels are sensitive to static electricity. Handling cards without proper grounding precautions could damage electronic components mounted on them. Also, when transporting or storing these cards, industry recommended, special static electricity-proof containers must be used.
It is not recommended to pull cards from the panel any more times than necessary when starting up, testing, or welding on the truck. This practice can cause more damage than it prevents because it puts unnecessary cycles on the connector pins and may cause loose or dirty pins, which could cause a control system malfunction.
REST MODE ACTIVATION
In rest mode, all control components still have control power from the power supply and are still functioning. Prior to attempting to remove or unplug control components, remove all control power. Failure to do so may result in damaged control components. The propulsion system has a mode of operation called REST that is entered automatically when the parking brake is set (provided that all necessary truck operating conditions are met, such as truck stopped) or when the rest switch is placed in the REST position. In this mode of operation, power is removed from the DC link of the propulsion system, thereby preventing the propulsion system from either accelerating or retarding the truck. All control components still have power from the power supply and are still functioning. Do not attempt to remove or unplug control components when in the rest mode.
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AC Drive System Electrical Checkout Procedure
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INITIAL CHECKOUT PROCEDURES
Megger Test for Grounds
Circuit Continuity and Resistance Checks
The control equipment circuitry is classified in two major categories: main power circuit and alternator field control. Both circuit categories must be separately prepared for megger testing.
The following circuit continuity and resistance checks must be performed prior to energizing the propulsion system equipment. These procedures require the use of a volt ohmmeter (VOM) that is set for resistance measurements.
Hazardous voltages may be present in this equipment even if the engine and capacitor charge lights are off. Use measurement and protective equipment rated for 2000VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
If a VOM reading is significantly different from the value listed in the Table 1, consult the system schematic and inspect the affected circuit, checking connections and replacing components and wiring as required. NOTE: Link capacitance will cause the initial resistance reading to be inaccurate. Wait for resistance value to stop changing before taking a final reading. This may take several seconds. Table 1: DC Link VOM Reading + VOM Lead
- VOM Lead
VOM Reading
DC+ Link Bus Bar
Cabinet Ground
1185 ohms 1
DC- Link Bus Bar
Cabinet Ground
1185 ohms 1
DC+ Link Bus Bar
DC- Link Bus Bar
1150 ohms 2
DC- Link Bus Bar
DC+ Link Bus Bar
5.5 ohms 2
1 If GNDB1 (ground block) is disconnected from the Ground Resistor Panel (GRR), both the DC + and DC - resistance to ground readings will be higher. 2
Hazardous voltages may be present in this equipment even if the engine and capacitor charge lights are off. Use measurement and protective equipment rated for 2000VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury. Electric shock can cause serious or fatal injury. To avoid such injury, personnel must take and observe proper precautions when making system adjustments or performing system or component electrical tests. Personnel must not touch and remain clear of all components, cables, or terminals during and after megger testing due to electrical hazard. Failure to observe these precautions may result in death or serious personal injury. Use a megger with a discharge setting. Failure to do so may result in death or serious personal injury. The DC link will hold a capacitor charge after megger testing the main power circuit. Allow sufficient time for it to discharge. Failure to observe these precautions may result in death or serious personal injury. A successful megger test must be performed on the power circuits before attempting a ground circuit test. If a ground exists when the test ground is introduced, the introduced ground wire may melt. Always perform the megger test to avoid introducing another ground in the power circuit. Failure to observe these precautions may result in death or serious personal injury.
Set the VOM on R1 scale to avoid charging capacitors.
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AC Drive System Electrical Checkout Procedure
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11. Disconnect the round output connectors from all VAMs (VAM1, VAM2, VAM3, and VAM4).
Check the polarity of the suppression modules across all coils: relays, contactors and reverser. If any are reversed, output channels on the digital input/output cards can be damaged during attempts to energize. Do not use a bell ringer wiring tester. Use an ohmmeter or light continuity tester.
12. Remove the wires from ground block located near the DSC panel. Ensure that all removed ground wires are insulated from ground and from other wires. A wire that makes contact with ground or any other wire may affect the megger test results. 13. Remove the arc chute from GF contactor (1, Figure 3-2) and install a jumper between main contactor tips (2).
Before removing any of the cards in the electronics panels, turn battery power to the control system OFF. Do not put a shorting wire on the terminal boards.
Preparation for Megger Test Perform the following procedure to prepare for a megger test by either removing wiring connections, insulating, jumping, or preparations indicated by the instructions. Use shorting wire for jumping procedures. However, be careful not to short devices to ground or to the wrong devices. The truck must be grounded. Ensure that all earth ground connections and ground blocks are connected and grounded. Insulating gloves must be performing the megger test.
worn
by
personnel
1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Disable the 24VDC electrical system by moving the master disconnect switch to the OFF position. 4. To ensure that the link will not be energized during test and repair procedures, move generator field contractor (GF) switch (2, Figure 3-1) in the control cabinet to the CUTOUT position by pulling the switch out and moving the switch downward.
FIGURE 3-2. JUMPERING GF CONTACTOR TIPS 1. GF Contactor
2. Contactor Tips
5. For first commissioning, disconnect all DSC connectors. 6. Remove CN1 connector from the power supply. 7. Disconnect the round connector from the top of the gate driver power converters (GDPC1 and GDPC2). 10. Disconnect the CCLR1 and CCLR2 connectors.
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14. Install a jumper wire between the DC+ link and DC- link power. The jumper wire maybe installed inside the left control cabinet door at the top on cables DCP08 and DCN08. See Figure 3-3.
Megger Test Procedure The DC link, chopper modules, all inverters, rectifier, main alternator three phase output, and interconnecting power cables are checked in this portion of the megger test. Connected wheel motors will also be meggered during the test through a diode path in the inverter phase modules. The megohm reading will be the same unless the wheel motor cables or wheel motors are grounded. To megger the main power circuit: 1. Jumper the GF main contactor tip to ground. 2. Connect megger leads between the DC+ link DCP08 wire (located inside the left control cabinet door at the top) and ground. Ensure that the ground connection (Figure 3-3) is a chassis ground. 3. Set the megger for 1000 VDC and activate the megger to apply 1000 VDC to the circuit. 4. The megger reading should exceed 1 megohm. If the megohm reading is less, then discharge the circuit, troubleshoot, and retest when the problem is resolved. To aid in finding a fault, refer to "Troubleshooting for Grounds". 5. Switch the megger to the DISCHARGE setting and wait a minimum of 30 seconds before proceeding. 6. Use a 2000 VDC meter to verify that the DC link is discharged. 7. Remove the GF tip to ground jumper. 8. Disconnect the megger leads from the connection points.
FIGURE 3-3. JUMPERING THE DC BUS 1. Jumper Wire (DCP08 to DCN08)
The alternator field (rotor), tertiary, and associated cables and components are meggered from a single point. To megger these components and circuits: 1. Jumper DCP to ground. 2. Verify that the truck is set up to perform a megger test according to the "Preparation for Megger Test". 3. Connect a megger between the GF main contactor tip and ground. 4. Set the megger for 1000 VDC and activate the megger to apply 1000 VDC to the circuit. 5. Switch the megger to the DISCHARGE setting and wait a minimum of 30 seconds before proceeding.
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6. Use a 2000 VDC meter to verify that the DC link is discharged. 7. Carefully ground the DC link by connecting a ground wire to the GF main contactor tip (megger connection point). Personnel must remain insulated from the circuit and the ground wire while grounding the GF main contactor tip. 8. Remove DCP jumper to ground. 9. Disconnect the megger leads from the connection points.
Troubleshooting for Grounds 1. Visually inspect the truck for the following: • Moisture, oil, or debris in or on motorized wheels, alternator, grid resistors, main control cabinet, and power cables • Any wire or metal that might be touching exposed connections • Frayed or rubbing cables 2. If the visual inspection does not locate the cause, follow the megger procedures to isolate the ground to one of the three major loops.
If no faults were found, remove the shorting wires and reconnect all wires and cables previously disconnected for this test as follows:
3. Once the ground has been isolated to a particular loop, that loop should be broken down into smaller sections and megger tested again.
1. Remove the jumper wire between contactor tips (2, Figure 3-2) and reinstall the arc chute to GF contactor (1).
NOTE: Subdividing the grounded section should continue until the ground is isolated in a particular cable or piece of equipment. Then take the appropriate measures.
2. Remove the jumper wire from the DC+ link to the DC- Link. The jumper wire is installed inside the left control cabinet door at the top on cables DCP08 and DCN08. See Figure 3-3.
4. If the ground occurs in a motorized wheel or alternator, check the unit by removing all connections and megger test the circuit again.
3. Connect the round output connectors from all VAMs (VAM1, VAM2, VAM3, and VAM4).
5. Perform a detailed inspection of the unit following the guidelines of the inspection made in step 1.
4. Connect the ground wires to the ground block located near the DSC panel.
6. If no reason for the ground can be determined, or if the problem cannot be corrected, removal of the unit for repair at an authorized shop will be necessary.
5. Connect the CCLR1 and CCLR2 connectors. 6. Connect all DSC connectors. For subsequent megger testing, insert the control cards from the backplane connections. 7. Reapply CN1 connector at the power supply. 8. Connect the round connector on the top of the gate driver power converters (GDPC1 and GDPC2. 9. Move generator field contractor (GF) switch (2, Figure 3-1) in the control cabinet to the NORMAL position by moving the switch upward. 10. Enable the 24VDC electrical system by moving the master disconnect switch to the ON position.
7. If the ground is isolated to the dynamic retarding assembly, disconnect all cables leading to it and megger test the dynamic retarding assembly. 8. If the ground is still present, thoroughly inspect the dynamic retarding assembly for any obvious problems such as frayed or rubbing cables and water or debris inside the dynamic retarding assembly. 9. If the inspection does not locate the cause, isolate the two halves of the dynamic retarding assembly and megger test to localize the ground to one side or the other. 10. If the ground occurs on the blower motor side of the dynamic retarding assembly, disconnect the motor and check for grounds in the unit once again. 11. If the ground is still present in the dynamic retarding assembly, it will be necessary to disconnect each resistor section until the grounded section is found.
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Low Voltage Power Supply Checks
It is important to note that printed circuit cards in the electronic control card panels are sensitive to static electricity. Handling cards without proper grounding precautions could damage electronic components mounted on them. Also, when transporting or storing these cards, industry recommended, special static electricity-proof containers must be used. Always turn the control power switch (CPS) to OFF before removing or installing control cards in electronic panels. Failure to do so will result in card and/or panel equipment damage.
Preparation for Power Supply Checks 1. Open the door to the low voltage area on the right side of the control cabinet. 2. Remove control power by moving control power switch (1, Figure 3-4) downward to the OFF position. Then move generator field contractor (GF) switch (2) to the CUTOUT position by pulling the switch out and moving the switch downward.
Power Supply Check Procedure NOTE: During the course of these checks, if a reading is significantly different from the expected value, consult the system schematics, inspect the circuit, check connections, and replace components as required. 1. Enable the 24VDC electrical system by moving the master disconnect switch to the ON position. Check the polarity of the battery voltage at the location where BATFU was removed. The BATFU input side should read positive battery voltage (less than 30 VDC) to ground (battery common or negative), and the other side should read 0 VDC to ground (battery common or negative). 2. Disable the 24VDC electrical system by moving the master disconnect switch to the OFF position. Reinstall the BATFU fuse. 3. Enable the 24VDC electrical system by moving the master disconnect switch to the ON position. Turn the key switch in the operator cab to ON to enable control power availability to the propulsion system. 4. Move the control power switch upward to the ON position. 5. On the FH41 power supply (located in the control area of the cabinet to the left of the DSC panel), check the green status LEDs. Verify that all five LEDs (+15V, â&#x20AC;&#x201C;15V, +5V, +24V, â&#x20AC;&#x201C;24V) are illuminated. 6. Verify that the DID panel in the operator cab is illuminated and shows DISPLAY IS READY message.
FIGURE 3-4. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. Generator Field Contractor (GF) Switch 3. Capacitor Charge Light
3. Disable the 24VDC electrical system by moving the master disconnect switch to the OFF position. 4. Remove the 50 amp control circuit system fuse (BATFU) located on the upper left wall of the low voltage cabinet. 5. Disconnect the drive system controller (DSC) cards from their backplane connectors. Verify that all DSC panel connectors are connected.
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Drive System Controller (DCS) Card Checks
Propulsion System Software Installation Preparation for Software Installation Truck configuration can be completed through the console method as described in the following sections.
It is important to note that printed circuit cards in the electronic control card panels are sensitive to static electricity. Handling cards without proper grounding precautions could damage electronic components mounted on them. Also, when transporting or storing these cards, industry recommended, special static electricity-proof containers must be used. Always turn the control power switch (CPS) to OFF before removing or installing control cards in electronic panels. Failure to do so will result in card and/or panel equipment damage. 1. Remove control power by moving control power switch (1, Figure 3-4) downward to the OFF position. 2. Verify that the DSC card is properly installed and connected.
After the DCS CPU card has been properly set up, the user can choose to modify mine-specific configuration options. Using the console method requires using the methods for connecting to an CPU card debug console first. NOTE: A password will be required before proceeding. Passwords are supplied by your Komatsu representative.
To connect using the RS232 serial cable: 1. Connect the cable from the PC to the front edge DB9 on the CPU card. 2. Set up the parameters fields as follows: • Bits per second: 115200 • Data bits: 8
3. Locate the POWER and RESET LEDs at the bottom of the DSC CPU card.
• Parity: None
4. Move the control power switch upward to the ON position. The LEDs on the card should initially turn on. The RESET LED should turn off.
• Flow control: None
If the RESET or neither LED remains illuminated, it may indicate a faulty CPU card or a problem with the +5V power supply in that panel. 5. Replace the card if it is faulty.
• Stop bits: 1 NOTE: The COM port number selected depends on the setup of the PC.
To connect using an ethernet cable: 1. Connect the cable from the PC to one of the locations in Table 2. RJ45 to RJ45 is required. Table 2: Ethernet Connection Options Slot
RJ45 Location
IP Address
2
Front edge
192.168.0.1
6
Switch 1
192.168.1.1
6
Switch 2
192.168.2.1
NOTE: The PTU or PC should obtain an IP address automatically. A DHCP server is running on the CPU card and will issue an IP address to the PC. NOTE: A login name and password will be supplied separately by your GE representative.
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2. After connecting the ethernet cable and determining the IP address, start a Telnet session. Telnet is a utility that is provided in most operating systems or other communication packages. 3. Go to START -> PROGRAMS -> ACCESSORIES -> RUN. In the RUN window, type “telnet 192.168.x.x” with x.x being the specific port to which the PC is connected.
The connection is successful if a login prompt appears.
5. To change one of these options, choose the screen, option number, and new value: config <screen><option><value> For example, to change OEM Options (1), option 4 “15.0 Dump Body Up Speed Limit (with Override) (5, 20)”, type the following: config 1 4 7.5 The user will see “15.0” change to “7.5” in the numbered list of options.
To use the console method for configuring the software:
NOTE: The user should verify the settings on all of the screens. When finished modifying the configuration parameters, cycle power to the control group. The card is now set up and configured for operation.
1. At the xxx> prompt, type “config” then press ENTER.
NOTE: The UP arrow can be used in the console to retrieve the previous commands.
2. A list of possible configuration screens will appear: Software Installation Procedure
• OEM Options (1)
Before new software can be loaded into a truck’s propulsion system, configuration files must be created for each truck model, and truck model specific parameters must be recorded using a USB flash drive.
• OEM Options (2) • Engine Screen • Set Overspeeds Screen • Set Wheel Motor Types Screen • Display (Diagnostic Information Display, DID) Screen • OEM Custom Settings
1. Download the desired software versions to the PC. To update the application software only, there will be a single file: • ohv_xxx.bin (xxx is the version number)
3. To view or edit options from one of the screens, type “config <screen #>”. For example, to change OEM Options (1), type “config 1” for access. 4. A list of variables and their present settings become available on the screen. Typing “config 1” would show the following options (listed in order of appearance): • 10.0 MPH OEM Speed Option 1 (1, 50)
To update the operating system and application software, there will be two files: • os_xxx.bin • ohv_xxx.bin 2. Copy the files from the PC to a USB drive.
• 25.0 MPH OEM Speed Option 2 (1, 50) • 2100.0 Engine OEM Speed Option (500, 3000) • 5.0 Dump Body Up Speed Limit (0, 20) • 15.0 Dump Body Up Speed Limit (with Override) (5, 20) • 1.0 Dump Body Up Retard enable at Max Speed (0, 1) • 0.0 External OEM Accel Inhibit Enabled (0, 1)
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6. The CPU card will boot up and automatically find and copy the new software from the USB drive to the CPU card.
Do not cycle power once application of software starts to download. Equipment damage may result.
7. Wait for the light sequence to be solid GREEN (operating system and application updates) or cycling RED (application only updates). 8. Move the control power switch downward to the OFF position and remove the USB drive.
Hazardous voltages are present in this equipment. Use caution and avoid touching any energized equipment when the door to the low voltage area is open. Failure to do so may result in death or serious personal injury.
3. Enable the 24VDC electrical system by moving the master disconnect switch to the ON position. Turn the engine start switch to the ON position. 4. Remove control power by moving control power switch (1, Figure 3-4) downward to the OFF position. 5. Insert the USB drive into the front edge USB connector to the card that is being programmed. Jumper the download pin and the ground pin on the top edge of the card, then move the control power switch upward to the ON position. When the STATUS 3 and STATUS 4 LEDs are solidly illuminated, remove the jumper. If these two LEDs do not illuminate, the jumper was not recognized. Move the control power switch downward to the OFF position, ensure that the jumper is making a solid connection, and try again.
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9. Move the control power switch upward to the ON position. Wait for the CPU card to boot up. If all four STATUS LEDs begin to flash simultaneously, the software needs to be configured. Refer to "Preparation for Software Installation". NOTE: If installing the application only update, the card must be instructed to use the new software. If installing both operating system and application updates, this is automatically done. To instruct the card to use the new software, start and login to a console window. Refer to "Preparation for Software Installation" for instructions on opening a console window. 10. At the OHV-xxx> prompt, type “list_apps” to display available application versions to run. 11. At the OHV-xxx> prompt, type “change_app ohv_xxx.bin” where “ohv_xxx.bin” is the desired application version to be run. The card will reboot and launch the new software version. 12. After reboot, verify the software version(s) by using the wPTU, DID, or console.
AC Drive System Electrical Checkout Procedure
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DSC Manual Test Procedures Perform the following procedure to manually check certain DSC controlled outputs and DSC monitored inputs to verify proper wiring and component operation. 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-5. A truck model will be automatically selected. The PTU screens window will appear on the screen.
6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Engine_Stopped_Tasks -> DSC Manual Test. 7. After clicking on DSC Manual Test, the DSC Manual Test window will be displayed in the activity portion of the wPTU program screen. Perform the following digital output checks from the DSC Manual Test window. See Figure 3-6. a. In the Toggle Digital Outputs section of the screen, click on GF to highlight it. The generator field contractor (GF) switch must be in the NORMAL position. Verify that the GF contactor picks up and that GFFB is highlighted in the Inputs section of this screen. Click on GF again in the TDO section of the screen to de-energize GF. b. In the Toggle Digital Outputs section of the screen, click on GFR to highlight it. Verify visually that the GFR contactor picks up. Click on GFR again to de-energize GFR. c. In the Toggle Digital Outputs section of the screen, click on RP1 to highlight it. Verify that the RP1 contactor picks up and that RP1FB is highlighted in the Inputs section of the screen. Click on RP1 again to de-energize RP1. d. In the Toggle Digital Outputs section of the screen, click on RP2 to highlight it. Verify that the RP2 contactor picks up and that RP2FB is highlighted in the Inputs section of this screen. Click on RP2 again to de-energize RP2.
FIGURE 3-5. wPTU TOOLBOX LOGIN SCREEN
e. If equipped, in the Toggle Digital Outputs section of the screen, click on RP3 to highlight it. Verify that the RP3 contactor picks up and that RP3FB is highlighted in the Inputs section of this screen. Click on RP3 again to deenergize RP3. f. In the Toggle Digital Outputs section of the screen, click on AFSE to highlight it. Verify that there is 24VDC to ground on the AFSEL wire to ground (+25 on the GFM). Click on AFSE again to de-energize AFSE.
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FIGURE 3-6. DSC MANUAL TEST WINDOW
8. Perform the following digital input checks a. With the engine start switch and the control power switch ON, verify that the following items in the Inputs section of the screen are illuminated: KEYSW, CPSFB, CNFB, and GFNCO.
10. Click on the target icon above the wPTU program activity portion of the screen to go back to the wPTU Toolbox Login screen. Close the wPTU program, shut down the PTU, and disconnect the cable from the DSC port on the truck.
b. BRAKEON will be highlighted in the Inputs section if the service brakes are applied. Otherwise, it will be off. 9. Activate each available switch in the Toggle Digital Outputs section one at a time by clicking on the button. Monitor the indicator lights in the operator cab and the DSC Manual Test window command and feedbacks associated with the button to ensure proper operation. Any circuit that is not responding properly requires troubleshooting and repair before attempting the DSC Manual Test again.
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Accelerator Pedal, Retarder Pedal, and Retarder Lever Calibration and Checks When installing software on a truck, the accelerator pedal, retarder pedal, and retard lever must be calibrated. The calibration must be checked afterward to ensure proper operation. The following procedure is for recording and checking the propulsion system for the specific truck pedals and the retard speed control (RSC) potentiometer values.
6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Configuration -> Pedal Calibration. 7. After clicking on Pedal Calibration, the DSC Pedal Calibration window will be displayed in the activity portion of the wPTU program screen. Click on Run PTU Calibration. See Figure 3-8. 8. Fully depress the accelerator pedal and then release. 9. Fully depress the retarder pedal and then release.
Calibration Procedure for Pedals and Retarder Lever
10. Fully move the retarder lever and then release. The calibration process is complete.
NOTE: The DID panel is the recommended method for pedal calibration. Use the following PTU procedure if the DID panel is not functional. 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-7. A truck model will be automatically selected. The PTU screens window will appear on the screen.
FIGURE 3-7. wPTU TOOLBOX LOGIN SCREEN
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FIGURE 3-8. DSC PEDAL CALIBRATION WINDOW
Pedals and Retarder Lever Operation Check 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-5. A truck model will be automatically selected. The PTU screens window will appear on the screen. FIGURE 3-9. wPTU TOOLBOX LOGIN SCREEN
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6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Analog Inputs. 7. After clicking on DSC - Analog Inputs, the DSC Analog Inputs window will be displayed in the activity portion of the wPTU program screen. See Figure 3-10. Perform the following procedure from the DSC Analog Inputs window. a. Record the value for POTREF (typical value is 10.8 VDC). b. Record the value for ACCEL PEDAL with the pedal FULL OFF (typical value is 1.6 VDC). c. Record the value for ACCEL PEDAL with the pedal FULL ON (typical value is 8.5 VDC). d. Record the value for RETARD PEDAL with the pedal FULL OFF (typical value is 1.25 VDC).
e. Record the value for RETARD PEDAL with the pedal FULL ON (typical value is 8.0 VDC). f. Record the value for RETARD LEVER FULL OFF (typical value is 1.25 VDC). g. Record the value for RETARD LEVER FULL ON (typical value is 8.0 VDC). h. Pull up on the retard speed control (RSC) switch and record the value for RSC POT with the knob turned FULLY CLOCKWISE (typical value is 0.1 VDC). i. Record the value for RSC POT with the knob turned FULLY COUNTERCLOCKWISE (typical value is 10.7 VDC). j. Close the DSC Analog Inputs window by clicking on the X in the upper right corner of the window.
FIGURE 3-10. DSC ANALOG INPUTS WINDOW
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8. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Real Time Data.
f. With retard lever (if equipped) FULLY ON, verify that RETRD-SEL = 1.00. If it is not, calibrate using the DID panel.
9. After clicking on DSC - Real Time Data, the DSC Real Time Data window will be displayed in the activity portion of the wPTU program screen. See Figure 3-11. Perform the following procedure from the DSC Real Time Data window.
g. With retard speed control knob PULLED OUT (Retard Speed Control ON) and knob turned FULLY CLOCKWISE (turned to TURTLE icon), verify that RETSPD = <5.0.
a. With accel pedal FULLY RELEASED, verify that ACCEL-SEL = 0.00. If it is not, calibrate using the DID panel.
h. With retard speed control knob PULLED OUT (Retard Speed Control ON) and knob turned FULLY CLOCKWISE (turned to RABBIT icon), verify that RETSPD > 36.
b. With accel pedal FULLY PRESSED, verify that ACCEL-SEL = 1.00. If it is not, calibrate using the DID panel.
i. Close the DSC Real Time Data window by clicking on the X in the upper right corner of the window.
c. c. With retard pedal FULLY RELEASED, verify that RETRD-SEL = 0.00. If it is not, calibrate using the DID panel.
10. Click on the target icon above the wPTU program activity portion of the screen to go back to the wPTU Toolbox Login screen. Close the wPTU program, shut down the PTU, and disconnect the cable from the DSC port on the truck.
d. With retard pedal FULLY PRESSED, verify that RETRD-SEL = 1.00. If it is not, calibrate using the DID panel. e. With retard lever (if equipped) FULLY OFF, verify that RETRD-SEL = 0.00. If it is not, calibrate using the DID panel.
FIGURE 3-11. DSC REAL TIME DATA WINDOW
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Set Truck ID Number The truck identification (ID) number may be set to any number between 1 and 99,999. NOTE: The DID panel is the recommended method for setting the truck ID number. Use the following PTU procedure if the DID panel is not functional. 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position.
6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Configuration -> Set Truck ID. 7. After clicking on Set Truck ID, the Set Truck ID window will be displayed in the activity portion of the wPTU program screen. Enter a truck ID number in the New Truck ID field. See Figure 313.
2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-12. A truck model will be automatically selected. The PTU screens window will appear on the screen.
FIGURE 3-13. SET TRUCK ID WINDOW
8. Close the Set Truck ID window by clicking on the X in the upper right corner of the window. 9. Click on the target icon above the wPTU program activity portion of the screen to go back to the wPTU Toolbox Login screen. Close the wPTU program, shut down the PTU, and disconnect the cable from the DSC port on the truck.
FIGURE 3-12. wPTU TOOLBOX LOGIN SCREEN
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Control Cabinet Pressure Switch Check
Checking the Software Setting 1. Start and login to a console window. Refer to "Preparation for Software Installation" for instructions on opening a console window.
Hazardous voltages may be present in this equipment even if the engine and capacitor charge lights are off. Use measurement and protective equipment rated for 2000VDC minimum to verify that no voltage is present before touching any terminal. Verify functionality of the measurement equipment using site-approved procedures both before and after performing control group measurements. Failure to observe these precautions may result in death or serious personal injury.
2. Select the screen “View OEM Options (2)”. View the heading “Hardware Configuration Options” and verify that “Control Group Pressure Sensor Present” is set to 1. Checking the Pressure Switch Setting 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position.
Before opening the cover to adjust the switch, the system must be de-energized. Ensure that the control power switch (CPS) is in the OFF position and that the generator field contactor (GF) switch is in the CUTOUT position before attempting any work.
5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-15. A truck model will be automatically selected. The PTU screens window will appear on the screen.
The control cabinet pressure switch provides protection from the loss of coolIng air in the control group.The control cabinet pressure switch is located in the motor cable connection area at the rear of the control cabinet. See Figure 3-14.
FIGURE 3-15. wPTU TOOLBOX LOGIN SCREEN
FIGURE 3-14. PRESSURE SWITCH LOCATION 1. Control Cabinet Pressure Switch
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6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Real Time Data. 7. After clicking on DSC - Real Time Data, the DSC Real Time Data window will be displayed in the activity portion of the wPTU program screen. See Figure 3-11. Verify that CNTRLP in the Inputs section of the screen is not illuminated. If pressure switch digital input CNTRLP illuminates while the truck is off, verify that the wiring to the switch is correct. 8. Start the engine. If pressure switch digital input CNTRLP illuminates while the engine is at idle, turn the adjustment screw clockwise by 1/4 turn. Close the cover and retest. 9. Perform a no load engine sweep and verify that pressure switch digital input CNTRLP illuminates between 950 and 1150 rpm. • If pressure switch digital input CNTRLP illuminates below 950 rpm, turn the adjustment screw clockwise by 1/4 turn. Close the cover and retest. • If pressure switch digital input CNTRLP illuminates above 1150 rpm and below 1500 rpm, turn the adjustment screw counterclockwise by 1/4 turn. Close the cover and retest.
CHECKS PRIOR TO SELF LOAD ENGINE TEST (LOADBOX) Verifying DSC Software Version 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Move control power switch (1, Figure 3-4) upward to the ON position. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-16. A truck model will be automatically selected. The PTU screens window will appear on the screen. 6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Configuration -> SW Versions. 7. After clicking on SW Versions, the SW Versions window will be displayed in the activity portion of the wPTU program screen. See Figure 3-17. Ensure that all of the information is correct and up-to-date.
• If pressure switch digital input CNTRLP illuminates above 1500 rpm, verify that there are no holes in the inlet duct and the rear compartment cover is fully closed with an intact gasket.
FIGURE 3-16. wPTU TOOLBOX LOGIN SCREEN
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FIGURE 3-17. DSC SOFTWARE VERSION WINDOW
Resetting and Erasing DSC Event Data 1. To reset the DSC Event data: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> Reset DSC Events. b. After clicking on Reset DSC Events, a small window will be displayed in the activity portion of the wPTU program screen which asks “Do you want to RESET the Active DSC Events?”. Click on “Yes”.
3. Verify that there are no DSC events logged on the DID panel. 4. Click on the target icon above the wPTU program activity portion of the screen to go back to the wPTU Toolbox Login screen. Close the wPTU program, shut down the PTU, and disconnect the cable from the DSC port on the truck.
2. To erase the DSC Event data: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> Erase DSC Events. b. After clicking on Erase DSC Events, a small window will be displayed in the activity portion of the wPTU program screen which asks “Do you want to ERASE the Stored DSC Events?”. Click on “Yes”.
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ENGINE RUNNING TESTS The following tests are performed with the engine running. The checks and setup procedures described in "INITIAL CHECKOUT PROCEDURES" and "CHECKS PRIOR TO SELF LOAD ENGINE TEST (LOADBOX)" must be successfully completed immediately before performing these test procedures. Battery Boost Circuit Verification
Hazardous voltages are present in this equipment. Ensure that the control power switch (CPS) is in the OFF position and the generator field contactor (GF) switch is in the CUTOUT position before attempting any work on control components. Check that the capacitor charge lights (CCL1 and CCL2) are not illuminated. Use a VOM to verify that no voltage is present before touching any terminal. Failure to do so may result in personal injury, death, or equipment damage.
Follow all local safety procedures and mine procedures. Verify that personnel are clear of the truck. Truck components must be prepared for engine start and self load engine test (loadbox). Failure to do so may result in injury, death, or equipment damage.
1. Park the truck on level ground and chock the tires. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. All foreign material, tools, and loose parts must be removed from the control cabinets and the retarding grid. Remove any material around the retarding grid that may be drawn in during the self load engine test (loadbox). 4. Ensure that all cables and wires are connected in the control cabinet and retarding grid. Any cables or wires that are not connected must be insulated from the truck frame and clear of personnel. Wheel motors are not required and may not be mounted during this test. If wheel motors are not mounted and wired, ensure that the wheel motor power cables are insulated form personnel and the truck frame. 5. Move generator field contractor (GF) switch (2, Figure 3-18) to the CUTOUT position by pulling the switch out and moving the switch downward. Verify that the capacitor charge lights are off.
FIGURE 3-18. INFORMATION DISPLAY PANEL 1. Control Power Switch 2. Generator Field Contractor (GF) Switch 3. Capacitor Charge Light
This procedure must be performed exactly as written by trained personnel only. Failure to do so may result in personal injury or death. The contactors in the contactor cabinet may be energized while the engine is running.
6. Connect a voltmeter across battery boost resistor R1 in the power portion in the control cabinet. Connect the voltmeter positive lead to the R1 resistor terminal with wire BAT connected. Connect the voltmeter negative lead to the R1 resistor terminal with wire F101 connected. 7. After connecting the voltmeter, secure the cabinet door closed without cutting the voltmeter wires. 8. Connect an RS232 serial cable or ethernet cable to the DSC. 9. Move control power switch (1) upward to the ON position.
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10. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-19. A truck model will be automatically selected. The PTU screens window will appear on the screen.
11. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Real Time Data. 12. After clicking on DSC - Real Time Data, the DSC Real Time Data window will be displayed in the activity portion of the wPTU program screen. 13. Start the engine, then move the generator field contractor (GF) switch upward to the NORMAL position. 14. Deactivate the rest switch to while monitoring the voltmeter that is connected to the R1 resistor. When the rest switch is deactivated, the control system changes from REST mode to READY mode. Alternator excitation begins when the control system changes to READY mode.
FIGURE 3-19. wPTU TOOLBOX LOGIN SCREEN
15. The voltmeter will read approximately 18 volts momentarily and drop to 0 volts during the battery boost portion of alternator excitation. The DSC Real Time Data window will show system initiation when DSCMODE changes from REST to READY, SUBSTATE changes from LINKOFF to LINKON, and LINKV displays the voltage level on the DC link. See Figure 3-20.
FIGURE 3-20. DSC REAL TIME DATA WINDOW
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NOTE: It may be helpful to set the digital multimeter to max/min setting to be able to see the voltage during the brief time of battery boost. 16. If the maximum voltmeter reading is approximately 18 volts, continue to completion of this procedure. If the maximum voltmeter reading is significantly different (higher or lower) from 18 volts, or if it does not drop back to zero, troubleshoot the battery boost circuit (battery volts, wiring, and R1 connections) until the problem is resolved. Repeat the check after the problem has been addressed. 17. Move the rest switch to the REST position. The DSCMODE will change from READY to REST and the control system will power down. 18. Shut down the engine. The control system may be left powered while just shutting down the engine. If the control system is powered down also, shut down the PTU by clicking on the X in the upper right of the DSC Real Time Data window, then the DSC screens window. 19. Move the generator field contractor (GF) switch to the CUTOUT position by pulling the switch out and moving the switch downward. Verify that the capacitor charge lights are off.
Selector Switch Check 1. Park the truck on level ground and chock the tires. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. Shut down the engine. 3. All foreign material, tools, and loose parts must be removed from the control cabinets and the retarding grid. Remove any material around the retarding grid that may be drawn in during the self load engine test (loadbox). 4. Ensure that all cables and wires are connected in the control cabinet and retarding grid. Any cables or wires that are not connected must be insulated from the truck frame and clear of personnel. Wheel motors are not required and may not be mounted during this test. If wheel motors are not mounted and wired, ensure that the wheel motor power cables are insulated form personnel and the truck frame. 5. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-19. A truck model will be automatically selected. The PTU screens window will appear on the screen.
NOTE: A short time interval may be required to allow the capacitor charge level to come down to a safe level. 20. When capacitor charge lights are off, disconnect the voltmeter from the R1 resistor and close the control cabinet door.
FIGURE 3-21. wPTU TOOLBOX LOGIN SCREEN
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6. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Real Time Data. 7. After clicking on DSC - Real Time Data, the DSC Real Time Data window will be displayed in the activity portion of the wPTU program screen. 8. Apply the service brakes and move the directional control lever to NEUTRAL. Deactivate the rest switch. When the rest switch is deactivated, the control system changes from REST mode to TEST mode, then to READY mode within one minute. 9. With the service brakes applied, move the direction control lever to FORWARD and verify that torque (command and feedback) is present on each inverter (TQCMD1, TQCMD2, and TRQFB1, TRQFB2) shown in the Inverters section of the DSC - Real Time Data screen. See Figure 3-22. 10. With the service brakes applied, move the direction control lever to REVERSE and verify that torque (command and feedback) is present on each inverter (TQCMD1, TQCMD2, and TRQFB1, TRQFB2) shown in the Inverters section of the DSC - Real Time Data screen. See Figure 3-22. 11. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> DSC Event Summary. 12. After clicking on DSC Event Summary, the DSC Event Summary window will be displayed in the activity portion of the wPTU program screen. Verify that no events are logged, then close the DSC Event Summary window by clicking on the X in the upper right corner of the window. 13. Move the direction control lever to PARK and move the rest switch to the REST position. Shut down the engine.
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FIGURE 3-22. DSC REAL TIME DATA WINDOW
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Ground Detection Network Tests
Ground Detection Feedback Circuit Static Test
The ground detection network is tested by static test to verify the ground detection feedback circuit or by utilizing the self load engine test (loadbox) mode to verify the function of the ground resistor circuit (GRR) and feedback to DSC analog input card.
The ground detection circuit may be tested statically (engine not running). The test verifies the ground detection circuit feedback to the control system. To statically test the ground detection feedback circuit:
The static test is performed with the engine not running. The battery voltage is introduced into the ground detection feedback circuit that will be read on the PTU screens. The test that utilizes the self load engine test (loadbox) mode creates a ground connection on the DC+ link bus bar, DC- link bus bar, traction alternator stator, traction alternator field (rotor), and associated cables or leads. The engine is started and a self load engine test (loadbox) is performed which will cause a ground fault condition.
Hazardous voltages are present in this equipment. Ensure that the control power switch (CPS) is in the OFF position and the generator field contactor (GF) switch is in the CUTOUT position before attempting any work on control components. Check that the capacitor charge lights (CCL1 and CCL2) are not illuminated. Use a VOM to verify that no voltage is present before touching any terminal. Failure to do so may result in personal injury, death, or equipment damage.
Only trained personnel may perform ground detection network tests. Attempting these tests without proper training may result in personal injury or death.
1. Discharge the capacitors. Refer to â&#x20AC;&#x153;Capacitor Discharge Systemâ&#x20AC;? in the Section A3, General Safety and Operating Instructions. 2. Connect battery voltage (+24VDC) to the GRR9 resistor B terminal. GRR9 resistor is located in the low voltage cabinet (right side access door) on the floor of the compartment (fifth resistor from the front). Wire number FAULTP02 is connected to terminal B of GRR9. 3. Connect an RS232 serial cable or ethernet cable to the DSC. 4. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-23. A truck model will be automatically selected. The PTU screens window will appear on the screen.
FIGURE 3-23. wPTU TOOLBOX LOGIN SCREEN
A successful megger test must be performed on the power circuits before attempting a ground circuit test. If a ground exists when the test ground is introduced, the ground wire may melt. Always perform the megger test to avoid introducing another ground in the power circuit. Failure to do so may result in equipment damage. Refer to "Megger Test for Grounds" for instructions.
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5. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Real_Time -> DSC - Real Time Data.
8. Exit the wPTU program. Remove control power by moving control power switch (1, Figure 3-18) downward to the OFF position.
6. After clicking on DSC - Real Time Data, the DSC Real Time Data window will be displayed in the activity portion of the wPTU program screen.
9. Remove the battery voltage (+24VDC) from the GRR9 resistor.
7. In the Analogs section of the DSC Real Time window, GFAULT is shown in milliamperes (ma). With the battery voltage (+24VDC) connected to GRR9 terminal B, GFAULT will read approximately 400 ma. If GFAULT is significantly different from 400 ma, troubleshoot the ground detection feedback circuit. When the issue is resolved, test the ground detection feedback circuit again. See Figure 3-24.
FIGURE 3-24. DSC REAL TIME DATA WINDOW
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DC Link Positive Side Ground Check This portion of the ground test will simulate a ground occurring on the DC+ link bus bar. This will verify the ground detection network and control system feedback displayed on the PTU. Figure 3-25 shows the block electrical diagram with an intentional ground on the DC+ link bus bar and a digital voltmeter connected to ground detection resistor GRR10. 1. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position. 2. All foreign material, tools, and loose parts must be removed from the control cabinets and the retarding grid. Remove any material around the retarding grid that may be drawn in during the self load engine test (loadbox). 3. Discharge the capacitors. Refer to â&#x20AC;&#x153;Capacitor Discharge Systemâ&#x20AC;? in the Section A3, General Safety and Operating Instructions. 4. Install a jumper wire between the DC+ link bus bar and ground (chassis ground). The jumper wire may be installed on cable DCP08. Close the control cabinet door. 5. Initiate a self load engine test (loadbox). Refer to "Self Load Engine Test (Loadbox) Procedure".
6. The Self Load Engine Test window (Figure 3-28) will display DC link voltage (LINKV) and ground fault current (GFAULT) in milliamperes (ma). The PTU GFAULT display reads absolute value on GRR10 and is always displayed as a positive number. The ground fault current will rise with the DC link voltage until the control system faults (due to a ground), shutting down power generation. This should occur at 1000 VDC. If a fault does not occur, stop the self load engine test (loadbox) process and troubleshoot the ground detection network issue. After the issue is resolved, perform the test again. 7. After verifying the voltage and milliampere readings, shut down the engine and the PTU. 8. To determine the control system DC link voltage and the ground fault current at the time of the fault, it may be necessary to access the DSC event logs Refer to "Viewing the DSC Event Summary, Trigger Data, and Data Packs". The DC Link voltage and ground fault current will be displayed in the fault event windows. 9. Proceed to "DC Link Negative Side Ground Check" to continue ground detection network testing.
FIGURE 3-25. DC+ LINK POSITIVE SIDE GROUND SETUP AND CURRENT PATH
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DC Link Negative Side Ground Check This portion of the ground test will simulate a ground occurring on the DC- link bus bar. This will verify the ground detection network and control system feedback displayed on the PTU. Figure 3-26 shows the block electrical diagram with an intentional ground on the DC- link bus bar and a digital voltmeter connected to ground detection resistor GRR10. NOTE: Prior to performing this test, the test for a ground on the DC+ link bus bar must be performed. Refer to "DC Link Positive Side Ground Check". 1. Discharge the capacitors. Refer to â&#x20AC;&#x153;Capacitor Discharge Systemâ&#x20AC;? in the Section A3, General Safety and Operating Instructions. 2. Remove the jumper wire from the DC+ link bus bar on cable DCP08 and connect it to the DC- link bus bar at cable DCN08. The jumper wire is still connected to ground (chassis ground). Close the control cabinet door. 3. Initiate a self load engine test (loadbox). Refer to "Self Load Engine Test (Loadbox) Procedure".
4. The Self Load Engine Test window (Figure 3-28) will display DC link voltage (LINKV) and ground fault current (GFAULT) in milliamperes (ma). The PTU GFAULT display reads absolute value on GRR10 and is always displayed as a positive number. The ground fault current will rise with the DC link voltage until the control system faults (due to a ground), shutting down power generation. This should occur at 1000 VDC. If a fault does not occur, stop the self load engine test (loadbox) process and troubleshoot the ground detection network issue. After the issue is resolved, perform the test again. 5. After verifying the voltage and milliampere readings, shut down the engine and the PTU. 6. To determine the control system DC link voltage and the ground fault current at the time of the fault, it may be necessary to access the DSC event logs. Refer to "Viewing the DSC Event Summary, Trigger Data, and Data Packs". The DC Link voltage and ground fault current will be displayed in the fault event windows. 7. Remove the jumper wire and close the control cabinet door.
FIGURE 3-26. DC+ LINK NEGATIVE SIDE GROUND SETUP AND CURRENT PATH
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Self Load Engine Test (Loadbox) Procedure The self load engine test (loadbox) verifies engine operation/horsepower and drive system operation. The checks and setup procedures described in "INITIAL CHECKOUT PROCEDURES" and "CHECKS PRIOR TO SELF LOAD ENGINE TEST (LOADBOX)" must be successfully completed immediately before performing a self load engine test (loadbox).
7. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-27. A truck model will be automatically selected. The PTU screens window will appear on the screen.
NOTE: Self load engine testing can also be accomplished through the DID panel. Refer to "DID Self Load Engine Test (Loadbox)". If a DID panel self load engine test is to be initiated without the wPTU Toolbox, disregard these instructions and follow the DID panel self load engine test procedure.
1. Park the truck on level ground and chock the tires. Ensure that the truck directional control lever is in PARK and the rest switch is in the REST position.
FIGURE 3-27. wPTU TOOLBOX LOGIN SCREEN
2. Shut down the engine. 3. All foreign material, tools, and loose parts must be removed from the control cabinets and the retarding grid. Remove any material around the retarding grid that may be drawn in during the self load engine test (loadbox). 4. Ensure that all cables and wires are connected in the control cabinet and retarding grid. Any cables or wires that are not connected must be insulated from the truck frame and clear of personnel. Wheel motors are not required and may not be mounted during this test. If wheel motors are not mounted and wired, ensure that the wheel motor power cables are insulated form personnel and the truck frame. 5. Connect an RS232 serial cable or ethernet cable to the DSC. 6. Ensure that the control power switch is in the ON position.
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8. Start the engine and deactivate the rest switch. 9. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Tests -> Self Load Engine Test. 10. After clicking on Self Load Engine Test, the Self Load Engine Test window will be displayed in the activity portion of the wPTU program screen. 11. Click on ENTER LDBX on the DSC Self Load Engine Test window. Verify that the DSCMODE changes to TEST and the SUBSTATE changes to LOADBOX before proceeding. Refer to Figure 328. 12. Press down the accelerator pedal. Engine speed must be above 1200 rpm in order for RP1 resistor to pickup, connecting the retarding grids across the alternator output. RP1 command and feedback are displayed in the lower right corner of the Self Load Engine Test window.
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13. Monitor DC link parameters GFAULT and LINKV as engine loading increases. Ensure that the GFAULT value increases as the LINKV value increases. This indicates that the ground detection circuit is connected and operational. If this does not occur, abort the test and troubleshoot the ground fault circuitry. 14. Monitor the commands, feedbacks, volts, amp, horsepower, and rpm values displayed on the Self Load Engine Test as engine speed increases to maximum. 15. Maintain loadbox operation at full engine rpm for a minimum of two minutes and verify that full horsepower is developed.
17. Upon completion of a successful self load engine test (loadbox), lower the engine speed to idle and move the rest switch in the REST position. 18. On the Self Load Engine Test window, click on EXIT LDBX and close the Self Load Engine Test window by clicking the X in the upper right corner of the window. 19. Click on the target icon above the wPTU program activity portion of the screen to go back to the wPTU Toolbox Login screen. Close the wPTU program, shut down the PTU, and disconnect the cable from the DSC port on the truck. 20. Shut down the engine.
16. Monitor the HP ALT value in the Horsepower section of the Self Load Engine Test. If HP ALT (gross) is within 5% of the engine rating, the engine is running optimally. If HP ALT is below or above the 5% range, contact your Komatsu service representative for additional investigation.
FIGURE 3-28. SELF LOAD ENGINE TEST WINDOW
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DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL The Diagnostic Information Display (DID) panel indicates the operating condition of the truck and is a primary troubleshooting aid for maintenance and service personnel. The propulsion system utilizes the message lines and the function keys on the DID panel. Message lines (1, Figure 3-29) provide propulsion system operating information, test status information, and function key label information depending on the DID panel mode of the display. Function keys (2) assume different functionality depending on the DID panelâ&#x20AC;&#x2122;s mode of display.
DID Panel Display Selection Pressing Menu (F4) from the Normal or Faults display accesses the first layer of menu selections for Test, Info, and Inv cutout. Then pressing the desired function key (F1 through F5) accesses the menu for that function key. Test, Info, or Inv cutout selection is made by pressing the desired function key from this menu layer. Display selection function keys (soft keys) are shown in Figure 3-29. Refer to Figure 3-30 for an overview of the hierarchy of the displays that are available.
FIGURE 3-29. DID PANEL ARRANGEMENT
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FIGURE 3-30. DID PANEL HIERARCHY
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DID Modes Display The normal display (when there are no active faults and no propulsion system tests commanded through the DID panel) is shown in Figure 3-31. The display will indicate one of the following propulsion modes: • REST – The parking brake is ON and the rest switch is in the REST position, and both the propulsion system and the truck are in the appropriate condition for the REST mode to be active.
• TEST – The propulsion system is in a self-test propulsion mode of operation. • READY – The propulsion system is ready for operation. • PROPEL – The propulsion system is powered up and the direction control lever is either in FORWARD or REVERSE. • RETARD – The propulsion system is powered up and retarding effort is commanded either from the retarder pedal or retarder speed control (RSC) switch.
FIGURE 3-31. DID PANEL NORMAL MODE DISPLAY (NO FAULTS)
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Function Key F1 - DID Events or Faults Display By pressing function key F1 (List) whenever there are active events or faults, the DID panel displays information similar to Figure 37. The DID panel faults display will show the most recent active event or fault, as well as the number of active events or faults that are currently stored.
Refer to Figure 3-30 for the fault hierarchy of the DID panel.
FIGURE 3-32. DID PANEL FAULT DISPLAY
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The function keys in the DID panel’s faults display mode screen (Figure 3-33) provide the user with the following capabilities:
• Function key F4 (Reset) enables the user to subsequently perform fault reset functions (Figure 3-34) as follows:
• Function key F1 (Up) scrolls up through the event or fault messages to the previous one.
Pressing function key F1 (Reset1) after having pressed function key F4 (Reset) above will reset the currently displayed fault.
• Function key F2 (Down) scrolls down through the event or fault messages to the next one. • Function key F3 (Return) returns the user to the previous display.
Pressing function key F2 (RESET*) after having pressed function key F4 (Reset) above will reset ALL of the currently active faults. Pressing function key F5 (Cancel) exits the user from the fault reset screen and returns the user to the fault display screen. • When viewing the fault display screen, function key F5 (More) displays additional information regarding the currently displayed fault.
FIGURE 3-33. DID PANEL FAULT DISPLAY FUNCTION KEYS
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FIGURE 3-34. DID PANEL FAULT RESET FUNCTION KEYS
NOTE: Function keys F2 and F3 provide no functions at the main screen level.
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Function Key F4 - DID Menu Display When the DID panel normal mode is active, the menu display mode will be displayed when function key F4 (MENU) is pressed. Refer to Figure 3-35.
The function keys in the DID panelâ&#x20AC;&#x2122;s menu display mode allow selection of the next level of menus. Refer to Figure 3-30 for the menu selection hierarchy after pressing function key F4 (MENU).
FIGURE 3-35. DID PANEL MENU DISPLAY
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DID Self Load Engine Test (Loadbox) Several tests can be performed after pressing function key F1 (Test Menu) from the menu display mode. Pressing F1 (LOAD BOX) will initiate the DID self load engine test (loadbox). The checks and setup procedures described in "INITIAL CHECKOUT PROCEDURES" and "CHECKS PRIOR TO SELF LOAD ENGINE TEST (LOADBOX)" must be successfully completed immediately before performing this test procedure.
1. Press function key F2 (Enter) to enter the Load Box mode of operation (Figure 3-36). With the engine running and the accelerator pedal fully depressed, the engine net horsepower, the engine load signal, the propulsion system horsepower adjust level, and the ground fault current are displayed to the user. Refer to Figure 3-37. 2. To manually adjust the engine horsepower, press function key F1 (TURN MAN ON). Horsepower can be increased or decreased by using function keys F3 (ADD +) or F4 (SUB -) as shown in Figure 3-38. 3. Press function key F5 (Return) to stop the self load engine test and return to the DID panel Test Menu mode.
FIGURE 3-36. DID PANEL LOADBOX MODE
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FIGURE 3-37. DID PANEL LOADBOX TEST DATA
FIGURE 3-38. DID PANEL LOADBOX MODE
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DID Link Capacitance Test Several tests can be performed after pressing function key F1 (Test Menu) from the menu display mode. Pressing F2 (CAP TEST) will initiate the DID link capacitance test. The results of the link capacitance test will then be automatically displayed. Refer to Figure 3-39.
1. Press function key F2 (Start) to start the link capacitance test again. 2. Press function key F5 (Return) to return to the DID panel Test Menu mode. 3. Press function key F5 (Return) again to return to the DID panel Test Menu mode.
FIGURE 3-39. DID PANEL LINK CAPACITANCE TEST MODE
NOTE: Function key F3 provides no functions at the Test Menu level.
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DID Speedometer Test Several tests can be performed after pressing function key F1 (Test Menu) from the menu display mode. Pressing F4 (SPEEDO) will initiate the DID speedometer test. Refer to Figure 3-40. The speedometer test generates a specific mph reading so the speedometer can be tested or calibrated. The default is 20 mph.
1. Press function key F2 (Begin) to start the speedometer test. 2. Press function keys F1 (DEC 5), F2 (DEC), F3 (INC), or F4 (INC 5) as required to calibrate the speedometer by increasing or decreasing the speed. Refer to Figure 3-41. 3. Press function key F5 (Exit) to exit the speedometer test and return to the DID panel Test Menu mode.
FIGURE 3-40. DID PANEL SPEEDOMETER TEST MODE
FIGURE 3-41. DID PANEL SPEEDOMETER TEST IN PROGRESS
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DID View Software Version
1. DSC software version
Several menus are available after pressing function key F2 (Info Menu) from the menu display mode. Refer to Figure 3-42.
2. Inverter No. 1 software version
Pressing F1 (SW Vers) accesses the software version display, which shows the software versions that are loaded in the propulsion system. Refer to Figure 3-43. Subsequent pressings of F2 (Next) will display the following information in the order listed:
3. Inverter No. 2 software version 4. DSC software version 5. DSC base configuration version Pressing function key F5 (Return) at any time while in the software version display will return the user to the DID panel Info Menu mode.
FIGURE 3-42. DID PANEL INFO MENU MODE
FIGURE 3-43. DID PANEL SOFTWARE VERSION DATA
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DID View Overspeed Setting Several menus are available after pressing function key F2 (Info Menu) from the menu display mode. Refer to Figure 3-42. Pressing F2 (Over Speed) accesses the overspeed settings display, which shows the overspeed settings that are loaded in the propulsion system. Refer to Figure 3-44.
Press function key F2 (Next) to toggle through four overspeed settings that can be viewed (but cannot be changed) via the DID panel. Press function key F5 (Return) to return to the DID panel Info Menu mode. Pressing function key F5 (Return) again will return the user to the DID panel Menus Display mode.
FIGURE 3-44. DID PANEL OVERSPEED SETTING DISPLAY
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DID View Data Menu Several menus are available after pressing function key F2 (Info Menu) from the menu display mode. Refer to Figure 3-42.
Pressing F3 (Data Menu) accesses the data menu. Refer to Figure 3-45.
FIGURE 3-45. DID PANEL DATA MENU
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Press F2 (Data Dump) to transfer data to a USB drive. 1. Press function key F2 (All) to copy all data onto USB drive or press function key F3 (Quick) to copy everything but the data packs to the USB drive. See Figure 3-46. a. If a USB drive is not attached, an error message appears on the screen. b. If a USB drive is attached, the generating files status will appear on the screen.
c. After the files are generated, a message indicating that the files are being transferred will appear on the screen. d. When the file transfer is successful, the message â&#x20AC;&#x153;Data Transfer Completeâ&#x20AC;? will appear on the screen. 2. Press function key F5 (Exit) to exit the data dump mode and return to the DID panel Info Menu mode.
FIGURE 3-46. DID PANEL DATA DUMP DISPLAY
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Press F3 (View Params) to view parameters. See Figure 3-47.
2. Press function key F2 (Prev) or F3 (Next) to proceed sequentially through the parameter list.
1. Press function key F1 (New) to return to the View Parameters display and enter a new parameter number directly. See Figure 3-48.
3. Press function key F5 (Exit) to exit the View Parameters display and return to the DID panel Info Menu mode.
FIGURE 3-47. DID PANEL VIEW PARAMETERS DISPLAY
FIGURE 3-48. DID PANEL ENTER PARAMETER DISPLAY
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Press F4 (View Stats) to view statistical information. See Figure 3-49.
• DID key 1 (Today) displays the statistics for today.
1. Press function key F1 (New) to return to the View Stats display and enter a new statistical number directly.
• DID key 2 (Yesterday) displays the statistics for yesterday.
2. Press function key F2 (Prev) or F3 (Next) to proceed sequentially through the statistics list. 3. Press function key F4 (Time) to proceed to the Time Interval display and select the desired interval using the 1 through 7 numbered keys. See Figure 3-50. When the desired key is pressed, that time interval will be selected and the View Stats display will appear again automatically. Function keys F1 through F5 are not active on this display.
• DID key 3 (This Month) displays the statistics for the current month. • DID key 4 (Last Month) displays the statistics for the previous month. • DID key 5 (This Qtr) displays the statistics for this quarter. • DID key 6 (Last Qtr) displays the statistics for the previous quarter. • DID key 7 (Life) displays the statistics for the life of this vehicle. 4. Press function key F5 (Exit) to exit the View Parameters display and return to the DID panel Info Menu mode.
FIGURE 3-49. DID PANEL VIEW STATS DISPLAY
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FIGURE 3-50. DID PANEL TIME INTERVAL CHANGE DISPLAY
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DID Inverter Cutout Menu Pressing function key F3 (Inv Cutout) from the Menu Display mode accesses the Inverter Cutout menu. See Figure 3-51.
2. Press function key F4 (Toggle) to change the status of the selected inverter. See Figure 3-52. 3. Press function key F5 (Return) to return to the Inverter Cutout display.
NOTE: The truck must be parked in order to cut out or cut in an inverter.
4. Repeat Steps 1 through 3 for the other inverter if desired.
1. Press function key F1 (Inv # 1) or F2 (Inv # 2) to select the inverter and proceed to the Inverter Status display.
5. Press function key F5 (Return) to exit the Inverter Cutout display and return to the DID panels Menu Display mode. See Figure 3-35.
FIGURE 3-51. DID PANEL INVERTER CUTOUT MENU
FIGURE 3-52. DID PANEL INVERTER CUTOUT STATUS DISPLAY
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DID Truck Configuration Menu Pressing function key F4 (Truck Cfg) from the Menu Display mode accesses the Truck Configuration menu. See Figure 3-53. Upon initial power-up after a software download, Event 650-4 will be logged indicating the accelerator pedal, retarder pedal, and retarder lever must be calibrated. These components may be calibrated via the DID panel by pressing function key F1 (Pedal Cal). 1. Press function key F2 (Begin) to perform the calibration process. See Figure 3-54. A “Calibration in Process” message will appear on the screen.
2. Fully depress the accelerator pedal and then release. 3. Fully depress the retarder pedal and then release. 4. Fully move the retarder lever and then release. 5. If the pedal calibration process was successful, the message “Pedals Calibrated Successfully” will appear on the screen. If not, repeat Steps 1 through 4. See Figure 3-55. Event 650-4 will automatically reset when a successful calibration has occurred. 6. Press function key F5 (OK) when the calibrations are complete.
FIGURE 3-53. DID PANEL TRUCK CONFIGURATION MENU
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FIGURE 3-54. DID PANEL PEDAL CALIBRATION DISPLAY
FIGURE 3-55. DID PANEL PEDAL CALIBRATION SUCCESSFUL DISPLAY
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Upon initial power-up after a software download, Event 651-1 will be logged indicating that the truck ID is set to 0. The truck ID may be set via the DID panel by pressing function key F2 (Truck ID). 1. Enter a unique truck ID between 1 and 99999 by using the numbers on the DID keypad. See Figure 3-56. 2. Press function key F2 (FINISH) in order to update the truck ID.
3. If an error was made while entering the truck ID, press function key F5 (CANCEL) to clear the truck ID. Press F5 (CANCEL) again to return to the Truck Configuration menu without updating the truck ID. 4. To confirm the truck ID, press function key F5 (OK) to view updated number and return to the Truck Configuration menu.
FIGURE 3-56. DID PANEL TRUCK ID DISPLAY
FIGURE 3-57. DID PANEL TRUCK ID UPDATE SUCCESSFUL DISPLAY
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The engine idle speed setting can be viewed or set via the DID panel by pressing function key F3 (Engine Idle). 1. Enter the Min Engine Speed by using the numbers on the DID keypad. See Figure 3-58. 2. Press function key F2 (FINISH) in order to save the speed setting.
3. If an error was made while entering the speed setting, press function key F5 (CANCEL) to clear the speed setting. Press F5 (CANCEL) again to return to the Truck Configuration menu without updating the speed setting. 4. To confirm the speed setting, press function key F5 (OK) to view updated setting and return to the Truck Configuration menu. See Figure 3-59.
FIGURE 3-58. DID PANEL MINIMUM ENGINE SPEED DISPLAY
FIGURE 3-59. DID PANEL MINIMUM ENGINE SPEED SET DISPLAY
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The system’s date and time can be viewed or set via the DID panel by pressing function key F4 (Set Time). 1. Press function key F2 (CHANGE) to change the date and/or time. Press F5 (EXIT) to return to the Truck Configuration menu without changing the date or time. See Figure 3-60. 2. To change the current date, press function key F3 (MM-DD-YY) and enter the new date by using the numbers on the DID keypad. See Figure 3-61. To change the current time, press function key F5 (HH:MM:SS) and enter the new time by using the numbers on the DID keypad. See Figure 3-61.
3. If an error was made while entering the new date or time, press function key F2 (CANCEL) to return to the previous setting. 4. To confirm the new date and time, press function key F1 (SET). The message “Setting New Time” will appear on the screen. 5. When the new date and/or time is set, the message “Time Set Successfully” will appear on the screen. Press function key F5 (OK) to return to the Current Time display. See Figure 3-55. 6. Press F5 (EXIT) Configuration menu
to
return
to
the
Truck
FIGURE 3-60. DID PANEL CURRENT DATE AND TIME DISPLAY
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FIGURE 3-61. DID PANEL CHANGE DATE AND TIME DISPLAY
FIGURE 3-62. DID PANEL DATE AND TIME CHANGE SUCCESSFUL DISPLAY
Language Selection When a second language option is selected, pressing F5 while in the menu display mode toggles between the primary and secondary language.
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VIEWING EVENT AND STATISTICAL DATA The DSC Events and Statistical Data (profiles and parameters) may be viewed on the PTU screen when accessing the appropriate system. To reset all data, refer to "Resetting and Erasing DSC Event Data". Viewing the DSC Event Summary, Trigger Data, and Data Packs 1. Connect an RS232 serial cable or ethernet cable to the DSC. 2. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-63. A truck model will be automatically selected. The PTU screens window will appear on the screen.
FIGURE 3-63. wPTU TOOLBOX LOGIN SCREEN
3. To view the DSC event summary: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> DSC Event Summary. b. After clicking on DSC Event Summary, the DSC Event Summary window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64.
4. To view the DSC Trigger Data: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> DSC Trigger Data. b. After clicking on DSC Trigger Data, the DSC Trigger Data window will be displayed in the activity portion of the wPTU program screen. See Figure 3-65.
FIGURE 3-64. DSC EVENT SUMMARY WINDOW
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5. To view the DSC Data Packs: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Event_Menu -> DSC Data Packs.
c. To view an individual Data Pack, enter the number of the desired data pack in the field at the bottom of the screen and press ENTER.
b. After clicking on DSC Data Packs, the DSC Data Packs window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64.
FIGURE 3-65. DSC TRIGGER DATA WINDOW
FIGURE 3-66. DSC DATA PACK WINDOW
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Viewing the Statistical Data 1. Connect an RS232 serial cable or ethernet cable to the DSC. 2. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-67. A truck model will be automatically selected. The PTU screens window will appear on the screen.
FIGURE 3-67. wPTU TOOLBOX LOGIN SCREEN
3. In the PTU screens window, go to Ptu_Screens -> Inverters -> Special_Tasks -> Stat_Menu -> View Counters. 4. After clicking on View Counters, the View Counters window will be displayed in the activity portion of the wPTU program screen. See Figure 3-68. 5. Select the type of counter to be viewed. See Figure 3-69 for an example of a typical mine counter window.
FIGURE 3-68. VIEW COUNTERS WINDOW
FIGURE 3-69. MINE COUNTERS WINDOW
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LOGIC SCREENS
3. To view the ACCEL Inhibit Logic:
To aid in troubleshooting, logic screens are provided to determine issues when operation modes are inhibited. 1. Connect an RS232 serial cable or ethernet cable to the DSC. 2. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-70. A truck model will be automatically selected. The PTU screens window will appear on the screen.
a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Logic -> ACCEL Inhibit Logic. b. After clicking on ACCEL Inhibit Logic, the ACCEL Inhibit Logic window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64. This screen shows conditions from the engine that prevent truck propulsion but allow dynamic retarding.
FIGURE 3-71. ACCEL INHIBIT LOGIC WINDOW
FIGURE 3-70. wPTU TOOLBOX LOGIN SCREEN
4. To view the READY Logic: a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Logic -> READY Logic. b. After clicking on READY Logic, the READY Logic window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64. This screen shows conditions that prevent the control from entering the READY mode.
FIGURE 3-72. READY LOGIC WINDOW
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5. To view the PROPEL Logic:
6. To view the RETARD Logic:
a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Logic -> PROPEL Logic.
a. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Logic -> RETARD Logic.
b. After clicking on PROPEL Logic, the PROPEL Logic window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64.
b. After clicking on RETARD Logic, the RETARD Logic window will be displayed in the activity portion of the wPTU program screen. See Figure 3-64.
This screen shows conditions that prevent the control from entering the PROPEL mode.
This screen shows conditions that prevent the control from entering the RETARD mode.
FIGURE 3-73. PROPEL LOGIC WINDOW FIGURE 3-74. RETARD LOGIC WINDOW
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DATALOGGER FUNCTION The datalogger function may be used to monitor selected specific DSC parameters. The recorded data can be retrieved for analysis. The parameters must be preselected by the user prior to starting the datalogger function. Setting Up the Datalogger 1. Connect an RS232 serial cable or ethernet cable to the DSC. 2. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-75. A truck model will be automatically selected. The PTU screens window will appear on the screen. 3. In the PTU screens window, go to Ptu_Screens -> Inverters -> Normal_Operation -> Configuration -> DSC Datalog Setup. 4. After clicking on DSC Datalog Setup, the DSC Datalog Setup window will be displayed in the activity portion of the wPTU program screen. See Figure 3-76.
FIGURE 3-75. wPTU TOOLBOX LOGIN SCREEN
5. On the DSC Datalog Setup window, click on the Datalogger Setup button located below the variables listings. The Datalogger Parameter Selection window will appear. See Figure 3-77. In this window, each variable is assigned a parameter to monitor on the DSC Datalog Setup window. Each variable has a drop down menu selection.
FIGURE 3-76. DSC DATALOG SETUP WINDOW
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6. Click on the drop down arrow of the first parameter selection, scroll through the list and select the first parameter to be monitored during the datalogger process. 7. Repeat the variable selection procedure for each parameter until all the parameters that are being monitored have been selected. Write down all the variables that are selected so that selected variables may be turned on or off during later datalogger process operations. Up to 32 parameters may be selected to be monitored. The time sample rate during the datalogger process slows when more than 15 variables are selected. Set the rate to 20 ms or slower for 15 or fewer selected variables and to 40 ms or slower for more than 15 selected variables. 8. After selecting the variables on the Datalogger Parameter Selection window, click on the Exit button. The DSC Datalog Setup window will remain open. 9. The selected parameters must be activated on the DSC Datalog Setup window. A green numbered button is beside each variable that is listed. Select which parameters are to be monitored during the datalogger process by clicking on the green numbered button beside the variable. If five variables are selected to be monitored, click on the first five green numbered buttons. The buttons will invert the colors from a green background with a black number to a black background with a green number when selected.
Only the selected variables on the DSC Datalog Setup window will be monitored. 10. The datalog setup may be saved and recalled for future monitoring activities. To save or recall a datalog setup: a. Click on the Save button at the bottom of the DSC Datalog Setup window. A Save Setup window will open on top of the DSC Datalog Setup window. b. Enter a file name in the FILE NAME line of the Save Setup window. Use a name that will be recognizable when opened in the future. c. After a file name has been entered, click on the Save button on the Save Setup window. The file will be saved on the PTU at PROGRAMS/ GEOHVPTU_501/data_ac. d. To recall a saved setup, click on the Recall button at the bottom of the DSC Datalog Setup window. The previously saved datalog setup files will be displayed. Select the saved setup and click on the Open button of the Recall window. 11. Close the DSC Datalog Setup window by clicking on the X in the upper right corner of the window. 12. Close the wPTU Toolbox program on the PTU. The datalogger function is activated separately from the wPTU Toolbox program monitoring and setup windows.
FIGURE 3-77. DATALOGGER PARAMETER SELECTION WINDOW
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Starting the Datalogger The parameters to be monitored must be setup before starting datalogger function. Refer to "Setting Up the Datalogger". To begin the datalogger function, an RS232 serial cable or ethernet cable must be connected to the DSC, the drive system must be powered up, and the truck must be ready to operate. By default, the datalogger function is set up to communicate with the COM1 serial port. If the port to be used is not COM1, the AC_run.bat file must be edited first. This file is located in c:\GETrans\wPTU_70\datalog. To edit the file: 1. Open any text editor program. 2. Open file AC_run.bat file. 3. Change the /p= value to the desired port number. In the following example, the port is changed to COM6. @echo off # aclogXXX.csv # /b = baud rate # /p = COMM port
FIGURE 3-78. STARTING THE DATALOGGER
seqcap dlog /b=38400 /p=6 NOTE: Change the end number in the last line to the preferred port number. 4. Save the file and launch the datalogger.
To begin the datalogger function: 1. With the truck operating in the datalog test conditions, click on Start AC Datalogger in the wPTU Toolbox xx folder. See Figure 3-78. 2. The Start AC Datalogger window will appear on the PTU screen. See Figure 3-79. This window will show how long the recording can be performed based on the number of variables being recorded, the record rate, and the available computer memory.
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3. In the middle of the Start AC Datalogger window in the Menu section, there are two commands for the datalogger. The datalogger will already be recording data on the preselected parameters. The two commands are: â&#x20AC;˘ (W) Write data & quit - Pressing the W key stops data logging and saves a data file to the location c:\program files\GEOH-VPTU 1xx \datalog\dlogxxx. â&#x20AC;˘ (A) Abort - Pressing the A key stops data logging and does not create a data file.
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FIGURE 3-79. START AC DATALOGGER WINDOW
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UPLOADING DATA Consolidated Truck Data Save To aid in retrieving the data from the CPU card for use on another computer, the Consolidated Truck Data Save function has been provided in the wPTU Toolbox program. This function puts all the collected statistical, event, and entered data in a file which can then be processed at a later time. NOTE: This function may also be completed via the DID panel. Refer to "DID View Data Menu". 1. Connect an RS232 serial cable or ethernet cable to the DSC. 2. Start the wPTU Toolbox program on the PTU or laptop computer. At the login screen, select Normal mode, enter a password, and click on LOGIN to wPTU Toolbox. See Figure 3-80.
FIGURE 3-80. wPTU TOOLBOX LOGIN SCREEN
FIGURE 3-81. wPTU CONSOLIDATED TRUCK DATA SAVE FUNCTION 3. Select UPLOAD from the menu bar at the top of the screen. See Figure 3-81. The Consolidated Truck Data Save icon may also be selected to load data. The icon (small black squares with red line above and below) is located above the activity portion of the DSC screen. 4. The Consolidated Truck Data Save window will appear. See Figure 97. Select the type of data to be saved by clicking the box next to data type description. If EVENT DATA PACKS is selected, the data pack file numbers must be entered in the field below. 5. After selecting the data type to be saved, the Browse button can be used to change the location to save the file. The default save directory is C:\GE_TRANS\wPTU_xx\data_ac\ <truck id date time> 6. To download the selected data, click on the Begin button at the bottom of the window.
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FIGURE 3-82. CONSOLIDATED TRUCK DATA SAVE WINDOW
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USB Drive Data can also be uploading using a USB drive at the edge of the CPU card. 1. Insert a USB drive with sufficient space into the USB port at the edge of the CPU card, then jumper the ground and download pins. 2. The STATUS LEDs will flash, indicating that files are being written to the USB drive. When complete, the STATUS 1GREEN LED will flash for 5 seconds, then the STATUS LEDs will resume their normal sequence. 3. Once the LEDs resume normal sequencing, it is safe to remove the USB drive from the CPU card. NOTE: Removing the USB drive while the STATUS LEDs are flashing may cause corruption of the files on the USB drive.
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AC Drive System Electrical Checkout Procedure
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SECTION E5 TROUBLESHOOTING FAULT CODES (A001-A139) INDEX Fault Code A001: Left front suspension pressure sensor signal is high. . . . . . . . . . . . . . . . . . . . E5-3 Fault Code A002: Left front suspension pressure sensor signal is low . . . . . . . . . . . . . . . . . . . . E5-4 Fault Code A003: Right front suspension pressure sensor signal is high . . . . . . . . . . . . . . . . . . E5-5 Fault Code A004: Right front suspension pressure sensor signal lis ow . . . . . . . . . . . . . . . . . . . E5-6 Fault Code A005: Left rear suspension pressure sensor signal is high . . . . . . . . . . . . . . . . . . . . E5-7 Fault Code A006: Left rear suspension pressure sensor signal is low. . . . . . . . . . . . . . . . . . . . . E5-8 Fault Code A007: Right rear suspension pressure sensor signal is high . . . . . . . . . . . . . . . . . . . E5-9 Fault Code A008: Right rear suspension pressure sensor signal is low . . . . . . . . . . . . . . . . . . E5-10 Fault Code A009: Incline sensor signal is high. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E5-11 Fault Code A010: Incline sensor signal is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-12 Fault Code A011: Payload meter speed sensor signal has failed . . . . . . . . . . . . . . . . . . . . . . . E5-13 Fault Code A013: Body up switch has failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-14 Fault Code A014: Payload meter checksum computation has failed . . . . . . . . . . . . . . . . . . . . . E5-15 Fault Code A016: Payload meter write to flash memory has failed . . . . . . . . . . . . . . . . . . . . . . E5-16 Fault Code A017: Payload meter flash memory read has failed . . . . . . . . . . . . . . . . . . . . . . . . E5-17 Fault Code A018: Right rear flat suspension cylinder warning. . . . . . . . . . . . . . . . . . . . . . . . . . E5-18 Fault Code A019: Left rear flat suspension cylinder warning . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-20 Fault Code A022: Carryback load is excessive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-22 Fault Code A101: High pressure detected across an hydraulic pump filter . . . . . . . . . . . . . . . . E5-24 Fault Code A103: Hydraulic oil tank temperature sensor is reading low . . . . . . . . . . . . . . . . . . E5-26 Fault Code A104: Hydraulic oil tank temperature sensor is reading high. . . . . . . . . . . . . . . . . . E5-27 Fault Code A105: Fuel level sensor is shorted to ground, indicating a false high fuel level. . . . E5-28 Fault Code A107: GE has generated a propel system caution . . . . . . . . . . . . . . . . . . . . . . . . . E5-30 Fault Code A108: GE has generated a propel system temperature caution . . . . . . . . . . . . . . . E5-31 Fault Code A109: GE has generated a propel system reduced level signal . . . . . . . . . . . . . . . E5-32 Fault Code A111 & A247: Low steering pressure warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-34 Fault Code A115: Low steering precharge pressure is detected . . . . . . . . . . . . . . . . . . . . . . . . E5-36 Fault Code A117 & A261: Low brake accumulator pressure warning . . . . . . . . . . . . . . . . . . . . E5-38 Fault Code A118: Brake pressure is low while brake lock is activated. . . . . . . . . . . . . . . . . . . . E5-40 Fault Code A123: GE has generated a reduced retarding caution. . . . . . . . . . . . . . . . . . . . . . . E5-42 Fault Code A124: GE has generated a no propel / no retard warning . . . . . . . . . . . . . . . . . . . . E5-43 Fault Code A125: GE has generated a no propel warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-44 Fault Code A126: Oil level in the hydraulic tank is low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-45 Fault Code A127: IM furnished +5 volt output for sensors is low . . . . . . . . . . . . . . . . . . . . . . . . E5-46 Fault Code A128: IM furnished +5 volt output for sensors is high . . . . . . . . . . . . . . . . . . . . . . . E5-48 Fault Code A139 & A310: Low fuel level warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-50
E05005
Troubleshooting Fault Codes
E5-1
NOTES
E5-2
Troubleshooting Fault Codes
E05005
Fault Code A001: Left front suspension pressure sensor signal is high Operator Action
None
Fault Code
A001
Description
Left front suspension pressure sensor signal is high.
Fault Conditions
Sets if pressure signal is out of range high (sensor current over 22 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM LF PRESS SENS HI Display Fault Code: A001
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Front Pressure Sensor (PLMIII 36,39)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A002
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-3
Fault Code A002: Left front suspension pressure sensor signal is low Operator Action
None
Fault Code
A002
Description
Left front suspension pressure sensor signal is low.
Fault Conditions
Sets if pressure signal is out of range low (sensor current less than 2 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM LF PRESS SENS LO Display Fault Code: A002
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Front Pressure Sensor (PLMIII 36,39)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A001
Related circuit diagram
E5-4
Troubleshooting Fault Codes
E05005
Fault Code A003: Right front suspension pressure sensor signal is high Operator Action
None
Fault Code
A003
Description
Right front suspension pressure sensor signal is high.
Fault Conditions
Sets if pressure signal is out of range high (sensor current over 22 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM RF PRESS SENS HI Display Fault Code: A003
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Right Front Pressure Sensor (PLMIII 36,20)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A004
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-5
Fault Code A004: Right front suspension pressure sensor signal is low Operator Action
None
Fault Code
A004
Description
Right front suspension pressure sensor signal is low.
Fault Conditions
Sets if pressure signal is out of range low (sensor current less than 2 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM RF PRESS SENS LO Display Fault Code: A004
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Right Front Pressure Sensor (PLMIII 36,20)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A003
Related circuit diagram
E5-6
Troubleshooting Fault Codes
E05005
Fault Code A005: Left rear suspension pressure sensor signal is high Operator Action
None
Fault Code
A005
Description
Left rear suspension pressure sensor signal is high.
Fault Conditions
Sets if pressure signal is out of range high (sensor current over 22 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM LR PRESS SENS HI Display Fault Code: A005
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Rear Pressure Sensor (PLMIII 36,30)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A006
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-7
Fault Code A006: Left rear suspension pressure sensor signal is low Operator Action
None
Fault Code
A006
Description
Left rear suspension pressure sensor signal is low.
Fault Conditions
Sets if pressure signal is out of range low (sensor current less than 2 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM LR PRESS SENS LO Display Fault Code: A006
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Rear Pressure Sensor (PLMIII 36,30)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A005
Related circuit diagram
E5-8
Troubleshooting Fault Codes
E05005
Fault Code A007: Right rear suspension pressure sensor signal is high Operator Action
None
Fault Code
A007
Description
Right rear suspension pressure sensor signal is high.
Fault Conditions
Sets if pressure signal is out of range high (sensor current over 22 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM RR PRESS SENS HI Display Fault Code: A007
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Right Rear Pressure Sensor (PLMIII 36,40)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A008
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-9
Fault Code A008: Right rear suspension pressure sensor signal is low Operator Action
None
Fault Code
A008
Description
Right rear suspension pressure sensor signal is low.
Fault Conditions
Sets if pressure signal is out of range low (sensor current less than 2 ma). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: PLM RR PRESS SENS LO Display Fault Code: A008
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Right Rear Pressure Sensor (PLMIII 36,40)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A007
Related circuit diagram
E5-10
Troubleshooting Fault Codes
E05005
Fault Code A009: Incline sensor signal is high Operator Action
None
Fault Code
A009
Description
Incline sensor signal is high.
Fault Conditions
Sets if incline signal is out of range high (sensor voltage less than 0.565 volts). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: INCLINE SENSOR HIGH Display Fault Code: A009
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Incline Sensor (PLMIII 36, 29,19)
Sensor voltage < 0.565: failed high Sensor voltage > 5.08: failed low Sensor voltage > 0.565 but < 5.08: valid readings Fault(s): A010
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-11
Fault Code A010: Incline sensor signal is low Operator Action
None
Fault Code
A010
Description
Incline sensor signal is low.
Fault Conditions
Sets if incline signal is out of range low (sensor voltage greater than 5.08 volts). Resets if reading returns to normal.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: INCLINE SENSOR LOW Display Fault Code: A010
Resulting Problem(s) Bad payload computation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by PLM in response to a problem in the sensor circuit. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Incline Sensor (PLMIII 36,29,19)
Sensor voltage < 0.565: failed high Sensor voltage > 5.08: failed low Sensor voltage > 0.565 but < 5.08: valid readings Fault(s): A009
Related circuit diagram
E5-12
Troubleshooting Fault Codes
E05005
Fault Code A011: Payload meter speed sensor signal has failed Operator Action
None
Fault Code
A011
Description
Payload meter speed sensor signal has failed.
Fault Conditions
Sets when payload meter declares a speed sensor fault. Resets when payload meter resets the speed sensor fault.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: PLM TRK SPD SENSOR Display Fault Code: A011
Resulting Problem(s) Payload and haul cycle data is bad. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is produced by PLM in response to a problem in the generation of truck speed by GE or the conversion of the GE signal by IM, or the retransmission to PLM3 via CAN/RPC. This sensor circuit may have a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Truck Speed (CAN/RPC) (PLMIII 11, 21, 31)
CAN/RPC working: Truck speed is updated CAN/RPC not working: No truck speed updates Fault(s): A257
Truck Speed [kph] (IM1 g,h)
Frequency Input working: Truck speed is updated Frequency input not working: No truck speed updates Fault(s): A212
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-13
Fault Code A013: Body up switch has failed Operator Action
None
Fault Code
A013
Description
Body up switch has failed.
Fault Conditions
The switch no longer responds to payload cycles.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: BODY UP SWITCH FAIL Display Fault Code: A013
Resulting Problem(s) Payload and haul cycle data is bad. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary corrective measure for this fault is to change / correct the body up switch and wiring to PLM. No other faults are available to troubleshoot this problem. Parameter
Expected State and/or Related Fault(s)
Body Up Switch Input (PLMIII 18)
0: Body is up 1: Body is down
Related circuit diagram
E5-14
Troubleshooting Fault Codes
E05005
Fault Code A014: Payload meter checksum computation has failed Operator Action
None
Fault Code
A014
Description
Payload meter checksum computation has failed.
Fault Conditions
Payload meter reports a checksum failure.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: PLM CHECKSUM FAIL Display Fault Code: A014
Resulting Problem(s) Payload and haul cycle data is bad. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is totally contained within the payload meter. Related circuit diagram None
E05005
Troubleshooting Fault Codes
E5-15
Fault Code A016: Payload meter write to flash memory has failed Operator Action
None
Fault Code
A016
Description
Payload meter write to flash memory has failed.
Fault Conditions
Payload meter reports a failure in write to flash memory.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: PLM FLASH MEM WRITE Display Fault Code: A016
Resulting Problem(s) Payload and haul cycle data is bad. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is totally contained within the payload meter. Related circuit diagram None
E5-16
Troubleshooting Fault Codes
E05005
Fault Code A017: Payload meter flash memory read has failed Operator Action
None
Fault Code
A017
Description
Payload meter flash memory read has failed.
Fault Conditions
Payload meter reports a failure of flash memory read.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: PLM FLASH MEM READ Display Fault Code: A017
Resulting Problem(s) Payload and haul cycle data is bad. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is totally contained within the payload meter. Related circuit diagram None
E05005
Troubleshooting Fault Codes
E5-17
Fault Code A018: Right rear flat suspension cylinder warning Operator Action
None
Fault Code
A018
Description
Right rear flat suspension cylinder warning.
Fault Conditions
Sets if PLMIII detects a flat right rear suspension cylinder. Resets if conditions clears.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: RR FLAT SUSP CYL FLT Display Fault Code: A018
Resulting Problem(s) Potential damage to suspension and frame. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is to recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3. 2. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Right Rear Pressure Sensor (PLMIII 36,40)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A007, A008
Left Rear Pressure Sensor (PLMIII 36,30)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A005, A006
Right Front Pressure Sensor (PLMIII 36,20)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A003, A004
Left Front Pressure Sensor (PLMIII 36,39)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A001, A002
Incline Sensor (PLMIII 36,29,19)
Sensor voltage < 0.565: failed high Sensor voltage > 5.08: failed low Sensor voltage > 0.565 but < 5.08: valid readings Fault(s): A009, A010
E5-18
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-19
Fault Code A019: Left rear flat suspension cylinder warning Operator Action
None
Fault Code
A019
Description
Left rear flat suspension cylinder warning.
Fault Conditions
Sets if PLMIII detects a flat left rear suspension cylinder. Resets if conditions clears.
Operator Alerting System Response
Repair Lamp Display Operator Action: None Display Fault Description: LR FLAT SUSP CYL FLT Display Fault Code: A019
Resulting Problem(s) Potential damage to suspension and frame. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is to recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3. 2. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Rear Pressure Sensor (PLMIII 36,30)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A005, A006
Right Rear Pressure Sensor (PLMIII 36,40)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A007, A008
Left Front Pressure Sensor (PLMIII 36,39)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A001, A002
Right Front Pressure Sensor (PLMIII 36,20)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A003, A004
Incline Sensor (PLMIII 36,29,19)
Sensor voltage < 0.565: failed high Sensor voltage > 5.08: failed low Sensor voltage > 0.565 but < 5.08: valid readings Fault(s): A009, A010
E5-20
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-21
Fault Code A022: Carryback load is excessive Operator Action
None
Fault Code
A022
Description
Carryback load is excessive.
Fault Conditions
Sets if PLMIII detects excessive load remaining in the bed after dumping is complete. Resets if conditions clears.
Operator Alerting System Response
Display Operator Action: None Display Fault Description: None Display Fault Code: None
Resulting Problem(s) Reduced production. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The logic that produces this fault is intended to identify excessive carryback load. This is a VHMS recording only. No display announces the fault. If excessive carryback does not exist, troubleshoot the payload system. 2. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Left Rear Pressure Sensor (PLMIII 36,30)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A005, A006
Right Rear Pressure Sensor (PLMIII 36,40)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A007, A008
Left Front Pressure Sensor (PLMIII 36,39)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A001, A002
Right Front Pressure Sensor (PLMIII 36,20)
Sensor current > 22 ma: failed high Sensor current < 2 ma: failed low Sensor current > 2 ma but less than 22 ma: valid readings Fault(s): A003, A004
Incline Sensor (PLMIII 36,29,19)
Sensor voltage < 0.565: failed high Sensor voltage > 5.08: failed low Sensor voltage > 0.565 but < 5.08: valid readings Fault(s): A009, A010
E5-22
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-23
Fault Code A101: High pressure detected across a hydraulic pump filter Operator Action
Go To Shop Now
Fault Code
A101
Description
High pressure detected across an hydraulic pump filter.
Fault Conditions
Sets if switch is on, engine is running, and oil temperature at any of four positions is above 50 ยบC (122 ยบF) for 10 seconds. Resets if any of these not true for 10 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: HYD OIL FILT RESTRICT Display Fault Code: A101
Resulting Problem(s) Hydraulic oil filters will bypass oil without filtration. Continuing operation may damage hydraulic system components. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by series input to IM from the hydraulic oil filter switches. Any of the three switches can open and cause the warning. The normal corrective measure for this fault is to change one or more hydraulic filters. 2. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Pump Filter Switches (IM2 Y)
0: No hydraulic filter switches open 1: One or more hydraulic filter switches open Fault(s): A273
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Tank (IM3 m) < 0.016 Volt or > 4.89 Volt: Defective Sensor or Circuit Fault(s): A104, A014, A193 Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running Fault(s): A184
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
E5-24
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-25
Fault Code A103: Hydraulic oil tank temperature sensor is reading low Operator Action
None
Fault Code
A103
Description
Hydraulic Oil Temp - Tank Sensor Low
Fault Conditions
Sets if temperature reading drops to -62ยบC (.016 Volts) for 3 seconds. Resets if temperature reading rises to -59ยบC (.032 Volt) for 3 seconds.
Operator Alerting System Response
No Lamp Display Fault Description: TNK OIL TEMP SENS LO Display Fault Code: A103
Resulting Problem(s) Loss of monitoring of the Hydraulic Tank Tempertures with potential for damage if temperatures also go high Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Tank (IM3 m) < 0.016 Volt or > 4.89 Volt: Defective Sensor or Circuit Fault(s): A104, A193 Related circuit diagram
E5-26
Troubleshooting Fault Codes
E05005
Fault Code A104: Hydraulic oil tank temperature sensor is reading high Operator Action
None
Fault Code
A104
Description
Hydraulic Oil Temp - Tank Sensor High
Fault Conditions
Sets if temperature reading rises to 133ยบC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 107ยบC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
No Lamp Display Fault Description: TNK OIL TEMP SENS HI Display Fault Code: A104
Resulting Problem(s) Loss of monitoring of the Hydraulic Tank Tempertures with potential for damage if temperatures also go high Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Tank (IM3 m) < 0.016 Volt or > 4.89 Volt: Defective Sensor or Circuit Fault(s): A103, A193 Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-27
Fault Code A105: Fuel level sensor is shorted to ground, indicating a false high fuel level Operator Action
Go To Shop Now
Fault Code
A105
Description
Fuel level sensor is shorted to ground, indicating a false high fuel level.
Fault Conditions
Sets if fuel level indication is at 110% for 5 seconds with keyswitch on, and battery voltage does not drop below 18, with engine speed below 600 rpm.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: FUEL LEVEL SENSOR LO Display Fault Code: A105
Resulting Problem(s) False fuel gauge readings. If ignored, possible shutdown of engine while on the haul road. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1, The primary correction for this fault is to correct or change the fuel level sensor and wiring. 2. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning.1, The primary correction for this fault is to correct or change the fuel level sensor and wiring. Parameter
Expected State and/or Related Fault(s)
Fuel Level Sensor (IM3 g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage) < 0.57 or > 8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery voltage) Fault(s): A158
Battery Voltage, 24 Volt (IM1 A)
> 18 Volt: Good Reading < 18 Volt: Low battery voltage (while cranking) blocks this fault code. Fault(s): A153, A154, A155, A250
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
Less than 600 RPM: combined with low voltage means cranking is in process and fault is blocked Greater than 600 RPM: engine is running normally Fault(s): A184
E5-28
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-29
Fault Code A107: GE has generated a propel system caution Operator Action
Max Speed Limited
Fault Code
A107
Description
GE has generated a propel system caution.
Fault Conditions
Sets if the GE controller generates a propel system caution event.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: MAX SPEED LIMITED Display Fault Description: PROPEL SYS CAUTION Display Fault Code: A107
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of propel system may occur if severity increases. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. This fault is generated by GE driving an input pin of IM to ground. 2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress. Parameter
Expected State and/or Related Fault(s)
Propel System Caution (IM2 t)
0: Ge has generated a propel system caution 1: no propel system caution exists
Related circuit diagram
E5-30
Troubleshooting Fault Codes
E05005
Fault Code A108: GE has generated a propel system temperature caution Operator Action
None
Fault Code
A108
Description
GE has generated a propel system temperature caution.
Fault Conditions
Sets if the GE controller generates a propel system temperature caution event. Resets when GE removes the propel system temperature caution event.
Operator Alerting System Response
The warning lamp integral to the drive system temperature gauge is turned on.
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of propel system may occur if severity increases. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. This fault is generated by GE driving an input pin of IM to ground. 2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress. Parameter
Expected State and/or Related Fault(s)
Propel System Temperature Caution (IM3 A)
0: GE has generated a propel system temperature caution 1: no propel system caution exists
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-31
Fault Code A109: GE has generated a propel system reduced level signal Operator Action
Max Speed Limited
Fault Code
A109
Description
GE has generated a propel system reduced level signal.
Fault Conditions
Sets if the GE controller generates a propel system reduced level event.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: MAX SPEED LIMITED Display Fault Description: REDUCED PROPEL Display Fault Code: A109
Resulting Problem(s) Propel system will not permit the truck to remain at full performance. Shutdown of propel system may occur if severity increases Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. This fault is generated by GE driving an input pin of IM to ground. 2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress. Parameter
Expected State and/or Related Fault(s)
Propel System 0: GE has generated a propel system temperature caution Reduced Level (IM3 B) 1: no propel system caution exists Related circuit diagram
E5-32
Troubleshooting Fault Codes
E05005
NOTES
E05005
Troubleshooting Fault Codes
E5-33
Fault Code A111 & A247: Low steering pressure warning Operator Action
Stop; Park
Fault Code
A111 & A247
Description
A111 is a low steering pressure warning for storage by VHMS. It is designed to filter out some service and operational conditions that would otherwise produce this warning. A247 is a low steering pressure warning for display to operator. It is designed to give immediate information to the operator, regardless of the cause of the problem.
Fault Conditions
A111 sets if low steering pressure input to IM remains after 90 seconds of engine running at 300 rpm or above and is sustained for 3 seconds at speeds of 1200 rpm or above. A247 sets if low steering pressure input to IM is on with engine running at 300 rpm or above or if truck begins to move at 0.8 kph or more. A111 resets if pressure returns or engine slows below 1200 rpm for 3 seconds. A247 resets if pressure returns or engine stops running and truck stops moving for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: RUN WHEN CLR'D Display Fault Description: LOW STRG PRESSURE Display Fault Code: A247
Resulting Problem(s) Truck may not steer properly. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Low Steering Pressure 0: steering pressure normal Switch (IM2 S) 1: low steering pressure Fault(s): A279, A115, A253 Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
<300 RMP: Engine is not running >300 RPM: Engine is running
Truck Speed [kph] (IM1 g,h)
0: truck is not moving Greater than 0.8kph: truck is moving Fault(s): A212
E5-34
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-35
Fault Code A115: Low steering precharge pressure is detected Operator Action
Stop; Park
Fault Code
A115
Description
Low steering precharge pressure is detected.
Fault Conditions
Sets and latches if low steering precharge switch operates for two seconds with keyswitch on and "Steering Precharge Mask" not on except when operated by lamp test. The "Steering Precharge Mask" prevents warnings that might occur from the beginning of steering bleeddown until five minutes after bleeddown is complete or timed out or keyswitch is turned back on. Resets when steering bleeddown comes on. Mask prevents new operations for five minutes.
Operator Alerting System Response
Red flashing "Low Accumulator Precharge" Lamp Buzzer Left Lamp Module Row 3, Column 1
Resulting Problem(s) Low steering accumulator precharge will reduce the amount of stored energy in the steering system. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to adjust the nitrogen charge in the steering accumulators. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Low Steering Precharge Pressure Switch (IM2 W)
0: Normal reading - full precharge pressure 1: Steering precharge pressure is low
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
Lamp Test Switch (IM2 R)
0: lamp test switch is off - normal position 1: lamp test switch is in test position
E5-36
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-37
Fault Code A117 & A261: Low brake accumulator pressure warning Operator Action
Stop; Park
Fault Code
A117 & A261
Description
A117 is a low brake accumulator pressure warning for storage by VHMS. It is designed to filter out some service and operational conditions that would otherwise produce this warning. A261 is a low brake accumulator pressure warning for display to operator. It is designed to give immediate information to the operator, regardless of the cause of the problem.
Fault Conditions
A117 sets if low brake accumulator pressure input to IM remains after 90 seconds of engine running at 300 rpm or above. A261 sets if low brake accumulator pressure input to IM is on with engine running at 300 rpm or above or if truck begins to move at 0.8 kph or more. A117 resets if pressure returns or engine stops running for 1 second. A261 resets if pressure returns or engine stops running and truck stops moving for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: RUN WHEN CLR'D Display Fault Description: LOW BRAKE PRESSURE Display Fault Code: A261
Resulting Problem(s) Service brake may not stop or hold the truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Accumulator Pressure Switch (IM2 S)
0: brake accumulator pressure normal 1: low brake accumulator pressure
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
0: engine is not running > 300: engine is running Fault(s): A184
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0.8kph: truck is moving Fault(s): A212
E5-38
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-39
Fault Code A118: Brake pressure is low while brake lock is activated Operator Action
Set Park Brake
Fault Code
A118
Description
Brake pressure is low while brake lock is activated.
Fault Conditions
Sets if brake lock is on and brake lock degrade switch closes indicating low service brake pressure for 3 seconds unless steering bleed has already started. Resets if brake lock or brake lock degrade switch are off for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: SET PARK BRAKE Display Fault Description: SERV BRAKE DEGRADE Display Fault Code: A118
Resulting Problem(s) Service brake may not stop or hold the truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have it's own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Lock (IM2 i)
0: brake lock not on 1: brake lock is on Fault(s): A272
Brake Lock Degrade Switch (IM2 V)
0: brake lock degrade not on 1: brake lock degrade is on Fault(s): A281
E5-40
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-41
Fault Code A123: GE has generated a reduced retarding caution Operator Action
Slow Down Hill
Fault Code
A123
Description
GE has generated a reduced retarding caution.
Fault Conditions
Sets if the GE controller generates a reduced retarding event. Resets if GE removes the reduced retarding event.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: SLOW DOWN HILL Display Fault Description: REDUCED RETARDING Display Fault Code: A123
Resulting Problem(s) Retarding will be at somewhat reduced level, but the truck will still be driveable. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. The primary correction for this fault is to descend the hill at a slower speed so that retarding capacity is not exceeded. 2. This fault is generated by GE driving an input pin of IM to ground. Parameter
Expected State and/or Related Fault(s)
Reduced Retarding (IM2 r)
0: GE has generated a reduced retarding caution 1: no reduced retarding caution exists
Related circuit diagram
E5-42
Troubleshooting Fault Codes
E05005
Fault Code A124: GE has generated a no propel / no retard warning Operator Action
Stop; Park
Fault Code
A124
Description
GE has generated a no propel / no retard warning.
Fault Conditions
Sets 0.25 sec after GE controller generates a no propel / no retard event. Resets 1 sec after GE removes the no propel / no retard event.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP; PARK Display Fault Description: NO PROPEL / RETARD Display Fault Code: A124
Resulting Problem(s) The drive system is inoperable in both propel and retard. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. This fault is generated by GE driving an input pin of IM to ground. 2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress Parameter
Expected State and/or Related Fault(s)
No Propel / Retard (IM2 n)
0: GE has generated a no propel / retard warning 1: the no propel / retard warning does not exist
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-43
Fault Code A125: GE has generated a no propel warning Operator Action
Stop; Park
Fault Code
A125
Description
GE has generated a no propel warning.
Fault Conditions
Sets 0.25 sec after GE controller generates a no propel event. Resets 2.0 sec after GE removes the no propel event.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP; PARK Display Fault Description: NO PROPEL Display Fault Code: A125
Resulting Problem(s) The drive system is inoperable in propel. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. A laptop running GE's PTU software may be required to resolve this fault.
Table 1. This fault is generated by GE driving an input pin of IM to ground. 2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress. Parameter
Expected State and/or Related Fault(s)
No Propel (IM2 p)
0: GE has generated a no propel warning 1: the no propel warning does not exist
Related circuit diagram
E5-44
Troubleshooting Fault Codes
E05005
Fault Code A126: Oil level in the hydraulic tank is low Operator Action
Stop; Park; Power Down; Check
Fault Code
A126
Description
Oil level in the hydraulic tank is low.
Fault Conditions
Sets if AID sensing reports oil level to be low. Resets if oil level is restored or if steering bleeddown comes on.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operation Action: STOP: PRK: PWRâ&#x2020;&#x201C;: CHK Display Fault Description: HYD OIL LEVEL FAULT Display Fault Code: A126
Resulting Problem(s) Low hydraulic oil level can cause damage to equipment and failure to operate properly. Steering and brakes may deteriorate in performance. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This primary correction for this fault is to add oil to the hydraulic system and check for hydraulic leaks. 2. If oil is sufficient, check the sensor and sensor wiring. 3. No additional fault codes are available for this function. Parameter
Expected State and/or Related Fault(s)
Hydraulic Oil Level 0: Oil level is normal Sensor (IM1 W, IM2 k) 1: Oil level is low Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-45
Fault Code A127: IM furnished +5 volt output for sensors is low Operator Action
Go To Shop Now
Fault Code
A127
Description
IM furnished +5 volt output for sensors is low.
Fault Conditions
Sets when sensor +5V input drops below 4.52 volts for two seconds. Resets when sensor +5V input recovers to 4.66 volts for two seconds.
Operator Alerting System Response
Sound Buzzer Operate IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: TEMP SENSOR +5V LOW Display Fault Code: A127
Resulting Problem(s) All active temperature sensors using the +5 volt supply will report low readings. Control of engine speed and warnings of high oil temperature will be compromised. Equipment damage may result. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. No additional fault codes are available for this function. 2. Check external wiring and sensors to determine if problem is outside of IM. Parameter
Expected State and/or Related Fault(s)
Sensor +5V Analog Input (IM3 j)
> 4.52 Volts: Normal voltage < 4.52 Volts: Voltage low Fault(s): A128
Sensor +5V Output (IM3 c)
> 4.52 Volts: Normal voltage < 4.52 Volts: Voltage low Fault(s): A128
E5-46
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-47
Fault Code A128: IM furnished +5 volt output for sensors is high Operator Action
None
Fault Code
A128
Description
IM furnished +5 volt output for sensors is high.
Fault Conditions
Sets when sensor +5V Input rises above 5.51 volts for 2 seconds. Resets when sensor +5V Input drops to 5.27 volts for 2 seconds.
Operator Alerting System Response
Operate Repair Lamp Display Fault Description: TEMP SENSOR +5V HI Display Fault Code: A128
Resulting Problem(s) All active temperature sensors using the +5 volt supply will report high readings. Control of engine speed and warnings of high oil temperature at lower than normal temperatures. False warnings will occur. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. No additional fault codes are available for this function. 2. Check external wiring and sensors to determine if problem is outside of IM. Parameter
Expected State and/or Related Fault(s)
Sensor +5V Analog Input (IM3 j)
< 5.51 Volts: Normal voltage > 5.51 Volts: Voltage high Fault(s): A127
Sensor +5V Output (IM3 c)
< 5.51 Volts: Normal voltage > 5.51 Volts: Voltage high Fault(s): A127
E5-48
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-49
Fault Code A139 & A310: Low fuel level warning Operator Action
Go To Shop Now
Fault Code
A139 & A310
Description
A139 is a low fuel level warning for storage by KOMTRAX Plus and for use by A310. A310 is a low fuel warning driver that activates display elements in response to A139.
Fault Conditions
A139 sets after 15 seconds of fuel level readings below 10 % of full if the key switch is on, low voltage due to cranking is not sensed, and the fuel level sensor is not high. A139 resets after 1 minute if fuel level recovers to 15 % of full. A310 sets if A139 is on. It stays on for 3.3 seconds to flash the lamp and buzzer, then waits 15 minutes before trying again.
Operator Alerting System Response
Sound Buzzer Operate IM Warning Indicator Display Operator Action: REFUEL SOON Display Fault Description: LOW FUEL LEVEL Display Fault Code: A310
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to add fuel to the tank. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Fuel Level Sensor (IM3 g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage) < 0.57 or > 8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery voltage) Fault(s): A105, A158
Battery Voltage, 24 Volt (IM1 A)
> 18 Volt: Good Reading < 18 Volt: Low battery voltage (while cranking) blocks this fault code. Fault(s): A153, A154, A155
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
Less than 600 RPM: combined with low voltage means cranking is in process and fault is blocked Greater than 300 RPM for 4 seconds: engine is running Fault(s): A184
E5-50
Troubleshooting Fault Codes
E05005
Related circuit diagram
E05005
Troubleshooting Fault Codes
E5-51
NOTES
E5-52
Troubleshooting Fault Codes
E05005
SECTION E5 TROUBLESHOOTING FAULT CODES (A152-A246) INDEX Fault Code A152: Starter failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-3 Fault Code A153: Battery voltage is low with truck in operation. . . . . . . . . . . . . . . . . . . . . . . . . . E5-4 Fault Code A154: Battery charging voltage is excessive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-5 Fault Code A155: Battery charging voltage is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-6 Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level . . . E5-7 Fault Code A184: The J1939 data link is not connected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-8 Fault Code A190: Auto lube control has detected an incomplete lube cycle . . . . . . . . . . . . . . . . E5-9 Fault Code A193: Hydraulic tank oil temperature is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-10 Fault Code A198: Hoist pressure 1 sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E5-11 Fault Code A199: Hoist pressure 2 sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-12 Fault Code A200: Steering pressure sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-13 Fault Code A201: Brake pressure sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-14 Fault Code A202: Hoist pressure 1 sensor is low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-15 Fault Code A203: Hoist pressure 2 sensor is low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-16 Fault Code A204: Steering pressure sensor is low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-17 Fault Code A205: Brake pressure sensor is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-18 Fault Code A206: Ambient temperature sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-19 Fault Code A207: Ambient temperature sensor is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-20 Fault Code A212: Bad truck speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-21 Fault Code A213: Parking brake should have applied but is detected as not having applied . . E5-22 Fault Code A214: Parking brake should have released but is detected as not having released . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-24 Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-26 Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-27 Fault Code A230: Parking brake has been requested while truck is still moving . . . . . . . . . . . . E5-28 Fault Code A231: Body is up while traveling or intending to travel . . . . . . . . . . . . . . . . . . . . . . E5-29 Fault Code A235: Steering accumulator is in the process of being bled down. . . . . . . . . . . . . . E5-30 Fault Code A236: Steering accumulator has not properly bled down after 90 seconds . . . . . . . E5-31 Fault Code A237: The CAN/RPC connection to the display is open . . . . . . . . . . . . . . . . . . . . . E5-32 Fault Code A240: The keyswitch input to the interface module is open. . . . . . . . . . . . . . . . . . . E5-33 Fault Code A242: The fuel gauge within the display panel is defective . . . . . . . . . . . . . . . . . . . E5-34 Fault Code A243: The engine coolant temp gauge within the display panel is defective. . . . . . E5-35 Fault Code A244: The drive system temp gauge within the display panel is defective . . . . . . . E5-36 Fault Code A245: The hydraulic oil temp gauge within the display panel is defective . . . . . . . . E5-37 Fault Code A246: Payload meter reports truck overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-38
E05006
Troubleshooting Fault Codes
E5-1
NOTES
E5-2
Troubleshooting Fault Codes
E05006
Fault Code A152: Starter failure Operator Action
None
Fault Code
A152
Description
Starter has failed.
Fault Conditions
Sets if either starter motor is not energized for 2 seconds when cranking is attempted. Resets only when steering bleed occurs.
Operator Alerting System Response
Display: Repair Item Display Fault Description: STARTER FAILURE Display Fault Code: A152
Resulting Problem(s) One good starter may be destroyed or engine may not start at all. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Starter Motor 1 Energized (IM3 R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A275
Starter Motor 2 Energized (IM3 S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A275
Crank Sense (IM3 U)
0: no cranking in process 1: cranking in process
E05006
Troubleshooting Fault Codes
E5-3
Fault Code A153: Battery voltage is low with truck in operation Operator Action
Stop; Park
Fault Code
A153
Description
Battery voltage is low with the truck in operation.
Fault Conditions
Sets if battery voltage with the engine running or truck moving is below 23 volts for 5 seconds. Truck moving sets if truck speed is above 0 or if a bad speed signal fault is active and the parking brake is not set. Resets if voltage recovers to 25.5 volts.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: BATTERY VOLTS LOW Display Fault Code: A153
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical controls on the truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. The primary correction for this fault is to charge the batteries. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s) 3. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Battery Voltage, 24 Volt (IM1 A)
< 23.0 volts: Too low to continue operation. > 23.0 volts: OK to continue operation. Fault(s): A154, A155, A250
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving Fault(s): A212
Park Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Park Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
E5-4
Troubleshooting Fault Codes
E05006
Fault Code A154: Battery charging voltage is excessive Operator Action
Stop; Park; Power Down
Fault Code
A154
Description
Battery charging voltage is excessive.
Fault Conditions
Sets if above 32 volts for 5 seconds. Resets if below 27.5 volts for 5 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: PWR â&#x2020;&#x201C; Display Fault Description: HIGH BATTERY VOLTS Display Fault Code: A154
Resulting Problem(s) Sustained excessive charging voltage may burn out electrical and electronic components. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to check / replace the battery charger. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Battery Voltage, 24 Volt (IM1 A)
> 32 volts: too high to continue operation. < 32.0 volts: OK to continue operation. Fault(s): A153, A155, A250
E05006
Troubleshooting Fault Codes
E5-5
Fault Code A155: Battery charging voltage is low Operator Action
Go To Shop Now
Fault Code
A155
Description
Battery charging voltage is low.
Fault Conditions
Sets if below 24.5 volts for 5 seconds with engine above 1400 rpm. Resets if above 26.0 volts for 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BATT CHARGING FLT Display Fault Code: A155
Resulting Problem(s) If defective battery charging alternators are not replaced, batteries may become discharged and electrical and electronic equipment will stop working. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to check / replace the battery charger. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Battery Voltage, 24 Volt (IM1 A)
< 24.5 volts: charger must be changed soon. > 26.0 volts: OK to continue operation. Fault(s): A153, A154, A250
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 1400 RPM: engine is not running fast enough for battery charger test. > 1400 RPM: engine is running fast enough for battery charger test. Fault(s): A184
E5-6
Troubleshooting Fault Codes
E05006
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level Operator Action
Go To Shop Now
Fault Code
A158
Description
Fuel level sensor is open or shorted high, indicating a false low fuel level.
Fault Conditions
Sets if fuel level indication is at -18.5% for 3 seconds, and battery voltage does not drop below 18, with engine speed below 600 rpm. Resets if fuel level indication is above -12.5% for 3 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: FUEL LEVEL SENSOR HI Display Fault Code: A158
Resulting Problem(s) Fuel readings will show an empty tank, whether there is fuel in the tank or not. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct or replace the fuel level sensor and wiring. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Fuel Level Sensor (IM3 g)
0.57 to 8.2 volts: good readings at 24V battery (varies with battery voltage) < 0.57 or > 8.2 volts: defective sensor or circuit at 24V battery (varies with battery voltage) Fault(s): A105
Battery Voltage, 24 Volt (IM1 A)
> 18 volts: good reading < 18 volts: low battery voltage (while cranking) blocks this fault code. Fault(s): A153, A154, A155, A250
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 600 RPM: combined with low voltage means cranking is in process and fault is blocked > 600 RPM: engine is running normally Fault(s): A184
E05006
Troubleshooting Fault Codes
E5-7
Fault Code A184: J1939 data link is not connected Operator Action
Stop; Park; Power Down
Fault Code
A184
Description
J1939 data link is not connected.
Fault Conditions
Sets if no data received from the engine for 10 seconds after an initial 11 second delay at key on. Resets immediately when communication is established.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: PWR â&#x2020;&#x201C; Display Fault Description: NO ENGINE DATA Display Fault Code: A184
Resulting Problem(s) Loss of engine data makes it impossible to operate truck in a normal manner without risking serious damage to the engine. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
CAN J1939 Data Link (IM1 q,r,s)
No communication for 10 seconds if keyswitch has been on for 11 seconds: J1939 not connected. Successful read of PGN 61444: J1939 is connected.
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running NOTE: For this fault, the keyswitch function is delayed for 11 seconds internally after initial turn on. Fault(s): A240
E5-8
Troubleshooting Fault Codes
E05006
Fault Code A190: Auto lube control has detected an incomplete lube cycle Operator Action
None
Fault Code
A190
Description
Auto lube control has detected an incomplete lube cycle.
Fault Conditions
Sets if lube cycle is terminated by timeout rather than pressure. Lubrication occurs with steering pressure up, truck moving, and drive control power on. Resets when a lube cycle is properly terminated by pressure rather than timeout.
Operator Alerting System Response
Operate Repair Lamp Display Fault Description: AUTO LUBE FAULT Display Fault Code: A190
Resulting Problem(s) Insufficient lube may result and, if left uncorrected, could lead to equipment damage. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s) 2. If there are no active parameter fault codes, then, based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Auto Lube Pressure Switch (IM3 Y)
0: pressure switch has transferred at 2000 psi 1: pressure switch at low pressure or solenoid circuit not on Fault(s): A304, A305, A361
Low Steering Pressure 0: steering pressure normal (required for lube cycle to proceed) Switch (IM2 S) 1: low steering pressure Fault(s): A279 Truck Speed [kph] (IM1 0: truck is not moving g,h) > 0 for 10 seconds: truck is moving Fault(s): A212 GE Batt+ Off (IM3 M)
0: power to GE control is off 1: power to GE control is on
Auto Lube Output (IM1 T)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected except momentarily at termination of a lube cycle. If detected any other time, troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Turns off between lubrication cycles. 1. Turns on during lubrication cycle. Fault(s): A305, A357
E05006
Troubleshooting Fault Codes
E5-9
Fault Code A193: Hydraulic tank oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A193
Description
Hydraulic tank oil temperature is high.
Fault Conditions
Sets at 120ยบC (4.5 volts) after 5 seconds. Resets at 103ยบC (4.4 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Operate LED on Oil Temp Gauge Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL TANK Display Fault Code: A193
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake effectiveness. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Hydraulic Oil Tempera- 0.016 volts to 4.89 volts: good readings ture - Tank (IM3 m) < 0.016 volts or > 4.89 volts: defective sensor or circuit Fault(s): A103, A104 Steering Bleed Valve
E5-10
0: steering bleed valve is off 1: steering bleed valve is on
Troubleshooting Fault Codes
E05006
Fault Code A198: Hoist pressure 1 sensor is high Operator Action
None
Fault Code
A198
Description
Hoist pressure 1 sensor is high.
Fault Conditions
Sets at 4025 psi (20.1mA) for 5 seconds. Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: HOIST PRES 1 SENS HI Display Fault Code: A198
Resulting Problem(s) Monitoring of hoist pressures in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Hoist Pressure 1 Sensor (IM3 s)
2.4 mA to 20.1 mA: good readings < 2.4 mA or > 20.1 mA: defective sensor or circuit Fault(s): A202
E05006
Troubleshooting Fault Codes
E5-11
Fault Code A199: Hoist pressure 2 sensor is high Operator Action
None
Fault Code
A199
Description
Hoist pressure 2 sensor is high.
Fault Conditions
Sets at 4025 psi (20.1mA) for 5 seconds. Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: HOIST PRES 2 SENS HI Display Fault Code: A199
Resulting Problem(s) Monitoring of hoist pressures in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Hoist Pressure 2 Sensor (IM3 q)
2.4 mA to 20.1 mA: good readings < 2.4 mA or > 20.1 mA: defective sensor or circuit Fault(s): A203
E5-12
Troubleshooting Fault Codes
E05006
Fault Code A200: Steering pressure sensor is high Operator Action
None
Fault Code
A200
Description
Steering pressure sensor is high.
Fault Conditions
Sets at 4025 psi (20.1mA) for 5 seconds. Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: STRG PRES SENS HI Display Fault Code: A200
Resulting Problem(s) Monitoring of steering pressure in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Steering Pressure Sensor (IM3 d)
2.4 mA to 20.1 mA: good readings < 2.4 mA or > 20.1 mA: defective sensor or circuit Fault(s): A204
E05006
Troubleshooting Fault Codes
E5-13
Fault Code A201: Brake pressure sensor is high Operator Action
None
Fault Code
A201
Description
Brake pressure sensor is high.
Fault Conditions
Sets at 4025 psi (20.1mA) for 5 seconds. Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: BRAKE PRES SENS HI Display Fault Code: A201
Resulting Problem(s) Monitoring of service brake system for driver input as well as KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Brake Pressure Sensor 2.4 mA to 20.1 mA: good readings (IM3 p) < 2.4 mA or > 20.1 mA: defective sensor or circuit Fault(s): A205
E5-14
Troubleshooting Fault Codes
E05006
Fault Code A202: Hoist pressure 1 sensor is low Operator Action
None
Fault Code
A202
Description
Hoist pressure 1 sensor is low.
Fault Conditions
Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine rpm and <18 battery volts). Resets at -206 psi (3.2 mA)
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: HOIST PRES 1 SENS LO Display Fault Code: A202
Resulting Problem(s) Monitoring of hoist pressures in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Hoist Pressure 1 Sensor (IM3 s)
2.4 mA to 20.1 mA: good readings < 2.4 mA or > 20.1 mA: defective sensor or circuit Fault(s): A198
Battery Voltage, 24 Volt (IM1 A)
>18 volts: good reading <18 volts: low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 600 RPM: combined with low voltage means cranking is in process and fault is blocked > 600 RPM: engine is running normally Fault(s): A184
E05006
Troubleshooting Fault Codes
E5-15
Fault Code A203: Hoist pressure 2 sensor is low Operator Action
None
Fault Code
A203
Description
Hoist pressure 2 sensor is low.
Fault Conditions
Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine rpm and <18 battery volts). Resets at -206 psi (3.2 mA)
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: HOIST PRES 2 SENS LO Display Fault Code: A203
Resulting Problem(s) Monitoring of hoist pressures in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1.The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Hoist Pressure 2 Sensor (IM3 q)
2.4 mA to 20.1 mA: good readings < 2.4 mA or more than 20.1 mA: defective sensor or circuit Fault(s): A199
Battery Voltage, 24 Volt (IM1 A)
>18 volts: good reading <18 volts: low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 600 RPM: combined with low voltage means cranking is in process and fault is blocked > 600 RPM: engine is running normally Fault(s): A184
E5-16
Troubleshooting Fault Codes
E05006
Fault Code A204: Steering pressure sensor is low Operator Action
None
Fault Code
A204
Description
Steering pressure sensor is low.
Fault Conditions
Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine rpm and <18 battery volts). Resets at -206 psi (3.2 mA)
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: STRG PRES SENS LO Display Fault Code: A204
Resulting Problem(s) Monitoring of steering pressure in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Pressure Sensor (IM3 d)
2.4 mA to 20.1 mA: good readings < 2.4 mA or more than 20.1 mA: defective sensor or circuit Fault(s): A200
Battery Voltage, 24 Volt (IM1 A)
>18 volts: good reading <18 volts: low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 600 RPM: combined with low voltage means cranking is in process and fault is blocked > 600 RPM: engine is running normally Fault(s): A184
E05006
Troubleshooting Fault Codes
E5-17
Fault Code A205: Brake pressure sensor is low Operator Action
None
Fault Code
A205
Description
Brake pressure sensor is low.
Fault Conditions
Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine rpm and <18 battery volts). Resets at -206 psi (3.2 mA)
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: BRAKE PRES SENS LO Display Fault Code: A205
Resulting Problem(s) Monitoring of brake pressure in KOMTRAX Plus will be compromised. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Pressure Sensor 2.4 mA to 20.1 mA: good readings (IM3 p) Less than 2.4 mA or more than 20.1 mA: defective sensor or circuit Fault(s): A201 Battery Voltage, 24 Volt (IM1 A)
>18 volts: good reading <18 volts: low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
< 600 RPM: combined with low voltage means cranking is in process and fault is blocked > 600 RPM: engine is running normally Fault(s): A184
E5-18
Troubleshooting Fault Codes
E05006
Fault Code A206: Ambient temperature sensor is high Operator Action
None
Fault Code
A206
Description
Ambient temperature sensor is high.
Fault Conditions
Sets at 133ยบ C (4.89V) for 3 seconds. Resets at 107ยบ C (4.77V) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: AMBIENT TEMP SENS HI Display Fault Code: A206
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient temperature information. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Ambient Temperature Sensor (IM3 e)
0.016 volt to 4.89 volts: good readings <0.016 volt or >4.89 volts: defective Sensor or Circuit Fault(s): A207
E05006
Troubleshooting Fault Codes
E5-19
Fault Code A207: Ambient temperature sensor is low Operator Action
None
Fault Code
A207
Description
Ambient temperature sensor is low.
Fault Conditions
Sets at -62ยบ C (0.016V) for 3 seconds. Resets at -59ยบ C (0.032V) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: AMBIENT TMP SENS LO Display Fault Code: A207
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient information. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the sensor. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
Ambient Temperature Sensor (IM3 e)
0.016 volt to 4.89 volts: good readings <0.016 volt or >4.89 volts: defective sensor or circuit Fault(s): A206
E5-20
Troubleshooting Fault Codes
E05006
Fault Code A212: Bad truck speed signal Operator Action
Go To Shop Now
Fault Code
A212
Description
Bad truck speed signal
Fault Conditions
Sets if truck speed timeout (frequency input does not produce 5 periods within 1 second) persists for 12 seconds with GE powered up and engine not being cranked. Resets if timeouts clear for 3 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: NO TRUCK SPEED DATA Display Fault Code: A212
Resulting Problem(s) Loss of truck speed signal caused loss of protection from mis-application of the parking brake and loss of speedometer for the driver. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the GE signal source. 2. This fault's logic contains more than one parameter. 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving
Drive System Control Power (IM3 M)
0: power to GE control is off 1: power to GE control is on
Crank Sense (IM3 U)
0: engine not being cranked 1: engine is being cranked
E05006
Troubleshooting Fault Codes
E5-21
Fault Code A213: Parking brake should have applied but is detected as not having applied Operator Action
Secure Vehicle
Fault Code
A213
Description
Parking brake should have applied but is detected as not having applied.
Fault Conditions
Sets if park brake does not apply within 3 seconds if the shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch and either the speed of the truck has been 0.8kph or less for 1 second or the service brakes are applied, or after the engine has been off for 15 seconds with the J1939 link working, or within 2 seconds after the key switch has been turned off, the drive system control power is off, the engine is not running, and the truck is not moving. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets after 3 seconds if the park brake applies, or if the park brake request is cancelled and the shifter is not in the park position and the shifter is in the forward, neutral, or reverse positions and the engine is running.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: SECURE VEHICLE Display Fault Description: NO PARK BRAKE Display Fault Code: A213
Resulting Problem(s) The parking brake may be non-functional. Engine cranking may be prevented. Smart Timed Engine Shutdown may be prevented. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Park Brake Released (IM2 M)
E5-22
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating high pressure and a released parking brake Fault(s): A214
Troubleshooting Fault Codes
E05006
Selector Switch (Park) (IM3 T)
0: shifter is not in park 1: shifter is in park Fault(s): A271, A303
Park Brake Request (IM3 V)
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A264
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
0: engine is not running Greater than 0: engine is running Fault(s): A184
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving Fault(s): A212
CAN J1939 connection (IM1 q,r,s)
Fault(s): A184
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running Fault(s): A240
Park Brake Solenoid (IM1 E)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No Problem. Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch. Otherwise unexpected and must troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch and either the speed of the truck has been 0.8kph or less for 1 second or the service brakes are applied. 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch. Fault(s): A216, A351
E05006
Troubleshooting Fault Codes
E5-23
Fault Code A214: Parking brake should have released but is detected as not having released Operator Action
Stop; Park
Fault Code
A214
Description
Parking brake should have released but is detected as not having released.
Fault Conditions
Sets if the engine has been running 90 seconds or more with the keyswitch on and the park brake does not release in response to the selector switch being moved out of park or in response to truck speeds over 0.8 kph for 3 seconds. Park brake release is defined as the closure of the park brake release pressure switch and the opening of the park brake set pressure switch. Resets after 3 seconds if the park brake releases, or engine stops running, or keyswitch and propel control power are both turned off, or selector switch is moved to park position.
Operator Alerting System Response
Sound Buzzer - single burst Park Brake Status Lamp stays on Display Operator Action: STOP: PRK: PWRâ&#x2020;&#x201C;: CHK Display Fault Description: PARK BRAKE ON Display Fault Code: A214
Resulting Problem(s) Operation of the truck may be prevented or the parking brake may be damaged. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (Park) (IM3 T)
0: shifter is not in park 1: shifter is in park Fault(s): A271, A303
Park Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating lower pressure and an applied parking brake
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Park Brake Request (IM3 V)
E5-24
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A264
Troubleshooting Fault Codes
E05006
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 rpm: engine is not running > 300 rpm: engine is running Fault(s): A184
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving Fault(s): A212
CAN J1939 connection (IM1 q,r,s)
Fault(s): A184
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running (GE power not yet off) Fault(s): A240
Park Brake Solenoid (IM1 E)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No Problem. Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch. Otherwise unexpected and must troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch and either the speed of the truck has been 0.8kph or less for 1 second or the service brakes are applied 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A216, A351
E05006
Troubleshooting Fault Codes
E5-25
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit Operator Action
Stop; Park
Fault Code
A216
Description
An open or short to ground has been detected in the parking brake command valve circuit.
Fault Conditions
Sets if valve circuit is open or shorted to ground with keyswitch and park brake request on, or if valve circuit is open without park brake request being on. Resets if any conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: PRK BRK COMMAND FLT Display Fault Code: A216
Resulting Problem(s) Parking brake may not apply or release properly, causing equipment and roll-away concerns. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Solenoid (IM1 E)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No Problem. Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition. Otherwise unexpected and must troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Park Brake Request Input is in the low voltage (request) condition 1: Park Brake Request Input is in the high voltage (not requested) condition Fault(s): A351
Park Brake Request (IM3 V)
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A264
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running Fault(s): A240
E5-26
Troubleshooting Fault Codes
E05006
Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted Operator Action
Wait 120 sec, Retry
Fault Code
A223
Description
Excessive engine cranking has occurred or a jump start has been attempted.
Fault Conditions
Sets after 30 seconds of continuous cranking or if either starter motor is energized without the start enable circuit (jump start). Resets after 120 seconds of no cranking.
Operator Alerting System Response
Sound Buzzer - Single Burst Display Operator Action: WAIT 120 SEC: RETRY Display Fault Description: EXCESS CRANKING Display Fault Code: A223
Resulting Problem(s) Starters can be damaged by excessive engine cranking. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is not to excessively crank the engine. Starting problems must be corrected, or starter failures will result. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Crank Sense (IM3 U)
0: engine not being cranked 1: engine is being cranked
Starter Motor 1 Energized (IM3 R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275, A316
Starter Motor 2 Energized (IM3 S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A275, A316
Start Enable (IM 1B)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: One of several interlocking situations exist to prevent cranking (excessive cranking history, selector switch in wrong position, engine red light, J1939 not OK, engine speed either not 0 to begin cranking or over 400 rpm while cranking). 1: No interlocking situations exist to prevent cranking. Fault(s): A252
E05006
Troubleshooting Fault Codes
E5-27
Fault Code A230: Parking brake has been requested while truck still moving Operator Action
Move shift lever out of PARK
Fault Code
A230
Description
Parking brake has been requested while truck is still moving.
Fault Conditions
Sets if parking brake is requested (selector switch moved from forward, neutral, reverse) while moving 0.8 kph and with parking brake released. Resets if any condition changes.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: TURN OFF PRK BRK SW Display Fault Description: PRK BRK SETTING ERR Display Fault Code: A230
Resulting Problem(s) Parking brake could be damaged if protective circuitry did not work. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is just not to move the selector switch while the truck is in motion. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Truck Speed [kph] (IM1 g,h)
< 0.8 kph: truck is not moving > 0.8 kph: truck is moving Fault(s): A212
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM2 M)
E5-28
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an unreleased parking brake Fault(s): A214
Troubleshooting Fault Codes
E05006
Fault Code A231: Dump body is up while traveling or intending to travel Operator Action
Lower body
Fault Code
A231
Description
Dump body is up while traveling or intending to travel.
Fault Conditions
Sets if body is up engine running and no brakes applied for 30 seconds. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets if conditions change for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: LOWER BODY Display Fault Description: BODY UP Display Fault Code: A231
Resulting Problem(s) Operation with body up can cause accidents or damage to pivot pins. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is not to move the truck while the dump body is up. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Body Up (IM2 R)
0: body is raised off the truck frame 1: body is down on the truck frame Fault(s): A276
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 rpm: engine is not running > 300 rpm: engine is running Fault(s): A184
Brake Lock Input (IM2 i)
0: brake lock valve is off 1: brake lock valve is on
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM2 M)
E05006
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an unreleased parking brake Fault(s): A214
Troubleshooting Fault Codes
E5-29
Fault Code A235: Steering accumulator is in the process of being bled down Operator Action
Park, do not steer
Fault Code
A235
Description
Steering accumulator is in the process of being bled down.
Fault Conditions
Sets if steering bleed valve comes on and the steering accumulator bleed pressure switch has yet to operate and 90 seconds have yet to elapse. Resets either at 90 second timeout or when steering accumulator bleed pressure switch indicates that bleeding is complete.
Operator Alerting System Response
Sound Buzzer - Single Burst Display Operator Action: PARK: DO NOT STEER Display Fault Description: STEERING IS BLEEDING Display Fault Code: A235
Resulting Problem(s) Bleeding the steering accumulator is normal and not a problem as long as the truck is properly parked when it is done. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. No correction is necessary for normal bleeding with the truck properly parked. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve (IM1 P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected. Must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Troubleshoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Steering bleed valve is off. This is expected in normal running operation. 1: Steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A236, A253, A358, A262, A363
Steering Accumulator 0: Accumulator is completely bled down. Bleed Pressure Switch 1: Accumulator is not completely bled down. (IM2 Z) Fault(s): A258, A280
E5-30
Troubleshooting Fault Codes
E05006
Fault Code A236: Steering accumulator has not properly bled down after 90 seconds Operator Action
Park, do not steer
Fault Code
A236
Description
Steering accumulator has not properly bled down after 90 seconds.
Fault Conditions
Sets if the steering accumulator bleed pressure switch does not indicate that Bleed Down has been completed within 90 seconds. Resets either at power down, or if keyswitch is turned back on, thereby turning off the steering bleed valve.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: PARK: DO NOT STEER Display Fault Description: STEERING BLEED FLT Display Fault Code: A236
Resulting Problem(s) Failure to bleed the steering accumulator can create dangerous situations under the truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve (IM1 P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected. Must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Troubleshoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Steering bleed valve is off. This is expected in normal running operation. 1: Steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A236, A253, A358, A262, A363
Steering Accumulator 0: Accumulator is completely bled down. Bleed Pressure Switch 1: Accumulator is not completely bled down. (IM2 Z) Fault(s): A258, A280
E05006
Troubleshooting Fault Codes
E5-31
Fault Code A237: The CAN/RPC connection to the display is open Operator Action
Stop; Park; Power Down
Fault Code
A237
Description
The CAN/RPC connection to the display is open.
Fault Conditions
Sets if no communication for 1 second (10 seconds at initial power up). Resets if communication is established.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: PWR â&#x2020;&#x201C; Display Fault Description: NO DISPLAY DATA Display Fault Code: A237
Resulting Problem(s) A multitude of operational and equipment warnings will not be available to the operator, making further operation unwise. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the display or replace the interface module. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
CAN/RPC (IM1 j,k,i)
No communication for 1 second (10 seconds at initial startup): CAN/RPC is not connected. Communication established: CAN/RPC is connected. Fault(s): A233, A257
E5-32
Troubleshooting Fault Codes
E05006
Fault Code A240: The keyswitch input to the interface module is open Operator Action
Stop, Park, Repair
Fault Code
A240
Description
The keyswitch input to the interface module is open.
Fault Conditions
Sets if both keyswitch input and steering bleed valve are missing for 15 seconds. Resets if either one turns on.
Operator Alerting System Response
Amber â&#x20AC;&#x153;IM Maintenanceâ&#x20AC;? Lamp No Buzzer Right Lamp Module Row 5, Column 3
Resulting Problem(s) Many warnings will be non-functional. Some controls will not function as normal. Steering will bleed as soon as truck comes to a complete stop and the engine stops running without the keyswitch being turned off. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct the wiring from the keyswitch to the interface module. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running
Steering Bleed Valve
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected. Must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Troubleshoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: steering bleed valve is off. This is expected in normal running operation. 1: steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A253, A262, A263, A358
E05006
Troubleshooting Fault Codes
E5-33
Fault Code A242: The fuel gauge within the display panel is defective Operator Action
None
Fault Code
A242
Description
The fuel gauge within the display panel is defective.
Fault Conditions
Sets if the display panel detects a fuel gauge fault. Resets if the display panel clears the fault.
Operator Alerting System Response
Display Operator Action: None Display Fault Description: FUEL GAUGE FAULT Display Fault Code: A242
Resulting Problem(s) Truck could run out of fuel. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is entirely contained within the display panel. The display panel and communication to it must be working in order for the interface module to be aware of the fault. Therefore, the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary. Parameter
E5-34
Expected State and/or Related Fault(s)
Troubleshooting Fault Codes
E05006
Fault Code A243: The engine coolant temp gauge within the display panel is defective Operator Action
Go To Shop Now
Fault Code
A243
Description
The engine coolant temp gauge within the display panel is defective.
Fault Conditions
Sets if the display panel detects an engine coolant temp gauge fault. Resets if the display panel clears the fault.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: ENG COOL TEMP GAUGE Display Fault Code: A243
Resulting Problem(s) Engine could overheat without warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. Except for being masked by the steering bleed process, this fault is entirely contained within the display panel. The panel and communication to it must be working in order for interface module to be aware of the fault. Therefore, the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve
0: steering bleed valve is off. 1: steering bleed valve is on.
E05006
Troubleshooting Fault Codes
E5-35
Fault Code A244: The drive system temp gauge within the display panel is defective Operator Action
Go To Shop Now
Fault Code
A244
Description
The drive system temp gauge within the display panel is defective.
Fault Conditions
Sets if the display panel detects an drive system temp gauge fault. Resets if the display panel clears the fault.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: DRIVE SYS TEMP GAUGE Display Fault Code: A244
Resulting Problem(s) Drive system could overheat without warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. Except for being masked by the steering bleed process, this fault is entirely contained within the display panel. The panel and communication to it must be working in order for interface module to be aware of the fault. Therefore, the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve
0: steering bleed valve is off. 1: steering bleed valve is on.
E5-36
Troubleshooting Fault Codes
E05006
Fault Code A245: The hydraulic oil temp gauge within the display panel is defective Operator Action
Go To Shop Now
Fault Code
A245
Description
The hydraulic oil temp gauge within the display panel is defective.
Fault Conditions
Sets if the display panel detects a hydraulic oil temp gauge fault. Resets if the display panel clears the fault.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: HYD OIL TEMP GAUGE Display Fault Code: A245
Resulting Problem(s) Hydraulic oil could overheat without warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. Except for being masked by the steering bleed process, this fault is entirely contained within the display panel. The panel and communication to it must be working in order for interface module to be aware of the fault. Therefore, the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve
0: steering bleed valve is off. 1: steering bleed valve is on.
E05006
Troubleshooting Fault Codes
E5-37
Fault Code A246: Payload meter reports truck overload Operator Action
Speed Limit
Fault Code
A246
Description
Payload meter reports truck overload.
Fault Conditions
Sets if PLMIII reports an overloaded truck. Resets if PLMIII clears the overloaded truck report.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: MAX SPEED LIMIT Display Fault Description: LOAD EXCEEDS LIMIT Display Fault Code: A246
Resulting Problem(s) Truck could be damaged by operating in overload condition. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is entirely contained within PLMIII (payload meter). The panel and communication to it must be working in order for IM to be aware of the fault. Normal corrective measures would be to correct the loading process. 2. Any faults within the payload meter system that might affect its accuracy are developed and reported by PLMIII. Parameter
E5-38
Expected State and/or Related Fault(s)
Troubleshooting Fault Codes
E05006
SECTION E5 TROUBLESHOOTING FAULT CODES (A248-A292) INDEX Fault Code A248: The status module within the display panel is defective . . . . . . . . . . . . . . . . . E5-3 Fault Code A249: Red warning lamp output used to drive the steering bleed fault lamp is shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-4 Fault Code A250: Battery voltage is low with the truck parked . . . . . . . . . . . . . . . . . . . . . . . . . . E5-5 Fault Code A251: The sonalert used with the display panel (driven by IM) is open or shorted to ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-7 Fault Code A252: Start enable output circuit is either open or shorted to ground . . . . . . . . . . . . E5-8 Fault Code A253: Steering bleed circuit is not open while running . . . . . . . . . . . . . . . . . . . . . . . E5-9 Fault Code A255: IM has detected a fault on IM output 1N . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-10 Fault Code A256: Red warning lamp output used to drive the steering bleed fault lamp is open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E5-11 Fault Code A257: Payload CAN/RPC is not connected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-12 Fault Code A258: Steering accumulator bleed pressure switch circuit is defective . . . . . . . . . . E5-13 Fault Code A260: Parking brake failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-14 Fault Code A262: Steering bleed circuit is not open during shutdown . . . . . . . . . . . . . . . . . . . . E5-16 Fault Code A264: Parking brake relay circuit is defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-17 Fault Code A265: Service brake failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-18 Fault Code A266: Selector lever was not in park while attempting to crank engine. . . . . . . . . . E5-19 Fault Code A267: Parking brake was not set while attempting to crank engine. . . . . . . . . . . . . E5-20 Fault Code A268: Secondary engine shutdown while cranking . . . . . . . . . . . . . . . . . . . . . . . . . E5-21 Fault Code A270: Brake lock switch power supply is not on when required . . . . . . . . . . . . . . . E5-22 Fault Code A271: Shifter not in gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-24 Fault Code A272: Brake lock switch power supply is not off when required . . . . . . . . . . . . . . . E5-25 Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-27 Fault Code A274: A brake setting fault has been detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-28 Fault Code A275: A starter has been detected as engaged without a cranking attempt . . . . . . E5-29 Fault Code A276: The drive system data link is not connected . . . . . . . . . . . . . . . . . . . . . . . . . E5-30 Fault Code A277: Parking brake applied while loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-31 Fault Code A278: Service brake applied while loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-32 Fault Code A279: Low steering pressure switch is defective . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-33 Fault Code A280: Steering accumulator Bleed Down switch is defective . . . . . . . . . . . . . . . . . E5-34 Fault Code A281: Brake lock degradation switch is defective . . . . . . . . . . . . . . . . . . . . . . . . . . E5-35 Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-36 Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-37
E05007
Troubleshooting Fault Codes
E5-1
Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-38 Fault Code A285: The parking brake was not set when the key switch was turned off. . . . . . . . E5-39 Fault Code A286: A fault was detected in the shutdown delay relay circuit . . . . . . . . . . . . . . . . E5-40 Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-41
E5-2
Troubleshooting Fault Codes
E05007
Fault Code A248: The status indicator module within the display panel is defective Operator Action
Go to Shop Now
Fault Code
A248
Description
The status indicator module within the display panel is defective.
Fault Conditions
Sets if the display panel detects a status indicator module fault. Resets if the display panel clears the fault.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: STATUS MODULE FLT Display Fault Code: A248
Resulting Problem(s) Proper operation will be difficult without status information. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. Except for being masked by the steering bleed process, this fault is entirely contained within the display panel. The panel and communication to it must be working in order for interface module to be aware of the fault. Therefore, the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve
0: steering bleed valve is off. 1: steering bleed valve is on.
E05007
Troubleshooting Fault Codes
E5-3
Fault Code A249: The red warning lamp within the display panel is shorted Operator Action
Go to Shop Now
Fault Code
A249
Description
The red warning lamp within the display panel is shorted.
Fault Conditions
Sets if the red warning lamp feedback voltage is high for 400 ms with the red warning lamp on. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: RED WARN LAMP FLT Display Fault Code: A249
Resulting Problem(s) Warnings will be audible only. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is made internally. 2. Check wiring and connections between the interface module and the display panel, and the wiring within the display panel to the red warning lamp as well as the lamp itself. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM1 G)
0: red lamp is not on 1: red lamp is on Fault(s): A256
Red Warning Lamp Feedback (IM1 G)
Above 3.75 volts for 400 ms with the lamp on: shorted Less than 3.75 volts for 400 ms with the lamp on: normal
E5-4
Troubleshooting Fault Codes
E05007
Fault Code A250: Battery voltage is low with the truck parked Operator Action
Charge Batteries
Fault Code
A250
Description
Battery voltage is low with the truck parked.
Fault Conditions
Sets if battery voltage with the engine not running, truck not moving, crank state not sensed, and not in steering bleed is below 23 volts for 5 seconds. Engine not running is less than 300 rpm. Truck not moving is truck speed equal to zero or if truck speed is bad, park brake is set. Crank state sensed is battery less than 18 volts for 1 sec with engine less than 600 rpm. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets if voltage recovers to 25.5 volts.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: CHARGE BATTERIES Display Fault Description: BATTERY VOLTS LOW Display Fault Code: A250
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical controls on the truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to charge the batteries. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Battery Voltage, 24 Volt (IM1 A)
<23.0 volts: Too low to continue operation. >23.0 volts: OK to continue operation. <18 volts: cranking is sensed. Fault(s): A153, A154, A155
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 600 RPM: engine not being cranked > 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
Truck Speed [kph] (IM1 0: truck is not moving g,h) > 0: truck is moving Fault(s): A212
E05007
Troubleshooting Fault Codes
E5-5
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
E5-6
Troubleshooting Fault Codes
E05007
Fault Code A251: The sonalert used with the display panel (driven by IM) is open or shorted to ground. Operator Action
Go to Shop Now
Fault Code
A251
Description
The sonalert used with the display panel (driven by IM) is open or shorted to ground.
Fault Conditions
Sets if the sonalert circuit is open or short to ground for 400 ms and steering bleed not on. Resets if circuit is normal for 400 ms or if steering bleed comes on.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: SONALERT IM FAULT Display Fault Code: A251
Resulting Problem(s) Warnings will be visual only. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Sonalert (IM1 M)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: No faults are active that require buzzer operation. 1. One or more faults are active that require buzzer action. Fault(s): A356
Steering Bleed Valve
0: steering bleed valve is off. 1: steering bleed valve is on.
E05007
Troubleshooting Fault Codes
E5-7
Fault Code A252: Start enable output circuit is either open or shorted to ground Operator Action
None
Fault Code
A252
Description
Start enable output circuit is either open or shorted to ground.
Fault Conditions
Sets if the start enable relay circuit is open or short to ground for 2 seconds. Resets only at power down.
Operator Alerting System Response
Repair Status Light On Display Operator Action: None Display Fault Description: STRT ENABLE CKT FLT Display Fault Code: A252
Resulting Problem(s) Starting will either not be possible, or will lack the protections that IM provides for the start enable circuit (excessive cranking, selector switch position, J1939 OK, and engine speed 0 to start and not above 400 rpm at finish). Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Start Enable (IM 1B)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: One of several interlocking situations exist to prevent cranking (excessive cranking history, selector switch in wrong position, engine red light, J1939 not ok, engine speed either not 0 to begin cranking or over 400 rpm while cranking). 1: No interlocking situations exist to prevent cranking. Fault(s): A350
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
E5-8
Troubleshooting Fault Codes
E05007
Fault Code A253: Steering bleed circuit is not open while running Operator Action
None
Fault Code
A253
Description
Steering bleed circuit is not open while running.
Fault Conditions
Sets if the steering bleed circuit is not open for 2 seconds, beginning 11 seconds after the keyswitch is turned on. Resets only at power down.
Operator Alerting System Response
Repair Status Light On Display Operator Action: None Display Fault Description: STG BLD CKT NOT OPN Display Fault Code: A253
Resulting Problem(s) Steering Bleed Down will be possible during normal running if IM or some of its inputs should also malfunction. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve (IM1 P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected. Must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Trouble shoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected.Troubleshoot. 0: steering bleed valve is off. This is expected in normal running operation. 1: steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A262, A263, A358
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running Fault(s): A240
E05007
Troubleshooting Fault Codes
E5-9
Fault Code A255: IM has detected a fault on IM output 1N Operator Action
None
Fault Code
A255
Description
IM has detected a fault on IM output 1N.
Fault Conditions
Sets when open or short to ground with Keyswitch on. Resets at power down.
Operator Alerting System Response
No Light Display Operator Action: None Display Fault Description: IM OUTPUT 1N FAULT Display Fault Code: A255
Resulting Problem(s) This "Propel Lockout Circuit" is currently disabled. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains only one prarameter. 2. This is a spare "Propel Lockout Circuit" and is not currently used. Parameter
Expected State and/or Related Fault(s)
Propel Lockout (IM1 N) Status - Open Load: Normal, Ignore Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Propel lockout is off 1: Propel lockout is on. Fault(s): A357
E5-10
Troubleshooting Fault Codes
E05007
Fault Code A256: The red warning lamp within the display panel (driven by IM) is open Operator Action
Go to Shop Now
Fault Code
A256
Description
The red warning lamp within the display panel (driven by IM) is open.
Fault Conditions
Sets if red lamp stays open for 1 second with steering bleed off. (The red lamp is open if feedback voltage stays low for 400 ms with red lamp off.) Resets if red lamp returns to normal or steering bleed operates for 1 sec. (The red lamp is normal if feedback voltage goes high for 400 ms with red lamp off.)
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: RED WARN LAMP FLT Display Fault Code: A256
Resulting Problem(s) Warnings will be audible only. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is made internally. 2. Check wiring and connections between IM and the display panel, and the wiring within the display to the red warning lamp. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM1 G)
0: red lamp is not on 1: red lamp is on Fault(s): A249
Red Warning Lamp Feedback (IM1 G)
Above 3.75 volts for 400 ms with the lamp on: shorted Less than 3.75 volts for 400 ms with the lamp on: normal
E05007
Troubleshooting Fault Codes
E5-11
Fault Code A257: Payload CAN/RPC is not connected Operator Action
None
Fault Code
A257
Description
Payload CAN/RPC is not connected.
Fault Conditions
Sets if payload has not been updated for 10 seconds and keyswitch has been on at least 11 seconds since power up. Resets when payload is updated.
Operator Alerting System Response
Repair Status Light on Display Operator Action: None Display Fault Description: NO PAYLOAD DATA Display Fault Code: A257
Resulting Problem(s) Payload and overload data is not properly recorded. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring or replace the display panel or replace the interface module. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
CAN/RPC (IM1 j,k,i)
No communication for 10 seconds if keyswitch has been on for 11 seconds: CAN/RPC is not connected. Successful read of payload: CAN/RPC is connected.
E5-12
Troubleshooting Fault Codes
E05007
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective Operator Action
Go to Shop Now
Fault Code
A258
Description
Steering accumulator bleed pressure switch circuit is defective.
Fault Conditions
Sets if switch input continues to indicate steering accumulator bled after 90 seconds of engine running above 300 rpm. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: STRG BLEED PRESS SW Display Fault Code: A258
Resulting Problem(s) Indication of steering bleed is unreliable. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Accumulator 0: Accumulator is completely bled down. Bleed Pressure Switch 1: Accumulator is not completely bled down. (IM2 Z) Fault(s): A280 Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
E05007
0: engine is not running > 300 rpm: engine is running Fault(s): A184
Troubleshooting Fault Codes
E5-13
Fault Code A260: Parking brake failure Operator Action
Secure Vehicle
Fault Code
A260
Description
Parking brake failure (assumed if truck rolls after application of parking brake or if parking brake is applied while moving)
Fault Conditions
Two cases are tested: After truck is stopped completely (defined as park brake set and truck not moving for 1.5 seconds and reset only by park brake release), and truck rolling (defined as not stopped completely). Truck Rolling After Stop: Sets if truck rolls 2 kph for 1.5 seconds after the truck is stopped completely. This case resets if conditions change. Parking Brake Application While Moving: Sets if truckâ&#x20AC;&#x2122;s speed is 0.8 kph or over for 1.5 seconds with parking brake not released (parking brake released is defined as parking brake release switch being on and parking brake set switch being off). This case resets only at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: SECURE VEHICLE Display Fault Description: PARK BRAKE FAILURE Display Fault Code: A260
Resulting Problem(s) Parking brake may not hold truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake (NOTE: this input is ignored if keyswitch is off). 1: parking brake pressure switch indicating lower pressure and an applied parking brake Fault(s): A214
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Truck Speed [kph] (IM1 g,h)
E5-14
< 2.0 kph: truck is not moving in case: Truck Rolling After Stop < 0.8 kph: truck is not moving in case: Park Brake Applied While Moving > 2.0 kph: truck is moving in case: Truck Rolling After Stop > 0.8 kph: truck is moving in case: Park Brake Applied While Moving Fault(s): A212
Troubleshooting Fault Codes
E05007
Keyswitch (IM3 G)
E05007
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on Fault(s): A240
Troubleshooting Fault Codes
E5-15
Fault Code A262: Steering bleed valve circuit open during shutdown Operator Action
Go to Shop
Fault Code
A262
Description
Steering bleed valve circuit open during shutdown.
Fault Conditions
Sets if steering bleed valve circuit is open for 1 second when the key switch has been turned off, the engine no longer runs, and the truck is stopped (drive system control power turned off). Energization of the steering bleed valve is delayed for 2 seconds to provide a valid test. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: STG BLEED CKT OPEN Display Fault Code: A262
Resulting Problem(s) Steering will not Bleed Down properly if circuit is open. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve (IM1 P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected, must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Trouble shoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Steering bleed valve is off. This is expected in normal running operation. 1: Steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A253, A263, A358
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running Fault(s): A240
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
0: engine is not running > 0: engine is running Fault(s): A184
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving Fault(s): A212
E5-16
Troubleshooting Fault Codes
E05007
Fault Code A264: Parking brake relay circuit is defective Operator Action
None
Fault Code
A264
Description
Parking brake relay circuit is defective.
Fault Conditions
Sets if parking brake request is not on when selector lever is not in forward, neutral, or reverse, or engine has not been running for 15 seconds. Sets if parking brake request is on when selector lever is in forward, neutral, or reverse and engine has been running for 15 seconds. Resets only at power down.
Operator Alerting System Response
Display Operator Action: None Display Fault Description: PARK BRAKE RELY CKT Display Fault Code: A264
Resulting Problem(s) Parking brake may not set or release when expected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Request (IM 3V)
0: Park brake set is requested (shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch) 1: Park brake release is requested (shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch) Fault(s): A213, A214
Selector Switch (FNR) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
0: engine is not running > 0: engine is running Fault(s): A184
E05007
Troubleshooting Fault Codes
E5-17
Fault Code A265: Service brake failure Operator Action
Stop: Park
Fault Code
A265
Description
A service brake failure exists. Operation of either brake lock or brake pedal does not produce brake light switch operation.
Fault Conditions
Sets if brake lock is on or if front brake pressure is above 250 psi for 2 seconds and the service brake pressure switch does not turn on if the engine has been running for 90 seconds. Resets if conditions change for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: SERV BRAKE FAILURE Display Fault Code: A265
Resulting Problem(s) Service brake may not respond to brake lock switch or pedal. Brake light switch and brake lights may not respond to brake application. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Lock Input (IM2 i)
0: brake lock valve is off 1: brake lock valve is on
Brake Pressure (kPa) (IM3 b,p)
< 1724 kPa (250 psi): front brake not applied > 1724 kPa (250 psi): front brake applied Fault(s): A201, A205
Service Brake Pressure Switch (IM3 C)
0: service brake not applied 1: service brake applied
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 400 rpm: engine is not running > 400 rpm for 15 seconds: engine is running Fault(s): A184
E5-18
Troubleshooting Fault Codes
E05007
Fault Code A266: Selector lever was not in park while attempting to crank engine Operator Action
Put Selector in Park
Fault Code
A266
Description
Selector lever was not in park while attempting to crank engine.
Fault Conditions
Sets if selector lever is not in park or is in forward, neutral, or reverse while attempting to crank engine. Resets if selector lever is put in park or cranking attempt is stopped.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: PUT SELECTOR IN PARK Display Fault Description: CAN'T CRANK Display Fault Code: A266
Resulting Problem(s) IM will not permit cranking if selector lever is not in park. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (Park) (IM3 T)
0: shifter is not park 1: shifter is in park Fault(s): A271, A303
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
E05007
Troubleshooting Fault Codes
E5-19
Fault Code A267: Parking brake was not set while attempting to crank engine Operator Action
Set Park Brake
Fault Code
A267
Description
Parking brake was not set while attempting to crank engine.
Fault Conditions
Sets if parking brake is not set while attempting to crank engine. Parking brake set is defined as closure of the parking brake set pressure switch and opening of the parking brake release pressure switch. Resets if parking brake sets or cranking attempt is stopped.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: SET PARK BRAKE Display Fault Description: CAN'T CRANK Display Fault Code: A267
Resulting Problem(s) IM will not permit cranking if parking brake is not set. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake. 1: parking brake pressure switch indicating lower pressure and an applied parking brake Fault(s): A214
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Crank Request (IM 2j)
E5-20
0: cranking not attempted 1: cranking is attempted
Troubleshooting Fault Codes
E05007
Fault Code A268: Secondary engine shutdown while cranking Operator Action
Do Not Shut Down
Fault Code
A268
Description
Secondary engine shutdown while cranking.
Fault Conditions
Sets if secondary engine shutdown switch is activated while attempting to crank engine. Resets if secondary engine shutdown switch is deactivated or cranking attempt is stopped.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: DO NOT SHUT DOWN Display Fault Description: CAN'T CRANK Display Fault Code: A268
Resulting Problem(s) IM will not permit cranking if parking brake is not set. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, but no additional fault codes are available for them. 2. Since there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Secondary Engine Shutdown (IM3 E)
0: secondary engine shutdown is not on 1: secondary engine shutdown is on
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
E05007
Troubleshooting Fault Codes
E5-21
Fault Code A270: Brake lock switch power supply is not on when required Operator Action
Go to Shop Now
Fault Code
A270
Description
Brake lock switch power supply is not on when required
Fault Conditions
Sets if brake lock switch power supply is off when not in steering Bleed Down, truck speed above 1 kph and park brake not set, or with park brake not requested and the engine running 400 rpm for 15 seconds and the delayed shutdown relay not on. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets at beginning of steering Bleed Down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BRK LOCK CKT FAULT Display Fault Code: A270
Resulting Problem(s) Missing brake lock power supply makes it impossible to use the brake lock in a normal manner for loading a dumping operations. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Lock Switch Power Supply (IM3 L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A272
Truck Speed [kph] (IM1 < 1 kph: truck is not moving g,h) > 1 kph: truck is moving Fault(s): A212 Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 400 rpm: engine is not running > 400 rpm for 15 seconds: engine is running Fault(s): A184
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM 2M)
E5-22
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Troubleshooting Fault Codes
E05007
Park Brake Request (IM3 V)
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A264
Shutdown Delay Relay 0: shutdown delay is off (IM1 H) 1: shutdown delay is on Steering Bleed Valve
E05007
0: steering bleed valve is off 1: steering bleed valve is on
Troubleshooting Fault Codes
E5-23
Fault Code A271: Shifter not in gear Operator Action
Adjust Shifter
Fault Code
A271
Description
Shifter not in gear.
Fault Conditions
Sets if shifter is not in park, forward, neutral, or reverse for 2 seconds with the key switch on. Resets if shifter position is detected or the key switch is turned off.
Operator Alerting System Response
Sound Buzzer - single burst Display Operator Action: ADJUST SHIFTER Display Fault Description: SHIFTER NOT IN GEAR Display Fault Code: A271
Resulting Problem(s) Driving is impossible; engine will not crank. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to return the shifter to a true position. If this does not work, verify that the input parameters are correct. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (Park) (IM3 T)
0: shifter is not park 1: shifter is in park Fault(s): A303
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A303
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on Fault(s): A240
E5-24
Troubleshooting Fault Codes
E05007
Fault Code A272: Brake lock switch power supply is not off when required Operator Action
Go to Shop Now
Fault Code
A272
Description
Brake lock switch power supply not off when required.
Fault Conditions
Sets if brake lock switch power supply is not off when brake lock is off, and truck speed is less than 0.5 kph and park brake request is on or engine speed has been 0 for 15 seconds and J1939 data link is OK, or the shutdown relay is on or the keyswitch is off, for 3 seconds. Resets at power down. Alternatively sets if brake lock switch power supply is not off when brake lock is on and brake auto apply is not on and truck speed is less than 0.5 kph and park brake request is on or engine speed has been 0 for 15 seconds and J1939 data link is OK, or the shutdown relay is on or the keyswitch is off, for 1 second. Resets in 1 second if conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BRK LOCK CKT FAULT Display Fault Code: A272
Resulting Problem(s) Defective brake lock power supply circuitry makes it impossible to use the brake lock in a normal manner for loading and dumping operations. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Lock Switch Power Supply (IM3 L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A270
Brake Lock (IM2 i)
0: brake lock not on 1: brake lock is on
Truck Speed [kph] (IM1 < 0.5 kph: truck is not moving g,h) > 0.5 kph: truck is moving Fault(s): A212 Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
E05007
0 rpm for 15 seconds with J1939 working: engine is not running > 0 rpm or J1939 not working: engine is running Fault(s): A184
Troubleshooting Fault Codes
E5-25
Park Brake Request (IM3 V)
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is below the setpoint of the engine oil pressure switch 1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is above the setpoint of the engine oil pressure switch Fault(s): A264
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving or the engine is running Fault(s): A240
Shutdown Delay Relay 0: Turns off when conditions clear or engine speed drops to 0. (IM1 H) 1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park Brake is set, Selector Lever is in park, but not J1939 Not Connected, not High Batt Charge Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above 300. Fault(s): A286, A292
E5-26
Troubleshooting Fault Codes
E05007
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit Operator Action
None
Fault Code
A273
Description
A fault has been detected in the hoist or steering pump filter pressure switch circuit.
Fault Conditions
Sets if the pump filter pressure switch circuit indicates high pressure across the filters for 2 seconds with the engine not running at least 300 rpm. Resets if pump filter pressure switch circuit indicates normal pressure across the filters or the engine begins to run.
Operator Alerting System Response
Repair Lamp Display Fault Description: HYD OIL FLT CIRCUIT Display Fault Code: A273
Resulting Problem(s) Hydraulic oil filters might plug up and stop filtering without warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, but no additional fault codes are available for them. 2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Pump Filter Switches (IM2 Y)
0: No hydraulic filter switches open 1: One or more hydraulic filter switches open Fault(s): A101
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 400 rpm: engine is not running > 400 rpm for 4 seconds: engine is running Fault(s): A184
E05007
Troubleshooting Fault Codes
E5-27
Fault Code A274: A brake setting fault has been detected Operator Action
Secure Vehicle
Fault Code
A274
Description
A brake setting fault has been detected.
Fault Conditions
Sets if both park brake and service brake are set according to their respective pressure switches, but no source of service brake setting has been identified (front brake pressure above 690 kpa, or brake lock activated) for 5 seconds. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets after 5 seconds if conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: SECURE VEHICLE Display Fault Description: BRAKE MALFUNCTION Display Fault Code: A274
Resulting Problem(s) Improperly controlled brakes are dangerous to equipment as well as operator. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Service Brake Pressure Switch (IM3 C)
0: Service brake not applied 1: Service brake applied
Brake Pressure (kPa) (IM3 b,p)
< 1724 kPa (250 psi): front brake not applied > 1724 kPa (250 psi): front brake applied Fault(s): A201, A205
Brake Lock (IM2 i)
0: brake lock not on 1: brake lock is on
E5-28
Troubleshooting Fault Codes
E05007
Fault Code A275: A starter has been detected as engaged without a cranking attempt Operator Action
Stop; Park; Power Down; Check
Fault Code
A275
Description
A starter has been detected as engaged without a cranking attempt.
Fault Conditions
Sets if either starter is engaged for 2 seconds without crank sense being on and while not in steering bleed. Resets after 2 seconds if conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PRK: PWR â&#x2020;&#x201C;: CHK Display Fault Description: STARTER STUCK ON Display Fault Code: A275
Resulting Problem(s) Starters may be destroyed by continued operation when stuck on. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to check the starter motors and engagement to the flywheel. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Starter Motor 1 Energized (IM3 R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A316
Starter Motor 2 Energized (IM3 S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A316
Crank Sense (IM3 U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
E05007
Troubleshooting Fault Codes
E5-29
Fault Code A276: The drive system data link is not connected Operator Action
None
Fault Code
A276
Description
The drive system data link is not connected.
Fault Conditions
Sets after 60 seconds of no communication if battery voltage is above 23V and GE serial has been previously detected. Resets 5 seconds after communication is detected.
Operator Alerting System Response
Repair Lamp Display Fault Description: NO DRIVE SYS DATA Display Fault Code: A276
Resulting Problem(s) Details of warnings not available to drivers or KOMTRAX Plus. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Drive System Data Link (IM2 D,E,F)
Should operate 20 seconds after initial power up as long as GE control power is on.
Drive System Control Power (IM3 M)
0: power to GE control is off 1: power to GE control is on
E5-30
Troubleshooting Fault Codes
E05007
Fault Code A277: Parking brake applied while loading Operator Action
Turn Off Park Brake
Fault Code
A277
Description
Parking brake applied while loading.
Fault Conditions
Sets if park brake is set and PLMIII reports a loading state. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets if loading state is cleared or park brake is released.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: TURN OFF PRK BRK SW Display Fault Description: IMPROPER BRK USAGE Display Fault Code: A277
Resulting Problem(s) Parking brake may be damaged; load weights may contain error. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to release the parking brake. If this does not work, verify that the input parameters are correct. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. 5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLMIII system. Parameter
Expected State and/or Related Fault(s)
Park Brake Set (IM2 f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213 Park Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Loading State (PLMIII CAN/RPC)
The loading state input is developed by PLMIII and communicated to the interface module via CAN/RPC.
E05007
Troubleshooting Fault Codes
E5-31
Fault Code A278: Service brake applied while loading Operator Action
Release Service Brake
Fault Code
A278
Description
Service brake applied while loading.
Fault Conditions
Sets if PLMIII declares a loading state while the front brake pressure is at 175 psi or more for 10 seconds. Resets if loading state is cleared or front brake pressure drops below 150 psi for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: RELEASE SERVICE BRAKE Display Fault Description: IMPROPER BRK USAGE Display Fault Code: A278
Resulting Problem(s) Load weights may contain error. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to release the service brake. If this does not work, verify that the input parameters are correct. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. 5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLMIII system. Parameter
Expected State and/or Related Fault(s)
Brake Pressure (kPa) (IM3 b,p)
> 175 psi for 10 seconds: front brakes applied < 150 psi for 1 second; front brakes not applied Fault(s): A201, A205
Loading State (PLMIII CAN/RPC)
The loading state input is developed by PLMIII and communicated to the interface module via CAN/RPC.
E5-32
Troubleshooting Fault Codes
E05007
Fault Code A279: Low steering pressure switch is defective Operator Action
Stop; Park; Power Down; Check
Fault Code
A279
Description
Low steering pressure switch is defective.
Fault Conditions
Sets if low steering pressure switch fails to turn on by the time the steering accumulator Bleed Down pressure switch indicates that Bleed Down is complete. Resets if low steering pressure switch actuates (reports low pressure).
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PRK: PWRâ&#x2020;&#x201C;: CHK Display Fault Description: BAD STRG PRESS SW Display Fault Code: A279
Resulting Problem(s) Loss of steering may not be reported. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Low Steering Pressure 0: steering pressure normal Switch (IM2 S) 1: low steering pressure Steering Accumulator 0: Accumulator is completely bled down. Bleed Pressure Switch 1: Accumulator is not completely bled down. Fault(s): A280 (IM2 Z) Steering Bleed Valve
E05007
0: steering bleed valve is off 1: steering bleed valve is on
Troubleshooting Fault Codes
E5-33
Fault Code A280: Steering accumulator Bleed Down switch is defective Operator Action
Go to Shop Now
Fault Code
A280
Description
Steering accumulator Bleed Down switch is defective.
Fault Conditions
Sets if steering accumulator Bleed Down switch comes on with engine running and steering pressure normal. Resets if steering accumulator Bleed Down switch deactuates.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BAD STRG BLED SW Display Fault Code: A280
Resulting Problem(s) Improper Bleed Down may not be reported. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Low Steering Pressure 0: steering pressure normal Switch (IM2 S) 1: low steering pressure Fault(s): A279 Steering Accumulator 0: Accumulator is completely bled down. Bleed Pressure Switch 1: Accumulator is not completely bled down. (IM2 Z) Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
E5-34
< 300 rpm: engine is not running > 300 rpm for 4 seconds: engine is running Fault(s): A184
Troubleshooting Fault Codes
E05007
Fault Code A281: Brake lock degradation switch is defective Operator Action
Go to Shop Now
Fault Code
A281
Description
Brake lock degradation switch is defective.
Fault Conditions
Sets if brake lock degradation switch is not on when neither service brake nor brake lock are on for 5 seconds. Service brake is off when the service brake pressure switch is off and front brake pressue is below 150 psi. Resets if brake lock degradation switch actuates.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BAD BRK DEGRADE SW Display Fault Code: A281
Resulting Problem(s) Operator may not be warned of degradation of brake lock pressure. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Lock Degradation Switch (IM2 V)
0: brake lock degrade is not on 1: brake lock degrade is on
Brake Lock (IM2 i)
0: brake lock is not on 1: brake lock is on
Service Brake Pressure Switch (IM3 C)
0: service brake is not applied 1: service brake is applied
Brake Pressure (kPa) (IM3 b,p)
< 1034 kPa (150 psi): front brake is not applied > 1034 kPa (150 psi): front brake is applied Fault(s): A201, A205
E05007
Troubleshooting Fault Codes
E5-35
Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7 Operator Action
Stop; Park; Power Down; Check
Fault Code
A282
Description
The number of excessive cranking counts and jump starts without the engine running has reached 7.
Fault Conditions
Count is increased every time cranking reaches 30 seconds continuous and every time a jump start is attempted (engagement of either starter without start enable). A count of 7 disables further start attempts until the power is shut off.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PRK: PWR â&#x2020;&#x201C;: CHK Display Fault Description: EXCESS CRANKING Display Fault Code: A282
Resulting Problem(s) Excessive cranking destroys starters. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to check and correct engine and/or starting system deficiencies. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Crank Sense (IM3 U)
0: no cranking in process 1: cranking in process
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 rpm: engine is not running > 300 rpm for 15 seconds: engine is running Fault(s): A184
Start Enable (IM1 B)
0: One of several interlocking situations exists to prevent cranking (excessive cranking history, selector lever in wrong position, engine red light, J1939 not OK, engine speed either not 0 to begin cranking or over 400 rpm while cranking). 1: No interlocking situations exist to prevent cranking. Fault(s): A252, A350
Starter Motor 1 Energized (IM3 R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A223, A275, A316
Starter Motor 2 Energized (IM3 S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A223, A275, A316
E5-36
Troubleshooting Fault Codes
E05007
Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set Operator Action
None
Fault Code
A283
Description
An engine shutdown delay was aborted because the parking brake was not set.
Fault Conditions
Sets if key switch is turned off and engine shutdown delay is on and engine is running but parking brake set is not on. Parking brake set is defined as opening of the parking brake release pressure switch. Resets if key switch is turned on, and engine shutdown delay is off, and engine is running.
Operator Alerting System Response
Repair Lamp Display Fault Description: NO SHT DWN DEL / PB Display Fault Code: A283
Resulting Problem(s) The engine can suffer damage when shut down immediately rather than in a controlled delay. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to set the parking brake before turning off the key switch. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Keyswitch, Direct (IM2 P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM3 F)
0: no shutdown delay 1: engine shutdown delay signal is on Fault(s): A284
Parking Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Parking Brake Released (IM2 M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 rpm: engine is not running > 300 rpm for 4 seconds: engine is running Fault(s): A184
E05007
Troubleshooting Fault Codes
E5-37
Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated Operator Action
None
Fault Code
A284
Description
An engine shutdown delay was aborted because the secondary shutdown switch was operated.
Fault Conditions
Sets if keyswitch is turned off and engine shutdown delay is on and engine is running but secondary engine shutdown switch is operated. Resets if key switch is turned back on, engine shutdown delay is off, and engine is running.
Operator Alerting System Response
Repair Lamp Display Fault Description: NO SHT DWN DEL / SEC Display Fault Code: A284
Resulting Problem(s) The engine can suffer damage when shut down immediately rather than in a controlled delay. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to shut down the engine with the keyswitch. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Secondary Engine Shutdown Switch (IM3 E)
0: engine being shut down by secondary switch 1: engine not being shut down by secondary switch
Keyswitch, Direct (IM2 P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM3 F)
0: no shutdown delay 1: 1: engine shutdown delay signal is on Fault(s): A283
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 rpm: engine is not running > 300 rpm for 4 seconds: engine is running Fault(s): A184
E5-38
Troubleshooting Fault Codes
E05007
Fault Code A285: The parking brake was not set when the key switch was turned off Operator Action
Set Parking Brake
Fault Code
A285
Description
The parking brake was not set when the key switch was turned off.
Fault Conditions
Sets if parking brake is not already set when keyswitch is turned off. Parking brake set is defined as closure of the parking brake set pressure switch and opening of the parking brake release pressure switch. Resets if park ingbrake is set or if key switch is turned back on.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: SET PARK BRAKE Display Fault Description: PRK BRK SETTINGS ERR Display Fault Code: A285
Resulting Problem(s) Truck could roll away if parking brake is not set at shutdown. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to set the parking brake before turning off the key switch. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Keyswitch, Direct (IM2 P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Parking Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Parking Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
E05007
Troubleshooting Fault Codes
E5-39
Fault Code A286: A fault was detected in the shutdown delay relay circuit Operator Action
None
Fault Code
A286
Description
A fault was detected in the shutdown delay relay circuit.
Fault Conditions
Sets if an open circuit or short to ground is detected in the relay driver circuit when the keyswitch is on. Resets only at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: SHT DWN DEL REL CKT Display Fault Code: A286
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot. (IM1 H) Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Turns off when conditions clear or engine speed drops to zero. 1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park Brake is set, Selector Lever is in park, but not J1939 Not Connected, not High Batt Charge Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above 300. Fault(s): A292 Keyswitch, Direct (IM2 P)
E5-40
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Troubleshooting Fault Codes
E05007
Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off Operator Action
None
Fault Code
A292
Description
The shutdown delay relay has remained on after the latched key switch circuit is off.
Fault Conditions
Sets if the shutdown relay is still on after the latched key switch circuit (GE latches the circuit until the truck and engine have stopped completely) is off. Resets if key switch is turned back on or shutdown delay relay turns off.
Operator Alerting System Response
Repair Lamp Display Fault Description: SHT DWN DEL REL CKT Display Fault Code: A292
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot. (IM1 H) Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0. Turns off when conditions clear or engine speed drops to zero. 1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park Brake is set, Selector Lever is in park, but not J1939 Not Connected, not High Batt Charge Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above 300. Fault(s): A286 Keyswitch (IM3 G)
E05007
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
Troubleshooting Fault Codes
E5-41
NOTES
E5-42
Troubleshooting Fault Codes
E05007
SECTION E5 TROUBLESHOOTING FAULT CODES (A303-A365) INDEX Fault Code A303: Shifter is defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-3 Fault Code A304: Auto lube grease level is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-4 Fault Code A305: Auto lube circuit is defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-5 Fault Code A307: Both GE inverters are disabled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-6 Fault Code A309: No brakes applied when expected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-7 Fault Code A311: Brake lock switch is on when it should not be . . . . . . . . . . . . . . . . . . . . . . . . . E5-8 Fault Code A312: DC-DC converter 12 volt circuit sensing is producing low readings . . . . . . . . E5-9 Fault Code A313: DC-DC converter 12 volt circuit sensing is producing high readings. . . . . . . E5-10 Fault Code A315: DC-DC converter 12 volt circuit is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E5-11 Fault Code A316: Starter engagement has been attempted with engine running . . . . . . . . . . . E5-12 Fault Code A318: Unexpected power loss to interface module . . . . . . . . . . . . . . . . . . . . . . . . . E5-13 Fault Code A320: Propel system caution wire input not same as serial input . . . . . . . . . . . . . . E5-14 Fault Code A321: Propel system temperature caution wire input not same as serial input . . . . E5-15 Fault Code A322: Propel system at reduced level wire input not same as serial input . . . . . . . E5-16 Fault Code A323: Propel system at reduced retard level wire input not same as serial input . . E5-17 Fault Code A324: GE link voltage wire input not same as serial input . . . . . . . . . . . . . . . . . . . . E5-18 Fault Code A325: No Propel/Retard wire input not same as serial input . . . . . . . . . . . . . . . . . . E5-19 Fault Code A326: No Propel wire input not same as serial input . . . . . . . . . . . . . . . . . . . . . . . . E5-20 Fault Code A327: GE Propel System at Rest or Not Ready wire input not same as serial input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-21 Fault Code A328: Drive system not powered up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-22 Fault Code A329: Body down wire input not same as serial input . . . . . . . . . . . . . . . . . . . . . . . E5-23 Fault Code A330: Dynamic retard switch input not same as serial input . . . . . . . . . . . . . . . . . . E5-24 Fault Code A332: Seat belt not buckled . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-25 Fault Code A334: Selector lever not in park when propel was either not ready or at rest . . . . . E5-27 Fault Code A350: Overload on output 1B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-28 Fault Code A351: Overload on output 1E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-29 Fault Code A352: Overload on output 1H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-30 Fault Code A353: Overload on output 1J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-31 Fault Code A354: Overload on output 1K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-32 Fault Code A355: Overload on output 1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-33 Fault Code A356: Overload on output 1M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-34 Fault Code A357: Overload on output 1N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-35 Fault Code A358: Overload on output 1P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-36 Fault Code A359: Overload on output 1R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-37 Fault Code A360: Overload on output 1S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-38
E05008
Troubleshooting Fault Codes
E5-1
Fault Code A361: Overload on output 1T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-39 Fault Code A362: Overload on output 1U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-40 Fault Code A363: Overload on output 1X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-41 Fault Code A364: Overload on output 1Y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-42 Fault Code A365: Overload on output 1Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E5-43
E5-2
Troubleshooting Fault Codes
E05008
Fault Code A303: Shifter is defective Operator Action
Stop; Park; Power Down
Fault Code
A303
Description
Shifter is defective.
Fault Conditions
Sets if Selector Switch (FNR) and Selector Switch (Park) operate simultaneously for 1 second. Resets if conditions change for 1 second.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: PWR â&#x2020;&#x201C; Display Fault Description: SHIFTER DEFECTIVE Display Fault Code: A303
Resulting Problem(s) Control of truck and parking brake will be defective. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (Park) (IM3 T)
0: shifter is not in park 1: shifter is in park Fault(s): A271
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271
E05008
Troubleshooting Fault Codes
E5-3
Fault Code A304: Auto lube grease level is low Operator Action
None
Fault Code
A304
Description
Auto lube grease level is low.
Fault Conditions
Sets when input switch indicates low grease level for 3 seconds. Resets when input switch indicates normal grease level for 3 seconds.
Operator Alerting System Response
Repair Lamp Display Fault Description: AUTO LUBE GREASE LO Display Fault Code: A304
Resulting Problem(s) Automatic lubrication will not be completed without grease. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault. Table
1. The primary correction for this fault is to replenish the grease. 2. If plenty of grease exists, then check sensor and wiring. Parameter
Expected State and/or Related Fault(s)
Auto Lube Grease Level Low Input (IM3 W)
0: Auto lube grease level is low 1: Auto lube grease level is not low
E5-4
Troubleshooting Fault Codes
E05008
Fault Code A305: Auto lube circuit is defective Operator Action
None
Fault Code
A305
Description
Auto lube circuit is defective.
Fault Conditions
Sets if solenoid sense occurs with lube output off, or does not occur with lube output on, or pressure switch stays on, or circuit is open or short to ground, any of those for 5 seconds with drive system control power on. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: AUTO LUBE CIRCUIT Display Fault Code: A305
Resulting Problem(s) Automatic lubrication may not work. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Auto Lube Output (IM1 T)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected except momentarily at termination of a lube cycle. If detected any other time, troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Turns off between lubrication cycles. 1: Turns on during lubrication cycle. Fault(s): A361
Auto Lube Pressure Switch (IM3 Y)
0: pressure switch has transferred at 2000 psi 1: pressure switch at low pressure or solenoid circuit not on Fault(s): A361
Auto Lube Solenoid Sense (IM3 X)
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
E05008
Troubleshooting Fault Codes
E5-5
Fault Code A307: Both GE inverters are disabled Operator Action
Stop; Park
Fault Code
A307
Description
Both GE inverters are disabled.
Fault Conditions
Sets if both inverters are reported to be disabled by GE (via RS232) with the keyswitch on. Resets if condition changes for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: GE INV1 & INV2 DISABL Display Fault Code: A307
Resulting Problem(s) Truck will not operate in propel or retard. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
GE INV1 Disabled RS232 Input
0: pressure switch has transferred at 2000 psi 1: pressure switch at low pressure or solenoid circuit not on Fault(s): A361
GE INV2 Disabled RS232 Input
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
Keyswitch (IM3 G)
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on or the truck is moving (GE power not yet off) Fault(s): A240
E5-6
Troubleshooting Fault Codes
E05008
Fault Code A309: No brakes applied when expected Operator Action
Apply Brake or Travel
Fault Code
A309
Description
No brakes applied when expected.
Fault Conditions
Sets if truck speed is 0, park brake is not set, service brake is not set, and engine is running for 2 seconds. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets if conditions change for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: APPLY BRK OR TRAVEL Display Fault Description: NO BRAKES SET Display Fault Code: A309
Resulting Problem(s) No brakes set may let truck roll away. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Parking Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Parking Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Service Brake Pressure Switch (IM3 C)
0: service brake not applied 1: Sservice brake applied Fault(s): A265, A274, A309
Truck Speed [kph] (IM1 g,h)
0: truck is not moving > 0: truck is moving Fault(s): A212
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
E05008
Troubleshooting Fault Codes
E5-7
Fault Code A311: Brake lock switch is on when it should not be Operator Action
Turn Off Brake Lock Switch
Fault Code
A311
Description
Brake lock switch is on when it should not be.
Fault Conditions
Sets if parking brake is set and brake lock is on. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets when conditions clear for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: TURN OFF BRK LOC SW Display Fault Description: BRK LOC & PRK BRK ON Display Fault Code: A311
Resulting Problem(s) The roll away protection of the braking systems could be defeated by improper operation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Parking Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Parking Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
Brake Lock (IM2 i)
0: brake lock is not on 1: brake lock is on Fault(s): A272
E5-8
Troubleshooting Fault Codes
E05008
Fault Code A312: DC-DC converter 12 volt circuit sensing is producing low readings Operator Action
None
Fault Code
A312
Description
The DC-DC converter 12 volt circuit sensing is producing low readings.
Fault Conditions
Sets if voltage at 12 volt input drops to 0.2 volts for 3 seconds. Resets if voltage at 12 volt input rises to 0.8 volts for 3 seconds.
Operator Alerting System Response
Repair Lamp Display Fault Description: DCDC 12V SENSE LOW Display Fault Code: A312
Resulting Problem(s) Monitoring is lost for the 12 volt output of the DC-DC converter Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring to the 12 volt input. Parameter
Expected State and/or Related Fault(s)
DC-DC Converter, 12 Volt (IM3 h)
0.2 volts to 16.1 volts: normal measurement range <0.2 or >16.1: bad sensing circuit or external connection Fault(s): A315
E05008
Troubleshooting Fault Codes
E5-9
Fault Code A313: DC-DC converter 12 volt circuit sensing is producing high readings Operator Action
None
Fault Code
A313
Description
The DC-DC converter 12 volt circuit sensing is producing high readings.
Fault Conditions
Sets if voltage at 12 volt input rises to 16.1 volts for 3 seconds. Resets if voltage at 12 volt input drops to 15.5 volts for 3 seconds.
Operator Alerting System Response
Repair Lamp Display Fault Description: DCDC 12V HIGH Display Fault Code: A313
Resulting Problem(s) Monitoring is lost for the 12 volt battery tap circuit. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to correct any external wiring to the 12 volt input. Parameter
Expected State and/or Related Fault(s)
DC-DC Converter, 12 Volt (IM3 h)
0.2 volts to 16.1 volts: normal measurement range <0.2 or >16.1: bad sensing circuit or external connection Fault(s): A314
E5-10
Troubleshooting Fault Codes
E05008
Fault Code A315: DC-DC converter 12 volt circuit is low Operator Action
None
Fault Code
A315
Description
The DC-DC converter 12 volt circuit is low.
Fault Conditions
When engine is running and battery volts are above 22, sets if voltage is below 12.5. If battery voltage is below 22, sets if voltage is more than 1.5 volts lower than battery voltage divided by 2. Resets at power down only.
Operator Alerting System Response
Repair Lamp Display Fault Description: DCDC 12V LOW Display Fault Code: A315
Resulting Problem(s) The 12 volt DC-DC converter is putting out low voltage. Correction is required to continue good performance in the 12 volt loads. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary correction for this fault is to eliminate any overload, or replace the converter. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
DC-DC Converter, 12 Volt (IM3 h)
<12.5 volts when battery voltage >22 volts: voltage is low < (Batt Voltage / 2) - 1.5 volts : voltage is low Otherwise: Voltage is normal. Fault(s): A312
Battery Voltage, 24 Volt (IM1 A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
E05008
Troubleshooting Fault Codes
E5-11
Fault Code A316: Starter engagement has been attempted with engine running Operator Action
Do not crank
Fault Code
A316
Description
Starter engagement has been attempted with engine running.
Fault Conditions
If not steering bleed, sets after 2 seconds if either starter engages with engine speed above 500 rpm with crank sense on. Resets after 2 seconds if conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: DO NOT CRANK Display Fault Description: STARTER ENGAGE FLT Display Fault Code: A316
Resulting Problem(s) Damage to starter and engine flywheel may occur. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The normal corrective measure for this fault is to not engage the starter with the engine already running. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). 3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Starter Motor 1 Energized (IM3 R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275
Starter Motor 2 Energized (IM3 S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A275
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
Crank Sense (IM3 U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
E5-12
Troubleshooting Fault Codes
E05008
Fault Code A318: Unexpected power loss to interface module Operator Action
None
Fault Code
A318
Description
Unexpected power loss to interface module.
Fault Conditions
Sets if open file markers are discovered at power up. Resets if no open file markers are discovered at power up.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: PWR LOSS NOT EXPECT Display Fault Code: A318
Resulting Problem(s) Data may be compromised by irregular shutdowns. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. The primary corrective action for this fault is to keep the Interface Module working and shutting itself down in a regular manner. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Open file markers
Stored in IM FLASH
Battery Voltage, 24 Volt (IM1 A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings Fault(s): A153, A154, A155, A250
E05008
Troubleshooting Fault Codes
E5-13
Fault Code A320: Propel system caution wire input not same as serial input Operator Action
Go To Shop Now
Fault Code
A320
Description
Propel system caution wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input declares a propel system caution when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: PROPEL CUT CKT FLT Display Fault Code: A320
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for propel system caution. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Propel System Caution Input (IM2 t)
0: propel system caution exists 1: propel system caution does not exist Fault(s): A107
0: propel system caution does not exist Propel System Caution - RS232 Input 1: propel system caution exists (IM2 D,E,F) Fault(s): A276 Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E5-14
Troubleshooting Fault Codes
E05008
Fault Code A321: Propel system temperature caution wire input not same as serial input Operator Action
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Fault Code
A321
Description
Propel system temperature caution wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input declares a propel system temperature caution when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: PROPEL TEMP CAUT CKT Display Fault Code: A321
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for propel system temperature caution. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Propel System Temp Caution Input (IM 3A)
0: propel system temperature caution exists 1: propel system temperature caution does not exist Fault(s): A108
0: propel system temperature caution does not exist Propel System Temp Caution - RS232 Input 1: propel system temperature caution exists (IM2 D,E,F) Fault(s): A276 Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E05008
Troubleshooting Fault Codes
E5-15
Fault Code A322: Propel system at reduced level wire input not same as serial input Operator Action
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Fault Code
A322
Description
Propel system at reduced level wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input declares a propel system at reduced level when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: REDUCED PROPEL CKT Display Fault Code: A322
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for propel at reduced level warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Propel System at Reduced Level Input (IM3 B)
0: propel system at reduced level exists 1: propel system at reduced level does not exist Fault(s): A109
Propel System at Reduced Level RS232 Input (IM2 D,E,F)
0: propel system at reduced level does not exist 1: propel system at reduced level exists Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E5-16
Troubleshooting Fault Codes
E05008
Fault Code A323: Propel system at reduced retard level wire input not same as serial input Operator Action
Stop; Park; Repair
Fault Code
A323
Description
Propel system at reduced retard level wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input declares a propel system at reduced retard level when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: REPAIR Display Fault Description: REDUCED RETARD CKT Display Fault Code: A323
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for propel at reduced retard level warning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Propel System at 0: propel system at reduced level exists Reduced Retard Level 1: propel system at reduced level does not exist Input (IM2 r) Fault(s): A123 Propel System at Reduced Level RS232 Input (IM2 D,E,F)
0: propel system at reduced level does not exist 1: propel system at reduced level exists Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E05008
Troubleshooting Fault Codes
E5-17
Fault Code A324: GE link voltage wire input not same as serial input Operator Action
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Fault Code
A324
Description
GE link voltage wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input shows GE link voltage on when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: NO DC LINK VOLT CKT Display Fault Code: A324
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for GE link voltage. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
GE Link Voltge (IM2 b) 0: GE link voltage is on 1: GE link voltage is off GE Link Voltage RS232 Input (IM2 D,E,F)
0: GE link voltage is off 1: GE link voltage is on Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E5-18
Troubleshooting Fault Codes
E05008
Fault Code A325: No Propel/Retard wire input not same as serial input Operator Action
Stop; Park
Fault Code
A325
Description
No Propel/Retard wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input shows a No Propel/Retard event when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: NO PROP / RET CIRCUIT Display Fault Code: A325
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for No Propel/Retard. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
No Propel/Retard Input 0: No Propel/Retard exists (IM2 n) 1: No Propel/Retard does not exist Fault(s): A124 No Propel/Retard RS232 Input (IM2 D,E,F)
0: No Propel/Retard does not exist 1: No Propel/Retard exists Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E05008
Troubleshooting Fault Codes
E5-19
Fault Code A326: No Propel wire input not same as serial input Operator Action
Stop; Park
Fault Code
A326
Description
No Propel wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input shows a No Propel event when wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK Display Fault Description: NO PROPEL CKT FLT Display Fault Code: A326
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for No Propel. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
No Propel Input (IM2 p) 0: No Propel exists 1: No Propel does not exist Fault(s): A125 No Propel RS232 Input (IM2 D,E,F)
0: No Propel does not exist 1: No Propel exists Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E5-20
Troubleshooting Fault Codes
E05008
Fault Code A327: GE Propel System at Rest or Not Ready wire input not same as serial input Operator Action
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Fault Code
A327
Description
GE Propel System at Rest or Not Ready wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input shows a Propel System at Rest or Not Ready when the wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: REST / NOT READY CKT Display Fault Code: A327
Resulting Problem(s) Malfunctioning wired input could cause loss of warning for Propel System at Rest or Not Ready. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
GE Propel System at Rest or Not Ready (IM2 c)
0: Propel system is at rest or not ready 1: Propel system is neither at rest nor not ready
Propel System at Rest 0: No Propel does not exist 1: No Propel exists - RS232 Input (IM2 D,E,F) Fault(s): A276 Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E05008
Troubleshooting Fault Codes
E5-21
Fault Code A328: Drive system not powered up Operator Action
Stop; Park
Fault Code
A328
Description
Drive system not powered up.
Fault Conditions
Sets if drive system does not power up within 30 seconds after engine is running. Resets if conditions change for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operation Action: STOP: PRK Display Fault Description: NO DRIVE SYS POWER Display Fault Code: A328
Resulting Problem(s) Drive system can neither retard nor propel without control power. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. Check wiring from GE control power to the interface module. 2. Check control power wiring, relay, and drive circuitry from GE. 3. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 4. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 5. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
Drive System Control Power (IM3 M)
0: Control power is off 1: Control power is on
E5-22
Troubleshooting Fault Codes
E05008
Fault Code A329: Body down wire input not same as serial input Operator Action
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Fault Code
A329
Description
Body down wire input not same as serial input.
Fault Conditions
Sets if serial RS232 input shows the dump body is down when the wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BODY DOWN CIRCUIT Display Fault Code: A329
Resulting Problem(s) Malfunctioning wired input could cause loss of warning when the dump body is not down. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Body Down Switch Input (IM2 R)
0: dump body is not down 1: dump body is down
Dump Body Down Drive System - RS232 Input (IM2 D,E,F)
0: dump body is up 1: dump body is down Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E05008
Troubleshooting Fault Codes
E5-23
Fault Code A330: Dynamic retard switch input not same as serial input Operator Action
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Fault Code
A330
Description
Dynamic retard switch input not same as serial input.
Fault Conditions
Sets if Serial RS232 input shows dynamic retard operation when the wired input does not for 8 seconds with GE power on and drive system data OK. Resets if conditions change for 8 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: RETARD LAMP CIRCUIT Display Fault Code: A330
Resulting Problem(s) Malfunctioning wired input could cause loss of warning when retard is in operation. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Dynamic Retard Input (IM3 Z)
0: dynamic retard is on 1: dynamic retard is off.
Dynamic Retard RS232 Input (IM2 D,E,F)
0: dynamic retard is off 1: dynamic retard is on Fault(s): A276
Drive System Control Power (IM3 M)
0: control power is off 1: control power is on
Drive System Data Link OK (IM2 D,E,F)
0: RS232 Data Link not OK 1: RS232 Data Link OK Fault(s): A276
E5-24
Troubleshooting Fault Codes
E05008
Fault Code A332: Seat belt not buckled Operator Action
Buckle Seat Belt
Fault Code
A332
Description
Seat belt not buckled.
Fault Conditions
Sets if seat belt is not buckled, engine is running, and park brake is not set for 10 seconds. Park brake set is defined as closure of the park brake set pressure switch and opening of the park brake release pressure switch. Resets if conditions change for 2 seconds.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: BUCKLE SEAT BELT Display Fault Description: BELT NOT BUCKLED Display Fault Code: A332
Resulting Problem(s) Unbuckled seat belt cannot prevent injury to operator. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Seat Belt Switch Input (IM2 g)
0: seat belt is buckled 1: seat belt is not buckled
Engine Speed [RPM] (CAN/J1939) (IM1 q,r,s)
< 300 RPM: engine is not running > 300 RPM for 4 seconds: engine is running Fault(s): A184
Parking Brake Set (IM2 f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and an unapplied parking brake Fault(s): A213
Parking Brake Released (IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking brake 1: parking brake pressure switch indicating low pressure and an applied parking brake Fault(s): A214
E05008
Troubleshooting Fault Codes
E5-25
Seat Belt Alarm Output Status - Open Load: Unexpected. Troubleshoot. (IM1 J) Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0. Turns off when seat belt is buckled or truck is parked or engine is not running. 1: Turns on when seat belt is not buckled and engine is running and parking brake is not applied. Fault(s): A353
E5-26
Troubleshooting Fault Codes
E05008
Fault Code A334: Selector lever not in park when propel was either not ready or at rest. Operator Action
Stop; Park
Fault Code
A334
Description
Selector lever not in park when propel was either not ready or at rest..
Fault Conditions
Sets when selector lever is moved from the PARK position with either Propel Not Ready on or Propel at Rest on, and keyswitch OR on. Resets when conditions change.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operation Action: STOP: PARK Display Fault Description: PROPEL NOT READY Display Fault Code: A334
Resulting Problem(s) Truck could roll away if park brake is released with propel not ready or propel at rest. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. Primary corrective measure is to leave selector lever in PARK until drive system is ready to go. 2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 3. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 4. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Selector Switch (FNR) (IM2 N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
GE Propel at Rest or Not Ready (IM2 c)
0: GE has generated a propel not ready or propel at rest signal 1: No Propel at Rest or Propel Not Ready signal exists Fault(s): A327
Keyswitch, OR (IM3 G) 0: keyswitch off 1: keyswitch off, GE and engine have shut down Fault(s): A240
E05008
Troubleshooting Fault Codes
E5-27
Fault Code A350: Overload on output 1B Operator Action
None
Fault Code
A350
Description
Overload on output 1B.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1B. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: STRT ENABLE CKT FLT Display Fault Code: A350
Resulting Problem(s) Starting circuit is disabled. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Start Enable (IM1 B)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: One of several interlocking situations exist to prevent cranking (excessive cranking history, selector switch in wrong position, engine red light, J1939 not OK, engine speed either not 0 to begin cranking or over 400 rpm while cranking). 1: No interlocking situations exist to prevent cranking. Fault(s): A252
E5-28
Troubleshooting Fault Codes
E05008
Fault Code A351: Overload on output 1E Operator Action
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Fault Code
A351
Description
Overload on output 1E.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1E. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: PRK BRK COMMAND FLT Display Fault Code: A351
Resulting Problem(s) Parking brake solenoid valve circuit is disabled (parking brake will not release). Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Park Brake Solenoid (IM1 E)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No Problem. Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition. Otherwise unexpected and must troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Park brake request input is in the low voltage (request) condition 1: Park brake request input is in the high voltage (not requested) condition Fault(s): A214, A216
E05008
Troubleshooting Fault Codes
E5-29
Fault Code A352: Overload on output 1H Operator Action
None
Fault Code
A352
Description
Overload on output 1H.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1H. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: SHUTDOWN DELAY CKT Display Fault Code: A352
Resulting Problem(s) Shutdown delay circuit is disabled. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot. (IM1 H) Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Turns off when conditions clear or engine speed drops to zero. 1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park Brake is set, Selector Lever is in park, but not J1939 Not Connected, not High Batt Charge Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above 300. Fault(s): A286, A292
E5-30
Troubleshooting Fault Codes
E05008
Fault Code A353: Overload on output 1J Operator Action
None
Fault Code
A353
Description
Overload on output 1J.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1J. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: SEAT BELT ALARM FLT Display Fault Code: A353
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Seat Belt Alarm Output Status - Open Load: Unexpected. Troubleshoot (IM1 J) Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: seat belt alarm does not exist 1: seat belt alarm exists
E05008
Troubleshooting Fault Codes
E5-31
Fault Code A354: Overload on output 1K Operator Action
None
Fault Code
A354
Description
Overload on output 1K.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1K. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM ON SIGNAL FAULT Display Fault Code: A354
Resulting Problem(s) Loss of IM ON signal causes the display to stop functioning. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. Parameter
Expected State and/or Related Fault(s)
IM On Signal (IM1 K)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Signal off - Display is permitted to go to sleep. 1: Signal on - Display is awakened.
E5-32
Troubleshooting Fault Codes
E05008
Fault Code A355: Overload on output 1L Operator Action
None
Fault Code
A355
Description
Overload on output 1L.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1L. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1L FAULT Display Fault Code: A355
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Brake Cooling RPM Advance 1: (IM1 L)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On Fault(s): A145
E05008
Troubleshooting Fault Codes
E5-33
Fault Code A356: Overload on output 1M Operator Action
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Fault Code
A356
Description
Overload on output 1M.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1M. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: SONALERT IM FAULT Display Fault Code: A356
Resulting Problem(s) The sonalert with the display panel cannot be driven. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Sonalert (IM1 M)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: No faults that require buzzer operation are active. 1: One or more faults that require buzzer action are active. Fault(s): A251
E5-34
Troubleshooting Fault Codes
E05008
Fault Code A357: Overload on output 1N Operator Action
None
Fault Code
A357
Description
Overload on output 1N.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1N. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1N FAULT Display Fault Code: A357
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 N)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E05008
Troubleshooting Fault Codes
E5-35
Fault Code A358: Overload on output 1P Operator Action
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Fault Code
A358
Description
Overload on output 1P.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1P. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: STG BLEED CKT FAULT Display Fault Code: A358
Resulting Problem(s) The steering bleed circuit might not work properly, causing a threat to operators and mechanics. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Steering Bleed Valve (IM1 P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unexpected. Must troubleshoot. Status - Normal: Expected only with key off and steering bleed in process. Troubleshoot if found with key on. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: steering bleed valve is off. This is expected in normal running operation. 1: steering bleed valve is on. This is expected after key off initiates steering bleed operation. Fault(s): A235, A236, A253, A262, A263
E5-36
Troubleshooting Fault Codes
E05008
Fault Code A359: Overload on output 1R Operator Action
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Fault Code
A359
Description
Overload on output 1R.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1R. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operator Action: GO TO SHOP NOW Display Fault Description: BRK AUTO APPLY FLT Display Fault Code: A359
Resulting Problem(s) This is a spare function on this truck. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. 3. This output is a spare on this model but is used on other model trucks. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 R)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E05008
Troubleshooting Fault Codes
E5-37
Fault Code A360: Overload on output 1S Operator Action
None
Fault Code
A360
Description
Overload on output 1S.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1S. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1S FAULT Display Fault Code: A360
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 S)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E5-38
Troubleshooting Fault Codes
E05008
Fault Code A361: Overload on output 1T Operator Action
None
Fault Code
A361
Description
Overload on output 1T
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1T. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: AUTO LUBE CIRCUIT Display Fault Code: A361
Resulting Problem(s) Auto lube circuit is disabled. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains more than one parameter, which may have additional fault code(s). This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the active parameter fault(s). 2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unexpected state. Troubleshoot these items. 3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunction is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all item(s) related to the parameter(s) which are found to be malfunctioning. Parameter
Expected State and/or Related Fault(s)
Auto Lube Output (IM1 T)
Status - Open Load: Unexpected. Troubleshoot. Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected except momentarily at termination of a lube cycle. If detected any other time, troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: turns off between lubrication cycles 1. turns on during lubrication cycle Fault(s): A190
Auto Lube Pressure Switch (IM3 Y)
0: pressure switch has transferred at 2000 psi 1: pressure switch at low pressure or solenoid circuit not on Fault(s): A304, A305
Auto Lube Solenoid Sense (IM3 X)
0: auto lube solenoid is energized 1: auto lube solenoid is not energized
E05008
Troubleshooting Fault Codes
E5-39
Fault Code A362: Overload on output 1U Operator Action
None
Fault Code
A362
Description
Overload on output 1U
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1U. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1U FAULT Display Fault Code: A362
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 U)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E5-40
Troubleshooting Fault Codes
E05008
Fault Code A363: Overload on output 1X Operator Action
None
Fault Code
A363
Description
Overload on output 1X.
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1X. Output is turned off when overload is detected. Resets at power down.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1X FAULT Display Fault Code: A363
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Brake Cooling RPM Advance 2 (IM1 X)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On Fault(s): A146
E05008
Troubleshooting Fault Codes
E5-41
Fault Code A364: Overload on output 1Y Operator Action
None
Fault Code
A364
Description
Overload on output 1Y
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1Y. Output is turned off when overload is detected.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1Y FAULT Display Fault Code: A364
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 Y)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E5-42
Troubleshooting Fault Codes
E05008
Fault Code A365: Overload on output 1Z Operator Action
None
Fault Code
A365
Description
Overload on output 1Z
Fault Conditions
Sets if driver chip detects overcurrent or over temp on output 1Z. Output is turned off when overload is detected.
Operator Alerting System Response
Repair Lamp Display Fault Description: IM OUTPUT 1Z FAULT Display Fault Code: A365
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not corrected. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault's logic contains just one parameter. There are no additional fault codes to investigate. 2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip. Parameter
Expected State and/or Related Fault(s)
Spare IM Output (IM1 Z)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected Status - Shorted to Ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot 0: Off 1: On
E05008
Troubleshooting Fault Codes
E5-43
NOTES
E5-44
Troubleshooting Fault Codes
E05008
SECTION G DRIVE AXLE, SPINDLE, AND WHEELS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
FRONT WHEEL HUB AND SPINDLE ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
G01020
Index
G1-1
NOTES
G1-2
Index
G01020
SECTION G2 TIRES AND RIMS INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6 RIM AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Rim And Tire Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8 Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9 Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02022 10/11
Tires and Rims
G2-1
NOTES:
G2-2
Tires and Rims
10/11 G02022
TIRES AND RIMS The truck tires should be inspected and tire pressure checked with an accurate pressure gauge before each working shift. Tire pressure will vary according to manufacturer and local working conditions. Consult tire manufacturer for recommended tire pressure.
FRONT TIRES AND RIMS
Insure valve caps are securely applied to valve stems. The caps protect valves from dirt build up and damage. DO NOT bleed air from tires which are hot due to operation; under such circumstances, it is normal for pressure to increase in tire due to expansion.
DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Remaining gases inside the tire may ignite causing explosion of tire and rim. DO NOT go near a tire if a brake or wheel motor has experienced a fire until the tire has cooled.
A bent or damaged rim which does not support the bead properly may cause abnormal strain on the tire resulting in a malfunction. If a tire should become deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand, dirt and other foreign materials work into a tire through a cut eventually causing tread or ply separation. Tires should be stored indoors, if possible. If stored outdoors, cover tires with tarpaulin to keep out dirt, water and other foreign materials. Long exposure to the sun will cause ozone cracks. Storage should be in a cool, dry, dark, draft free location. Tires should be stored vertically. If they must be laid on their sides for a short period, avoid distortion by stacking no more than three tires on top of one another. Avoid contact with oil, grease or other petroleum products. Before storing used tires, clean thoroughly and inspect for damage. Repair as necessary. When a truck is placed in storage, it should be blocked to remove the weight from the deflated tires. If stored truck cannot be blocked, check air pressure and inspect tires twice a month for proper inflation pressure.
Removal
When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 4995 kg (11,000 lbs). Be certain tire handling equipment is capable of lifting and maneuvering the load. Manual tire removal and installation is possible, but due to the size and weight of the components, special handling equipment is desirable. Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large offhighway truck tires. If the studs in the front wheel hub require replacement, tighten studs to 340 N¡m (250 ft lbs) torque. 1. Shift directional control lever to PARK, then block rear wheels to prevent movement of truck.
G02022 10/11
Tires and Rims
G2-3
2. Turn the key switch OFF to stop the engine, and allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to be sure no pressure remains. As a safety precaution, bleed down brake accumulators. 3. Place jack under spindle or under frame at the front cross tube. 4. Raise front end of truck until tires clear ground and block up securely under frame.
Care should be taken not to damage the inflation stem during tire removal. 7. Move wheel assembly away from wheel hub and into clean work area.
5. Visually inspect all brake components for damage or wear. Inspect hydraulic brake lines for damage or leaking fittings. 6. Secure wheel assembly to hoist or fork lift and take up slack. Remove wheel nuts (8, Figure 21), and wheel retainer lugs (7) securing wheel assembly to wheel hub. Remove the clamp that secures the tire inflation valve to the wheel hub.
Do not attempt to disassemble wheel assembly until all air pressure is bled off. Due to its size and weight, always keep personnel away from a wheel assembly when it is being removed or installed.
FIGURE 2-1. FRONT WHEEL ASSEMBLY 1. Valve Assembly 2. Bead Seat Band 3. Rim 4. O-Ring 5. Side Flange
G2-4
6. Lock Ring 7. Wheel Retainer Lug 8. Nut 9. Cap Screw 10. Flat Washer
11. Lockwasher 12. Nut 13. Clamp 14. Cap Screw 15. Flatwasher
Tires and Rims
16. Lockwasher 17. Bent Plate 18. Hub
10/11 G02022
Installation
REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts before installing wheel assembly.
If the studs in the rear wheel motor require replacement, tighten studs to 270-340 N路m (200-250 ft lb) torque.
1. Inspect the front wheel studs for damage. If the studs require replacement, tighten the studs to 270-340 N路m (200-250 ft lb) torque. 2. Using a tire handler, lift wheel into position on wheel hub. Install wheel retainer lugs (7, Figure 2-1) and lubricated nuts (8). Evenly tighten each nut using the sequence shown in Figure 2-2 to 407 N路m (300 ft lbs) torque. 3. Spin the wheel and check rim run-out. Maximum run-out is 5mm (0.20 in.). If run-out exceeds specifications, then loosen all nuts and re-tighten them evenly as shown in Figure 2-2. 4. If run-out is OK, then tighten each nut using the sequence in Figure 2-2 to 746 N路m (550 ft lbs) torque. 5. Connect the valve stem to the wheel hub. 6. Operate truck for one load and retighten wheel nuts as specified in Step 4. Recheck nut torque daily (each 24 hours of operation) to insure proper torque is maintained on each nut. Once torque is maintained, daily checking is no longer required. Check intermittently to insure torque is maintained.
Removal 1. Park truck on level ground and block front wheels. Position a jack in recess of rear suspension mount casting as shown in Figure 2-3. 2. Raise rear axle housing of truck until tires clear ground. Securely block up rear axle housing near the wheel motor mounting flange. 3. Disconnect inner wheel valve stem extension from outer wheel valve stem vinyl clamp by loosening cap screws. Lift valve extension out of vinyl clamp. 4. Using a tire handler (or hoist and sling if body has been removed as shown in Figure 2-4) to grasp outer wheel assembly. Remove wheel nuts (10, Figure 2-4) and wedges (11) securing outer wheel to the wheel motor hub.
Use a strap or other means, to secure inner wheel before removing outer wheel assembly. This will prevent the accidental slipping of inner wheel during this operation.
FIGURE 2-2. FRONT WHEEL TIGHTENING SEQUENCE
G02022 10/11
Tires and Rims
G2-5
5. Pull straight out on outer wheel assembly and remove. 6. If inner wheel removal is necessary, remove spacer (6, Figure 2-4) by pulling straight out and removing from rear hub. (Refer to Figure 2-6.)
NOTE: Use care when removing spacer and inner wheel so as not to damage tire inflation extension tube. 7. Secure tire handler (or lifting device) to inner wheel and pull straight out to remove from wheel hub.
Installation NOTE: Clean all mating surfaces before installing wheel assembly. 1. Attach tire handler (or lifting device) to inner dual and install inner dual onto wheel motor hub. Use care not to damage tire inflation extension line. NOTE: During inner wheel installation be sure air inflation line lays in channel on wheel hub assembly. 2. Using a lifting device, install spacer (6, Figure 24) onto wheel motor hub. Tap spacer up against inner dual. Attach tire handler to outer dual and position onto wheel motor hub.
FIGURE 2-3. JACK LOCATIONS (BODY REMOVED)
FIGURE 2-4. REAR WHEEL ASSEMBLY 1. Side Flange 2. Outer Wheel Rim 3. Bead Seat Band 4. O-Ring
G2-6
5. Lock Ring 6. Spacer 7. Valve Cap 8. Core
9. Clamp 12. Valve Extension Tube 10. Nut 13. Inner Wheel Rim 11. Wheel Retainer Wedge
Tires and Rims
10/11 G02022
FIGURE 2-5. TIRE LIFTING SLING (BODY REMOVED)
Due to its size and weight, always keep personnel away from a wheel assembly when it is being removed and installed. NOTE: Be sure to position outer dual wheel so that tire valve bracket aligns with inner wheel inflation line. 3. Install wedges onto studs and secure in place with lubricated wheel nuts. Evenly tighten each nut in an alternating (criss-cross) pattern as shown in Figure 2-7) to 407 N¡m (300 ft lbs) torque. 4. Spin the wheel and check rim run-out. Maximum run-out is 5mm (0.20 in.). If run-out exceeds specifications, then loosen all the nuts and re-tighten them evenly as shown in Figure 2-7.
FIGURE 2-6. INNER TIRE REMOVAL AND INSTALLATION 6. Secure inner and outer dual tire inflation lines to bracket on outer rim. Tighten cap screws to standard torque. 7. Install wheel cover. Remove blocks from under truck and lower truck to the ground. 8. Operate truck for one load and retighten wheel nuts as specified in Step 5. Recheck nut torque daily (each 24 hours of operation) to insure proper torque is maintained on each nut. Once torque is maintained, daily checking is no longer required. Check intermittently to insure torque is maintained.
5. If run-out is OK, then tighten each nut as shown in Figure 2-7 to 746 N¡m (550 ft lbs) torque.
G02022 10/11
Tires and Rims
G2-7
2. Attach a hydraulic bead breaker to the rim by slipping the jaws of frame assembly over the outer edge of flange (5, Figure 2-8). Make sure the jaws of the frame are as far in on the flange as possible. 3. Following tool manufacturers instructions, move tire bead in far enough to permit placing a wedge between tire and flange at side of tool. 4. Repeat this procedure at locations approximately 90° from the first application. Continue this procedure until tire bead is free from rim. 5. After bead is broken loose, insert flat of tire tool in beading notch on lockring (6, Figure 2-8). Pry lockring up and out of groove on rim. 6. Pry in on bead seat band (2) until O-ring (4) is exposed. Remove O-ring. 7. Remove bead seat band (2) from rim (3) and remove flange (5). 8. Reposition wheel assembly and repeat removal procedure on opposite side of tire. Remove tire from rim.
FIGURE 2-7. REAR WHEEL TIGHTENING SEQUENCE
Rim And Tire Preparation The first step in mounting radial off-road tires is to properly prepare the tire and rim assembly.
RIM AND TIRE
1. Clean the rim base, bead seat band, and flanges with a wire brush. Remove all paint from knurling on bead seat band and back section.
Tire Removal
DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the tire may ignite causing explosion of tire. When inflating tires always use a safety cage. Never inflate a tire until the lockring is securely in place. Do not stand in front of, or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations.
Never weld or repair damaged rims. 2. Check rim assembly for damage or corrosion. Replace any damaged or broken components. Verify that the rim does not have any burrs. 3. Apply rust inhibitor to any corrosion. 4. Clean the tire and bead area.
1. Place tire and wheel assembly in safety cage and discharge all air pressure from tire.
5. Check for and remove any object(s) from the interior of the tire that could cause damage to the tire. 6. Check the tire bead area and inner liner for damage that would allow air to leak from the tire. Replace or repair any tire with bead damage.
G2-8
Tires and Rims
10/11 G02022
Lubricants
Tire Installation
The proper amount and type of lubricant is key to successful mounting of radial off-road tires.
The preferred method for mounting tires is horizontally and off of the truck, especially for initial tire mounting on a new truck. For horizontal tire mounting, a workmanâ&#x20AC;&#x2122;s stand is recommended for working inside the tire. Similar methods and precautions should be used when mounting tires vertically, on the truck.
For lubrication, use only water-based or vegetable-based lubricant. Lubricants should be of a type that vaporize over time and not leave any residue on the rim or tire surfaces. 1. Paste lubricants should be diluted with water as per specific lubricant manufacturers recommendations. 2. Only lubricate all parts on the rim that are in contact with the bead sole area of the tire.
NOTE: With each tire mounting, it is required that a new O-ring and a new air valve be installed. 1. Before mounting tire to rim, remove all dirt and rust from rim parts, particularly the O-ring groove and bead seats. It is advisable to touch up all metal parts with a good anti-rust paint to prevent bare metal from being exposed to the weather.
NOTE: Be careful not to apply lubricant in the O-ring gutter. 3. When lubricating the tire bead, lubricant should be sparingly applied to the tire bead surface ONLY. The lubricant should be painted or sprayed on uniformly without any lumps in the paste or soap. The total amount of lubricant applied per tire should not exceed 50 grams (1.75 oz.).
1. Valve Assembly 2. Bead Seat Band 3. Rim 4. O-Ring 5. Side Flange
G02022 10/11
FIGURE 2-8. FRONT WHEEL ASSEMBLY 11. Lockwasher 6. Lock Ring 12. Nut 7. Wheel Retainer Lug 13. Clamp 8. Nut 14. Cap Screw 9. Cap Screw 15. Flatwasher 10. Flatwasher
Tires and Rims
16. Lockwasher 17. Bent Plate 18. Hub
G2-9
NOTE: Do not allow paint, rust or other contamination to cover mating faces of lockring (6) and rim (3).
6. Install outer flange (5, Figure 2-8) in position and replace bead seat band (2). Push in on bead seat band to expose O-ring groove in rim. 7. Lubricate new O-ring (4) with soap solution and install in groove of rim.
Check to be sure that proper rim parts are used for reassembly. Use of incompatible parts may not properly secure the assembly resulting in violently flying parts upon inflation 2. If valve stem and spud assembly were removed, reinstall in rim. Install valve stem assembly onto rim and install spud assembly to inside of rim. Tighten spud assembly to 4 N¡m (35 in. lbs) torque. 3. Adjust vinyl clamp and cap screw on valve stem and rim assembly. Tighten cap screw to standard torque. 4. Install inner flange on rim. Coat beads of tire with tire mounting soap solution.
Prying against tire bead may cause damage to tire bead and will cause air leaks.
8. Install lockring (6) and tap into place with lead hammer. Lockring lug must fit into slot of rim. 9. Remove valve core from valve stem and inflate tire to seat beads of tire and O-ring as specified by tire manufacturer.
Use a safety cage whenever possible. Stand to one side as tire is being inflated. Never start inflating unless lockring is securely in place. DO NOT stand in front of or over lockring when inflating. 10. If beads of tire and O-ring do not seat within one minute, raise tire slightly and tap bead seat band. This will help the air pressure to push the tire bead out into position. 11. As soon as seating has been accomplished, install valve core and inflate tire to recommended tire pressure. 12. Follow tire manufacturers recommendations concerning tire bead seating procedures and final tire pressure setting for each application.
5. Position tire over rim and work tire on as far as possible without prying against the beads. Any damage to tire bead will destroy air seal and cause air leaks at these points.
G2-10
Tires and Rims
10/11 G02022
SECTION G3 FRONT WHEEL HUB AND SPINDLES INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3 Spindle Removal Procedure (off of the truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12 Wheel Bearing Adjustment (Tire Removed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14 Wheel Bearing Adjustment (Tire mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15 OIL SAMPLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16 Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17 OIL DRAIN AND REFILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17 STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18 Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19 Bearing Replacement (Steering cylinder and tie rod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22 TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-23
G03030 1/12
Front Wheel Hub and Spindle
G3-1
NOTES:
G3-2
Front Wheel Hub and Spindle
1/12 G03030
FRONT WHEEL HUB AND SPINDLE WHEEL HUB AND SPINDLE ASSEMBLY Removal The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of front wheel hub and spindle. If only brake service is to be performed, refer to Section "J", "Brake Circuit".
Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, key switch is turned OFF for 90 seconds and drain valves on brake accumulators are opened. For ease of handling, refer to the "Front Tire and Rim Removal" instructions to remove front tire and rim assembly. 1. Bleed down the steering accumulator by shutting down the engine and turn the key switch OFF and wait for at least 90 seconds. Open drain valves at the bottom of each of the brake system accumulators. Allow adequate time for the accumulators to bleed down. 2. Disconnect the brake lines leading to each caliper and main brake supply line (1, Figure 3-1) at the junction block. Plug or cap all lines to prevent contamination of the hydraulic system.
FIGURE 3-1. BRAKE SUPPLY LINES 1. Brake Supply Line 2. Junction Block 3. Caliper Supply Lines
4. Lubrication (Grease) Supply Lines
3. Remove any grease lines being used for a group lube or automatic lube system for the steering cylinder and tie rod. Cap all lines. 4. Remove cap screws and washers securing brake line junction block (2), and main brake supply line (1) from spindle assembly. Plug or cap all lines to prevent contamination of the hydraulic system. 5. If internal work is to be performed, position drain plug (24, Figure 3-10) at the lowest position and remove plug. Allow all oil to drain out. 6. Remove lubrication lines from tie rod and steering cylinder. Disconnect tie rod and steering cylinder rod from spindle being removed. Refer to "Steering Cylinder and Tie Rod Removal" in this section.
G03030 1/12
Front Wheel Hub and Spindle
G3-3
7. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 3-2. The weight of the spindle assembly is approximately 8,800 kg (19,400 lb). Ensure the lifting device can handle the load safely. Ensure the spindle and hub are securely fastened to the lifting device to prevent tipping when it is free from the suspension.
10. Run the proper size tap into the threaded holes to ensure clean, good quality threads.
8. Remove cap screws (1, Figure 3-3) securing retainer plate (2) to spindle structure and suspension. Loosen cap screws in torque increments of 678 N·m (500 ft lbs). Remove retainer plate. 9. Carefully remove 13 of the steering arm cap screws (5) as follows: a. Identify the cap screws designated with an "X" in Figure 3-4. b. Remove these capscrews using a circular pattern in torque increments of 678 N·m (500 ft lb). DO NOT attempt to remove each cap screw in one sequence.
FIGURE 3-3. WHEEL HUB & SPINDLE REMOVAL 1. Cap Screws 2. Retainer Plate 3. Spindle
4. Spindle Steering Arm 5. Retaining Cap Screws
DO NOT remove the cap screws in one step with an air wrench. Revolve around the circular pattern at least 3 times, gradually loosening the cap screws during each revolution.
FIGURE 3-4. SPINDLE CAP SCREW SPACING 1. Cap Screw Insertion Holes
2. Tool Structure
FIGURE 3-2. SPINDLE AND WHEEL HUB REMOVAL
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Front Wheel Hub and Spindle
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NOTE: Older pusher tools (5, Figure 3-5) may have been made with a round tube (shown as a dotted line) welded on one side. The tool can be installed upside down and used with a hydraulic ram as shown. Refer to Section "M", Options & Special Tools for dimensions for fabricating the spindle pusher tool and spacers (6, Figure 3-5). Special cap screws and washers are also required. The hydraulic ram must be a low profile hydraulic ram (pancake jack) to fit in this area. Most hydraulic rams that will fit in this area are rated at 150 tons.
The maximum force that can be applied during the spindle removal process is not to exceed 408 233 kgf (900,000 lb).
Do not apply pressure to the hydraulic ram until all 13 cap screws are installed. 15. Install the remaining 10 cap screws and tighten them to 68 N¡m (50 ft lb). This is to ensure all cap screws will pull evenly when pressure is applied by the hydraulic ram.
The maximum force that can be applied during the spindle removal process is not to exceed 408 233 kgf (900,000 lb).
11. Locate 13 cap screws (1, Figure 3-5) and washers (2) as specified below: Cap Screw P/N KC7095
1 1/4 x 8 in.
Washer P/N WA0366
1 1/4 in.
12. Lubricate the cap screw threads and flat washers with chassis grease. 13. Install pusher tool (5) as shown in Figure 3-5 using the only three cap screws (1), three washers (2) and three spacers (6). The three cap screws must be evenly spaced. Tighten the three cap screws to 68 N¡m (50 ft lb). NOTE: Verify minimum thread engagement is 41.1 mm (1.62 in.) on pusher cap screws when inserted. 14. Ensure hydraulic ram (4) is completely retracted. Install hydraulic ram with reaction plate (3) on top of the hydraulic ram. NOTE: If there is a large gap between the reaction plate and the suspension, it may be necessary to add steel spacers below the hydraulic ram.
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FIGURE 3-5. PULLER TOOL WITH RAM 1. Cap Screw (KC7095) 2. Hardened Washer (WA0366) 3. Reaction Plate 4. Hydraulic Ram
Front Wheel Hub and Spindle
5. Pusher Tool 6. Spacer 7. Steering Arm 8. Spindle 9. Suspension Piston 10. Area to heat
G3-5
Spindle Removal Procedure (Optional) (off of the truck)
Heavy structures and high forces are involved in this procedure. Use caution at all times when applying force to these parts. Sudden release of the spindle could cause components to move forcefully and unexpectedly.
16. Start applying pressure to the hydraulic ram to separate the parts. If the specified maximum force of the hydraulic ram is reached and the tapered parts have not separated, slowly and uniformly apply heat to the spindle as shown (10, Figure 3-5). Heat must be applied in two locations 180 degrees apart. Allow heat to penetrate into the spindle. Reapply heat as required. Do not exceed 454 °C (850 °F) anywhere on the spindle.
Heating the spindle in excess of 454° C (850° F) may cause serious damage to the spindle. 17. Use heat as specified in the previous step and a large hammer to carefully tap the top surface of the spindle until the spindle breaks free. NOTE: If the spindle does not separate from the suspension, the spindle and suspension must be removed from the truck as an assembly. Then use the “Spindle Removal Procedure (off of the truck)” procedure to separate the spindle from the suspension. 18. After separation, lower the wheel hub and spindle assembly away from suspension piston rod. Be careful during removal to prevent damage to the suspension piston rod taper and the tapered spindle bore. 19. Move the spindle and hub assembly to a clean work area for repair.
If the hydraulic ram method (with heat) did not separate the spindle from the suspension, then the suspension and spindle must be removed from the truck as an assembly. With the suspension on the ground, the pusher tool can be used to separate the spindle from the suspension.
Heavy structures and high forces are involved in this procedure. Use caution at all times when applying force to these parts. Sudden release of the spindle could cause components to move forcefully and unexpectedly. Refer to Section "M", Options & Special Tools for dimensions for fabricating the spindle pusher tool and the cap screws and washers required. Multiple flatwashers may be required under the cap screws to be effective. Note: Hardened flat washers must be used under the pusher cap screws to prevent galling. Lubricate cap screw threads and washers with a lubricant such as chassis lube.
1. Position the suspension and spindle assembly on the work floor as shown in Figure 3-6. The suspension and spindle assembly weighs 11 000 kg (24,250 lb). Ensure the lifting device can handle the load safely. 2. The wheel hub must be supported with an overhead hoist. The spindle assembly weighs approximately 8,800 kg (19,400 lb). Ensure the lifting device can handle the load safely. NOTE: If the spindle is turned so the wheel hub is resting on the ground, the spindle must still be attached to an overhead hoist. 3. Install pusher tool (2, Figure 3-6) using cap screws and washers (1) specified below: Cap Screw P/N KC7095 . . . . . . . . . . . . . 1.25 x 8 in. Min. thread engagement. . . . . 41.1 mm (1.62 in.) Washer P/N WA0366 . . . . . . . . . . . . . . . . 1.25 in. Note: Verify minimum thread engagement on pusher cap screws when inserted.
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Front Wheel Hub and Spindle
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4. After the tool has been installed, progressively increase the torque on the cap screws in a circular pattern until the tapered piston breaks loose, or until the maximum specified torque on the cap screws of 2 142 N·m (1,580 ft lb) is reached. 5. If the specified torque is reached and the parts have not separated, slightly loosen the cap screws and slowly and uniformly apply heat to the spindle as shown (3, Figure 3-6). Heat must be applied in two locations 180 degrees apart. Allow heat to penetrate into the spindle. Reapply heat as required. Do not exceed 454 °C (850 °F) anywhere on the spindle.
6. Tighten the cap screws again to the maximum specified torque as described in Step 4. 7. Using a large hammer and heat at the specified locations, carefully tap on the top surface of the spindle until the piston breaks free. Note: In extreme cases, it may be necessary to remove additional steering arm retaining cap screws and use additional pusher cap screws to apply more force. 8. After separation, use the lifting device to move the spindle assembly, to clean work area for repair.
Heating the spindle in excess of 454° C (850° F) may cause serious damage to the spindle.
FIGURE 3-6. PUSHER TOOL INSTALLATION 1. Cap Screw & Washer 3. Area to heat 2. Pusher Tool
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Front Wheel Hub and Spindle
G3-7
Installation 1. Clean spindle bore and suspension rod taper so they are free of all rust, dirt, etc. Clean and check the tapped holes in bottom of Hydrair® piston for damaged threads. Retap holes, if necessary, with 1.250 in. - 12NF tap. 2. Lubricate spindle bore and suspension rod taper with a lithium based chassis grease (multi-purpose, EP, NLGI #2).
Use of anti-seize compounds that contain copper are prohibited from use on spindle bores and rod tapers. Products containing copper will contribute to corrosion in this area. 3. The weight of the spindle and wheel hub assembly is approximately 8,800 kg (19,400 lb). Use a lifting device that can handle the load safely. Position the spindle and wheel hub assembly on fork lift or similar lifting device as shown in Figure 3-7. 4. Raise the spindle and wheel hub assembly into position.
FIGURE 3-7. SPINDLE AND WHEEL HUB REMOVAL
5. Lubricate cap screws (1, Figure 3-8) on the threads and seats with lithium based chassis grease (multi-purpose, EP, NLGI #2, with a maximum moly content of 5%). 6. Secure spindle to suspension using retainer plate (2) and cap screws (1). Tighten cap screws using the following procedure: a. Tighten cap screws (1) uniformly to 678 N·m (500 ft lb) torque. b. Continue to tighten cap screws in increments of 339 N·m (250 ft lbs) to obtain a final torque of 2 142 N·m (1,580 ft lb).
FIGURE 3-8. WHEEL HUB & SPINDLE INSTALLATION 1. Cap Screws 2. Retainer Plate 3. Spindle
G3-8
Front Wheel Hub and Spindle
4. Spindle Steering Arm 5. Retaining Cap Screws
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7. If removed, install steering arm (4, Figure 3-8). Before installing steering arm, clean and check the tapped holes in bottom of spindle for damaged threads. Retap holes, if necessary.
17. Install junction block (2) with the spacer, cap screws, and flat washers.
Steering arm threads . . . . . . 1.25 in. - 12NF tap
19. Bleed brakes according to Bleeding Brakes, Section "J".
8. Lubricate cap screws (5, Figure 3-8) on the threads and seats with lithium based chassis grease (multi-purpose, EP, NLGI #2, with a maximum moly content of 5%).
18. Attach supply lines to brake calipers and connect main supply lines to connection on frame.
20. Install wheel and tires as described in "Front Wheel and Tire Installation".
9. Install cap screws (5) and tighten to 2 705 ± 135 N·m (1,995 ± 200 ft lb). 10. Install steering cylinder and tie rod in their respective mounting holes on the spindle. Tighten retaining nuts to 712 ± 71 N·m (525 ± 52 ft lb) torque. Connect lubrication lines. 11. Tighten the tie rod clamp cap screws and locknuts to 420 N·m (310 ft lb). Reapply torque to each capscrew and locknut until the specified torque is maintained. 12. Apply an upwards force to each end of the tie rod assembly near the rod end threads. Look for lateral movement between the tie rod ends and tie rod structure. • If lateral movement is detected, visually inspect the internal and external threads on both ends. Replace parts that have damaged threads. Use new capscrews and locknuts where thread damage to the tie rod end and tie rod structure is observed. 13. Apply an upwards force to each end of the tie rod assembly near the rod end threads. • Look for lateral movement between the tie rod ends and tie rod structure. Replace parts that have damaged threads. Use new capscrews and locknuts where thread damage to the tie rod end and tie rod structure is observed.
FIGURE 3-9. SPEED SENSOR 1. Cover 4. Speed Sensor 2. Junction Block 5. Cap Screw 3. Harness
14. Rotate the wheel hub to position the fill plug at the 12 o'clock position. Remove the fill plug and level plug. Fill wheel hub assembly at fill hole with SAE 80W-90 oil. When properly filled, oil should be present at the level (lower) hole. The wheel hub holds approximately 21 liters (5.5 gal) of oil. Replace fill and level plugs. 15. Install wheel speed sensor (4, Figure 3-9). Adjust sensor to obtain an air gap of 2.0 ± 0.1 mm (0.079 ± 0.004 in.) between tip of the sensor and gear. 16. Install sensor harness (3) securely with mounting clamps. Connect sensor harness to chassis harness.
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Front Wheel Hub and Spindle
G3-9
FIGURE 3-10. SPINDLE AND WHEEL HUB ASSEMBLY 1. Hub 2. Cap Screws & Lock Washers 3. Cover 4. Oil Fill Plug 5. Cap Screws & Flatwashers 6. Oil Level Sight Gauge 7. Shims 8. Retainer Plate 9. Cone 10. O-Ring
G3-10
11. Cup 12. Disc Brake 13. Brake Support 14. Cap Screw, Flatwasher, & Nut 15. Cap Screw & Flatwasher 16. Seal Assembly 17. Spindle 18. Spacer 19. Cone 20. Cup
Front Wheel Hub and Spindle
21. Cap Screw & Flatwasher 22. Cap Screw & Flatwasher 23. Brake Disc 24. Oil Drain Plug 25. Bearing Pin, Outboard 26. Bearing Pin, Inboard 27. Relief Valve 28. O-Ring
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Disassembly Note: The preferred method for rebuilding the front wheel hub and spindle assembly is to remove these components as a complete unit, then support the assemblies in a fabricated rebuild fixture, allowing disassembly and reassembly with the axis of the spindle positioned vertically. If repairs are made with spindle installed on truck, be certain to observe CAUTION statement below.
8. Remove face seal, bearing cone (19), and spacer (18) from spindle. 9. If brake disc replacement is required, attach a lifting device to the brake disc (1, Figure 3-11), remove cap screws (2), and lift the brake disc from hub (3). 10. If brake support replacement is necessary, remove cap screws and flatwashers (21, Figure 3-10) and remove support (13).
1. Remove wheel hub and spindle as a complete assembly as covered in "Removal". 2. To aid in complete disassembly of wheel hub and spindle assembly, support assembly in a vertical position using a fabricated spindle stand. 3. Remove brake calipers from support as outlined in Section "J", Brakes. 4. Remove cap screws & lockwashers (2, Figure 3-10) and cover (3). 5. Remove O-ring (10) from cover. 6. Remove cap screws & flat washers (5), bearing retainer plate (8), and shims (7). 7. The weight of the wheel hub is approximately 1 347 kg (2,970 lb). Use a lifting device that can handle the load safely. Attach a lifting device to the wheel hub and carefully lift it straight up and off the spindle. Remove outboard bearing cup (11) and cone (9).
If disassembly of the wheel hub is accomplished while on the truck, the outboard bearing cone should be supported during wheel hub removal to prevent cone from dropping and being damaged. NOTE: Half of the face seal (16) will remain in the bore of the hub. Do not remove seal unless replacement is required. Use extreme caution when handling face seals. Seals must be replaced in a matched set. If one seal is damaged, both seals must be replaced.
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FIGURE 3-11. BRAKE DISC REMOVAL 1. Brake Disc 2. Cap Screws & Flat Washers
3. Wheel Hub
Cleaning and Inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Replace any worn or damaged parts. 3. Replace all O-rings and face seals. 4. Inspect wheel hub and spindle for wear or damage. 5. Check all lips and cavities in spindle and wheel hub for nicks or tool marks that may damage the rubber seal ring on the face seals.
Front Wheel Hub and Spindle
G3-11
Assembly 1. If removed, install brake support, (13, Figure 310) to the spindle (17). 2. Align the brake support so the center line of one of the brake head mounting surfaces is above the horizontal center line, and in line with the vertical center line of the tapered bore on the inboard end of the spindle. The completely machined side of brake support plate should face the outboard end. 3. Lubricate underside of cap screw (21) heads and threads with multi-purpose grease Number 2 with 5% Molybdenum Disulphide. Install cap screws and flat washers and tighten to 2007 N¡m (1,480 ft lbs) torque. NOTE: The mating surfaces between the spindle and the brake caliper support must be clean and dry, and with no excess cap screw lubricant on these surfaces.
c. Check seal seat retaining lip for rough tool marks or nicks. Smooth any nicks and reclean. d. Install rubber sealing ring so it seats uniformly in the relief of seal. Be sure that it rests uniformly against the retaining lip. e. Using seal installation tool, install the floating ring seal assembly in the seal seat. The depth around the circumference of the seal should be uniform. f. Before assembling wheel hub and spindle, wipe the seal faces with lint-free cloth to remove any foreign material and fingerprints. g. Place a few drops of light oil on a clean cloth and completely coat the sealing faces of seals. Do not allow oil to contact the rubber sealing ring or its seats.
4. Install spacer (18). If necessary, tap lightly to seat spacer against spindle. Spacer must fit tightly against spindle shoulder. 5. Check that inner bearing cone (19) is a slip fit on spindle (17), then remove. Install pin (26) into slot on spindle and install inner bearing cone (19) on spindle (17) over pin (26) and tight against spacer (18). NOTE: Cone is a loose fit on the spindle. 6. Install one half of seal assembly (16) on spindle (17) using seal installation tool, TY2150 (Figure 3-12) and soft tipped mallet. For proper installation, use the following instructions: a. Handle all parts with care to avoid damaging critical areas. The sealing face of seal must not be nicked or scratched. b. Remove all oil and protective coating from seal and from the seal seat using nonflammable cleaning solvent, make certain all surfaces are absolutely dry.
G3-12
FIGURE 3-12. INBOARD SEAL INSTALLATION 1. Seal Installation Tool (TY2150)
2. Spindle
NOTE: To assure bearing lubrication during initial operation lightly lubricate the bearings with SAE 80W-90 oil.
Front Wheel Hub and Spindle
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7. If removed, install disc (1, Figure 3-11) on the wheel hub using cap screws and flat washers (2). Lubricate the underside of cap screw (2) heads and threads with multi-purpose grease Number 2 with 5% Molybdenum Disulphide. Tighten cap screws to 2007 N·m (1,480 ft lbs) torque. NOTE: The mating surfaces between the spindle and the brake disc must be clean and dry, and with no excess cap screw lubricant on these surfaces.
13. Install outboard pin (25, Figure 3-10) into slot on spindle (17) and install inner bearing cone (9) on spindle over pin (25). 14. Refer to Wheel Bearing Adjustment for final assembly. 15. After the wheel bearings are adjusted, install wheel speed sensor bracket. Install wheel speed sensor in bracket. 16. Position wheel speed sensor to obtain 2.0 ± 0.1 mm (0.079 ± 0.004 in.) gap between sensor tip and gear. Connect wire harness to sensor.
8. Using eight cap screws, washers and spacers, install the wheel speed gear to the wheel hub. Tighten cap screws same as in Step 7. 9. Install bearing cups (11 & 20 Figure 3-10) in the wheel hub (1) as follows: a. Preshrink cups by packing them in dry ice, or by placing then in a deep-freeze unit. NOTE: Do not cool below -54° C (-65° F). b. Install cups in wheel hub bores. c. After cups have warmed to ambient temperature, press the cups tight against hub shoulder as follows: 1.) Inner Cup (20) - Apply 133,450 N (30,000 lbs) force. 2.) Outer Cup (10) - Apply 102,300 N (23,000 lbs) force. 10. Install the other half of the seal assembly (16) in the hub using installation tool (TY2150) and soft tipped mallet. Follow procedure outlined in Step 6. 11. Check bearing cone (9) for free fit on the spindle (17), then remove. 12. The weight of the wheel hub is approximately 1 347 kg (2,970 lb). Use a lifting device that can handle the load safely. Referring to Figure 3-13, lift the hub and carefully lower it down over the spindle. To aid installation and to prevent damaging the seal, the spindle and hub should be level. NOTE: All parts must be in place before wheel hub (1) is installed.
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FIGURE 3-13. WHEEL HUB INSTALLATION 1. Support Chains 2. Wheel Hub
Front Wheel Hub and Spindle
3. Fabricated Support Stand
G3-13
Wheel Bearing Adjustment (Tire Removed) 1. Install bearing retainer (1, Figure 3-14), without shims, with the thickness dimension stamp facing toward the outside. Install all six cap screws (2) with flat washers. Tighten cap screws alternately using the following procedure: a. Tighten all cap screws to 135 N·m (100 ft lbs) torque, while rotating hub (3 revolutions min). b. Increase torque to 339 N·m (250 ft lbs) torque, while rotating hub (3 revolutions min). c. Repeat step b. above until the torque on all cap screws is maintained. 2. Loosen all six cap screws until the flat washers are free. Rotate wheel hub (3 revolutions min).
8. Assemble a shim pack to equal the dimension in Step 6 within 0.025 mm (0.001 in.). NOTE: The above procedure results in a shim pack which will provide a 0.178 mm (0.007 in.) nominal preload for the bearings. Shim pack must be compressed when measuring to obtain an accurate measurement. 9. Remove cap screws and retainer. Install new Oring (28, Figure 3-10) in retainer. Install shim pack and then re-install retainer, all cap screws, and hardened washers. 10. In successive increments of 339 N·m (250 ft lbs) torque, while rotating the hub (3 revolutions min), tighten cap screws (2, Figure 3-14) alternately to 1017 ± 102 N·m (750 ± 75 ft lbs) final torque.
3. Then select two cap screws 180° apart, and adjacent to the 13 mm (0.50 in.) diameter depth measurement holes (refer to Figure 3-14). Tighten the two cap screws to 81 N·m (60 ft lbs) torque, while rotating the wheel hub (3 revolutions min). Tighten the two cap screws again to 81 N·m (60 ft lbs) torque. 4. Tighten the same two cap screws to 149 N·m (110 ft lbs) torque, while rotating the hub (3 revolutions min). 5. Using a depth micrometer, measure and record the depth to the end of the spindle from the face of the retainer plate (1) through each of the two holes (3) in the retainer plate (adjacent to the cap screws tightened in step 2). 6. Add the two dimensions measured in step 4 and divide the total by 2 to obtain an averaged depth dimension. 7. Subtract the dimension stamped on the face of the retainer plate from the average depth established in Step 5. FIGURE 3-14. BEARING ADJUSTMENT 1. Retainer Plate 3. Depth Measurement 2. Cap Screws Hole 11. Using a new O-ring (10, Figure 3-10), install cover (3). Install cap screws and washers (2) and tighten cap screws to standard torque. 12. Install hub and spindle assembly and add oil per instructions in Front Wheel Hub Installation.
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Front Wheel Hub and Spindle
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Wheel Bearing Adjustment (Tire mounted) The following procedure covers adjustment of front wheel bearings while the tire and rim, hub, and spindle are installed on the truck. 1. Park truck in a level area. 2. Apply the parking brake and block wheels to prevent movement. 3. Lift the truck until the tire of the wheel being adjusted is off the ground. Place blocking securely under truck frame. 4. Rotate wheel to position drain plug (24, Figure 3-10) at the lowest position possible. Remove the drain plug and drain the oil.
11. Tighten retainer cap screws alternately using the following procedure: a. Tighten all cap screws to 81 N·m (60 ft lbs) torque while rotating the hub. b. Increase torque on all cap screws to 163 N·m (120 ft lbs) while rotating hub. c. Increase torque on all cap screwcap screws to 244 N·m (180 ft lbs) while rotating hub. d. Increase torque on all cap screws to 325 N·m (240 ft lbs) while rotating hub. e. Increase torque on all cap screws to 339 N·m (250 ft lbs) while rotating hub.
NOTE: The placement of binder chains (2 & 3, Figure 3-15) is necessary anytime that the bearing retainer (8, Figure 3-10) is removed in the following procedure. These binders must be tight enough to prevent the wheel hub from moving out and dislocating the floating seal assembly (16). An additional chain (1, Figure 3-15) may be installed to prevent full extension of the suspension cylinder when the truck is raised off the ground. 5. Wrap a chain and chain binder (2, Figure 3-15) around the top half of the tire. Secure chain through the frame. Chain should be tightened enough to prevent movement during bearing adjustment procedure when the retainer plate is removed. 6. Install another chain (3) around the bottom half of the tire and tighten enough to prevent movement during bearing adjustment procedure. 7. Remove cover (3, Figure 3-10).
FIGURE 3-15. WHEEL SUPPORT CHAIN INSTALLATION 1. Suspension Support Chain
2. Chain & Binder 3. Chain & Binder
8. Remove cap screws (5), retainer plate (8), and shims (7). 9. Reinstall retainer plate (with the thickness dimension stamp facing toward the outside), cap screws, and hardened washers. Do not install shims. 10. Remove tire retaining chains (2 & 3, Figure 315).
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12. Loosen all six cap screws just enough until the flat washers are loose enough to turn (approximately 1/2 turn) to allow some movement of the bearing race to release the preload. Rotate the wheel hub a minimum of three revolutions.
Front Wheel Hub and Spindle
G3-15
13. Tighten two cap screws 180° apart and adjacent to the 13 mm (0.50 in.) diameter depth measurement holes (3) to 81 N·m (60 ft lbs). Some movement of the retainer and bearing race must be observed. If no movement is observed, repeat Step 11. Then rotate the wheel hub a minimum of three revolutions. 14. Tighten the same two cap screws to 149 N·m (110 ft lbs) while rotating the hub. 15. Using a depth micrometer, measure and record the depth to the end of the spindle from the face of the retainer plate through each of the two holes in the retainer plate adjacent to the cap screws tightened in Step 12. 16. Add the two depth dimensions measured in step 13 and divide the total by 2, to obtain an averaged depth dimension.
23. Tighten all cap screws alternately to 1017 ± 102 N·m (750 ± 75 ft lbs) torque in several successive increments while rotating the hub. 24. Using a new O-ring (10, Figure 3-10), install cover (3). Install cap screws and washers (2) and tighten to standard torque. 25. Rotate the wheel hub to position the fill plug (4) at the 12 o'clock position. Remove the fill plug. Add SAE 80W-90 oil to the wheel hub assembly using the fill hole. When properly filled, the floating ball in the sight gauge will be at its highest position. The wheel hub holds approximately 21 liters (5.5 gal) of oil. Replace fill plug. 26. Remove suspension support chain (1, Figure 315) if installed, and all cribbing. Lower truck chassis so tire is on the ground.
Record average Depth (da):______________ 17. Subtract the dimension stamped on the face of the retainer plate from the averaged depth above to determine the required shim pack. ave. Depth(da) - plate Thickness(tp)=Shim Pack da - tp = _______________ Shim Pack NOTE: The above procedure results in a shim pack which will provide a nominal 0.178 mm (0.007 in.) preload for the bearings. 18. Assemble a shim pack equal to the dimension established in step 16 within 0.03 mm (0.001 in.). NOTE: Shim pack must be compressed when measuring. 19. Reinstall tire support chains (2 & 3, Figure Figure 3-15). 20. Remove cap screws and retainer. 21. Install new O-ring on retainer. Install shim pack and reinstall retainer, cap screws, and hardened washers. 22. Remove tire support chains (2 & 3, Figure 315).
G3-16
OIL SAMPLING PROCEDURE The front wheel bearings must be removed and inspected every 5,000 hours. However, Komatsu will now allow the use of scheduled oil sampling as an alternate method of monitoring the front wheel bearings. Customers using this method must check the condition of the oil at regular intervals. A history of these inspections must also be maintained, and reviewed after each oil sample. This review is an important part of the oil sampling process, as it identifies trends and/or significant changes in the condition of the oil, which are indicative of a pending bearing problem. Customers that use the oil sampling method of monitoring the wheel bearings will not be required to perform the 5,000 hour disassembly and inspection of the front wheel bearings until a problem is identified in the oil samples. The oil sampling method requires a magnetic drain plug in the wheel hub cover. If needed, order and install magnetic drain plug (R2491) to replace the standard drain plug (H6881) in the front wheel hubs.
Front Wheel Hub and Spindle
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Oil Sampling Guidelines • Inspect the magnetic drain plug for contamination every 250 hours. • Sample the oil from each wheel hub every 500 hours. Record the oil sample results and compare with previous results. • Change the oil in the front wheel hubs every 2500 hours. • Wait 50 hours after an oil change or any major repair before taking the next oil sample. • Shorten the oil sampling interval when any of the readings begin to show abnormal increases of contamination. If a definite trend of increased metal particles is showing up in the oil samples, remove the front wheels and inspect the bearings. Replace the bearings if necessary.
If any of the following conditions appear, an inspection or adjustment of the front wheel bearings is required: • The amount of metal found on the magnetic plug is high. (The magnetic plug will attract metal from the oil. A failure is indicated by an increased amount of metal on the magnetic plug). • External oil leaks around the front hub and spindle area. • A sudden increase in the size of any particle count in the oil sample, and/or if the nickel concentration has increased in the oil sample. (A sudden increase in the size of any particle count in a oil sample can indicate a possible bearing failure.) • If the front wheel bearings show obvious symptoms of failure, disassembly and inspection of the front wheel bearings is required.
Procedure 1. The truck must have been in operation for at least one hour prior to taking an oil sample to ensure that all contaminants are in suspension. 2. Take the oil sample within five minutes of stopping the truck. 3. Position fill plug (4, Figure 3-10) at the 3 o'clock position. 4. Clean the area around the fill plug before removing the plug. Remove the fill plug. 5. Obtain the oil sample at the lowest point possible inside the wheel hub. 6. Complete the oil sample form immediately and submit it with the oil sample for analysis. 7. Install the fill plug. 8. Rotate the wheel hub to position the fill plug at the 12 o'clock position. Remove the fill plug. Add SAE 80W-90 oil to the wheel hub assembly using the fill hole. When properly filled, the floating ball in the sight gauge will be at its highest position.
OIL DRAIN AND REFILL PROCEDURE 1. Position the drain plug (24, Figure 3-10) at the lowest position. Remove the drain plug and drain all of the oil from the front wheel hub. Reinstall drain plug. 2. If necessary, rotate the wheel hub to position the fill plug (4) at the 12 o’clock position. 3. Add SAE 80W-90 oil to the wheel hub assembly using the fill hole. When properly filled, the floating ball in the sight gauge will be at its highest position. The wheel hub holds approximately 21 liters (5.5 gal) of oil. 4. When properly filled, the floating ball in the sight gauge will be at its highest position. 5. Inspect and clean the fill plug. Reinstall the fill plug. NOTE: The oil may need to be changed more frequently, depending on mine conditions and the results of the oil sample tests.
NOTE: For more information regarding oil sampling, refer to the Komatsu Oil Wear Analysis (KOWA) manual.
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Front Wheel Hub and Spindle
G3-17
STEERING CYLINDERS The steering cylinders and tie rod are mounted in the same manner. The removal and installation instructions are applicable to both. Spherical Bearing Wear Limits It is necessary to determine the condition of spherical bearings on steering linkage components for optimum steering performance. Ball diameter new dimensions and maximum allowable wear specifications are listed in Table 1 (and reference Figure 316). Bearings that exceed the maximum wear limits must be replaced.
If premature wear of the bearings is evident, check the automatic lubrication system to ensure the proper amount of lubrication is being received at the joint(s) in question. If lubrication is done manually, ensure that a sufficient amount of grease is being applied on a regular basis. Refer to Section P, Lubrication and Service, for information on proper lubrication intervals.
FIGURE 3-16. SPHERICAL BEARING WEAR LIMITS 1. Outer Race 2. Ball
G3-18
3. Pin 4. Housing
Front Wheel Hub and Spindle
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It is also important to ensure that steering linkage components are tightened to the proper torque. Use the proper torque specifications listed in this section for steering linkage components.
Use extreme caution when performing maintenance on any vehicle with an active steering system. Serious injury or death can result from contact with moving parts. Always keep a safe distance from crush points.
5. The steering cylinder weighs approximately 126 kg (278 lb). Attach a suitable lifting device that can safely handle the load safely to the steering cylinder and take up the slack. 6. Remove pins (2) from each end of cylinder and move to clean work area. Bearing spacers (4) will be free when pin is removed. Ensure bearing spacers do not drop out and become damaged when removing pin. 7. Use the lifting device to lift the cylinder from the truck. 8. Remove seals (3), spacers (4) and washer (10).
Installation TABLE 1. STEERING SPHERICAL BEARING WEAR SPECIFICATIONS Spherical Bearing Ball Diameter (New)
91.19 mm (3.59 in.)
Maximum Allowable Wear
1.01 mm (0.040 in.)
1. The steering cylinder weighs approximately 126 kg (278 lb). Use a suitable lifting device to lift the cylinder into position on the truck. NOTE: Ensure bearing retainer (7, Figure 3-17) is installed facing downwards. 2. Align bearing spacers (4), seals (3) and the barrel end of the steering cylinder with pin bores on truck frame. 3. Install pin (2), cap screw (1) and retainer (11) and secure with locknut (12).
Removal 1. With engine shut down and key switch OFF, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to ensure no hydraulic pressure is present. 2. Block front and back of rear wheels to prevent truck movement. 3. Disconnect hydraulic lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of hydraulic system. 4. Remove locknuts (12, Figure 3-17), retainers (11), and cap screws (1) from both ends of steering cylinder.
4. Align bearing spacers (4), seals (3), washer (10) and rod end with pin bores on steering arm. 5. Install pin (2), cap screw (1) and retainer (11) and secure with locknut (12). 6. Tighten both locknuts (12) to 712 N¡m (525 ft lb) torque. 7. Connect grease lines to their respective ports. Operate steering and check for leaks and proper operation.
Bearing Replacement (Steering cylinder and tie rod) 1. Remove cap screws (8, Figure 3-17) and lockwashers (9). Remove bearing retainer (7). 2. Press bearing (5) out of bore in steering cylinder or tie rod end. 3. Press new bearing into bore. 4. Install bearing retainers (7) with cap screws and lockwashers. Tighten cap screws to standard torque. Ensure the anti-rotation tabs on retainer are perpendicular to the steering cylinder to prevent rotation.
G03030 1/12
Front Wheel Hub and Spindle
G3-19
FIGURE 3-17.STEERING CYLINDER INSTALLATION 1. Cap Screw 2. Pin 3. Seal 4. Spacer
G3-20
5. Bearing 6. Steering Cylinder 7. Retainer, Anti Rotation 8. Cap Screw
Front Wheel Hub and Spindle
9. Lock Washer 10. Washer 11. Retainer 12. Locknut
1/12 G03030
TIE ROD
3. Install pins (2), cap screws (1) and retainers (7) and secure with locknuts (8).
Removal
4. Tighten both locknuts (8) to 712 N¡m (525 ft lb) torque.
1. With engine shut down and key switch OFF, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to ensure no hydraulic pressure is present.
5. Connect grease lines to their respective ports. Operate steering and check for proper operation.
2. Block front and back of rear wheels to prevent truck movement.
6. Refer to the Toe-in Adjustment procedure in this section to adjust the toe-in of the front wheels.
3. The tie rod weighs approximately 165 kg (364 lb). Attach a suitable lifting device that can handle the load safely to the tie rod and take up the slack. 4. Remove locknuts (8, Figure 3-18), retainers (7), and cap screws (1) from both ends of the tie rod. 5. Remove pins (2) from each end of tie rod and move to clean work area. Bearing spacers (4) will be free when pin is removed. Ensure bearing spacers do not drop out and become damaged when removing pin. 6. Using a suitable lifting device, lift the tie rod from the truck. 7. Remove seals (3), spacers (4) and washer (6).
Installation 1. The tie rod (5, Figure 3-18) weighs approximately 165 kg (364 lb). Use a suitable lifting device to lift the tie into position on the truck. NOTE: Ensure both bearing retainers are installed facing downwards, and the anti-rotation pads are perpendicular to the tie rod to prevent a twisting motion. Ensure the tie rod clamping bolts are facing to the rear of the truck. 2. Align bearing spacers (4), seals (3) and washers (6) with pin bores on both steering arms.
FIGURE 3-18.TIE ROD INSTALLATION 1. Cap Screw 2. Pin 3. Seal 4. Spacer
5. Tie Rod Assembly 6. Washer 7. Retainer 8. Locknut
Disassembly 1. Remove cap screws (4, Figure 3-19) and retainer (3). 2. Push or press out bearing (6) from rod end (7). 3. Remove lock nuts (1) and cap screws (2). 4. Rotate rod end to remove from tie rod (8).
G03030 1/12
Front Wheel Hub and Spindle
G3-21
Assembly 1. Install bearing (6, Figure 3-19) into rod end (7). 2. Install retainer (5) with cap screws (4) and tighten to standard torque. Ensure anti-rotation pads (5) on the retainer are perpendicular to the shaft of the rod end. This will prevent the rod end from twisting from side to side once it is installed on the truck. 3. Coat the threads on rod end (7) with a lithium based chassis grease (multi-purpose, EP, NLGI #2). 4. Install the threaded rod ends into tie rod (8). 5. Lubricate cap screw threads and seats with a lithium based chassis grease (multi-purpose, EP, NLGI #2). Install cap screws (2) and lock nuts (1). 6. Tighten lock nuts on tie rod to 420 N¡m (310 ft lb) torque. Reapply torque to each cap screw and lock nut until the specified torque is maintained. Some slight movement of the cap screw heads may be observed during the first couple of checks due to
torque tolerance.
FIGURE 3-19.TIE ROD ASSEMBLY 1. Lock Nut 2. Cap Screw 3. Anti-Rotation Pad 4. Cap Screw
G3-22
Front Wheel Hub and Spindle
5. Retainer 6. Bearing 7. Rod End (threaded) 8. Tie Rod
1/12 G03030
TOE-IN ADJUSTMENT 1. The steering system must first be centered in the straight ahead position. Shut down engine and turn key switch OFF, and allow at least 90 seconds for the accumulator to bleed down. DO NOT turn steering wheel. Block front and back of rear wheels. 2. Check toe-in by measuring the distance between the centers of the front tires. These measurements should be taken on a horizontal center line at front and rear of tires. Refer to Figure 3-20. 3. The front measurement should be 19 ± 0.6 mm (0.75 ± 0.25 in.) less than rear measurement for bias-ply tires. Radial tires and undesignated tires should have equal measurements (zero toe-in). 4. For trucks with an adjustable rod end at only one end of the tie-rod, remove tie rod pin from spindle at adjustable end according to the instructions in "Steering Cylinders and Tie Rod, Removal".
FIGURE 3-20.MEASURING TOE-IN
NOTE: For trucks with adjustable rod ends at both ends of the tie-rod, pin removal is not necessary. 5. Loosen clamp nuts on tie-rod and adjust as necessary. a. For trucks with an adjustable rod end at only one end of the tie-rod, adjust length by turning rod end "in" or "out". When dimension required is attained, rotate the rod end to align the bearing bore with the bearing bore on the opposite end. Reinstall pin at spindle according to the instructions in "Steering Cylinders and Tie Rod, Installation". b. For trucks with adjustable rod ends at both ends of the tie-rod, rotate tie-rod to obtain the required dimension. See chart under Figure 3-20 for "Toe-in Data" 6. Tighten clamp nuts on tie rod to 420 N·m (310 ft lb) torque. Reapply torque to each capscrew and lock nut until the specified torque is maintained.
830E Toe-In Data
cm (in.)
Nominal Tie-rod Length, Radial Tires, 0 mm (0 in.) Toe-in Loaded
365.76 (144.00)
Nominal Tie-rod Length, Bias Ply Tires, 19 mm (0.75 in.) Toe-in Loaded
366.50 (144.29)
Change In Toe-in From Loaded to Empty
0
Change In Toe-in Length with: One Full Turn Of One Rod-end
0.833 (0.328)
Change In Toe-in Length with: One Full Turn Of Double End Tie Rod
1.666 (0.656)
NOTE: Some slight movement of the capscrew heads may be observed during the first couple of checks due to torque tolerance. 7. Install lubrication line(s) to pin ends. 8. Remove blocks from rear wheels.
G03030 1/12
Front Wheel Hub and Spindle
G3-23
NOTES:
G3-24
Front Wheel Hub and Spindle
1/12 G03030
SECTION G4 REAR AXLE HOUSING ATTACHMENT INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4 PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5 ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04023 4/09
Rear Axle Housing Attachment
G4-1
NOTES:
G4-2
Rear Axle Housing Attachment
4/09 G04023
REAR AXLE HOUSING ATTACHMENT PIVOT PIN
Installation 1. Raise pivot eye into position.
Removal 1. Park truck on firm, level surface and block front and rear side of all tires.
2. Be certain spherical bearing inner race (7) is aligned. Install spacers (5, Figure 4-1) and pin (6). 3. Line up cap screw holes in pin with cap screw holes in retainer plate (2). Install cap screws (4).
Truck body must be empty and down against frame before attempting this procedure. 2. Release all brakes. 3. Charge rear suspensions with nitrogen until pistons are fully extended. 4. Place blocks or stands under each frame member beneath the hoist cylinders.
4. Rotate pin and retainer plate to align cap screw holes in frame mounting structure. a. Install cap screws and lockwashers (3). b. Tighten cap screws (3) to 170 N-m (125 ft lbs) torque. c. Tighten cap screws (4) to 2325 N-m (1715 ft lbs) torque.
Blocks must be securely in place before lowering the frame. Check blocks on wheels to make sure they are in place. 5. Release nitrogen out of front suspensions. 6. Release nitrogen out of rear suspensions. 7. Place a jack below the pivot pin to control any downward movement when the pin is removed. 8. Disconnect pin lube line. Remove ground wire between pivot structure and frame. 9. Remove cap screw and lockwasher (3, Figure 4-1). Remove cap screws (4). Remove retainer plate (2). 10. Install puller using tapped holes in head of pin. Remove pin (6). NOTE 1: Placement of a jack between mounting structure and pivot eye may be necessary to push the pivot eye down away from frame structure. Pivot eye may also need to be moved to one side to clear welded spacer. NOTE 2: If the bore for pivot pin (6, Figure 4-1) in mounting structure (1, retainer plate side) has been damaged, a rework procedure to install a sleeve is available. The rework drawing, EG4670, is available in AK4952 Nose Cone Repair Kit.
G04023 4/09
FIGURE 4-1. PIVOT PIN INSTALLATION 1. Mounting Structure 2. Retainer Plate 3. Retainer Cap Screw & Lockwasher 4. Cap Screw (12pt. - G9) & Hardened Flatwasher 5. Bearing Spacer
Rear Axle Housing Attachment
6. Pivot Pin 7. Bearing 8. Bearing Retainer 9. Pivot Eye Structure 10. Bearing Carrier 11. Cap Screw (12pt. - G9 12. Locknut
G4-3
5. Install ground wire and lubrication line. Pressurize lube line to assure bearing receives grease. 6. Charge front suspension as described in Oiling and Charging Procedure, Section H. 7. Charge rear suspensions with nitrogen to fully extend pistons. 8. Remove blocks or stands from beneath the frame.
Assembly 1. Setup an appropriate tool to press spherical bearing (4, Figure 4-2) into bearing carrier (13). Be sure bearing outer race is flush with bearing carrier sides. 2. Install bearing retainers (2) with cap screws (5) and locknuts (6). Tighten cap screws to 488 N-m (360 ft lbs) torque.
9. Release nitrogen from rear suspensions and charge suspensions according to procedure in Oiling and Charging Procedure, Section H.
Before removing blocks from the wheels, make sure parking brake is applied. 10. Remove blocks from wheels.
PIVOT EYE BEARING Disassembly 1. Remove locknuts (6, Figure 4-2) and cap screws (5) and bearing retainers (2). 2. Remove spherical bearing (4) from bearing carrier (3). 3. Inspect all parts for wear or damage. Replace parts showing excessive wear or damage. Spherical Bearing Outer Race O.D.: 222.25 - 222.22 mm(8.75.00 - 8.7488 in.) Bearing Bore I.D.: 152.37 - 152.40 mm (5.9990 - 6.0000 in.) If bearing carrier (3) is damaged or worn, refer to Pivot Eye Repair.
FIGURE 4-2. PIVOT EYE BEARING INSTALLATION 1. Pivot Eye Structure 2. Bearing Retainer 3. Bearing Carrier
G4-4
Rear Axle Housing Attachment
4. Bearing 5. Cap Screw (G9) 6. Locknut
4/09 G04023
PIVOT EYE REPAIR
Disassembly
If damage occurs to the pivot eye (4, Figure 4-3), it may be necessary to remove it from the rear axle structure (1) to facilitate repair and bearing replacement. Removal
1. Remove spherical bearing (4, Figure 4-2) as described in Pivot Eye Bearing, Disassembly. 2. If bearing carrier (3) is damaged or worn, setup an appropriate tool to press bearing carrier out of the pivot eye structure bore. Bearing Carrier (new):
To remove the axle housing pivot eye: 1. Follow all the preceeding instructions for Pivot Pin Removal. NOTE: Be certain axle housing (1) and wheels are blocked securely! 2. Attach a lifting device to the pivot eye (4).
I.D. 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.) O.D. 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.) 3. Inspect pivot eye structure bore for excessive wear or damage. Pivot Eye Bore (new): 247.650 ± 0.013 mm (9.7500 ± 0.0005 in.)
3. Remove cap screws (2) and flatwashers (3). Remove pivot eye to work area. Installation 1. Be certain mating surfaces of axle housing (1, Figure 4-3), and pivot eye (4) are clean and not damaged. 2. Lift pivot eye into position on front of axle housing. Insert several cap screws (2) and flatwashers (3) to align the parts. Remove the lifting device. 3. Install the remaining cap screws and flatwashers. Tighten alternately until the pivot eye is properly seated. Tighten cap screws to 2007 N-m (1480 ft lbs) final torque.
Assembly 1. Setup an appropriate tool to press bearing carrier (3, Figure 4-2) into the bore of the pivot eye structure (1). Be certain the bearing carrier is pressed fully into the pivot eye bore, flush with sides. Lube groove in bearing carrier outer diameter must align with lube fitting hole in pivot eye structure. NOTE: With parts to correct size, the fit of the bearing carrier into the bore of the pivot eye structure may be: 0.025 mm - 0.08 mm (0.0010 in. - 0.0030 in.) interference fit. Freezing the bearing carrier will ease installation. 2. Install spherical bearing (4) as described in Pivot Eye Bearing, Assembly.
FIGURE 4-3. PIVOT EYE ATTACHMENT 1. Rear Axle Structure 2. Cap Screw
G04023 4/09
3. Flatwasher 4. Pivot Eye
Rear Axle Housing Attachment
G4-5
ANTI-SWAY BAR
Disassembly 1. Remove snap rings (4) from bores of both ends of anti-sway bar.
Removal 1. Position frame and final drive case to enable use of a puller arrangement to remove antisway bar pins (7, Figure 4-4) on the rear axle housing and frame. Note that the parts on both ends are identical. 2. Block securely or place stands under each side of frame beneath hoist cylinder mounting area. 3. Remove lubrication lines and position a fork lift to remove anti-sway bar. 4. Remove shoulder bolt (1), flat washer and locknut (2) from both pins. 5. Attach puller and remove pin (3) at each end of the anti-sway bar. 6. Remove anti-sway bar from mount (10). 7. Remove bearing spacers (3).
2. Press out spherical bearing (8). Cleaning and Inspection 1. Inspect bearing bores of anti-sway bar. If bores are damaged, repair or replace anti-sway bar. 2. Inspect bushings for wear, replace if necessary. Remove cap screw (5) and lockwasher (6) if bearing replacement is required. 3. Inspect bearing spacers (3) for damage or wear. Assembly 1. Press in new spherical bearings (8). 2. Install snap rings (4). 3. Press in new bushings. Install cap screw (5) and lockwasher (6). Tighten cap screw (5) to standard torque.
Installation 1. If removed, install cap screw (5, Figure 4-4) and lockwasher (6). Tighten cap screw (5) to standard torque. 2. Start pin (7) in through the front of frame mount (10) and one spacer (3). Rotate the pin to align the bolt hole with the hole in the mounting bracket. 3. Raise anti-sway bar (9) into position and finish pushing pin (7) through to the far side of the spherical bearing. Position other spacer (3) and finish pushing the pin into the other mounting ear. If necessary, realign the bolt hole in the pin with the mounting bracket bolt hole. 4. Install shoulder bolt (1), flat washer and locknut (2). Tighten locknut (2) to a maximum torque of 68 N-m (50 ft lbs). 5. Repeat above procedure to install remaining pin, spacers, and retainer cap screw and locknut. Start the pin into the bore of the rear axle housing from the rear of the truck. 6. Attach lubrication lines. 7. Remove blocks or stands from under frame. 8. Charge suspensions if necessary. Refer to Section H for suspension charging procedure.
G4-6
FIGURE 4-4. ANTI-SWAY BAR INSTALLATION (Typical, Both Ends) 1. Shoulder Bolt 2. Flat Washer & Locknut 3. Bearing Spacer 4. Snap Ring 5. Cap Screw
Rear Axle Housing Attachment
6. Lockwasher 7. Pin 8. Spherical Bearing 9. Anti-Sway Bar 10. Mounting Structure
4/09 G04023
SECTION G5 REAR AXLE HOUSING INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3 WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5 WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 Change/Filter The Gear case Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 Remove And Clean Magnetic Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 Flushing The Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8 Check Gear Case Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
G05025 7/11
Rear Axle Housing
G5-1
NOTES:
G5-2
Rear Axle Housing
7/11 G05025
REAR AXLE HOUSING REAR AXLE HOUSING
6. Hook up lube lines on wheel motors.
Removal
7. Route electrical cables through cable grips on right hand end of axle.
1. Remove the dump body as outlined in Section B. NOTE: It is not necessary to remove the rear axle assembly to service the anti-sway bar or pivot pin. 2. Loosen hose clamps and disconnect wheel motor cooling flexible air duct from connection on front center of housing.
8. Connect electrical cables to motorized wheels inside axle housing using identifications made at removal. 9. Reconnect all brake lines and remaining lube lines. Bleed brake and lube lines. 10. Reconnect wheel motor cooling air duct and clamp securely. 11. Install wheels and tires.
3. Mark and disconnect lube and brake lines from center case. 4. Mark electrical cables for identification and disconnect at wheel motors. Loosen cable grips and pull cables free. 5. Remove rear tires as covered in this section. 6. Remove wheel motors as covered in this section. 7. Block up truck frame and remove rear HYDRAIRÂŽ suspensions as outlined in Section H. 8. Remove pivot pin as outlined previously in this Section. 9. Remove anti-sway bar as outlined earlier in this Section. 10. Move housing from under truck for repair or replacement. Installation 1. Position axle housing under frame. 2. Align pivot pin bores and install pivot pin.
FIGURE 5-1. WHEEL MOTOR REMOVAL AND INSTALLATION
3. Install anti-sway bar. 4. Install rear suspensions, as covered in Section H, Suspensions.
(Shown with the body removed.)
5. Install wheel motors.
G05025 7/11
Rear Axle Housing
G5-3
WHEEL MOTOR
Cleaning and Inspection
Removal 1. Block front wheels to prevent movement. Turn key switch OFF. Wait for 90 seconds to bleed hydraulic pressure from the steering system. Turn the steering wheel to ensure no hydraulic pressure remains. Open the drain valves on the brake accumulators and bleed off hydraulic pressure. 2. Raise the rear of truck, using jack adapter as described in Wheels and Tires, this Section, until tires clear the ground. Use support stands or cribbing to block under rear housing. 3. Remove the inner and outer wheels from wheel motor. Refer to Wheels and Tires, this Section, for wheel removal instructions. 4. Drain oil from wheel motor gear case. NOTE: To aid in assembly tag all lines and electrical connections prior to disassembly.
1. Thoroughly clean the threaded holes and mounting faces of the rear housing and the wheel motor. 2. Inspect the threaded holes in the rear axle housing for damage. Re-tap any holes that have damaged threads. Thoroughly clean any threaded holes that have been re-tapped. 3. Check the mounting faces of the rear axle housing and the wheel motor for surface defects (nicks, scratches, etc). Repair any defects before installing the wheel motor. 4. Check the flatness of both mounting faces of the rear axle housing. Check the flatness at four equally spaced intervals (for example, 0째, 45째, 90째 and 135째). 5. The maximum allowable variation in flatness is 2.29 mm (0.09 in.). Do not use a rear axle housing that does not meet this specification.
5. Disconnect brake, lubrication and electrical connections from wheel motor.
The wheel motors weigh approximately 11,800 kg (26,000 lbs). Make sure lifting device is capable of handling the load safely. 6. Attach a lifting device to wheel motor and take up slack. Figure 5-1 illustrates use of an overhead crane if the body has been removed. Remove cap screws securing wheel motor to rear housing. Refer to appropriate General Electric Service Manual for complete service instructions on electric wheel motor.
G5-4
Rear Axle Housing
7/11 G05025
Installation
1. Apply a 5% molybdenum-disulphide grease to the threaded cap screw holes in the rear axle housing.
Maximum Cap Screw Usage
2. Install two guide pins 180° apart (3 o’clock and 9 o’clock positions) in the rear axle housing.
High tightening force is required to install the cap screws that secure the wheel motors to the rear axle housing. Repeated tightening will result in cap screw fatigue and damage. Do not reuse any wheel motor mounting hardware (cap screws and hardened washers). Replace the hardware after one use. Do not retighten any wheel motor mounting cap screw that has loosened after the truck has been placed into operation. If any wheel motor mounting cap screw has loosened during truck operation, all of the cap screws and hardened washers must be replaced with new hardware.
3. Select the hardware to be installed and inspect each cap screw for rust, corrosion and surface defects on any seat or thread. Do not use any cap screw if a defect is suspected. 4. Lubricate the cap screw threads, cap screw head seats and washer faces with 5% molybdenum-disulphide grease.
NOTE: The special hardened washers that are used in this application may have a punch lip on one side due to the manufacturing process. When placing this washer under the cap screw head, the washers must be installed with the punch lip facing away from the cap screw head to prevent damage to the fillet between the cap screw head and the shank. Refer to Figure 5-2.
The cap screws that are used to secure the wheel motors to the rear axle housing are specially hardened to meet or exceed grade 8 specifications. Replace these cap screws with only new cap screws of the correct hardness. Refer to the appropriate parts book for the correct part number. The use of dry threads in this application is not recommended. Due to the high tightening force that is required to install the wheel motor mounting cap screws, dry threads may cause damage to tools, cap screws or the rear axle housing. Komatsu does not recommend the use of special friction-reducing lubricants, such as Copper Coat, Never-Seez® or other similar products, on the threads of standard fasteners where standard torque values are applied. The use of special friction-reducing lubricants will significantly alter the clamping force during the tightening process. If a special friction-reducing lubricant is used, excessive stress and possible breakage of the fasteners may result.
G05025 7/11
FIGURE 5-2. INSTALLATION OF HARDENED WASHER
Rear Axle Housing
1. Washer
2. Cap Screw
G5-5
The wheel motors weigh approximately 11,800 kg (26,000 lbs). Make sure lifting device is capable of handling the load safely. 5. Lift wheel motor into position on the rear housing. Make sure all cables and lines are clear before installation. (Figure 5-1). 6. Install the lubricated cap screws with flat washers for Group 1. Tighten each cap screw to 542 N·m (400 ft lb). 7. Repeat step 6 for each remaining group in the tightening sequence. Refer to Figure 5-3. 8. After all of the cap screws in all of the groups has been installed and tightened to 542 N·m (400 ft lb), move back to Group 1. Increase the torque on each cap screw in Group 1 to 2 006 N·m (1,480 ft lb). Repeat this step for each remaining group in the tightening sequence. Refer to Figure 5-3.
All propulsion system power cables must be properly secured in wood or other non-ferrous cable clamps. If any clamps are cracked or broken, replace them with new parts. Inspect the cable insulation and replace an entire cable if the insulation is damaged. 9. Open rear hatch (1, Figure 5-4) to access the interior of the axle housing. 10. Connect power cables (3), wheel speed harness (5) and rear frame harness (6) to their appropriate locations on the wheel motor. 11. Connect brake supply hoses (4) to the fittings on the axle housing and brake assemblies. 12. Connect both breathers (2) to the wheel motors. Ensure that there are no sharp bends or kinks in the breather hoses.
FIGURE 5-3. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE
G5-6
Rear Axle Housing
7/11 G05025
13. Check the oil level in each wheel motor. Fill the wheel motor with the recommended oil as necessary. 14. Check the hydraulic tank oil level before and after engine start-up. Service the hydraulic tank oil as necessary. 15. Bleed the service brakes and parking brakes according to the brake bleeding procedure in Section J in the shop manual. 16. Check the hydraulic tank oil level after the brake bleeding procedure. Service the hydraulic tank oil as necessary. 17. Install the tires and rims according to the procedure in this section.
High tightening force is required to install the cap screws that secure the wheel motors to the rear axle housing. Repeated tightening will result in cap screw fatigue and damage. Do not retighten any wheel motor mounting cap screw that has loosened after the truck has been placed into operation. If any wheel motor mounting cap screw has loosened during truck operation, all of the cap screws and hardened washers must be replaced with new hardware.
18. Raise truck, remove support stands. Lower truck and remove jack.
FIGURE 5-4. WHEEL MOTOR INSTALLATION
1. Rear Hatch 2. Breathers
G05025 7/11
3. Power Cables 4. Brake Supply Hoses
Rear Axle Housing
5. Wheel Speed Harness 6. Rear Frame Harness
G5-7
WHEEL MOTOR GEAR OIL
Flushing The Gearbox
Change/Filter The Gear case Oil Due to the use of synthetic oil, replacement or filtration of the oil on a time based interval is not required. The oil should be replaced or filtered based on the oil sample tests of viscosity, element levels and particle size and count. Refer to the drive system shop manual for oil replacement or filtration information. NOTE: Gear case oil should be replaced/filtered on new or rebuilt motorized wheels after the first 500 hours of operation. Thereafter, follow the normal schedule for oil replacement/filtration. Timely and consistent oil sampling, testing of the oil samples, tracking the test results, and interpretation of the test results must be done on motorized wheels. Failure to do so may affect warranty coverage on the components.
Oil Viscosity recommendations have been expanded. Refer to the drive system shop manual for more detailed information on approved oils.
The gearbox may be flushed to remove accumulated debris or external debris contamination. Flushing must be done with same oil normally used in the gearbox. Use of lighter oils or solvents should not be used due to the residual oil or solvent remaining in the gearbox resulting in misleading oil samples after flushing.
Check Gear Case Oil Level The oil level is checked at filler cap (2). Allow the truck to remain stationary for at least 30 minutes to allow all of the oil to drain to the sump before checking. Remove the oil filler cap to ensure the oil level is at the top of the oil sump. Fill plugs (1) can also be used to check oil level. If equipped with a sight gauge, the oil level should be in the middle of the sight gauge. Add oil if the oil level is low. If low, check for leaks that would allow gear case oil to leak. Always fill to the top of the sump. NOTE: Over filling the gear case of the motorized wheel may lead to leaks and seal damage.
NOTE: The highest viscosity oil should be selected unless sustained temperatures are routinely below the rated minimum temperature range of the oil for consecutive multiple days.
Remove And Clean Magnetic Plugs The magnetic plugs (3, Figure 5-5) are located in the center of the sun pinion cover and on the oil sump. The magnetic plugs remove magnetic ferrous material from the gear case oil. Small particles will attach to the magnetic during operation preventing the material from recycling through the gears and bearings. Between oil changes, remove only the magnetic plugs located on the sun pinion cover. Removal of the oil sump magnetic plug will drain the oil from the sump. Refer to the drive system shop manual for detailed information regarding magnetic plugs.
FIGURE 5-5. WHEEL MOTOR 1. Plug - Oil Level 2. Fill Cap - Oil Level
G5-8
Rear Axle Housing
3. Plug - Magnetic
7/11 G05025
SECTION H SUSPENSIONS INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
H01019
Index
H1-1
NOTES
H1-2
Index
H01019
SECTION H2 FRONT SUSPENSION INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4 TURN-OF-THE-NUT Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Upper Mounting Joint - 60° Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6 Lower Mounting Joint - 90° Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8 MINOR REPAIR ONLY (Lower Bearing Structure & Seals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Bearing Structure Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 Bearing Structure Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9 MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11 PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
H02026 10/11
Front Suspensions
H2-1
NOTES:
H2-2
Front Suspensions
10/11 H02026
FRONT SUSPENSION The HYDRAIRÂŽII suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil and gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The front suspension cylinders consist of two basic components; a suspension housing attached to the truck frame and a suspension rod attached to the front spindle. Check valves and orifice dampening holes control suspension travel to provide good ride qualities on haul roads under loaded and empty conditions. The front suspension rods also act as kingpins for steering the truck. The HYDRAIRÂŽII suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
3. Discharge nitrogen pressure from suspension by removing cap from charging valve (5, Figure 2-1). Turn the charging valve swivel nut (small hex) (3, Figure 2-2) counterclockwise 3 full turns to unseat valve seal (DO NOT turn more than three turns). DO NOT TURN LARGE HEX (4) (see DANGER below). Wearing face mask or goggles, depress valve stem until all nitrogen pressure has been relieved.
Ensure only the swivel nut (3) turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside.
Removal 1. Park unloaded truck on hard level surface. Block wheels and apply parking brake. Remove front wheel and tire according to Removal instructions in Section G, Front Tire and Rim. Remove front wheel hub and spindle as covered in Section G. 2. Remove boot clamp and boot from around suspension. Disconnect pressure sensor and wheel speed sensor, if equipped.
FIGURE 2-1. SUSPENSION CAP 1. Cap Structure 2. Sensor Port Plug 3. Charging Valve Guard
H02026 10/11
Front Suspensions
4. Vent Plug 5. Nitrogen Charging Valve
H2-3
4. After all nitrogen pressure has been relieved, loosen large hex (4) and remove charging valve assembly. Discard flat gasket under large hex.
8. Remove nuts (3, Figure 2-3), washers (2) and cap screws (1). 9. Remove nuts (3, Figure 2-3), washers (2) and cap screws (4). 10. Remove cap screws (4), washers (2), and spacers (5). 11. Move suspension to a clean work area for disassembly.
FIGURE 2-2. CHARGING VALVE INSTALLATION 1. Valve Guard 2. Valve Cap 3. Swivel Nut (Small Hex)
4. Valve Body (Large Hex)
5. Place a suitable container under suspension cylinder. Remove bottom drain plug and allow cylinder to drain completely. NOTE: Front HYDRAIRÂŽII suspensions are equipped with lower bearing retainer puller holes. If only rod wiper, rod seals, bearing, O-ring and backup ring replacement is required, it will not be necessary to remove suspension from truck. Refer to Minor Repair Only (Lower Bearing Structure & Seals) for bearing structure removal and installation. 6. If major suspension rebuild is required, continue removal procedure. 7. Attach fork truck or suitable lifting device to suspension. Secure suspension to lifting device.
Installation Use the following procedure for preparing mounting surfaces and mounting hardware. 1. The mounting surface of both the suspension and the frame must be clean and dry. Use a cleaning agent that does not leave a film after evaporation, such as trichlorethylene, tetrachlorethylene, acetone or lacquer thinner.
When using a cleaning agent, follow the manufacturer's instructions for use, proper ventilation and/or use of breathing apparatus. 2. Inspect suspension and frame mounting surfaces and spotfaces for flatness. Surface finish must not exceed 250 (RMS) (medium tool cut). Surface flatness must be within 0.25 mm (0.010 in.).
The front HYDRAIRÂŽII suspension weighs approximately 2 225 kg (4,900 pounds). Be certain the lifting device to be used is of sufficient capacity to handle load.
H2-4
Front Suspensions
10/11 H02026
High tightening torque is required to load the front suspension mounting cap screws. Repeated tightening will result in cap screw fatigue and damage. DO NOT reuse mounting cap screws, washers and nuts. Replace the hardware after each use. Suspension mounting cap screws are specially hardened to meet or exceed grade 8 specifications. Replace only with cap screws of correct hardness. Refer to the appropriate parts book for the correct part numbers.
6. Attach fork truck or lifting device to suspension and mount suspension to the truck frame. The weight of each front suspension cylinder is approximately 2 228 kg (4,912 lb). Ensure shear bar (6, Figure 2-3) is flush with end of suspension keyway. 7. Install fourteen cap screws (1, 4, Figure 2-3) with hardened washers and nuts. (A flatwasher is used under each cap screw head and each nut. See Figure 2-4 for washer installation.) The four bottom holes tapped into suspension housing require cap screws (4) with hardened washers (2), and spacers (5) only.
3. Use new cap screws, washers and nuts everytime the suspension is mounted to the truck. Identify and separate the hardware according to location on the suspension. Refer to Figure 2-4. 4. Clean and dry all cap screws, nuts and washers as stated in Step 1, above. NOTE: The use of dry threads in this application is not recommended. Due to the high tightening forces required to load these cap screws, dry threads may cause damage to tools.
• • • • • •
5. Lubricate cap screw threads, cap screw head seats, washer face, and nut seats with a rust preventive compound. Approved sources are: AMERICAN ANTI-RUST GREASE #3-X from Standard Oil Division of American Oil Company. RUSTOLENE D grease from Sinclair Oil Company. GULF NORUST #3 from Gulf Oil Company. RUST BAN 326 from Humble Oil Company. 1973 RUSTPROOF from the Texas Company. RUST PREVENTIVE GREASE-CODE 362 from the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed above are available for field assembly, use one of the following lubricants: • SAE 30 weight oil. • 5% Molybdenum - Disulphide Grease
FIGURE 2-3. HARDWARE IDENTIFICATION 1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8) 2. Flat Washer - 1 1/2" (G8) 3. Nut - 1 1/2" - 6NC (G8) 4. Cap Screw - 1 1/2" - 6NC x 13" (G8) 5. Spacer 6. Shear Key 7. Part Of Frame
H02026 10/11
Front Suspensions
H2-5
8. The suspension mounting cap screws are now ready for tightening using the Turn-of-the-Nut Tightening Procedure. After completing the tightening procedure, continue with Steps 9-12 below. 9. Charge suspension with dry nitrogen to fully extend suspension piston before installing front wheel hub and spindle. 10. Install wheel, spindle, and tire according to instructions in Section G. 11. Service the suspension. For instructions refer to HYDRAIR®II Oiling and Charging Procedure. 12. Install suspension boot and secure with clamp.
TURN-OF-THE-NUT Tightening Procedure NOTE: The Turn-of-the-Nut tightening procedure was developed for high strength 1 1/2" UNC cap screws (grade 8 or better) in this joint application only. Do not use this tightening method for other joint types or cap screws of lesser grade/size.
1. Initially tighten the hardware to 1 356 ± 136 N·m (1,000 ± 100 lb ft) in the sequence shown in Figure 2-5. Use a properly calibrated torque wrench to ensure accuracy. NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening.
The mounting cap screws will now need to be loosened and then tightened using turn-of-the-nut method. The first set of cap screws to be adjusted will be at the upper mounting joint. The cap screws must be loosened one at time and then tightened by advancing a specified rotational degree. Use the map shown in Figure 2-5 for proper tightening sequence.
Upper Mounting Joint - 60° Advance The proper sequence for the upper mounting joint is 1-2-3-4-9-10. Refer to Figure 2-5. 2. Loosen only the first cap screw. All other cap screws must be maintained at 1 356 ± 136 N·m (1,000 ± 100 lb ft). 3. Tighten the cap screw to 95 N·m (70 lb ft). NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening.
FIGURE 2-4. HARDENED WASHER INSTALLATION 1. Hardened Washer
2. Grade 8 Cap Screw
NOTE: Special hardened flat washers are punched during the manufacturing process, therefore when used under the cap screw head they must be assembled with the inside diameter radius of the hole toward the head (punch lip away from head) to prevent damage to the fillet between cap screw head and shank. See illustration above.
H2-6
Front Suspensions
10/11 H02026
4. Mark a corner of the cap screw head with a paint marker as shown in Figure 2-6. Draw a reference line on the suspension surface next to the marked corner on the cap screw. Draw a reference line on the suspension 60 degrees in advance of the marked corner on the cap screw. 5. Hold the nut at the rear of the joint stationary while tightening. Advance the cap screw to the 60° advance mark.
7. Repeat this process in sequence for the remaining five cap screws in the upper mounting joint. NOTE: If for any reason these fasteners need to be checked for tightness after completing this procedure, loosen and inspect all 14 cap screws and repeat the entire process. The hardware, again, must be cleaned and lubricated before repeating.
6. Make new reference lines along the cap screw, nut and frame at the rear of the joint as shown in Figure 2-7. These reference lines will be used to verify the cap screws have maintained their torque.
FIGURE 2-6.
60 DEGREE ADVANCE
FIGURE 2-7. MAKING
FIGURE 2-5. TIGHTENING
H02026 10/11
REFERENCE LINES
SEQUENCE MAP
Front Suspensions
H2-7
Lower Mounting Joint - 90° Advance The proper sequence for the lower mounting joint is 5-6-7-8-11-12-13-14. Refer to Figure 2-5. 8. Loosen the first cap screw. All other cap screws must remain tight. 9. Tighten the cap screw to 203 N·m (150 lb ft).
13. Repeat this process in sequence for the remaining cap screws in the lower mounting joint. NOTE: If for any reason these fasteners need to be checked for tightness after completing this procedure, loosen and inspect all 14 cap screws and repeat the entire process. The hardware, again, must be cleaned and lubricated before repeating.
NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening.
10. Mark a corner of the cap screw head with a paint marker as shown in Figure 2-8. Draw a reference line on the suspension surface (or frame) next to the marked corner on the cap screw. Draw a reference line on the suspension surface (or frame) 90 degrees in advance of the marked corner on the cap screw.
FIGURE 2-9. MAKING
REFERENCE
Inspection FIGURE 2-8. 90
DEGREE ADVANCE
11. Hold the nut stationary at the rear of the joint (where applicable) while tightening. Then advance the cap screw to the 90° advance mark. 12. Make new reference lines along the cap screw, nut and frame at the rear of the joint as shown in Figure 2-7. For the four cap screws with spacers, refer to Figure 2-9. These reference lines will be used to verify the cap screws have maintained their torque.
H2-8
Visual inspections of the bolted joints are necessary after the truck has been released for use. Inspect the joints at each front suspension at the following intervals: 8 hours, 50 hours, 250 hours, and 500 hours. If the reference lines on the hardware (Figure 2-7 and Figure 2-9) have remained in alignment, the truck may remain in use. If at least one of the cap screws has shown signs of movement, the truck must be taken out of service. The suspension mounting cap screws must be removed, cleaned, and inspected. If any cap screws have any signs of damage, replace all cap screws. Install the cap screws again, according to this installation procedure.
Front Suspensions
10/11 H02026
MINOR REPAIR ONLY (Lower Bearing Structure & Seals) Bearing Structure Removal If only rod seals, O-rings, and backup rings (and if necessary, bearing structure) are to be replaced, refer to steps below for lower bearing structure removal. 1. Remove lower bearing structure cap screws and hardened washers (18 & 19, Figure 2-11). Install pusher bolts into tapped holes in bearing flange. 2. Tighten pusher bolts evenly and prepare to support bearing structure as it exits the suspension housing. Remove bearing (16). 3. Remove wiper (26), rod lip seal (25), and buffer seal (24). Remove O-ring (20) and backup ring (21). Bearing Structure Installation 1. Install new rod buffer seal (24, Figure 2-11), lip seal (25) and rod wiper (26).
When installing backup rings with rod seal (25) and buffer seal (24), be certain radius is positioned toward the seal as shown in Figure 2-8. 2. Install new O-rings (20) and backup rings (21) in their appropriate grooves in the lower bearing structure (16). NOTE: Backup rings must be positioned toward the flange of bearing structure as shown in Figure 2-13. 3. Install temporary, guide bolts to ensure bolt hole alignment as bearing retainer is seated. Lift lower bearing structure (16) assembly into place and carefully start into suspension housing. Install cap screws and hardened washers (18 & 19). Tighten cap screws to 420 N¡m (310 ft lb) torque.
FIGURE 2-10. PISTON ROD REMOVAL 1. Cap Screw 2. Hardened Flatwasher 3. Cap Screw 4. Hardened Flatwasher 5. Plate 6. Upper Bearing Structure 7. Housing 8. Piston
9. Steel Ball (2 ea.) 10. Roll Pin 11. Nut 12. Piston Stop 13. Key 14. O-Ring 15. Backup Ring 16. End Cap Structure
4. Install wheel, tire and spindle assembly. Refer to steps in Section G, Wheel, Tire and Spindle Installation for installation instructions.
H02026 10/11
Front Suspensions
H2-9
MAJOR SUSPENSION REBUILD Disassembly NOTE: Refer to your Komatsu Distributor for HYDRAIR®II repair information and instructions not covered in this manual. 1. With suspension held in a vertical position (end cap up), remove cap screws (1, Figure 2-10) and hardened washers (2). Attach hoist to end cap structure (16) and lift end cap out of suspension housing (7) until piston stop (12) contacts upper bearing structure (6). Remove cap screws (3) and hardened washers (4). Lift cap structure and bearing from housing. 2. Remove roll pin (10), nut (11), piston stop (12) and key (13). Separate cap and bearing. Remove O-rings (14) and backup rings (15). Remove bearing (6). 3. Rotate the suspension 180°. NOTE: Steel balls (9) will fall free when the housing is rotated. 4. Attach lifting device to the piston (8) and carefully lift out of housing.
FIGURE 2-11. SUSPENSION ASSEMBLY 1. Housing 2. Plate 3. Cap Screw 4. Hardened Washer 5. Cap Screw 6. Washer 7. O-Ring 8. Backup Ring 9. Plug (Pressure Sensor Port) 10. Upper Bearing Retainer 11. Piston Stop 12. Nut 13. Roll Pin
14. Steel Check Ball 15. Piston 16. Lower Bearing Structure 17. Plug 18. Cap Screw 19. Hardened Washer 20. O-Ring 21. Backup Ring 22. Key 23. Upper Bearing Structure 24. Rod Buffer Seal 25. Rod Lip Seal 26. Rod Wiper Seal FIGURE 2-11 SUSPENSION ASSEMBLY .
H2-10
Front Suspensions
10/11 H02026
5. Remove cap screws and washers (18 & 19, Figure 2-11). Install pusher bolts and remove lower bearing structure (16). 6. Remove and discard rod wiper seal (26) lip seal (25) and buffer seal (24). Remove and discard O-rings (20) and backup rings (21). 7. If piston (7) has removable plug (1, Figure 2-12) at the bottom, remove cap screw (3), flat washer (4) and retaining plate (5). Push plug (1) to the inside just far enough to remove retaining ring (6). Remove plug from piston. Remove backup ring (7) and O-ring seal (8) from the plug.
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean HYDRAIR® suspension oil (see Oil Specification under “Oiling and Charging Procedure”).
Take care not to damage the machined or plated surfaces, O-rings or seals when installing piston assembly. When installing backup rings with rod lip seal (25) and buffer seal (24), ensure radius is positioned toward the seal as shown in Figure 2-11. 1. If piston (15, Figure 2-11) has removable plug (1, Figure 2-12) at the bottom, install new O-ring seal (8) and backup ring (7) on the plug. Thoroughly lubricate O-ring (8) and backup ring (7). Install plug (1) into piston just far enough to expose retaining ring groove. Install retaining ring (6). Install retaining plate (5), flat washer (4) and cap screw (3). Tighten the cap screw to 122 N·m (90 ft lb). 2. Install new rod buffer seal (24, Figure 2-11), lip seal (25), and rod wiper (26).
FIGURE 2-12. PISTON PLUG 1. Piston Plug 2. Drain Plug 3. Cap Screw 4. Flat Washer
5. Retaining Plate 6. Retaining Ring 7. Backup Ring 8. O-Ring Seal
3. Install new O-rings (20) and backup rings (21) in their appropriate grooves in the bearing structure (16). NOTE: Backup rings (21) must be positioned toward bearing retainer bolt flange as shown in Figure 2-13, item (2). 4. Install lower bearing structure (16, Figure 2-11) into lubricated suspension housing. Install cap screws and hardened lockwashers (18 & 19) through retainer flange and into tapped holes in housing. Tighten to 420 N·m (310 ft lbs) torque. 5. Install new backup rings and O-rings (14 & 15, Figure 2-10) in end cap grooves. Backup rings must be positioned toward the flange on the end cap.
H02026 10/11
Front Suspensions
H2-11
9. Install upper bearing structure (6) onto piston rod. Secure bearing in place with NEW cap screws (3) and hardened washers (4). Tighten cap screws to 678 N·m (500 ft lb) torque. NOTE: ALWAYS use new cap screws (3, Figure 210) during assembly. Used cap screws will be stressed and fatigued because of loads imposed on these cap screws during operation.
10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With suspension housing in a vertical position, carefully lower the piston rod and end cap assembly into the bore of the cylinder housing to its fully retracted position 11. Install cap screws and hardened washers (1 & 2) and tighten to 420 N·m (310 ft lb) torque. FIGURE 2-13. BACKUP RING PLACEMENT 1. O-Ring 2. Backup Ring
3. Bearing Structure
12. Install bottom plug (17, Figure 2-11) and tighten to 17.5 N·m (13 ft lb) torque. 13. Install charging valve. Tighten valve body (large hex) to 23 N·m (17 ft lbs) torque.
6. Slide upper bearing structure (6) over end cap structure rod. 7. Install key (13) and piston stop (12) on end cap structure rod. Ensure piston stop is fully seated against the rod shoulder. Install locknut (11) against piston stop. Tighten locknut one half turn further, until hole for the roll pin (10) is in alignment. Install roll pin. 8. Attach a lifting device to top side of end cap assembly. Lower assembly down on piston (8). Insert steel balls (9) in holes in piston prior to fully seating bearing on top of piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly.
14. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs) torque. Install valve cap (1) and tighten finger tight. If a new charging valve is being used, tighten swivel nut to 15 N·m (11 ft lbs) torque, then loosen and retighten swivel nut to 15 N·m (11 ft lbs) torque. Again loosen swivel nut and retighten to 6 N·m (50 in. lbs) final torque. 15. Install remaining plugs and/or pressure sensor. 16. Pressure test according to instructions on the following page. If a leak is detected, the suspension must be repaired. Do not pressure test the suspension with oil inside. 17. After a successful pressure test, add approximately 89.7 l (23.7 gal) of suspension oil. 18. Apply rust preventative grease to any exposed machined surfaces.
H2-12
Front Suspensions
10/11 H02026
PRESSURE TEST After rebuild is complete, suspension assembly should be tested for leakage.
6. After the test is complete, remove the assembly from the water tank. 7. Release the air or nitrogen pressure. Do not remove the charging valve from the suspension. 8. Remove the suspension from the containment device.
The entire suspension assembly must be placed in a containment device that will keep the suspension piston in the retracted position and prevent it from extending during pressurization. Make sure that the containment device is capable of withstanding the applied force. 1. Collapse the suspension until the piston is fully retracted in the housing. 2. Ensure that the charging valve and all plugs are installed.
9. Install charging valve guard. 10. If suspension is to be stored, install suspension oil prior to storage. (Refer to Front Suspension Oiling this section.) 11. Protect exposed chrome surface to prevent damage during storage and handling. 12. Protect remaining exposed, machined surfaces with a rust preventive grease.
3. Place the suspension assembly in a containment device that will prevent rod extension during the pressure test. Attach the pressurization line to the charging valve. 4. Submerge the entire assembly in the water tank. 5. Using air or nitrogen, pressurize suspension to 7 585 Âą 1 380 kPa (1,100 Âą 200 psi) through the charging valve and maintain pressure for twenty (20) minutes minimum. ď ą No leakage is permissible.
H02026 10/11
Front Suspensions
H2-13
NOTES:
H2-14
Front Suspensions
10/11 H02026
SECTION H3 REAR SUSPENSIONS INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5 ROD DOWN SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8 PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10 Suspension pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
H03029
Rear Suspensions
H3-1
REAR SUSPENSIONS The HYDRAIRÂŽ II suspensions are hydro-pneumatic components containing oil and nitrogen gas. The oil an gas in the four suspensions carry the gross truck weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two basic components; a suspension housing attached to the rear axle housing, and a suspension rod attached to the frame.
Removal
The HYDRAIRÂŽ II suspension cylinder requires only normal care when handling as a unit. However, after being disassembled these parts must be handled carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be completely clean during assembly.
TABLE 1. TOOL LIST FOR SUSPENSION PIN REMOVAL Part Number
Description
Quantity
EJ2847
Pin Removal Tool
2
EJ2848
Cylinder
1
EJ2849
Hand Pump
1
EJ2850
Shackle
2
VN2707
Cap Screw (0.625-11UNC x 2.75 in.)
4
NOTE: Suspension mounting pins must contain threaded holes at the inboard end of each pin in order to use the removal tools listed above. If the pins do not contain the necessary holes, new pins may be purchased, or a rework of the pins is necessary. Refer to Figure 3-5 for pin rework details. 1. Remove hose clamp (3, Figure 3-1,)and rubber shield. 2. Remove charging valve cap (1, Figure 3-2,). Loosen small hex (4) on charging valve and turn counterclockwise three full turns to unseat valve seal. Connect suspension charging kit.
Ensure that only the swivel nut turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 3. If necessary, charge the suspension to be removed with dry nitrogen until the rod is exposed approximately 127 mm (5.0 in.).
FIGURE 3-1. REAR SUSPENSION INSTALLATION 1. Mounting Pins 2. Suspension Cylinder
H3-2
3. Hose Clamp 4. Rubber Shield
Rear Suspensions
H03029
4. Place stands or cribbing under the truck frame at each hoist cylinder mount 5. Open valve on suspension charging kit to release nitrogen from the suspension. Disconnect charging kit.
9. Install pin removal tool (1, Figure 3-4,) to each lower pin using the cap screws listed in Table 1. Tighten the cap screws to 240 ± 24 Nm (177 ± 17 ft lbs).
6. Disconnect lubrication lines. Disconnect pressure sensor cable. 7. Position a fork lift under the suspension housing, above the lower mounting pin. Secure suspension to fork lift. NOTE: The mounting arrangement for the top and bottom pins are identical. 8. Remove locknuts (9, Figure 3-3,) and shoulder bolts (6) at upper and lower pins (7) just on the suspension cylinder to be removed.
The rear HYDRAIR®II suspension weighs approximately 1 088 kg (2,400 lbs). Ensure that the capacity of the lifting device used is sufficient for lifting this load. 10. Position a fork lift (or other suitable lifting device) under the suspension to be removed and secure it to the lifting device. 11. Attach both shackles (2) to cylinder (3). 12. Attach each shackle to pin removal tools (1).
.
FIGURE 3-2. NITROGEN CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring
FIGURE 3-3. SUSPENSION MOUNTING PIN (Typical, Top and Bottom) 1. Cap Screw 2. Washer 3. Bearing Spacer 4. Bearing 5. Sleeve
H03029
Rear Suspensions
6. Shoulder Bolt 7. Pin 8. Retainer Ring 9. Locknut 10. Washer
H3-3
17. Remove the cylinder from the truck. Clean the exterior of the suspension thoroughly and move to a clean work area for disassembly.
Do not exceed 10 tons of force when applying pressure to the cylinder. Damage to the tool or suspension components, as well as personal injury to maintenance personnel, may result.
18. If it is necessary to remove the remaining rear suspension cylinder, insert the pins back into the upper and lower mountings. 19. Secure the pins using locking cap screws (4), and repeat the removal process for the remaining suspension cylinder.
13. Apply pressure to the cylinder using the hand pump (not shown). 14. When the cylinder reaches the end of its stroke, remove one of the shackles from the cylinder and connect the cylinder shackle directly to the pin removal tool. This is necessary to pull the pin the remaining distance. 15. Remove the pin from the lower mounting. 16. Install the tool on the upper pins and repeat the pin removal process. (If the pin does not contain the necessary puller holes, an alternative removal method is needed.)
FIGURE 3-5. SUSPENSION PIN REWORK
FIGURE 3-4. REAR SUSPENSION PIN REMOVAL TOOL 1. Pin Removal Tool 2. Shackle
H3-4
3. Cylinder 4. Cap Screw
Rear Suspensions
H03029
Installation NOTE: Do not mix rod up with rod down designed suspensions on the same truck. Both rear suspensions must be of the same type.
1. Inspect mounting bore sleeves (5, Figure 3-3) and bearing spacers for damage or wear. Check fit of pins in bores prior to installing suspension. If necessary, replace sleeves (5). Install cap screw (1) and washer (2). Tighten cap screw (1) to standard torque. 2. Secure suspension to fork lift and raise into position. (Suspension assembly should be retracted as far as possible prior to installation.) 3. Position top suspension eye with its spherical bearing, between the ears on the frame as shown in Figure 3-3. Ensure that the upper and lower mounting eyes are aligned and the vent plugs are positioned to the rear. 4. Lubricate pin (7), and align the bolt hole in the pin with the hole in the frame and drive the pin in far enough to hold it in position. 5. Insert bearing spacer (3) and continue to drive the pin in through the spherical bearing. Insert remaining bearing spacer (3) and continue to drive the pin in until the bolt hole in the pin is aligned with the hole in the frame.
H03029
6. Install shoulder bolt (6), washer (10) and locknut (9). Tighten the locknut to 68 Nm (50 ft lbs). The shoulder bolt should be free to move, not tight after the locknut is tightened. 7. Lower the suspension housing until the lower mount bearing aligns with the bore in the rear axle housing and repeat the above procedure to install the bottom pin. The parts in the top and bottom joint are identical. 8. Install the nitrogen charging kit and add nitrogen to raise frame off stands or cribbing, or use a lifting device if available. 9. Connect lubrication lines. Connect pressure sensor. 10. Service the suspension with oil and nitrogen. For instructions, refer to HYDRAIRÂŽ II Oiling and Charging Procedure, this section. 11. Install rubber sheild (4, Figure 3-1) with hose clamp (3). 12. Re-calibrate the payload meter system. Anytime a suspension is serviced, the pressures inside the cylinder changes, which will affect the accuracy of the payload meter.
Rear Suspensions
H3-5
ROD DOWN SUSPENSION
Cleaning and Inspection
Use the following procedure to service rod down suspension assemblies. Disassembly
1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after evaporation, such as Trichlorethylene, Acetone or Lacquer Thinner.
NOTE: The suspension should be placed in a fixture which will allow it to be rotated 180° vertically. 1. Place the suspension in a holding fixture with piston rod (8, Figure 3-6) facing down. 2. If equipped, remove charging valve cover (19). 3. If equipped, remove hose clamp and rubber protection shield. 4. Depress charging valve stem to insure all nitrogen gas pressure has been released prior to removing charging valve. Wear face mask or goggles while relieving nitrogen gas. Suspension parts may move down while the nitrogen is being discharged. After all nitrogen gas has been released, remove charging valve. Remove and discard charging valve gasket (10). 5. Remove plugs (22) to drain the oil. Be prepared to catch approximately 51.1 l (13.5 gal) of oil. 6. Rotate the suspension 180° so the piston rod (8) is facing up.
When using cleaning agents follow the solvent manufacturer's instructions.
2. Dry all parts completely using only dry, filtered compressed air and lint free wiping materials. 3. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches, nicks or other defects. Replace or repair any damaged parts. 4. Inspect check balls (16, Figure 3-7). If damaged, piston (8) must be replaced. NOTE: If other repairs are necessary, refer to your local Komatsu distributor for repair information and instructions not covered in this manual.
7. Remove vent plug (2) and plug (20). Remove pressure sensor or plug (21). Some additional oil may leak out. 8. Remove cap screws (6) and flat washer (7). 9. Attach an overhead lifting device to piston (8). Pull piston assembly from housing (1). Bearing retainer (5) will come out with piston (8). Additional oil may drain out at this time. NOTE: Bearing retainer (5) has two threaded holes (3/4 “- 10UNC) that can be used as pusher holes, or to attach a lifting device. 10. Place piston assembly on a work bench. Slide bearing retainer (5) off of piston (8). 11. Remove and discard wiper seal (15), rod lip seal (14), buffer seal (13), O-ring (11), and backup ring (12) from bearing retainer. 12. Remove and discard bearings (3) and (4). 13. If the spherical bearings (6, Figure 3-3) require replacement, remove the retainer rings (5). Press bearing out of bore.
H3-6
FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD DOWN) 1. Housing 2. Vent Plug 3. Bearing 4. Bearing 5. Bearing Retainer 6. Cap Screw 7. Flat Washer 8. Piston 9. Charging Valve 10. Gasket 11. O-Ring 12. Back-Up Ring
Rear Suspensions
13. Buffer Seal 14. Lip Seal 15. Wiper Seal 16. Cap Screw 17. Lock Washer 18. Flat Washer 19. Cover 20. Plug 21. Plug (Sensor Port) 22. Plug
H03029
FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD DOWN)
H03029
Rear Suspensions
H3-7
Assembly Assembly must be accomplished in a clean, dust free work area. All parts must be completely clean, dry and free of rust or scale. Lubricate all interior parts and bores with fresh suspension oil. (See Oil Specifications under Oiling and Charging Procedure in this section). As an alternative, coat seals, wiper and bearing with a light coat of petroleum jelly. 1. If removed, install the spherical bearing (6, Figure 3-3) in the eye of the piston rod and of the cylinder housing. 2. Place the ring retainers (5) in position to secure the bearings. 3. Install wiper seal (15, Figure 3-7). When installing rod lip seal (14), ensure white marking (17) is positioned as shown. 4. Install buffer seal (13). Ensure white marking (17) is positioned as shown. 5. Install backup ring (12) and O-ring (11). Ensure the O-ring is positioned as shown in Figure 3-7.
12. Thoroughly lubricate O-ring seal (11) with petroleum jelly. Use a suitable lifting device, lift up the piston assembly and install inside of housing (1). Use care during piston installation to prevent damage to machined and chrome surfaces. 13. Fully install bearing retainer down into housing. After bearing retainer (5) is fully seated, install cap screws (6) with flat washers (7). Tighten the cap screws to 420 Nm (310 ft lbs). NOTE: Cap Screws (6) are grade 8 specification.
14. Install plug (20, Figure 3-6) and vent plug (2). Install pressure sensor or plug (21). Install protective cover (19). 15. Using new gasket, install charging valve. Tighten large hex of charging valve to 23 Nm (17 ft lbs). If a new charging valve is being used, tighten the swivel nut to 15 Nm (11 ft lb), then loosen and retighten the swivel nut to 15 Nm (11 ft lb). Loosen the swivel nut again, then retighten it to 6 Nm (50 in. lb). Install the valve cap fingertight.
6. Install bearing (4) inside bearing retainer (5). Thoroughly lubricate the bearing with suspension oil so it is entirely wet. 7. Install bearing (3) on piston (8). Thoroughly lubricate the bearing with suspension oil so it is entirely wet. 8. Position piston (8) standing upright with the eye on top. Thoroughly lubricate the top portion of the machined surface of the piston with suspension oil.
16. Do not add any oil to the suspension if it is to be tested. Test the suspension cylinder for leaks. Refer to the Pressure Test at the end of this chapter for detailed information. 17. After a successful pressure test:
9. Lubricate seals (13), (14) and (15) inside the bearing retainer with petroleum jelly. 10. Use a suitable lifting device, carefully install bearing retainer (5) down over the piston. Use care to not damage any seals. Slide bearing retainer part way down on the piston. NOTE: Bearing retainer (5) has two threaded holes (3/4 â&#x20AC;&#x153;- 10UNC) that can be used to attach a lifting device.
a. If the suspension is to be stored, add one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put back into service. Also apply rust preventative grease to any exposed machined surfaces. b. If suspension is to be placed back into service right away, add suspension oil to the suspension. Refer to the oiling procedure.
11. Place suspension housing (1) in a fixture so the open end is facing up. Thoroughly lubricate the inside of the housing with suspension oil.
H3-8
Rear Suspensions
H03029
FIGURE 3-7. REAR SUSPENSION ASSEMBLY (ROD DOWN) 1. Housing 2. Vent Plug 3. Bearing 4. Bearing 5. Bearing Retainer 6. Cap Screw
H03029
7. Flat Washer 8. Piston 9. Charging Valve 10. Gasket 11. O-Ring 12. Back-Up Ring
Rear Suspensions
13. Buffer Seal 14. Lip Seal 15. Wiper Seal 16. Ball Check 17. White Marking
H3-9
PRESSURE TEST
6. Maintain pressure for a minimum of 20 minutes and check for bubbles at the following locations:
Suspension pressure test
• Housing bearing/housing joint
The suspension assembly should be tested for leakage after rebuild procedures are completed. If leakage occurs, the cause of the leakage must be identified, and repaired before the suspension is installed on the truck.
• Piston/piston seal area • Charging valve and plugs If any leakage is detected, the suspension must be repaired. 7. After the test is complete, remove the assembly from the water tank.
The entire suspension assembly must be placed in a containment device that will keep the suspension piston in the retracted position and prevent it from extending during pressurization. Make sure that the containment device is capable of withstanding the applied force. 1. Collapse the suspension until the piston is fully retracted in the housing. 2. Ensure that the charging valve and all plugs are installed. 3. Place the suspension assembly in a containment device that will prevent rod extension during the pressure test. Attach the pressurization line to the charging valve. 4. Submerge the entire assembly in the water tank.
8. Release the air or nitrogen pressure. Do not remove the charging valve from the suspension. 9. Remove the suspension from the containment device. 10. If the suspension is to be stored, add one liter (two pints) of a rust preventive oil inside the suspension. This oil must be drained when the suspension is put back into service. Also apply rust preventative grease to any exposed machined surfaces. 11. Store the suspension in a collapsed position to protect the piston chrome surface until it is installed on a truck.
5. Pressurize the suspension with air or nitrogen to 690 ± 138 kPa (100 ± 20 psi).
H3-10
Rear Suspensions
H03029
SECTION H4 OILING AND CHARGING PROCEDURE
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1 OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3 HYDRAIR® CHARGING KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4 SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS . . . . . . . . . . . . . . . . . . . . . H4-5 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5 Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7 REAR SUSPENSION - ROD DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9 Rear Suspension Oiling (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9 Rear Suspension Nitrogen Charging (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-11 OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-13
H04028
Oiling and Charging Procedures
H4-1
NOTES:
H4-2
Oiling and Charging Procedures
H04028
OILING AND CHARGING PROCEDURE GENERAL These procedures cover the Oiling and Charging of HYDRAIR®II suspensions on Komatsu Electric Drive Dump Trucks. Suspensions which have been properly charged will provide improved handling and ride characteristics while also extending the fatigue life of the truck frame and improving tire wear. Any time the suspensions are recharged, the calibration of the Payload Meter system is affected. Refer to the Payload Meter III ™ section and perform a “Clean Truck Tare”. This will ensure accurate payload records. NOTE: Inflation pressures and exposed piston lengths are calculated for a normal truck gross vehicle weight (GVW). Additions to truck weight by adding body liners, tailgates, water tanks, etc. should be considered part of the payload. Keeping the truck GVW within the specification shown on the Grade/ Speed Retard chart in the operator cab will extend the service life of the truck main frame and allow the HYDRAIR®II suspensions to produce a comfortable ride.
All HYDRAIR®II suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly handled. Follow all safety instructions, cautions, and warnings provided in the following procedures to prevent any accidents during Oiling and Charging.
For best results, HYDRAIR® II suspensions should be charged in pairs (fronts together and rears together). If rears are to be charged, the fronts should be charged first. NOTE: For longer life of suspension components, a Friction Modifier should be added to the suspension oil. See Specifications Chart, Figure 4-7 at the end of this chapter. NOTE: Set up dimensions specified in the charts must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.
EQUIPMENT LIST •
HYDRAIR® Charging Kit
•
Jacks and/or Overhead Crane
•
Support Blocks (Front and Rear) for: Oiling Height Dimensions Nitrogen Charging Height Dimensions
•
HYDRAIR® Oil (See Specifications Chart)
•
Friction Modifier (See Specifications Chart)
•
Dry Nitrogen (See Specifications Chart)
If both front and rear suspension are to be serviced at the same time, service the front suspensions first. Do not remove the front suspension nitrogen charging blocks until after the rear suspensions have been completely serviced.
Proper charging of HYDRAIR®II suspensions requires that three basic conditions be established in the following order: 1. Oil level must be correct. 2. Suspension piston rod extension for nitrogen charging must be correct. 3. Nitrogen charge pressure must be correct.
H04028
Oiling and Charging Procedures
H4-3
HYDRAIR® CHARGING KIT Assemble service kit as shown in Figure 4-1 and attach to container of pure dry nitrogen (8). Installation of Charging Kit 1. Remove protective covers and charging valve caps from suspensions to be charged. 2. Turn "T" handles (1, Figure 4-1) of adapters (2) completely counterclockwise.
5. Attach charging valve adapters (2) to each suspension charging valve stem. 6. Turn "T" handles (1) clockwise (this will depress core of charging valve and open the gas chamber of the suspension). 7. Open both outlet valves (3). NOTE: By selective opening and closing of outlet valves (3), and inlet valve (4), suspensions may be charged separately or together.
3. Ensure outlet valves (3) and inlet valve (4) are closed (turned completely clockwise). 4. Turn swivel nut (small hex) on charging valve three full turns counterclockwise to unseat the valve.
Removal of Charging Kit 1. Close both outlet valves (3). 2. Turn "T" handles (1) counterclockwise to release charging valve cores. 3. Remove charging valve adapters (2) from charging valves. 4. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs) torque. Install valve cap (1) and tighten finger tight. If a new charging valve is being used, tighten swivel nut to 15 N·m (11 ft lbs) torque, then loosen and retighten swivel nut to 15 N·m (11 ft lbs) torque. Again loosen swivel nut and retighten to 6 N·m (50 in. lbs) final torque. Install valve cap (1) and tighten finger tight. 5. Install charging valve caps and protective covers on both suspensions.
FIGURE 4-1. HYDRAIR® CHARGING KIT NOTE: Arrangement of parts may vary from illustration above, depending on Charging Kit P/N. 1. “T” Handle Valve 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas (Specifications Figure 4-7)
H4-4
Oiling and Charging Procedures
H04028
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the correct exposed piston rod extensions.
Rear support blocks for nitrogen charging are no longer necessary. Rear suspensions still require support blocks for oil charging. Exposed piston rod extensions are specified for both oil level and nitrogen charging for HYDRAIRÂŽII suspensions. These dimensions are listed in the Tables below Figures 4-2 and 4-4. Measure dimensions from the face of the cylinder gland to the machined surface on the spindle at the front suspension. Measure from the face of the cylinder gland to the piston flange at the rear suspension. Support blocks may be made in various forms. Mild steel materials are recommended for front suspensions. Square stock or pipe segments [1 in. (25 mm) minimum] may be used. Blocks must be capable of supporting the weight of the truck during oiling and charging procedures while avoiding contact with plated surfaces and seals on the suspension. Refer to Figure 4-2 for front suspension support block placement and Figure 4-4 for rear support block placement.
FRONT SUSPENSION 1. Park the unloaded truck on a hard, level surface. Place the directional control lever in PARK. Place wheel chocks in front and behind two rear tires to prevent roll away. NOTE: Do not place wheel chocks around front tires. The front tires will roll forward and backward a small amount as the suspension travels up and down during the suspension charging process. 2. Thoroughly clean area around the charging valve on the suspensions. Remove the protective covers from the charging valves.
All HYDRAIRÂŽII suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly handled. Follow all the safety notes, cautions and warnings in these procedures to prevent accidents during servicing and charging. Front Suspension Oiling
When blocks are in place on a suspension, they must be secured with a strap or other means to avoid accidental discharge. An unsecured block could fly loose as weight is applied, presenting the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead clearance may be reduced rapidly and suddenly when nitrogen pressure is released! NOTE: For longer life of suspension components, a Friction Modifier should be added to the suspension oil. See Specifications Chart, Figure 4-7 at the end of this chapter.
H04028
Oiling and Charging Procedures
H4-5
1. Position and secure oiling height dimension blocks in place (Figure 4-2). When nitrogen pressure is released, suspensions will lower to rest on the blocks. Ensure the blocks do not mar or scratch the plated surfaces of the pistons or damage wiper seals in the lower bearing retainer. Support blocks must seat on the spindle and the cylinder housing. The blocks should be positioned 180° apart to provide stability.
Wear a face mask or goggles while relieving nitrogen pressure. 2. Remove charging valve cap. Turn the charging valve swivel nut (small hex) counterclockwise three full turns to unseat valve seal. DO NOT TURN LARGE HEX. The charging valve body has a bleeder groove in its mounting threads but for safety of all personnel the valve body MUST NOT be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen has been vented to the atmosphere, the suspension should have collapsed slowly and be seated solidly on the support blocks.
FIGURE 4-2. FRONT SUSPENSION
4. Remove top fill plug next to the charging valve (Figure 4-2). 5. Fill the suspension with clean HYDRAIRÂŽ oil (with 6% friction modifier) until the cylinder is full to the top of the fill plug bore. Drip pans should be used and all spillage cleaned from outside of the suspension. Allow the suspension to stand for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Install a new fill plug O-ring, and install the plug.
TABLE 1: FRONT SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
CHARGING HEIGHT
CHARGING PRESSURE
25.4 mm (1.0 in.)
229 mm (9.00 in.)
*2 696 kPa (391psi)
* Charging pressures are for reference only and may vary depending on body weights.
NOTE: The front suspension holds approximately 89.7 l (23.7 gal) of oil.
H4-6
Oiling and Charging Procedures
H04028
Front Suspension Nitrogen Charging
2. Tighten valve body (large hex, 6) to 23 N·m (17 ft lbs) torque. The valve swivel nut (small hex, 4) must be unseated by turning counterclockwise three full turns.
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. Clearances under the truck may be suddenly reduced. 1. If removed, install the charging valve with new O-ring (9, Figure 4-3). Lubricate the O-ring with clean HYDRAIR®oil.
Dry nitrogen is the only gas approved for use in HYDRAIR®II suspensions.Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-7). 3. Install HYDRAIR® Charging Kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit. 4. Charge the suspensions with nitrogen gas to a height just high enough to install the nitrogen charging blocks, but not to exceed 27.9 cm (11 in). Close inlet valve (4, Figure 4-1). 5. Remove the oiling blocks from the suspensions and install the nitrogen charging blocks. Secure the blocks to prevent accidental dislodging. NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals when installing the blocks.
FIGURE 4-3. CHARGING VALVE 6. Remove the center hose from manifold (6). 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring Be aware when relieving nitrogen gas, the truck may drop suddenly onto the charging blocks. 7. To lower the truck onto the charging blocks, open inlet valve (4) until the pressure has dropped below the pressure listed in Table 1, and then close the valve. 8. Install the center hose to manifold (6).
H04028
Oiling and Charging Procedures
H4-7
9. Charge the suspensions to the pressure listed in Table 1. DO NOT use an overcharge of nitrogen to lift the suspensions off of the charging blocks. 10. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes in order to allow the pressures in the suspensions to equalize. 11. Close outlet valves (3) and remove charging kit components. Refer to Removal of Charging Kit. 12. If charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs) torque. Install valve cap (1) and tighten finger tight. If a new charging valve is being used, tighten swivel nut to 15 N·m (11 ft lbs) torque, then loosen and retighten swivel nut to 15 N·m (11 ft lbs) torque. Again loosen swivel nut and retighten to 6 N·m (50 in. lbs) final torque. Install valve cap (1) and tighten finger tight.
Any time the suspensions are recharged, the calibration of the Payload Meter system is affected. Refer to the Payload Meter III ™ section and perform a “Clean Truck Tare”. This will ensure accurate payload records. The front HYDRAIR® suspensions are now ready for operation. Visually check the extension with the truck both empty and loaded. Record the extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston. Operator comments on steering response and suspension rebound should also be noted.
NOTE: The empty ride height may be less than the charging ride height. Also, the suspension height between the left and right suspensions may not always be the same due to the fuel level in the fuel tank.
13. Install protective guard over charging valve. NOTE: If the rear suspension are to be serviced at this time, leave the nitrogen charging blocks in place on the front suspensions until after the rear suspensions are completely serviced.
14. Raise the truck body in order to extend the front suspensions and allow for removal of the nitrogen charging blocks. Ensure that sufficient overhead clearance exists before raising the body. If the suspensions do not extend after raising the body, turn the steering wheel left and right in very small movements several times. If the suspensions still do not extend enough to allow for removal of the blocks, use a crane or floor jacks to raise the truck and remove the blocks.
H4-8
Oiling and Charging Procedures
H04028
REAR SUSPENSION - ROD DOWN Follow the steps below for servicing suspensions with the piston rod facing down. For trucks where the piston rod is up, refer to REAR SUSPENSION -ROD UP.
Rear Suspension Oiling (Rod Down Only) 1. Position and secure oiling support blocks (2, Figure 4-4) in place so the blocks are seated between main frame (1) and rear axle housing (3). A block should be used on both the left and right sides of the truck.
Do not mix rod up with rod down designed suspensions on the same truck. Both rear suspensions must be of the same type.
1. Park the unloaded truck on a hard, level surface. Move the directional control lever to the PARK position. 2. Place wheel chocks in front and behind two sets of rear wheels to prevent roll away. NOTE: Do not place wheel chocks around front tires. The front tires will roll forward and backward a small amount as the suspension travels up and down during the suspension charging process. 3. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. Remove the hose clamp and the rubber cover from the suspension housing. NOTE: For longer life of suspension components, a Friction Modifier must be added to the suspension oil. See Specifications Chart, Figure 4-6 at the end of this chapter.
FIGURE 4-4. REAR SUSPENSION 1. Main Frame 2. Oiling Support Block
3. Rear Axle Housing
TABLE 2: REAR SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
CHARGING HEIGHT
CHARGING PRESSURE
54.2 mm (2.13 in.)
270 mm (10.63 in.)
*1 186 kPa (172psi)
* Charging pressures are for reference only and may vary depending on body weights.
H04028
Oiling and Charging Procedures
H4-9
6. Install the vent plug and pressure sensor onto the suspension. 7. Install a new O-ring onto the charging valve. Lubricate the O-ring with clean Hydrair II oil. Ensure all personnel are clear and support blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or goggles when venting nitrogen.
8. Install the charging valve onto the suspension. Tighten valve body (6, Figure 4-3) to 23 Nm (17 ft lb).
2. Remove charging valve cap. Turn the charging valve swivel nut (small hex) counterclockwise three full turns to unseat valve seal. DO NOT TURN LARGE HEX. The charging valve body has a bleeder groove in its mounting threads, but for safety of all personnel, the valve body MUST NOT be loosened until ALL nitrogen pressure has been vented from the suspension. 3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to atmosphere, loosen and remove the fill plug. The suspension should have collapsed slowly as gas pressure was released. Truck weight is now supported by the support blocks. 4. Adjust oiling support blocks (2, Figure 4-4) to obtain the oiling height dimension shown in Table 3. NOTE: Use a plastic tube to help bleed off trapped air inside the piston. 5. Remove vent plug (2, Figure 4-5), pressure sensor (3), and charging valve (4). Use one of the open ports to fill the suspension with clean HYDRAIRÂŽ Oil (with 6% friction modifier). Fill until clean oil seeps from the open ports. Use drip pans should be used and all spillage cleaned from the outside of the suspension. Allow the suspension to settle for at least 15 minutes to clear any trapped nitrogen and bubbles from the oil. Add more suspension oil if necessary.
FIGURE 4-5. REAR SUSPENSION 1. Main Frame 2. Vent Plug / Fill Port 3. Pressure Sensor / Fill Port
4. Charging Valve / Fill Port 5. Rear Axle Housing
NOTE: The rear suspension holds approximately 51.1 l (13.5 gal) of oil.
H4-10
Oiling and Charging Procedures
H04028
Rear Suspension Nitrogen Charging (Rod Down Only)
3. Install HYDRAIR® Charging Kit and a bottle of pure dry nitrogen. Refer to Installation of Charging Kit. 4. Charge the suspensions with nitrogen gas to 38 mm (1.5 in.) greater than the charging height listed in Table 3.
Lifting equipment (overhead or mobile cranes, or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Be certain that all personnel are clear of lift area before lift is started. Clearances under the truck may be suddenly reduced.
5. Remove the oiling charging blocks.
Be aware when relieving nitrogen gas, the truck may lower suddenly.
Ensure the automatic apply circuit has not applied the service brakes during truck maintenance. If the front brakes are applied during rear suspension charging, the axle cannot pivot for frame raising / lowering, and the rear suspension may be unable to move up or down.
1. If removed, install charging valve with new Oring (9, Figure 4-3). Lubricate the O-ring with clean HYDRAIR®oil. 2. Tighten valve body (large hex, 6) to 23 Nm (17 ft lb) torque. The valve swivel nut (small hex, 4) must be unseated by turning counterclockwise three full turns.
6. Slowly release gas until the suspensions match the charging height listed in Table 3. 7. Close inlet valve (4, Figure 4-1). Leave outlet valves (3) open for five minutes in order to allow the pressures in the suspensions to equalize. 8. Ensure both of the suspension cylinders are extended the same distance ± 10 mm (0.39 in.). If the difference in the extension from side to side exceeds 10 mm (0.39 in.), check the front suspensions for equal extension. Adjust the front as necessary.
NOTE: A low left front suspension will cause the right rear suspension to be high. A low right front suspension will cause the left rear suspension to be high. 9. Close outlet valves (3) and remove charging kit components. Refer to Removal of Charging Kit.
Dry nitrogen is the only gas approved for use in HYDRAIR®II suspensions. Charging of these components with oxygen or other gases may result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the specifications shown in chart (Figure 4-6).
H04028
10. If the charging valve is being reused, tighten swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs) torque. Install valve cap (1) and tighten finger tight. If a new charging valve is being used, tighten swivel nut to 15 N·m (11 ft lbs) torque, then loosen and retighten the swivel nut to 15 N·m (11 ft lbs) torque. Again, loosen the swivel nut and retighten to 6 N·m (50 in. lbs) torque. Replace valve cap (1) and tighten finger tight.
Oiling and Charging Procedures
H4-11
11. Install the protective guard over the charging valves. Install the hose clamps with the rubber covers over the suspension housings. Any time the suspensions are recharged, the calibration of the Payload Meter system is affected. Refer to the Payload Meter III ™ section and perform a “Clean Truck Tare”. This will ensure accurate payload records.
H4-12
The rear HYDRAIR® suspensions are now ready for operation. Visually check piston extension both with the truck loaded and empty. Record the extension dimensions. Maximum downward travel is indicated by the dirt ring at the base of the piston rod. Operator comments on steering response and suspension rebound should also be noted.
Oiling and Charging Procedures
H04028
OIL AND NITROGEN SPECIFICATIONS CHART HYDRAIR® II OIL SPECIFICATIONS Ambient Temperature Range
-30°F & above (-34.5°C & above)
Part No.
Approved Sources
VJ3911 (need to add 6% of AK3761)
Sunfleet TH Universal Tractor Fluid Mobilfluid 424 Chevron Tractor Hydraulic FluidMobil DTE 15M Conoco Power Tran III Fluid Texaco TDH Oil Petro Canada Duratran Fluid AMOCO ULTIMATE Motor Oil Shell Canada Donax TDL 5W-30
AK4063
Suspension Oil (premixed with 6% Friction Modifier)
AK4064
-55°F & above (-48.5°C & above)
5 Gallon container 55 Gallon container
VJ5925 (need to add 6% of AK3761)
Emery 2811, SG-CD, 5W-30 Mobil Delvac I, 5W-40
Petro Canada Super Arctic Motor Oil, 0W-30 Conoco High Performance Synthetic Motor Oil, 5W-30
AK4065
Suspension Oil (premixed with 6% Friction Modifier)
5 Gallon container
AK4066
55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans.
FRICTION MODIFIER
FRICTION MODIFIER Mixing Instructions (94% Suspension oil, 6% Friction Modifier)
Part Number
Suspension Oil
Amount of Friction Modifier to add
AK3761 (5 Gallon container of 100% Friction Modifier)
1 gallon of suspension oil
add 7.7 oz.
5 gallons of suspension oil
add 38.4 oz.
55 gallons of suspension oil
add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS HYDRAIR®
Nitrogen gas used in II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas
Property
Value
Nitrogen
99.9% Minimum
Water
32 PPM Maximum
Dew Point
-68°F (-55°C) Maximum
Oxygen
0.1% Maximum
FIGURE 4-6. SPECIFICATIONS CHART
H04028
Oiling and Charging Procedures
H4-13
NOTES:
H4-14
Oiling and Charging Procedures
H04028
SECTION J BRAKE CIRCUIT INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-1
J01038
Index
J1-1
NOTES:
J1-2
Index
J01038
SECTION J2 BRAKE CIRCUIT INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 SERVICE BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5 BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6 WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02037 11/11
Brake Circuit
J2-1
NOTES:
J2-2
Brake Circuit
11/11 J02037
BRAKE CIRCUIT OPERATION The 830E truck is equipped with hydraulic actuated disc brakes. The front brakes have three calipers applying braking effort to a single disc on each wheel. The rear brakes have two (armature-speed) discs with one caliper per disc. Each rear caliper also contains an integrated parking brake piston. The fundamental function of the brake system is to provide an operator the control he needs to stop the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that are necessary for safe truck operation:
1. Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure so proper action can be taken to stop the truck before the secondary system is exhausted of power. 2. Provide secondary brake circuits such that any single failure leaves the truck with sufficient stopping power. 3. Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease. 4. Wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. 5. Spring applied park brake for holding, not stopping, the truck during periods other than loading or dumping. 6. Brake system that is easy to diagnose and perform necessary service.
The following brake circuit description should be used in conjunction with the hydraulic brake system schematic, refer to Section "R". The brake system consists of two major valve components; the dual circuit treadle valve (heart of the system) and brake manifold. The dual circuit treadle valve is the only component located in the operator's cab.
J02037 11/11
The remainder of the system, including the brake manifold, circuit accumulators, and electrical components, are located in a weatherproof cabinet behind the cab. This cabinet is accessible for diagnostic and service work. The brake manifold contains dual circuit isolation check valves, accumulator bleed down valves, and valves for brake lock, park brake and automatic apply functions. All of these components are screw-in cartridge type valves. In the 830E truck, there are two independent means of brake actuation, the service brake pedal and brake lock switch.
SERVICE BRAKE CIRCUIT OPERATION This portion of the system provides the operator the precise control he needs to modulate (feather) brake pressure to slowly stop the truck or develop full brake effort to stop as quickly as possible. The heart of this circuit is the treadle operated dual circuit brake valve. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directly to the brakes. The only element between the operators foot and the actual brake fluid is the dual circuit treadle valve. As the pedal is depressed, each valve within the dual circuit treadle valve simultaneously delivers fluid from its respective accumulator to the wheel brakes at a pressure proportional to both pedal position and force. The further the pedal is depressed, the higher the brake force, giving a very positive feel of control. Brake accumulators have two functions; storing energy for reserve braking in the event of a failure and, provide rapid oil flow for good brake response. Depression of the brake pedal actuates the stop light pressure switch, which in turn actuates stop and service brake indicator lights and propulsion interlock. The stop light switch (12, Figure 2-1) is located on the junction block (10) inside the brake cabinet.
Brake Circuit
J2-3
FIGURE 2-1. HYDRAULIC BRAKE CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Park Brake Pressure Reducer Valve 5. Hoist Pilot Valve 6. Hoist Pilot Manifold 7. Hoist-Up Limit Solenoid 8. Pilot Operated Check Valve 9. Brake Lock Degradation Pressure Switch 10. Junction Block
J2-4
11. BF & BR Test Port (Front & Rear Brake) 12. Stop Light Switch 13. Brake Lock Shuttle Valve 14. Brake Lock Pressure Reducing Valve 15. Brake Lock Solenoid 16. Park Brake Solenoid 17. Bleed Down Valve (Front Brake Accumulator) 18. Accumulator Test Port
Brake Circuit
19. Automatic Apply Valve 20. Bleed Down Valve (Rear Brake Accumulator) 21. Brake Manifold 22. Low Brake Accumulator Pressure Switch 23. Park Brake Pressure Switch 24. Brake Warning Delay Timer 25. Brake Warning Light Relay 26. Park Brake Test Port 27. Pressure Sensor (Komtrax)
11/11 J02037
SECONDARY BRAKING AND AUTOMATIC APPLY
Normal Operation (key switch on, engine running)
A fundamental function of the brake system is to provide reserve braking in the event of any single failure. For this reason, the system is divided into multiple circuits, each with its own isolation check valve, accumulator, and circuit regulator. The secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle valve, then the brake lock becomes the secondary system, otherwise, either of the two brake circuits would be the secondary system. The brake accumulators (1 & 3, Figure 2-1), (as described under service brake circuit) perform two functions; rapid flow for good response and store energy for secondary braking. The circuit check valve assures this energy is retained should a failure occur in brake system supply or an accumulator circuit. If a failure occurs in the pump, steering or either brake accumulator circuit, a low brake pressure warning light (on the instrument panel) and an audible alarm (in the cab) will actuate and the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is less than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by the "Automatic Apply Valve" (PS1, 19), located in the brake manifold. This valve senses the lower brake accumulator pressure, and when the pressure is less than 14 479 ± 520 kPa (2100 ± 75 psi), the valve shifts, operating the brake treadle valve and applying all the brakes full on. Regardless of the nature of location of a failure, sensing the lowest brake accumulator circuit pressure assures two to four full brake applications after the low brake warning light and buzzer, and before automatic apply. This allows the operator the opportunity to safely stop the truck after the warning has turned on.
PARKING BRAKE CIRCUIT
• Directional Control Lever in Park Position The parking brake solenoid (16) is de-energized. The oil pressure in the parking brake lines return to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (23) will close at 8618 kPa (1250 psi), completing a path to ground, and illuminating the parking brake light on the instrument panel. • Directional Control Lever Not in Park Position The parking brake solenoid is energized. The pressure oil is routed from the park brake solenoid, to the parking brake pressure regulator (4) (reducer), then to the park brake pistons for release. The parking brake circuit is protected against accidental apply by monitoring a wheel motor speed sensor. The park brake with not apply until the truck is virtually stopped. This eliminates brake pad damage. • If the key switch is turned OFF (directional control lever in PARK), the park brake will not apply until vehicle speed is less than 1/3 MPH, due to the monitoring of the wheel motor speed. • If loss of hydraulic supply pressure occurs, with the directional control lever not in PARK, the parking brake solenoid will still be energized. The hydraulic supply circuit is still open to the parking brake pistons. A check valve in the park brake hydraulic supply circuit traps the oil, holding the parking brake in the release position. NOTE: Normal internal leakage in the parking brake solenoid and the pressure reducing valve may allow leakage of the trapped oil to return back to tank, and eventually allow park brake application.
• If 24 volt power to the solenoid is interrupted, the park brake will apply at any vehicle speed. The spring in the solenoid will cause it to shift, opening a path for the oil pressure in the park brake line to return to tank and the springs in the parking brake will apply the brake. The parking brake pressure switch (23) will close, completing a path to ground, and illuminating the parking brake light on the instrument panel.
The parking brake is spring applied and hydraulically released. NOTE: Whenever the park brake solenoid is deenergized, a spring in the solenoid valve will shift the spool to the position to allow the park brake to be applied.
J02037 11/11
Brake Circuit
J2-5
BRAKE LOCK CIRCUIT The primary function of the brake lock is to provide a means for the operator to hold the vehicle while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a second means to stop the truck in the event the primary means (treadle valve) malfunctions. By turning on the dash mounted toggle switch, a solenoid valve (15, Figure 2-1) and pressure reducing valve (PR2, 14) will apply unmodulated pressure oil at 10343 ± 517 kPa (1500 ± 75 psi) to fully actuate the rear brakes. A shuttle valve (13) in the rear brake line provides the independence from the brake treadle valve for brake application.
WARNING CIRCUIT The brake warning circuit is equipped with a low brake pressure warning light (on the overhead panel) and an audible alarm (in the cab) to alert the operator of low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems.
• Brake Lock Degradation Switch (9, Figure 2-1) Located on the junction block (10) in the brake cabinet. When the brake lock switch is turned ON, the brake warning light relay is energized. This switches the electrical connection to the low brake lock pressure switch circuit. If the brake lock apply pressure is less than 6900 kPa (1000 psi), a path to ground will be completed and the low brake pressure light and buzzer will turn on. NOTE: This switch (9) and pressure sensor (27) can be located in either port, and the operation will be the same. If pressure sensor (27) is in the location shown in Figure 2-1, there may be more clearance for the wires around other components.
• Brake Warning Relay (25) Located in the brake cabinet. When the brake lock switch is turned ON, the brake warning light relay is energized. This switches the electrical connection to include the low brake lock pressure switch. When the brake lock switch is turned OFF, the relay is de-energized and switches the connection away from the low brake lock apply pressure switch.
• Pressure Sensor, system supply pressure Located below the bleed down manifold on a tee fitting is the low steering pressure switch. When system supply pressure drops below 15860 kPa (2300 psi), the low steering pressure light, low brake pressure light and buzzer will turn on. • Pressure Sensor, low accumulator pressure (22) Located on the brake manifold. When the accumulator with the lower hydraulic pressure falls below 15860 kPa (2300 psi), the low brake pressure light and buzzer will turn on.
J2-6
Brake Circuit
11/11 J02037
FIGURE 2-2. BRAKE VALVE (FULL CUT-AWAY) 1. Actuator Cap 2. Adjustment Collar 3. Actuator Base 4. Actuator Plunger 5. Wiper Seal 6. Poly-Pak Seal Assembly 7. Valve Body 8. Glyde Ring Assembly 9. Plunger Return Spring 10. Regulator Springs (B1) 11. Regulator Springs (B2) 12. Spring Seat (B2 Parts 13-16) (Front Brake) 13. Spool Return Spring 14. Regulator Spool 15. Regulator Sleeve 16. Reaction Plunger
(B1 Parts 17-20) (Rear Brake) 17. Spool Return Spring 18. Regulator Spool 19. Regulator Sleeve 20. Reaction Plunger 21. Retainer Plug 22. Base Plate
A. Adjustment Collar Contact Area B. PX Port C. Automatic Apply Piston Area D. Tank Port E. Orfice F. Brake Apply Port G. Reactionary Pressure Area H. Supply Port
J02037 11/11
Brake Circuit
J2-7
FIGURE 2-3. BRAKE VALVE (PARTIAL CUT-AWAY) 1. Actuator Base 2. Brake Valve 3. Orfice Set-Screw
J2-8
Brake Circuit
11/11 J02037
SECTION J3 BRAKE CIRCUIT COMPONENT SERVICE INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3 BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9 Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10 Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10 Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11 VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13 Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14 Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15 Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-16 BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL (Dual Function Pedal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18 Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
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Brake Circuit Component Service
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HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21 Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23 BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25 Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
J3-2
Brake Circuit Component Service
7/08 J03034
BRAKE CIRCUIT COMPONENT SERVICE BRAKE VALVE The brake valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically through the automatic apply valve (12, Figure 3-1). The Brake Valve independently controls the pressure delivered to the front and rear service brake assemblies. Apply pressure can be modulated from zero to maximum braking effort by use of the foot pedal. Rebuild Criteria If any one of the following conditions exist, the brake valve should be removed and repaired: • Excessive cam rock in pedal actuator. • Any sign of external leakage. • Internal leakage at the tank port must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the "P1" and "P2" inlet ports. • Tank port leakage must be less than 250 cc/ minute with valve pilot or manual applied at 20 685 kPa (3,000 psi) system pressure. • Failure of the pedal to return to full release position. • Valve holds pressure when in the neutral position. • Varying output pressure with the pedal fully depressed. Removal If the Brake Valve is to be removed from the vehicle for repair or adjustment, additional equipment will be required as outlined in disassembly, assembly. NOTE: Minor repairs and service adjustment may not require the removal of the brake valve.
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic steering and brake accumulators. The steering accumulators can be bled down with engine shut down, turning the key switch OFF and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open bleed down valves (10 & 12, Figure 3-1) located on the brake manifold and allow both accumulators to bleed down.
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FIGURE 3-1. ACCUMULATORS AND BRAKE MANIFOLD 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Brake Lock Shuttle Valve 6. Brake Lock Pressure Reducing Valve (PR1) 7. Park Brake Reducing Valve (PR2) 8. Brake Lock Solenoid 9. Park Brake Solenoid 10. Park Brake Test Port 11. Bleed Down Valve (Front Brake Accumulator) 12. Automatic Apply Valve 13. Bleed Down Valve (Rear Brake Accumulator) 14. Accumulator Test Port (LAP1) 15. Brake Manifold 16. Low Brake Accumulator Pressure Switch 17. Park Brake Pressure Switch
Brake Circuit Component Service
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3. Remove access panel in front of operator's cab. 4. Tag and remove all hydraulic lines from brake valve. Plug lines and ports to prevent possible contamination. Remove all valve fittings. Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll-away.
5. If equipped, remove retard pedal that is located on brake pedal.
1. Securely block the wheels to prevent possible roll-away. 2. Turn key switch OFF and allow 90 seconds for steering system accumulators to bleed down. Open valves (11 & 13, Figure 3-1) to bleed down both brake accumulators.
FIGURE 3-2. SINGLE PEDAL BRAKE VALVE ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft
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4. Bushings 5. Shims 6. Foot Pad
7. Brake Pedal Actuator 8. Spring Assembly 9. Jam Nut
Brake Circuit Component Service
10. Set Screw 11. Pedal Return Stop
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7. Slide brake valve downward and remove from cab.
NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow temperature of the nitrogen gas to come into equilibrium with the ambient temperature.
8. Move brake valve assembly to a clean work area for disassembly.
5. Close both accumulator bleed down valves after precharge is complete.
6. In the cab at the brake valve, remove cap screws and lockwashers securing the brake valve assembly to the mounting structure.
Installation 1. Move the brake valve assembly into position and secure in place with cap screws and lockwashers. Tighten cap screws to standard torque. 2. Remove plugs from brake valve assembly and hydraulic lines. Install fittings and connect lines to brake valve assembly and tighten. NOTE: Prior to checking the brake valve operation, the steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section L, "Hydraulic System" for steering accumulator precharge procedure). In addition, the brake system lines must be bled of air and the brake accumulators must also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section).
NOTE: To prevent excess oil from coming in contact with the brake assemblies during the brake bleeding procedure, attach a hose to the bleeder screw. Direct the hose into a container. 6. Start the engine and bleed air from brake lines and brakes. Actuate the brake lock switch and open the uppermost bleeder screw on all rear brake assemblies until a steady stream of oil appears. Close bleeder screw. 7. Release the brake lock switch and bleed the remaining front brakes in the same manner by depressing the brake pedal. Check for fluid leaks at the brake valve.
3. If equipped, install electronic retard pedal to brake pedal (Figure 3-3). 4. With the engine shut down and key switch OFF, open both brake accumulator bleed down valves. Precharge both accumulators.
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Brake Circuit Component Service
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FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip
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7. Nylon Bearing 8. Pivot Shaft 9. Place 0.010 in. Shim Here 10. Jam Nut 11. Cap Screw
12. Pedal Structure 13. Pad 14. Nut 15. Cap Screw 16. Electronic Retard Pedal Assembly
Brake Circuit Component Service
17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut
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DISASSEMBLY NOTE: If equipped with, and not already removed, remove electronic retard pedal (16, Figure 3-3) from brake pedal by removing pivot shaft (8). The rebuild and adjustment procedures for the brake valve (1) are the same, whether or not the brake pedal has the retard pedal assembly attached to it. NOTE: During disassembly, precision machined parts should be ink marked or tagged to ensure proper reassembly and minimize adjustment time. All items must be placed back into the bores from which they were removed. 1. Match mark each section of the brake valve prior to disassembly. 2. Drain all oil from all ports of the valve by rotating the valve over a suitable container. 3. Secure brake valve in upright position in a vice. 4. Remove the brake pedal actuator (7, Figure 32) by removing the retaining clips (2), then remove the pivot shaft (3) with a punch and hammer.
NOTE: During removal of pivot shaft (3), observe and record location of shims (5) so they can be installed in the same location during assembly. 5. Remove the four button head allen screws (3, Figure 3-4) securing the boot retainer plate (4). 6. Remove the boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve body. 7. Remove cap screws (31, Figure 3-5) and plate (30). 8. Remove and discard the O-ring (22) and face seal (23). 9. Loosen plunger locknuts (2). Loosen the socket head cap screw from the adjustment collars (1). 10. Unscrew and remove the adjustment collars. 11. Remove the two socket head cap screws (5, Figure 3-4) that retain the actuator base (6) to the valve body. 12. Remove the actuator base from the valve body. 13. Remove controller from vice. 14. Remove the four cap screws (29, Figure 3-5) and washers (28) from the base of the valve. 15. Remove base plate (27). 16. With the valve upright, retaining plug (26) should fall out. If the plug does not fall out, lightly tap to dislodge the plug. NOTE: The spools (8), reaction plungers (16, 17) and spool return springs (15) may fall out at this time. Keep parts separate so they may be installed in the same bores from which they were removed. The "B1" reaction plunger (16) is larger than the "B2" reaction plunger (17). 17. Remove and discard the O-ring (25) from the counterbore in the base of the valve body. 18. With the controller upright on the work bench, hold the valve with one hand and push the "B1" actuator plunger (2) down with the other hand until the regulator sleeve (14) becomes loose. 19. Repeat the above procedure to loosen the "B2" regulator sleeve.
FIGURE 3-4. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Cap Screw 4. Retainer Plate
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20. Turn the valve on its side on the work bench and remove both regulator sleeves (14) from the valve body.
5. Cap Screw 6. Actuator Base 7. Threaded Insert
Brake Circuit Component Service
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FIGURE 3-5. BRAKE VALVE 1. Adjustment Collar 2. Actuator Plunger 3. Glyde Ring Assembly 4. Plunger Return Spring 5. Regulator Springs 6. Regulator Springs 7. Spring Seats 8. Regulator Spool
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9. Back-up Ring 10. O-Ring 11. Back-up Ring 12. O-Ring 13. O-Ring 14. Regulator Sleeve 15. Spool Return Spring 16. Reaction Plunger (B1)
17. Reaction Plunger (B2) 18. Wiper Seal 19. Back-up Ring 20. Poly-Pak Seal 21. Valve Body 22. O-Ring 23. Face Seals 24. Set Screw Orifice Plug
Brake Circuit Component Service
25. O-Ring 26. Retaining Plug 27. Base Plate 28. Washer 29. Cap Screw 30. Plate 31. Cap Screw
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NOTE: Throughout the following steps, it is important to keep the circuits and circuit components identified as to which side of the unit they came from. For a given circuit, all the components have a tolerance stack which could vary. Keep the "B1" and "B2" parts separate. Springs (5 & 6) are also different in "B1" and "B2" bores. 21. Remove the regulator spools (8), reaction plungers (16, 17) and spool return springs (15) from the regulator sleeves (14). 22. Remove the plunger return springs (4), regulator springs (5 & 6), and spring seats (7) from the valve body. 23. Remove the actuator plungers (2) by pushing down (toward the bottom of the valve) on the actuator plunger with your hand until the actuator plunger slides out. 24. Remove the glyde ring assembly (3) from the actuator plunger. 25. Remove the O-rings (10, 12 & 13) and teflon back-up rings (9 & 11) from the regulator sleeves and discard. 26. Remove the wiper seals (18), poly-pak seals (20), and the orange back-up rings (19) from the actuator section of the valve and discard.
4. Inspect each spring carefully for cracks or breaks. Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper regulated pressure, replace all regulator springs. 5. Inspect the threaded inserts (7, Figure 3-4) in the actuator base. If any of the threads are damaged, the inserts must be replaced. 6. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep components protected from contamination.
ASSEMBLY Actuator Base Threaded Inserts 1. If any inserts (7, Figure 3-4) were removed from the actuator base (6), position the actuator base upside down on the work bench and support directly under each of the four floor mounting holes. 2. Install the threaded inserts into the actuator base by tapping lightly with a small hammer until the insert flanges become flush with the actuator base. Be sure the base is supported to avoid breaking the base. 3. Thoroughly clean the actuator base and set aside. Boot and Cap
Cleaning and Inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect the plunger (2, Figure 3-5) for wear on the sides where it moves through the seals. If axial grooves are seen or if any wear is apparent, replace the plunger. Plungers with diameter worn below 18.974 mm (0.747 in.) must be replaced. 3. Place the regulating spool (8) into its sleeve (14). Push the spool lightly through the sleeve. The spool must be able to move freely and smoothly the entire length of the sleeve. If it cannot, it must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set.
1. Examine the boot (2, Figure 3-4) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced To replace the boot, follow the procedure below. 2. Remove the boot from the actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by scraping the lip where the cap contacts the boot. Use a knife or suitable scraper. Clean thoroughly to remove all residual adhesive or particles of the old boot. 3. Apply a thin bead of Loctite Prism 410 onto the upper sides of the cap. Apply the bead to the two long sides only. Do not apply it to the rounded ends, these must not be sealed to allow the boot to breathe. 4. Carefully position the cap into the new boot groove wiping off the excess glue. 5. Position the boot such that it conforms to the contour of the cap, then set aside. Adhesive requires about 30 minutes to cure.
J03034 7/08
Brake Circuit Component Service
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FIGURE 3-7. SLEEVE SEAL PLACEMENT 1. Back-Up Ring 4. Back-Up Ring 2. O-Ring 5. O-Ring 3. Regulator Sleeve 6. O-Ring FIGURE 3-6. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly-Pak Seal
4. Back-Up Ring 5. Wiper Seal 6. Actuator Base
Valve Body Seal Installation 1. Install the poly-pak seal (3, Figure 3-6) in the seal groove first. Position the seal in the groove so that the internal O-ring inside the poly-pak seal is facing down toward the bottom of the valve. 2. Make sure the internal O-ring is still seated inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak seal to the bottom of the groove. 3. Install the orange back-up ring (4) on top of the poly-pak seal. Start by hand and then continue to work into the groove either by hand or by using an O-ring installation tool.
Regulator Sleeve O-Ring Installation 1. Install O-ring (2, Figure 3-7) onto the smallest groove (on the top) of the regulator sleeve (3). Install O-ring (5) onto the middle groove on the regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator sleeve. 2. Install a split nylon back-up ring (4) onto each side of O-ring (5) located in the middle of the regulator sleeve. 3. Install one split nylon back-up ring behind the O-ring (2) located at the top end of the sleeve. This O-ring is the smallest of the three O-rings. Position the back-up ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D. 4. Repeat Steps 1-3 for the second regulator sleeve.
4. Install the wiper seal (5) in the top counterbore. Position the seal in the groove so that the register lip is facing up toward the actuator. 5. Repeat Steps 1- 4 for the second bore.
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Brake Circuit Component Service
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5. Lightly lubricate the regulator spool (8).
Actuator Plunger O-ring Installation 1. Install an O-ring (3, Figure 3-5) into the O-ring groove located at the large diameter end of the actuation plunger (2). 2. Install a split Glyde ring over the O-ring. (Twist and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the O-ring).
6. Install the regulator spool into the regulator sleeve (14). The spherical end of the spool should be at the top of the regulator sleeve. The top of the sleeve is the end with the smallest O.D.
Assembly of Valve NOTE: Start with either side (circuit) of the valve and build that side complete through Step 4 before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed. 1. Lightly lubricate the actuation plunger Glyde ring (3, Figure 3-5). 2. Install the "B1" actuation plunger (2) into the "B1" circuit. Be careful not to damage or cut the Glyde ring during installation. Observe the Glyde ring assembly through the tank port as the plunger is being installed. (Refer to Figure 3-8) It may be necessary to work the Glyde rings past the sharp edge in the body to prevent damage to the seal. Make sure the actuation plunger is completely seated and bottomed. 3. Repeat Steps 1 through 4 for the "B2" actuation plunger. 4. Install the plunger return spring (4, Figure 3-5), regulator springs (5 & 6) and spring seat (7) into the appropriate circuit. If spring seat does not seat correctly on top of the control spring, lightly shake the valve to correctly position the spring seat.
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FIGURE 3-8. GLYDE RING INSTALLATION 1. Actuator Plunger 3. Glyde Ring 2. Valve Body 4. Sharp Edges NOTE: Check to insure that the spool will slide smoothly and freely. Replace the entire sleeve assembly and spool, if the spool does not slide smoothly and freely. 7. Remove spool from sleeve before installing sleeve into body. 8. Lightly lubricate the O-rings (10, 12, & 13) on the regulator sleeve. 9. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push sleeve into bore until sleeve retaining flange at the base of sleeve contacts the valve body.
Brake Circuit Component Service
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10. Install the spool return spring (15) into spool (8). 11. Insert reaction plunger (16 or 17) into regulator spool. 12. Install regulator spool (8) into regulator sleeve (14). 13. Repeat Steps 4 through 12 for the second circuit. 14. Lightly lubricate the large retainer plate O-ring (25) and install into the counter bore in the bottom end of the valve. 15. Install the retainer plug (26) into the counter bore on the bottom of the valve. Make sure steps on the retainer plug are facing the counter bore or toward the top of the valve.
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16. Install the base plate (27) on top of the retainer plug. Tighten the four allen screws (29) evenly, alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 15.8 - 16.9 N¡m (140 - 150 in. lbs) torque. 17. Using a new O-ring (22, Figure 3-5) and seal (28), install plate (30) on valve body. 18. Install the actuator base (6, Figure 3-4) on top of the valve. Make sure to position properly for correct port direction. Tighten the two socket head cap screws (5) and tighten to 20.3 - 21.5 N¡m (180 - 190 in. lbs) torque. 19. Screw the adjustment collars (1, Figure 3-5) onto the top of the actuation plungers. Screw all the way down until they bottom on the threads.
Brake Circuit Component Service
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VALVE BENCH TEST AND ADJUSTMENT The following parts and test equipment will be required to completely bench test and adjust the dual control treadle valve. Differential pressure switch operation can also be tested. • Pressure gauges (3), 0-to-24 132 kPa (3,500 psi). • Hydraulic pressure supply, regulated to 22 064 kPa (3,200 psi).
• Hose fittings for valve ports: Port PX is 7/16 in. - 4 SAE. Ports P1, P2, B1 and B2 are 3/4 in. - 8 SAE. Port T is 1 1/16 in. - 12 SAE. • Ohmmeter NOTE: It is possible to check the pressures with the brake valve installed and connected to the vehicle. Remove the brake pedal assembly and actuator cap and boot assembly to adjust individual brake circuit pressures.
• Hydraulic test stand, Refer to Figure 3-9.
FIGURE 3-9. TEST BENCH SET UP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve
5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shut Off Valves
9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking. NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement. NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.
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Brake Circuit Component Service
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Brake Valve Output Pressure Adjustment
Test Set Up Procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer to Figure 3-9).
1. Install the pedal pivot shaft pin in the actuator base by itself without installing the pedal assembly.
2. Attach the pilot input supply pressure to the pilot port labeled "PX" on the rear of the valve.
2. By taking a screw driver or pry bar and placing it under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 3-9.
3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled "P1" and "P2". 4. Attach the tank return line to the O-ring port labeled "T" on the rear of the valve. 5. Attach the O-ring regulated output ports "B1" and "B2" to the test lines. Pressure monitoring devices in these two lines must be capable of 24 132 kPa (3,500 psi). Connect all ports. The connections should be according to the diagram shown in Figure 3-9. All ports must be used and connected.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 6. Start hydraulic pump and regulate output pressure to 22 064 kPa (3,200 psi) at pressure gauge (3). Pressure gauges (7 & 10) should read zero. 7. Set pilot supply pressure on test stand to 22 064 kPa (3,200 psi) 8. Return line pressure during this test is not to exceed 34 kPa (5 psi).
3. Gradually apply pressure on each circuit (one at a time) to check for leaks around the plunger. Make sure the adjustment collar is screwed all the way down on the threads. 4. "B1" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at port "B1" is 10 894 ± 517 kPa (1,580 ± 75 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments. 5. "B2" Adjustment: Adjust the adjustment collar up (counter-clockwise) starting with one turn increments until the output pressure at "B2" is 20 685 -0/+1 034 kPa (3,000 -0/+150 psi) with the adjustment collar contacting the actuator base (fully actuated). Fine adjustment will require turning the collar in 1/8 turn increments. 6. Tighten the setscrews in the adjustment collars to 2.8 - 3.4 N·m (25 - 30 in. lbs) torque. The entire plunger may have to be rotated to get to the cap screws. 7. Check pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust. 8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5) and opening needle valve (4). Read pressure on gauges (7 & 10). Close valve (4) and open valve (5). The pressure gauges (7 & 10) should indicate 0 pressure.
9. Test the valve with ISO grade hydraulic oil at 49° ± 3° C (120° ± 10° F).
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9. Recheck pressures after cycling. If they have changed, re-adjust pressures. 10. Shut down the test bench and relieve all hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact with hot oil if the machine has been operating. The oil will be at very high pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 11. Remove hoses from valve and remove valve from test stand. Refer to instructions below for pedal actuator installation prior to final test.
13. Ensure test stand pump is adjusted for 22 064 kPa (3,200 psi) or with engine running and brake system supply pressure at or above 20 685 kPa (3,000 psi). 14. VERY SLOWLY depress brake pedal to check circuit tracking. Rear brake pressure must begin to rise before front brake pressure. Rear brake pressure should be between 310 - 1413 kPa (45 - 205 psi) when front brake pressure begins to rise. If pressure is not correct, see “Installation of Brake Pedal Actuator Assembly to Brake Valve” for details on how to adjust the circuit tracking. 15. Depress the brake pedal as quickly as possible. Force feedback of pedal on foot should be smooth with no abnormal noise or mechanical roughness. The pressure on the output circuits must reach the minimum pressure listed below at port "B1" and port "B2" within 1.0 seconds. Measurement of time begins the moment force is applied to move the pedal. Rear Brake - "B1" ("BR" on truck): 10 894 ± 517 kPa (1,580 ± 75 psi)
Final Test and Adjustment The brake pedal actuator must be installed on the brake valve body prior to final test and adjustment. Refer to "Installation of Brake Pedal actuator to Brake Valve" NOTE: The "Final Test and Adjustment" procedure can also be performed with the brake valve installed in the truck. To perform final test with brake valve mounted in the truck, install valve per instructions in "Installation". Install 24 132 kPa (3,500 psi) gauges at the BF and BR diagnostic test connectors in the brake cabinet. Follow steps 18. - 29 below for final test. 12. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through 9 under "Test Setup Procedure".
Front Brake - "B2" ("BF" on truck): 20 685 ± 1034 kPa (3,000 ± 150 psi) 16. With "B1" and "B2" plugged into a strip chart recorder, (if available) check the modulation by slowly applying pressure until the maximum pressure is reached. Make sure the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. Pressures must remain within specification at "B1" and "B2" for 20 seconds. 17. Turn set screw (10, Figure 3-10) out (counterclockwise) so that set screw is not touching the actuator cap. Apply Locktite® 242 to the adjustment screw prior to setting the deadband. 18. Set the deadband by placing a 0.25 mm (0.010 in.) thick shim at location (11) between the pedal structure and return stop boss on pivot structure. 19. Turn the set screw (10) in (clock-wise) just until the set screw is touching the cap. 20. Continue turning the set screw clock-wise until pressure begins to rise on one of the brake apply pressure gauges.
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Brake Circuit Component Service
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21. Back-off the set screw 1/8 turn (counter-clockwise). 22. Tighten the jam nut (9) and remove the shim stock inserted in step 21. 23. Fully stroke the brake pedal actuator to check that output pressure at port "B1" and "B2" are within specifications. NOTE: If pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel. 24. If pressure is not within specifications, re-adjust. If pressure is within specifications, apply a few drops of Locktite to the jam nut. 25. Check internal leakage at port "T". Leakage must be less than 100 cc/minute with the valve in the released position and system pressure supplied to the "P1" and "P2" inlet ports. 26. "T" port leakage must be less than 250 cc/ minute with valve pilot pressure or manual applied.
Installation Of Brake Pedal Actuator Assembly to Brake Valve 1. Install jam nut (9, Figure 3-10) and set screw (10) to brake pedal actuator (7). 2. Insert nylon bushings (4) into brake pedal actuator. 3. Install one retaining clip (2) to one end of pivot shaft. 4. Align pedal structure to brake valve (1) and partially insert pivot pin. Install shims (5) as they were removed during disassembly. If the shims have been mixed up, follow these steps: a. Slide the pedal structure over to the (B1) side of the valve and insert shims (5) on the (B2) side, between the pedal structure and brake valve ear to fill the gap. This will make the rear brake (B1) pressure rise before the front brake (B2) pressure. NOTE: Rear brake (B1) is the same as (BR). Front brake (B2) is the same as (BF).
b. During pressure testing, if the (B1) pressure is too high when the (B2) pressure starts to rise, move some shims from the (B2) side of the brake pedal actuator to the (B1) side. c. If the (B1) pressure is too low when the (B2) pressure starts to rise, move some shims from the (B1) side of the brake pedal actuator to the (B2) side. NOTE: Install enough shims (5) so there is very little clearance between the pedal structure and the housing ears. Ensure that there is only enough clearance to avoid binding.
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5. Fully insert the pivot shaft (3). Install the remaining retainer clip (2). 6. Assemble spring assembly (8) and install complete assembly to brake pedal actuator as shown.
Be sure to install spring assembly correctly, with larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly. NOTE: If pedal is adjusted properly, the spring assembly will not interfere with pedal travel. The spring and spring pivots are different for pedals equipped with and without the electric retard pedal mounted to the brake pedal. DO NOT interchange the springs or spring pivots.
FIGURE 3-10. SINGLE PEDAL BRAKE VALVE ASSEMBLY 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft
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4. Bushings 5. Shims 6. Foot Pad
7. Brake Pedal Actuator 8. Spring Assembly 9. Jam Nut
Brake Circuit Component Service
10. Setscrew 11. Pedal Return Stop
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BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL (Dual Function Pedal) Installation of Retard Pedal To Brake Pedal Follow Installation Of Brake Pedal Actuator Assembly to Brake Valve instructions on previous page. Although the brake pedal actuator structure (7, Figure 3-10 & 17, Figure 3-11) is different on each valve, the assembly procedure is identical.
1. Install nylon bearings (7, Figure 3-11) in retard pedal. 2. Install retard pedal (16) to brake pedal actuator (17) with pivot shaft (8). Install two retainer clips (6). 3. With jam nut (10) loose, adjust cap screw (11) until roller on retard pedal just contacts the brake pedal actuator. Tighten jam nut (10). 4. Connect wiring harness to retard pedal.
FIGURE 3-11. BRAKE VALVE WITH RETARD PEDAL 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip
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7. Nylon Bearing 8. Pivot Shaft 9. Insert 0.025 in. Shim 10. Jam Nut 11. Cap Screw 12. Pedal Structure
13. Pad 14. Nut 15. Cap Screw 16. Electronic Retard Pedal Assembly 17. Brake Pedal Actuator
Brake Circuit Component Service
18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut
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HYDRAULIC BRAKE ACCUMULATORS There are two hydraulic brake accumulators located on the brake manifold in the brake control cabinet behind the operator's cab. Both accumulators are 9.51 l (2.5 gal) capacity. The right one supplies the pressure necessary for actuation of the front service brakes. The left accumulator supplies pressure to activate the rear service brakes.
Accumulators maintain high pressure. DO NOT disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear accumulator is identified as "NV1". The manual bleeddown valve for the front accumulator is identified as "NV2". Brake Accumulator Bleed Down Procedure The brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2) counterclockwise. The valves are located on the brake manifold in the hydraulic brake cabinet. 1. Turn manual bleed down handles counterclockwise to open valves. 2. Confirm accumulators are bled down by applying the Brake Lock switch (key switch ON, engine shut down) and applying service brake pedal. The service brake light should not come on. 3. Close bleeddown valves by rotating clockwise. Removal
FIGURE 3-12. VALVE CORE REMOVAL Installation 1. After service repairs or bench test has been completed, move the accumulators to the brake control cabinet. DO NOT precharge accumulators on the bench test. 2. Position the accumulators on the brake manifold. Tighten fittings securely. Install mounting brackets. Secure mounting brackets in place with cap screws and lockwashers. Tighten cap screws to standard torque. 3. Refer to Charging Procedure in this section. 4. Replace Dyna-seal and valve guard on top of accumulators. Disassembly 1. Securely clamp accumulator (preferably in a chain vise). Make sure accumulator shell is suitably protected by strips of padding or soft metal on vise base. 2. Remove core from gas valve using valve core tool. (Refer to Figure 3-12). 3. Remove pipe plug from plug & poppet.
1. Shut down engine and exhaust all hydraulic pressure from the system by opening accumulator manual drain valves. 2. Remove the valve guard and Dyna-seal from top of accumulators. 3. Depress valve core to release gas precharge pressure from accumulator bladder. (Refer to Figure 3-12). 4. Remove accumulator mounting bracket. Loosen and remove accumulator from the brake manifold. Plug opening on brake manifold to prevent contamination. 5. Transfer accumulator to work area.
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Brake Circuit Component Service
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4. Remove locknut from plug and poppet assembly using a spanner wrench and an adjustable wrench. One for torque and one for countertorque to prevent the poppet assembly from rotating. (Refer to Figure 3-13). 5. Remove spacer, Figure 3-14. 6. With palm of hand, push plug and poppet assembly into the shell. 7. Insert hand into shell and remove O-ring, washer and anti-extrusion ring from plug. Fold anti-extrusion ring to enable removal. (Refer to Figure 3-15). 8. Remove plug and poppet assembly from shell. (Refer to Figure 3-16.) FIGURE 3-15. ANTI-EXTRUSION RING REMOVAL
FIGURE 3-16. PLUG AND POPPET REMOVAL FIGURE 3-13. LOCKNUT REMOVAL
9. With wrench on valve stem flats, remove the nut from the valve stem. 10. Insert hand into shell fluid opening. Depress bag and eliminate as much gas pressure as possible. 11. Grasp heel of the bladder and withdraw from shell. (Refer to Figure 3-17).
FIGURE 3-14. SPACER REMOVAL
FIGURE 3-17. BLADDER REMOVAL
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Cleaning and Inspection 1. All metal parts should be cleaned with a cleaning agent.
6. Pull bladder pull rod out of shell with one hand while feeding bladder into shell with other hand.
2. Seals and soft parts should be wiped clean. 3. Inflate bladder to normal size. Wash bladder with a soap solution. If soap solution bubbles, discard bladder. After testing, deflate bladder immediately. 4. Inspect assembly for damage; check the poppet plunger to see that it spins freely and functions properly. 5. Check anti-extrusion ring and soft seals for damage and wear; replace all worn or damaged seals with original equipment seals. 6. After shell has been cleaned with a cleansing agent, check the inside and outside of shell. Special attention should be given to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damages in this area could destroy the accumulator bladder or damage new seals. If this area is pitted consult your Komatsu Service Manager.
FIGURE 3-18. BLADDER INSTALLATION
7. Position name plate over valve stem and install valve stem nut by hand (Figure 3-19). Remove bladder pull rod. 8. Hold bladder valve stem on the flats with a wrench and tighten nut (5) securely.
Assembly Assemble the accumulator in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. After shell has been cleaned and inspected, place accumulator shell in vise or on table. 2. Thoroughly coat the inside of the accumulator shell with a liberal amount of clean hydraulic oil to lubricate and cushion the bladder. Make sure the entire internal of the shell is lubricated. 3. With bladder assembly on bench, expel all air to completely collapse bladder and fold bladder longitudinally into a compact roll. To maintain rolled condition of bladder, install gas valve core into the valve stem, thereby preventing air from entering the bladder.
FIGURE 3-19. VALVE STEM INSTALLATION
4. Attach bladder pull rod to bladder valve stem. 5. Pass bladder pull rod through shell oil port and out through valve stem opening. (Refer to Figure 3-18).
9. Grasp threaded section of plug and insert poppet end into shell mouth 10. Install anti-extrusion ring inside shell. Fold antiextrusion ring to enable insertion into shell. Place anti-extrusion ring on plug and poppet assembly with its steel collar toward shell mouth.
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11. Withdraw threaded end of plug through shell opening. (Refer to Figure 3-20).
15. Install O-ring over plug and poppet assembly and push until seated.
DO NOT TWIST O-RING. 16. Install spacer with smaller diameter of the shoulder toward shell. 17. Install locknut on plug and poppet assembly and tighten securely. This will squeeze O-ring into place. (Refer to Figure 3-22). 18. Install pipe plug into plug and poppet assembly. 19. Install accumulator on truck and charge according to Charging Procedure.
FIGURE 3-20. PLUG ASSEMBLY
12. Pull plug until seated solidly into position on shell opening. 13. Install valve core. Using dry nitrogen, slowly pressurize bladder with sufficient pressure [approximately 34 kPa (5 psi)] to hold plug and poppet assembly in place. 14. Install washer onto plug and poppet assembly and slide washer until seated against anti-extrusion ring. (Refer to Figure 3-21).
FIGURE 3-21. WASHER INSTALLATION
FIGURE 3-22. LOCKNUT INSTALLATION
FIGURE 3-23. INSTALLATION/REMOVAL OF â&#x20AC;&#x153;DYNA-SEAL 1. Dyna-Seal 2. Charging Valve
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3. Accumulator
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Charging Procedure Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the pre-charge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to insure the accuracy of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature variation factor is determined by the ambient temperature encountered at the time when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 2 for charging pressures in different ambient operating conditions that the truck is currently exposed to DURING the charging procedure. Example: Assuming the ambient temperature is 10°C (50°F) charge the accumulator to 9294 kPa (1348 psi).
TABLE 1. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature
Charging Pressure ± 70 kPa (10 psi)
-23°C (-10°F) and below
8232 kPa (1194 psi)
-17°C (0°F)
8412 kPa (1220 psi)
-12°C (10°F)
8584 kPa (1245 psi)
-7°C (20°F)
8763 kPa (1271 psi)
-1°C (30°F)
8943 kPa (1297 psi)
4°C (40°F)
9122 kPa (1323 psi)
10°C (50°F)
9294 kPa (1348 psi)
16°C (60°F)
9473 kPa (1374 psi)
21°C (70°F)
9653 kPa (1400 psi)
27°C (80°F)
9832 kPa (1426 psi)
32°C (90°F)
10011 kPa (1452 psi)
38°C (100°F)
10184 kPa (1477 psi)
43°C (110°F)
10363 kPa (1503 psi)
49°C (120°F)
10542 kPa (1529 psi)
1. Mount hose assembly gland nut on pressure regulator.
Pure dry nitrogen is the only gas approved for use in brake accumulators. Accidental charging of oxygen or any other gas in this component may cause an explosion. Be sure pure dry nitrogen gas is being used to charge accumulators. NOTE: Remove Dyna-seal or O-ring (if equipped) prior to attaching connector to accumulator gas valve. Refer to Figure 3-23. 2. Attach swivel connector of hose assembly to gas valve. Hand tighten sufficiently to compress gasket swivel connector in order to prevent gas leakage. NOTE: If leakage is still present, replacement of the small copper washer in the swivel connector may be necessary. 3. Precharge bladder slowly to about 69 kPa (10 psi) before completely tightening the valve stem nut. With wrench on valve stem flats, tighten valve stem nut. 4. Proceed to charge accumulator to the pressure listed in Table 1 by slowly opening the pressure regulator valve on nitrogen cylinder, closing it occasionally to allow needle on pressure gauge to stabilize (thus giving accurate reading of precharge pressure). When correct precharge has been reached, close pressure regulator valve on nitrogen cylinder securely.
NOTE: Pressures pressures below 8232 kPa (1194 psi) are not recommended. The low accumulator pressure warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).
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Brake Circuit Component Service
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5. After charging to the correct pressure, let the pre-charge set for 15 minutes. This will allow the gas temperature and pressure to stabilize. If the desired precharge is low, adjust regulator, open valve and add more nitrogen to obtain correct pressure on the gauge. If precharge has exceeded the recommended pressure, then slowly bleed-off nitrogen pressure to obtain correct pressure. Nitrogen precharge is 9653 kPa (1400 psi) at 21°C (70°F) for all accumulators.
BRAKE MANIFOLD Removal If the brake manifold is leaking oil, a single O-Ring or cartridge can be replaced while the manifold is still located on the truck. See the DANGER warning below.
6. Bleeder valve can be used to release any gas pressure in excess of desired precharge. 7. Replace Dyna-seal and valve guard over valve stem. NOTE: For recharging only: Exhaust all hydraulic pressure from the system. Remove valve guard and Dyna-seal. Then, follow Charging Procedure, Steps 1 thru 6.
Accumulators maintain high pressure. DO NOT disconnect any hydraulic line or perform any servicing on any brake system component(s) until all hydraulic pressure has been manually drained from accumulators. Open manual drain valves located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear accumulator is identified as "NV1". The manual bleeddown valve for the front accumulator is identified as "NV2". Removal 1. Securely block the wheels to prevent possible roll-away. 2. Turn key switch OFF and allow 90 seconds for steering system accumulators to bleed down. 3. Bleed down brake accumulators by rotating the manual bleeddown valves NV1 (13, Figure 324) and NV2 (11) counterclockwise. 4. Confirm brake accumulators are bled down by applying the Brake Lock switch (key switch ON, engine shut down) and applying service brake pedal. The service brake light should not come on. 5. Close the bleeddown valves by rotating clockwise. 6. Remove the valve guard and Dyna-seal from top of accumulators. 7. Depress valve core to release gas precharge pressure from accumulators. 8. If a brake manifold cartridge is faulty or leaking oil externally, remove the cartridge. Inspect Oring and O-ring seat in the manifold. Replace Oring or defective part(s).
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9. If the manifold has to be removed from the truck, remove accumulators and disconnect hydraulic lines and wires necessary to allow removal of the manifold. 10. Plug lines and ports to prevent possible contamination. 11. Remove mounting hardware and move brake manifold to a clean work area for disassembly.
Installation 1. Install brake manifold in truck and tighten mounting hardware to standard torque. 2. Connect all lines and electrical connections to proper locations. 3. Install brake accumulators. 4. Charge brake accumulators with nitrogen. Refer to Charging Procedure in the brake accumulator service area for complete charging instructions. 5. Start truck and check for leaks and proper operation. 6. Shut down engine and check for proper oil level in hydraulic tank.
Disassembly 1. Mark all plugs, valves and cartridges before removal to insure proper assembly. 2. Remove plugs, valves and cartridges. FIGURE 3-24. ACCUMULATORS AND BRAKE MANIFOLD 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Charging Valve 5. Brake Lock Shuttle Valve 6. Brake Lock Pressure Reducing Valve (PR1) 7. Check Valve (CV3) 8. Brake Lock Solenoid 9. Park Brake Solenoid 10. Park Brake Test Port 11. Bleed Down Valve (Front Brake Accumulator) 12. Automatic Apply Valve 13. Bleed Down Valve (Rear Brake Accumulator) 14. Accumulator Test Port (LAP1) 15. Brake Manifold 16. Low Brake Accumulator Pressure Switch 17. Park Brake Pressure Switch
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NOTE: Check Valve (7, Figure 3-24) and Reducing Valve (6) both have an orifice disc located below them. Do not mix these up, as the orifices are different sizes.
Brake Circuit Component Service
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Cleaning and Inspection. 1. After disassembly, clean all parts with an approved cleaning solution. 2. Blow all parts dry with air and keep free from foreign matter. 3. Replace all O-rings and any other items deemed unsuitable for further usage.
Assembly 1. Install new O-rings on all components that were removed from the manifold. 2. Coat all bores, cartridges and O-rings with clean C-4 hydraulic oil. 3. Before installing Check Valve (7) or Reducing Valve (6), refer to Figure 3-25 for proper orifice disc installation. The orifice discs must be installed in the direction shown for proper operation. a. Check Valve (7) orifice size - 1.58 mm (0.062 in.). b. Reducing Valve (6) orifice size- 2.54 mm (0.100 in.).
FIGURE 3-25. ORIFICE INSTALLATION 1. Cartridge 2. Brake Manifold
3. Cavity 4. Orifice Disc
4. Install all cartridges in the bores from which they were removed from and tighten securely.
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SECTION J4 BRAKE CIRCUIT CHECK-OUT PROCEDURE INDEX BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3 EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5 INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6 BRAKE SYSTEM CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7 BRAKE LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7 FAILURE MODES CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8 BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9 KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . J4-12
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Brake Circuit Check-Out Procedure
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NOTES:
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Brake Circuit Check-Out Procedure
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BRAKE CIRCUIT CHECK-OUT PROCEDURE The brake circuit hydraulic pressure is supplied from the steering circuit at the bleed down manifold. Some brake system problems, such as spongy brakes, slow brake release, or abnormal operation of the overhead panel mounted "Low Brake Pressure" warning light can sometimes be traced to internal leakage of brake components. If internal leakage is suspected, refer to Brake Circuit Component Leakage Test.
NOTE: If internal leakage within the steering circuit is excessive, this also may contribute to problems within the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake circuit. For Steering Circuit Test Procedure, refer to Section "L", Hydraulic System.
FIGURE 3-1. HYDRAULIC BRAKE CABINET 1. Rear Brake Accumulator 2. Charging Valve 3. Front Brake Accumulator 4. Park Brake Pressure Reducer Valve 5. Hoist Pilot Valve 6. Hoist Pilot Manifold 7. Hoist-Up Limit Solenoid 8. Pilot Operated Check Valve 9. Brake Lock Low Pressure Switch 10. Junction Block
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11. BF & BR Test Port (Front & Rear Brake) 12. Stop Light Switch 13. Brake Lock Shuttle Valve 14. Brake Lock Pressure Reducing Valve 15. Brake Lock Solenoid 16. Park Brake Solenoid 17. Bleed Down Valve (Front Brake Accumulator) 18. Accumulator Test Port
Brake Circuit Check-Out Procedure
19. Automatic Apply Valve 20. Bleed Down Valve (Rear Brake Accumulator) 21. Brake Manifold 22. Low Brake Accumulator Pressure Switch 23. Park Brake Pressure Switch 24. Brake Warning Delay Timer 25. Brake Warning Light Relay 26. Park Brake Test Port 27. Pressure Sensor (VHMS)
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BRAKE CIRCUIT ABBREVIATIONS The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bottom side of the bleeddown manifold (refer to WARNING below). Plug the brake supply line and cap the port in the bleeddown manifold.
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic steering and brake accumulators. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a physician familiar with this type of injury is not received immediately. The steering accumulator can be bled down with engine shut down, turning key switch OFF, and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Fully open both bleed down valves on brake manifold to bleed down brake accumulators.
Before disabling brake circuit, be sure truck wheels are blocked to prevent possible roll away.
BL
Brake Lock Apply Pressure
BR
Brake Pressure, Rear (11, Figure 4-1)
CV1
Check Valve, Rear
CV2
Check Valve, Front
CV3
Check Valve, Park Brake
LS1
Shuttle Valve
HS1
Low Pressure Emergency Apply Shuttle Apply Valve
LAP1
Pressure Tap Test Port Low Accumulator Pressure
LAP2
Low Brake Pressure Switch N.C., 15 858 ± 517 kPa (2300 ± 75 psi)
NV1
Rear Accumulator Manual Drain Valve
NV2
Front Accumulator Manual Drain Valve
ORF1
Orifice 1.57 mm (0.062 in.)
ORF2
Orifice 2.54 mm (0.100 in.)
PK1 & 2 PP3
Pressure Tap Test Port Brake Lock Pressure
PR1
Pressure Reducing Valve
PR2
Park Brake Pressure Regulator (To Release)
PS1
Automatic Apply Valve
SP1
Supply Oil Inlet
SP3
Pressure Tap Test Port Brake Circuit Supply Oil Pressure
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1 & T3
BRAKE CIRCUIT ABBREVIATIONS AA
Automatic Apply Pressure
AF2
Accumulator, Front Brake
AF1
Supply Pressure to Dual Controller for Front Brakes
AR2
Accumulator, Rear Brake
AR1
Supply Pressure to Dual Controller for Rear Brakes
BF
Brake Pressure, Front (11, Figure 4-1)
J4-4
Park Brake Release Pressure
Return to Tank
EQUIPMENT REQUIRED Included on the last page of this module is a data sheet to record the information observed during the hydraulic brake system check-out procedure. The data sheet can be removed, copied, and used during the check-out procedure. • Steps indicated in this manner should be recorded on the data sheet for reference. The following equipment will be necessary to properly check-out the hydraulic brake circuit.
Brake Circuit Check-Out Procedure
7/08 J04036
FIGURE 3-2. BRAKE MANIFOLD a. Hydraulic brake schematic, refer to Section R this manual.
f. Volt/ohm meter with leads and two 61 mm (24 inch) leads with alligator clips.
b. Calibrated pressure gauges: -Three 0-34,475 kPa (0-5000 psi) range. -Three 0-20,685 kPa (0-3000 psi) range. c. One PB6039 female quick disconnect and hose long enough to reach from brake cabinet to the inside of the operator's cab for each gauge. d. Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen. NOTE: A gas intensifier pump will be required, if using "T type" nitrogen bottles.
e. Clear plastic hose and bucket for bleeding brakes.
J04036 7/08
Brake Circuit Check-Out Procedure
J4-5
INITIAL SYSTEM SET-UP Prior to checking the brake system, the hydraulic steering system must have proper accumulator precharge and be up to normal operating temperatures. Refer to Section "L" this manual for steering system operation procedures and specifications. With the steering system functioning properly, proceed as follows:
1. Park truck on a level surface, then turn engine and key switch OFF. Place wheel chocks on both sides of all wheels to prevent truck from moving during this procedure. 2. Fully open each brake accumulator bleeddown valve and precharge both accumulators to 9653 kPa (1400 psi). Allow gas temperature to approach ambient temperature before completing precharge process.
PARKING BRAKE NOTE: Move one of the pressure measuring instruments from the BF or BR locations to the PK2 test port above the Park Brake Solenoid. 8. Actuate brake lock. Move directional control lever to Neutral. Verify that Park Brake Status Light indicates parking brake is released. Park brake release pressure should be 17,238 ± 690 kPa (2500 ± 100 psi). · Record on data sheet. 9. Turn brake lock switch OFF. Measure the lining to disc clearance with feeler gauge and record the clearances. · Record on data sheet.
· Record on data sheet. NOTE: For best performance, charge accumulators in the ambient conditions in which the machine will be operating. 3. Close both accumulator bleeddown valves. 4. Install pressure gauges at: a. Front Brake Test Port "BF" (brake cabinet) 34,475 kPa (5000 psi) gauge. b. Rear Brake Test Port "BR" (brake cabinet) 34,475 kPa (5000 psi) gauge. c. Low Accumulator Pressure Test Port "LAP1" (brake manifold) - 34,475 kPa (5000 psi) gauge. 5. Move directional control lever to PARK position. Release brake lock. 6. Start engine. Observe rising brake pressures as system charges. Brake pressure should begin to fall when Auto Apply Valve releases. Brakes should release at approximately 14,479 ± 690 kPa (2100 ± 100 psi) front and 10,894 ± 517 kPa (1580 ± 75 psi) rear.
If there is no clearance between a brake lining and the disc, the brake will drag and overheat the brake components, which may result in reduced braking capability. Refer to ARMATURE SPEED REAR DISC BRAKE chapter to service the brake caliper. NOTE: If the rear brake calipers were just installed, a parking brake adjuster may be out of adjustment which can cause a brake lining to drag. Refer to ARMATURE SPEED REAR DISC BRAKE chapter to service the brake caliper.
10. Move directional control lever to PARK. 11. Return the pressure gauge to the BF or BR location from which it was removed.
· Record on data sheet. 7. If a brake caliper or brake line was replaced, the brakes need to bled before proceeding. Partially depress brake pedal and bleed air from bleeders located at each brake caliper.
J4-6
Brake Circuit Check-Out Procedure
7/08 J04036
BRAKE SYSTEM CHECK-OUT
BRAKE LOCK
NOTE: Unless otherwise specified, perform the following checks with engine running, the directional control lever in PARK and brake lock released.
17. Disconnect wire harness from brake lock solenoid, located on brake manifold in hydraulic cabinet, and to the right of the PK2 port.
12. VERY SLOWLY depress brake pedal to check circuit tracking. Rear brake pressure (B1) must begin to rise before front brake (B2) pressure. Rear brake pressure should be between 310 1413 kPa (45 - 205 psi) when front brake pressure begins to rise. Force feedback of pedal on foot should be smooth with no abnormal noise or mechanical roughness.
18. Apply brake lock. Brake degradation switch should activate the warning buzzer and low brake pressure warning light.
· Record on data sheet.
19. Depress brake pedal until warning stops, then very slowly release the brake pedal until warning resumes. Brake lock degradation switch should sound alarm when BR pressure drops to 6895 ± 172 kPa (1000 ± 25 psi). · Record on data sheet.
NOTE: If the pressure is not within specifications, refer to the Installation of Brake Pedal Actuator Assembly to Brake Valve instrucions. Some shims on the brake pedal pivot shaft may have to be moved from one side to the other side to obtain the correct pressures readings.
13. Slowly depress brake pedal and check to see that brake indicator lamp and stop lights illuminate at 517 ± 34 kPa (75 ± 5 psi) rear brake pressure.
20. Connect brake lock solenoid to wire harness. 21. Cycle brake lock several times to assure crisp shift of solenoid valve and release of oil pressure. 22. Apply brake lock and read brake pressures. Front pressure should be zero and rear pressure should be 10343 ± 690 kPa (1500 ± 100 psi). · Record on data sheet.
· Record on data sheet. 14. Quickly and completely depress brake pedal and check to see that front brake pressure is 20685 ± 1034 kPa (3000 ± 150 psi) and that rear brake pressure is 10894 ± 517 kPa (1580 ± 75 psi) within one second of brake application. Both brake circuit pressures must remain above their minimum values for a minimum of 20 seconds. · Record on data sheet. 15. Release pedal, and within two seconds, assure that each circuit's pressure is zero. · Record on data sheet. 16. To check pedal free play, refer to the procedure "Additional Testing and Adjustment (With brake pedal installed)" in this Section J of the service manual. NOTE: Free play is defined by the gap between the setscrew (in the pedal structure) and the actuator cap. There must be a gap to prevent brake drag.
J04036 7/08
Brake Circuit Check-Out Procedure
J4-7
FAILURE MODES CHECK-OUT 23. Allow engine to run until low brake accumulator pressure stabilizes at or above 22,064 kPa (3,200 psi). 24. Shut engine down. Allow 90 seconds for the steering accumulator to bleed completely down. Disable steering pressure switch from the brake warning circuit by unplugging the diode between circuits 33 and 33F. (This is diode 22 on diode board 1.) Turn key switch ON. After two minutes, record the low accumulator pressure (LAP1 port). If LAP1 pressure is below 17,927 kPa (2,600 psi), then leakage in the system is excessive and the source of the leakage needs to be identified and repaired. · Record on data sheet. 25. Slowly open the front brake accumulator bleed down valve and observe LAP1 pressure. The Low Brake Pressure lamp and buzzer must actuate at 15,859 ± 517 kPa (2300 ± 75 psi). · Record on data sheet. 26. Brake pressures should begin to rise (Auto Apply) when LAP1 reaches 14,479 kPa (2,100 ± 100 psi). Close front brake accumulator bleed down valve. · Record on data sheet.
27. Start engine to recharge hydraulic system. Allow engine to run until low brake accumulator pressure stabilizes at or above 22,064 kPa (3,200 psi). 28. Turn engine off. Allow the steering accumulator to bleed completely down. Turn key switch ON. Slowly open the rear brake accumulator bleed down valve and observe LAP1 pressure. Record LAP1 pressure at set points for low brake warning lamp and auto apply brake pressures. Also record front and rear brake pressure after auto apply. · Record on data sheet. NOTE: Verify that the low brake pressure lamp and buzzer, and auto apply set points are within a 690 kPa (100 psi) of those recorded in steps 25 and 26. 29. Close the rear brake accumulator bleed down valve. 30. Enable the steering pressure switch by plugging in the diode removed between circuits 33 and 33F. 31. Start the engine to recharge hydraulic system. Allow engine to run until low brake accumulator pressure stabilizes at or above 22,064 kPa (3,200 psi). 32. Shut engine down. Do not allow steering accumulator to bleed down. Make repeated slow, complete brake applications with pedal until auto apply comes on. Record the number of brake applications prior to auto apply. · Record on data sheet. 33. Remove all jumper wires, and gauges. This concludes the brake check out procedure.
J4-8
Brake Circuit Check-Out Procedure
7/08 J04036
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking Parking brake solenoid is de-energized.
Check power to solenoid
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging Tank line has back pressure.
Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure.
Adjust pedal dead band with set screw.
TROUBLE: One Brake Circuit is Dragging Obstruction in the brake valve subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace piston.
Brake valve is defective.
Rebuild or replace Brake Valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure Internal malfunction of modulating section of Brake Valve.
Remove, disassemble, clean, and inspect brake valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
Improper collar adjustment inside brake valve.
Adjust collars according to instructions.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off Accumulator bleeddown valve is open.
Close valve, check precharge.
Accumulator precharge is low.
Recharge accumulator.
Leak in one circuit.
Check plumbing.
Malfunction in brake valve.
Remove, replace.
J04036 7/08
disassemble,
Brake Circuit Check-Out Procedure
clean,
reassemble;
or
J4-9
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied Leak or other malfunction in one brake circuit.
Inspect brake system and repair leaks.
Brake valve balance is out of adjustment.
Adjust collars according to instructions.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly The Low Brake Pressure lamp is burned out.
Replace the bulb.
The circuit is open.
Check the wiring.
Pressure switch defective.
Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low Steering circuit is malfunctioning.
Check steering circuit pressures.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A "Squeal" is Heard When Controller is Operated Rapid operation of controller.
Normal.
Brake Valve assembly is damaged.
Replace the brake valve assembly.
Hydraulic oil is too hot.
Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
J4-10
Contamination in brake valve assembly.
Remove, replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
Brake Circuit Check-Out Procedure
disassemble,
clean,
reassemble;
7/08 J04036
or
TROUBLE: Oil is Leaking Around the Pedal Base Defective seal on top of brake valve.
Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Excessive internal leakage in a component.
Check all steering and brake system components.
Accumulator precharge too high or too low.
Check accumulator precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Pump is worn.
Rebuild or replace pump.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM Leak in charge system.
Check charge system.
Accumulators precharge too high or too low.
Check accumulator precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Pump is worn.
Rebuild or replace pump.
J04036 7/08
Brake Circuit Check-Out Procedure
J4-11
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET MACHINE MODEL_______UNIT NUMBER_________SERIAL NUMBER________________
Initial System Set-up Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures. STEP 2
STEP 6
_______________
Front brake accumulator charged to 9653 kPa (1400 psi).
_______________
Rear brake accumulator charged to 9653 kPa (1400 psi).
_______________
Front brake pressure when auto apply releases - approx. 14,479 ± 690 kPa (2100 ± 100 psi).
_______________
Rear brake pressure when auto apply releases - approx. 10,894 ± 517 kPa (1580 ± 75 psi).
Parking Brake STEP 8
_______________
Park brake release pressure - 17,238 ± 690 kPa (2500 ± 100 psi).
STEP 9
_______________
Left outboard lining/disc gap.
_______________
Left inboard lining/disc gap.
_______________
Right outboard lining/disc gap.
_______________
Right inboard lining/disc gap.
Brake System STEP 12 _______________
Rear brake pressure when front brake pressure begins to rise - 310 - 1413 kPa (45 - 205 psi).
STEP 13 _______________
Rear brake pressure when stop lights illuminate - 517 ± 34 kPa (75 ± 5 psi).
STEP 14 _______________
Front brake pressure, pedal applied - 20,685 ± 1034 kPa (3000 ± 150 psi).
_______________
J4-12
Rear brake pressure, pedal applied - 10,894 ± 517 kPa (1580 ± 75 psi).
Brake Circuit Check-Out Procedure
7/08 J04036
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET STEP 15 _______________
Front brake circuit pressure, pedal completely released - 0.
_______________
Rear brake circuit pressure, pedal completely released - 0.
Brake Lock STEP 19 _______________ Low brake lock pressure warning alarm actuation - 6895 ± 172 kPa (1000 ± 25 psi). STEP 22 _______________ Rear brake pressure when brake lock is applied - 10,343 ± 690 kPa (1500 ± 100 psi).
Failure Mode Check-out STEP 24 _______________ LAP1 pressure after 2 minutes - above 17,927 kPa (2,600 psi) is OK. STEP 25 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa (2300 ± 75 psi). STEP 26 _______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
STEP 28 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa (2300 ± 75 psi). Should be within 690 kPa (100 psi) of Step 25. _______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi). Should be within 690 kPa (100 psi) of Step 26. _______________ Front brake pressure after auto apply occurs. _______________ Rear brake pressure after auto apply occurs.
STEP 32 _______________ Number of applications prior to auto apply - must be 6 or more.
Name of Service Technician or Inspector doing check-out ___________________________________
J04036 7/08
Brake Circuit Check-Out Procedure
J4-13
NOTES
J4-14
Brake Circuit Check-Out Procedure
7/08 J04036
SECTION J5 FRONT BRAKES INDEX
ROCKWELL WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6 BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7 FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . J5-9 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9 Front Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9 BRAKE BLEEDING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
J05024 12/09
Wheel Speed Front Disc Brakes
J5-1
NOTES
J5-2
Wheel Speed Front Disc Brakes
12/09 J05024
WHEEL SPEED FRONT DISC BRAKES BRAKE CALIPER
Caliper Removal
Each front wheel speed brake assembly has three* calipers on one disc. Each caliper has six pistons and two linings (three apply pistons and one lining for each side of disc). Lining should be changed when friction material is worn to 0.125 in. (3.22 mm) thickness. *NOTE: Some trucks may be equipped with FOUR (4) Brake Calipers per wheel. Service and adjustment for these calipers are the same as presented here. If inspection of front brake calipers and disc assembly indicate repair beyond lining replacement, it is necessary to remove calipers and disc from front wheel hub and spindle. Refer to Figure 5-4 for maximum wear limits of front disc. Clean brake assemblies before performing any service. If brake has not accumulated excessive surface dirt, preliminary cleaning can be done in the overhaul area. However, preliminary cleaning should be done before removal of pistons from housing.
1. Remove front tires and rims according to procedure in Section G. 2. If necessary, remove disc from front wheel hub. Refer to Section G, Front Wheel Hub and Spindle Removal. NOTE: Mark or tag each brake caliper assembly for reassembly at its correct location. Do not interchange parts. 3. Open the brake bleed valves (2, Figure 5-3) at each caliper and bleed down the caliper by disconnecting the two lower hoses at “T” connection (5 & 6, Figure 5-1). Drain the fluid into a container. Do not reuse fluid. 4. Disconnect the top brake hose at “T” connection (3). 5. Disconnect and remove crossover tubes (2, 4, & 7).
• Cleaning may be done by brush or spray, using a petroleum base cleaning solvent. • Clean diesel fuel is acceptable for this operation. • Cleaning should be thorough enough preliminary inspection and disassembly.
for
• Subassemblies should be blown dry with compressed air after cleaning. Dust shields should be wiped dry with a clean cloth. • The use of vapor degreasing or steam cleaning is not recommended for the brake assemblies or the component parts. Moisture will cause parts to rust.
Be certain that all wheels are securely blocked to prevent truck from moving. Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, key switch is OFF and drain valves on brake accumulators are opened and steering accumulators are bled down. Turn steering wheel to be sure steering accumulators are completely bled down.
J05024 12/09
FIGURE 5-1. FRONT BRAKE ASSEMBLY 5. “T” Connection 1. Brake Adapter 6. “T” Connection 2. Crossover Tube 7. Crossover Tube 3. “T” Connection 8. Junction Block 4. Crossover Tube
Wheel Speed Front Disc Brakes
J5-3
Installation Prior to brake caliper installation, refer to Brake Lining for wear limits regarding brake linings and brake discs. If linings and/or disc is worn beyond acceptable limits, replace the parts at this time. 1. After repair, cleaning and inspection of the brake caliper, install each brake component to its original location. 2. Install the inboard half of caliper assembly (2, Figure 5-2) to the top leg of the brake caliper support and secure caliper assembly with four cap screws (6). Tighten cap screws to standard torque. 3. Repeat Step 2. at the other two brake caliper support legs. 4. Install the upper outboard half of brake caliper assembly (2) to the top leg of the brake caliper adapter (4) and secure with six cap screws, washers and nuts (1 & 5). The pistons in both caliper assemblies will collapse against the brake disc. Tighten cap screws to standard torque. 5. Install crossover tubes (2, 4 & 7, Figure 5-1). Tighten crossover tube connections securely.
FIGURE 5-2. DISC AND CALIPER ASSEMBLY 1. Cap Screw & Flatwasher 2. Brake Caliper 3. Lining 4. Brake Adapter 5. Nut & Flatwasher 6. Cap Screw & Flatwasher
7. Spindle 8. Flat Washer 9. Cap Screw 10. Brake Disc 11. Cap Screw 12. Wheel Hub
6. Install the three brake line hoses at each â&#x20AC;&#x153;Tâ&#x20AC;? connection (3, 5 & 6). 7. Refer to Brake Bleeding Procedures in this Section and bleed air from all caliper assemblies.
6. Remove nuts and flatwashers (5, Figure 5-2) and remove outboard half of brake caliper. Remove cap screws and flatwashers (6) securing inboard half of caliper to the brake adapter (4). Remove Inboard caliper. NOTE: It may be necessary to pry between the brake lining and disc in order to force the piston inward to permit inboard caliper removal. 7. Move the brake caliper assemblies to a clean work area for rebuild.
J5-4
Wheel Speed Front Disc Brakes
12/09 J05024
1. Housing 2. Bleeder 3. Crossover Tube 4. T-Fitting 5. Elbow Fitting 6. Retainer Bolt 7. End Cap 8. End Cap 9. Brake Lining 10. Piston Dust Shield 11. Piston 12. Piston O-Ring Seal 13. Backup Ring 14. Brake Mounting Bolt 15. Washer
FIGURE 5-3. BRAKE CALIPER (HALF) Assembly
Disassembly 1. Remove bleeders (2, Figure 5-3) and end caps (7 and 8) from each end of each brake caliper housing (1). 2. Remove linings from the caliper assembly. NOTE: A shallow container may be necessary to receive any remaining fluid that will drain from cavities. Do not reuse fluid. 3. Carefully remove the piston dust shields (10) from behind the groove lip in the housing and from the grooved lips on the piston.
When assembling pistons (11, Figure 5-3) into the housings (1), lubricate all cylinder walls, threads, seals, piston seal surfaces, etc., with clean C-4 hydraulic oil. 1. Install new piston seals (12) and backup rings (13) in housings. 2. With housing lying on mounting face, gently push each piston past piston seal until seated in bottom of cavities. 3. Install new or reusable dust shields (10).
4. Mark each piston and corresponding brake caliper housing position and pull piston out of the housing. Do not interchange parts.
NOTE: Do not allow lubricant to contact dust shields.
5. Remove O-ring seals (12) and backup ring (13) from the piston cavity using small flat nonmetallic tool having smooth round edges.
5. Apply LoctiteŽ 271 to threads of cap screw (6). Install linings (9) and end caps (7 & 8) with bolts (6) and tighten to 546 N¡m (403 ft lbs) torque.
6. Refer to Caliper Cleaning and Inspection on the following page for detailed instructions regarding condition and usability of parts.
6. Refer to Rear Disc Brakes in this Section and perform Bench Test before installing caliper.
J05024 12/09
4. Install all fittings (4 & 5) and bleeder (2) in correct position in housings.
7. After bench test is performed, refer to Installation for procedures for installing calipers on brake adapter.
Wheel Speed Front Disc Brakes
J5-5
Cleaning and Inspection 1. Preliminary cleaning can be more effective if linings are first removed. However, retaining plates should be temporarily reinstalled in order to stay with brake assembly through overhaul cycle.
Use care when wiping dust shields. Too much pressure on shield over sharp tip of housing cavity may cause dust shield to be cut. 2. Cleaning may be done by brush or spray, using a petroleum base cleaning solvent. Clean diesel fuel is acceptable for this operation. Cleaning should be thorough enough for preliminary inspection and disassembly. Subassemblies should be blown dry with compressed air after cleaning. Dust shields should be wiped dry with a clean cloth. NOTE: If brake has not accumulated excessive surface dirt, preliminary cleaning can be done in the overhaul area. However, it is recommended that preliminary cleaning be done before removal of pistons from housings. 3. Inspect dust shields (10, Figure 5-3) for any physical damage or rupture, and any hardening, cracking, or deterioration of material from excessive heat. Failure of dust shield can admit dirt to the piston cavity, causing damage to surface finish of piston and cylinder wall, and damage to seal. If dust shields are found to be soft and pliable, with no sign of hardening or cracking, they should be wiped clean and set aside for reuse. 4. Inspect piston cavities and surfaces of piston for evidence of dirty fluid, particularly if dust shields were ruptured.
J5-6
5. Inspect piston cavities for evidence of varnish formation, caused by excessive and prolonged heating of brake oil.
Piston should be handled with care. The usual cause of nicked piston surfaces is mishandling during the cleaning procedure. Steel tools should never be used in piston cavities and seal grooves. Copper, brass, aluminum, wood, etc. are acceptable materials for such purposes. NOTE: All seals (12, Figure 5-3) should be replaced at assembly. 6. Inspect piston (11) surfaces for scratches, excessive wear, nicks, and general surface finish deterioration that can contribute to seal damage and fluid leakage. NOTE: In normal operation, a very slow rate of wear should be experienced, and will be noticeable by the slow disappearance of the hard chrome finish. Minor nicks and scratches may be blended out by hand with 180 grit aluminum oxide or carborundum cloth, then successively finer grades used until a surface comparable to the original surface is obtained. Extensive local polishing should be avoided, since the minimum piston diameter is 91.923 mm (3.619 in.). The piston finish is important in providing a proper seal surface and seal wear life. Where surface finish has deteriorated beyond restoration by moderate power buffing with a fine wire brush, piston should be replaced. Determination of ideal surface finish quality can be made by comparison with a new piston. Surface roughness of piston face through contact with lining back plate is not detrimental to its operation, and is a normal condition.
Wheel Speed Front Disc Brakes
12/09 J05024
7. Inspect piston cavities for damage similar to Step 6 above, with particular attention to the edge of the seal grooves. These must feel smooth and sharp with no nicks or sharp projection that can damage seals or scratch pistons. Seal groove surfaces must be smooth and free of pits or scratches. Finish of cylinder wall is not as critical as surface finish of piston. Surface deterioration near entrance of cavity should be hand polished very carefully to avoid enlarging cavity beyond a maximum of 92.176 mm (3.629 in.) inside diameter at the outer edge of the seal groove. Power polishing or honing may be used in cases of extreme surface finish deterioration of cavity walls. NOTE: Care must be taken that a minimum amount of material is removed, within the previous maximum diameter limitation of 92.176 mm (3.629 in.). Power polishing will not normally be required, and should not be used as a standard overhaul procedure. 8. Inspect inlet and bleeder ports in housings for damage to threads or seal counter bores. Thread damage that cannot be repaired by use of a 0.475-20 UNF-2B tap will require housing to be replaced. 9. Inspect retainer plates (7 & 8) for bent or cracked condition, replace if such damage is found. Inspect retainer plate bolts (6), and tapped holes in housing. NOTE: These bolts are highly stressed and should be replaced whenever their condition appears questionable. A 3/4-16 UNF-28 tap lubricated with a light oil may be used to inspect tapped holes in housings for thread damage and to clean up any minor thread roughness. 10. Brake housings and pistons should be thoroughly cleaned. After cleaning, passages, cavities, and external surfaces should be blown dry with clean, dry, compressed air. Piston should also be cleaned and blown dry.
BRAKE LINING Replacement Each front wheel speed disc assembly has three (some trucks may have four) calipers on one disc. Each caliper has six pistons and two linings, three apply pistons and one lining for each side of disc. Lining should be changed when friction material is worn to 3.22 mm (0.125 in.) thickness.
Failure to replace lining when worn to limits will result in loss of braking and possible catastrophic failure. 1. To replace front linings, remove front tire and rims, refer to “Wheel and Tire Installation”, Section “G”. 2. Remove end plates (7 or 8) Figure 5-3 from either end of caliper. 3. Pry between lining and disc to force pistons to bottom in caliper housing. 4. Remove lining from inboard and outboard sides of disc. 5. Inspect dust seals. Seals should be soft, pliable, and show no evidence of hardening or rupture. If damage is observed, the dust covers must be replaced. This will require disassembly of the caliper. 6. Inspect end plates for wear. Replace if grooves will not allow lining back plate to slide freely. 7. IMeasure the thickness of the disc. If 20 to 25% of the disc wear surface is worn below 28.7 (1.13 in.), the disc must be replaced. Refer to Figure 5-4.
NOTE: Cleaned and dried parts should not be left exposed for any appreciable time without a protective coating of lubricant; for short term storage, coating all internal cavities, passages, and bosses with hydraulic fluid will be adequate protection; for longer term storage wipe cavities, connector bosses, and threads with a protective grease, such as petroleum jelly.
J05024 12/09
Wheel Speed Front Disc Brakes
J5-7
8. If original linings have sufficient lining material for reuse, inspect lining back plate for cracks or excessive yielding where plate fits into end plates 7 or 8 (Figure 5-3).
When replacing linings, never mix new and used linings in a brake assembly. 9. Slide linings (9) into caliper. It may be necessary to again pry pistons into housing (1). 10. Install end plates (7 & 8), apply LoctiteŽ 271 to threads of end plate cap screws (6). Install cap screws and tighten to 54.6 N¡m (403 ft lbs) torque. Check that linings (9) slide freely between end plates. 11. After completing lining replacement, reinstall front wheels. Refer to Wheel and Tire Installation, Section G.
FIGURE 5-4. DISC WEAR LIMITS
J5-8
Wheel Speed Front Disc Brakes
12/09 J05024
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE GENERAL
Front Brake Conditioning
After any brake lining replacement, or at new truck start up, the brake linings and discs must be burnished. A surface pyrometer will be necessary to accurately record disc temperature during brake burnishing procedure. Safety Precautions
• BEFORE DISCONNECTING PRESSURE LINES, REPLACING COMPONENTS IN THE HYDRAULIC CIRCUITS, OR INSTALLING TEST GAUGES, ALWAYS BLEED DOWN HYDRAULIC STEERING ACCUMULATORS AND BRAKE SYSTEM ACCUMULATORS. The steering accumulators can be bled down with engine shut down, turning the key switch OFF and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. The brake accumulators are bled by opening the two valves (7, Figure 5-5) on the brake manifold (inside brake cabinet).
1. To prevent overheating and possible destruction of rear brakes, temporarily disconnect the REAR brakes while burnishing front wheel brakes as follows: a. Relieve stored pressure in hydraulic system according to the previous “WARNING” instructions. b. Disconnect “BR” hydraulic tube (1, Figure 55) at both ends inside brake control cabinet. Install a #8, 0.75 x 16 UNF-2B, 37° flare Cap Nut (WA2567, or equivalent) on each fitting where tube was removed. Tighten caps to standard torque to prevent leakage. Cap or plug tube to prevent contamination. NOTE: This will disconnect the hydraulic supply from the operator's brake pedal to the rear brakes. There will be a noticeable loss of “braking action” at the pedal. However, this method of temporarily disabling the brakes will still permit the application of Brake Lock, in the event of an emergency. c. Close brake accumulator bleed valves (7, Figure 5-5).
• BEFORE DISABLING ANY BRAKE CIRCUIT, insure truck wheels are blocked to prevent possible roll away. • REAR BRAKES MUST BE DISCONNECTED WHEN BURNISHING THE FRONT BRAKES. Front brakes require burnishing independently from rear brakes in order to control disc temperatures • EXTREME SAFETY PRECAUTIONS SHOULD BE USED WHEN MAKING HIGH-ENERGY/ HIGH-SPEED BRAKE STOPS ON ANY DOWNGRADE. Safety berms or adequate run off ramps are necessary for any stopping performance tests. • Heavy smoke and foul odor from brake linings is normal during burnishing procedures.
FIGURE 5-5. BRAKE MANIFOLD AND COMPONENTS 1. “BR” Hydraulic Tube 2. Rear Brake Accum. 3. Brake Manifold 4. Front Brake Accum. 5. “BF” Hydraulic Tube
J05024 12/09
Wheel Speed Front Disc Brakes
6. Brake Lock Shuttle Valve 7. Brake Accumulator Bleed Valves
J5-9
2. Disconnect pressure sensor (2, Figure 5-6) by disconnecting connector (1) inside the brake cabinet. By disconnecting circuit 44R, propulsion will be allowed with the service brakes applied. 3. Drive truck at speeds of 8-16 kph (5-10 mph) with brake alternately applied and released using sufficient pressure to make engine “work” to a noticeable extent during apply. NOTE: The override switch on the instrument panel must be depressed and held by the operator in order to propel with the brakes applied. 4. Apply front brakes at full pressure until discs reach or just exceed 316° C (600° F). Hold in override switch to maintain propulsion to obtain disc temperature. Check disc temperature after 182 meters (200 yards). 5. Let the discs cool to 121° C (250° F) and repeat procedure two more cycles. 6. Allow front discs to cool to 121° C (250° F). 7. Reconnect rear brakes: a. Relieve pressure in hydraulic system according to previous “WARNING” instructions. b. Remove cap nuts and reinstall tube (1, Figure 5-5). Tighten the tube nuts to standard torque. c. Close accumulator bleed valves (7). d. Re-connect connector (1, Figure 5-6) to the wiring harness.
8. Start the engine and check for leaks. Bleed the brakes according to bleeding procedures. 9. Ensure all brakes are functioning properly. 10. Verify that pressure sensor and circuit 44R is functioning correctly. With the truck empty and on a level surface, accelerate up to 16 kph (10 mph). Apply the service brakes. The drive system must drop out of propulsion at this time. If it does not drop propulsion, troubleshoot the system and repair the problem. Do not release the truck to production unless propulsion is discontinued when the service brakes are applied.
BRAKE BLEEDING PROCEDURES Attach brake lines and bleed brake calipers according to the following instructions. 1. Fill hydraulic tank following procedure in Section “P”, Hydraulic Tank Service. 2. Close brake accumulator drain valves (7, Figure 5-5), if open. 3. Securely attach bleeder hose to highest bleeder valve of each caliper, direct hose away from brake assembly and into a container to catch excess oil. 4. With engine at idle make partial brake application of service brake pedal: a. Maintaining partial application, open bleeder valve until a clean stream of oil is discharged from caliper. b. Close bleeder valve. 5. Repeat above steps until all air is bled from all calipers. 6. Check hydraulic tank oil level as bleeding takes place. Maintain correct oil level as needed.
Before returning truck to production, all new brake linings must be burnished. Refer to “Service Brake Conditioning”.
FIGURE 5-6. BRAKE CABINET 1. Connector 2. Pressure Sensor
J5-10
Wheel Speed Front Disc Brakes
12/09 J05024
SECTION J6 ARMATURE SPEED REAR DISC BRAKES INDEX
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 REAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 CALIPER AND DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5 PARK BRAKE ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7 BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8 CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9 PISTON SUBASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-12 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12 PREPARATION FOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13 Clean Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13 For Rough Metal Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14 Dry and Inspect Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14 Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14 Caliper Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14 Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15 Inspect linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15 PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) . . . . . . . J6-15 Piston Assembly Adjuster Grip Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-16 Adjuster Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-18 Piston Return Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-20
J06025 10/10
Armature Speed Rear Disc Brakes
J6-1
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21 Adjuster and Pin Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21 Piston Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-22 Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-23 PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29 Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29 Inspect the following areas for fluid leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29 Dust Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29 Brake Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29 BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30 BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30 SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . J6-31 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31 SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31 Rear Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
J6-2
Armature Speed Rear Disc Brakes
10/10 J06025
ARMATURE SPEED REAR DISC BRAKES REAR BRAKES
CALIPER AND DISC
Each rear wheel service brake assembly consists of two discs, each with a four piston caliper and a lining on each side of the disc. Both discs are attached by adapters to the wheel motor armature.
Removal
A constant brake-release clearance between pistons and linings, and lining and disc, is maintained by an automatic adjustment feature of the piston subassembly. As the lining wears, the position of grips on a return pin advances to allow maximum piston force to be applied to lining. Upon brake release, the piston is retracted by a return spring for the amount of the predetermined clearance. The parking brake is also incorporated into the brake caliper. A separate piston applies the park brake, which applies the service brake pads against the brake rotor.
Do not loosen or disconnect any hydraulic brake line or component until engine is stopped, key switch is OFF and drain valves on brake accumulators are opened and steering accumulators are bled down. Turn steering wheel to be sure steering accumulator is completely bled down. 1. Park truck in level ground. Block all the wheels on both sides to prevent the truck from moving. 2. With engine off, key switch OFF, wait 90 seconds for steering accumulators to bleed down. Open both brake accumulator drain valves. 3. Remove crossover tubes (4, Figure 6-1) from upper service brake caliper. Remove crossover tubes on lower brake assembly. 4. Remove two center caliper mount cap screws (6, Figure 6-2) from outboard caliper and install two 7/8-9 NC X 14 in. studs. 5. Slowly remove the four remaining caliper mount cap screws. The brake lining is under spring pressure, and it will extend out as the cap screws are loosened. Do not let the brake lining pull away from the caliper housing. 6. Use small diameter wire and wrap it around the brake lining and caliper. This will keep the brake lining from pulling away from the caliper and over-extending the brake wear adjuster.
FIGURE 6-1. BRAKE CALIPER 1. Cap Screws 2. End Plate 3. Caliper
J06025 10/10
4. Crossover Tubes 5. Bleed Plug
NOTE: If the caliper is being removed to be serviced, it is not necessary to install the wire. If the caliper is being removed to gain access to other parts, and the caliper does not need service, the wire must be installed. If the brake lining pulls away from the caliper, the caliper must be disassembled to reset the brake wear adjuster.
Armature Speed Rear Disc Brakes
J6-3
7. Remove the caliper half. Each caliper half weighs approximately 45 kg (100 lbs).
.
8. Support outer disc (12) and remove disc mount cap screws (11) and washers. Slide disc from outboard adapter (10). Shims (7) will be found between disc and adapter. Remove bushing (8). Mark all shims so they will be installed in the same location during assembly. 9. Use small diameter wire and wrap it around the brake lining and inner caliper half (5). 10. Remove cap screws and flat washers (9). Remove adapter (10). Remove inner caliper half from adapter (2). 11. Remove the two center caliper mount cap screws (13) from inboard caliper (14) and install two 7/8-9 NC X 14 in. studs. 12. Slowly remove the four remaining caliper mount cap screws. The brake lining is under spring pressure, and it will extend out as the cap screws are loosened. Do not let the brake lining pull away from the caliper housing (14, Figure 6-2). 13. Use small diameter wire and wrap it around the brake lining and caliper. Slide caliper half off studs and remove from wheel motor. 14. Support inner disc (12) and remove cap screws and flat washers (11). Remove inboard disc (12). Remove shims (7) and bushing (8) between disc and adapter. 15. Use small diameter wire and wrap it around the brake lining and inner caliper half (14). 16. Remove inner half of caliper (14). A brake bleeder may have to be removed temporarily to obtain clearance around adapter (15). Cover or plug hole in caliper to prevent dirt contamination inside caliper. 17. Remove cap screws and flat washers (3) and remove adapter (2).
J6-4
FIGURE 6-2. REAR DISC BRAKE 1. Wheel Motor 2. Adapter 3. Cap Screw/Flatwasher 4. Shims 5. Caliper Assembly 6. Cap Screw/Flatwasher 7. Shims 8. Bushing
Armature Speed Rear Disc Brakes
9. Cap Screw 10. Adapter, Brake Disc 11. Cap Screw & Flatwasher 12. Disc 13. Cap Screw & Flatwasher 14. Caliper Assembly 15. Adapter/Armature Shaft Drive
10/10 J06025
d. Make a measured shim pack equal to the result obtained in Step 4c. If not equal, then within 0.127 mm (0.005 in.) of the result. This will be brake disc shim pack (7).
Installation
Secure the lining assembly to the caliper housing using wire ties or safety wire so that it cannot move away from the caliper housing. Movement of the lining assembly during installation will affect the parking piston adjustment which may cause the brake to drag after installation. The lining must remain secure to the caliper housing until the brake is installed on the vehicle. If the lining does move away from the caliper, the caliper will have to be partially disassembled to reset the adjuster. NOTE: If installing new calipers, do not cut the band off the caliper until retaining wire has been installed. 1. Inspect all brake discs (12, Figure 6-2) for wear. Refer to Brake Disc Inspection, this chapter, for wear limits. If any disc is worn beyond the wear limit, replace the disc. 2. If removed, install adapter (2, Figure 6-2) and secure in place with lubricated cap screws and flat washers (3). Tighten cap screws to standard torque. 3. Install two 7/8-9 NC X 14 in. studs in two center caliper mounting cap screw holes (in place of cap screws 13). 4. Install inboard disc (12) with four equally spaced cap screws with flatwashers. Tighten cap screws, but do not tighten to final torque at this time. a. Measure and record distance from caliper mounting surface to inside face of brake disc (12). This is Dimension “A”, Figure 6-2. b. If dimension “A” is 126.21 mm (4.97 in.) or greater, install one 1.016 mm (0.040 in.) shim at brake mounting surface. Measure dimension “A” again, measuring from outer surface of shim to inside face of brake disc. c. When dimension “A” is less than 126.21 mm (4.97 in.), then, subtract dimension “A” from 126.49 mm (4.98 in.).
J06025 10/10
5. Remove disc mounting cap screws (11) and inner disc (12). NOTE: The inner and outer caliper halves are different, and are not interchangeable. The outer half has countersunk bores for the cap screw head and flat washers, the inner half has a flat mounting surface. NOTE: Each caliper half weighs approximately 45 kg (100 lbs). 6. With brake linings secured with wire, install inner brake caliper half (14) over the two studs. Ensure brake bleeder plugs (6 & 7, Figure 6-3) are installed in the locations shown. Bleeder plug (7) must be installed in the same location as (4) when viewing from the end. NOTE: Bleed plug (7) may have to be removed temporarily to obtain clearance around adapter (15, Figure 6-2) during caliper installation. Cover or plug hole in caliper to prevent dirt contamination inside caliper. 7. If brake disc shim pack (7) is required (Step 4d), install shims on adapter (15).
Cap Screws (3, 6, 9, 11 & 13) must have the threads and seats lubricated with simple lithium base chassis grease (multi-purpose EP NLGI) prior to installation. 8. Remove the brake lining retaining wire. Do not let the lining pull away from the caliper. Install inner brake disc (12) with bushing (8). Lubricate then install all cap screws and flat washers (11) to inner disc. Tighten cap screws (11) to standard torque.
Armature Speed Rear Disc Brakes
J6-5
NOTE: If the brake lining moves away from the caliper while handling during installation, the caliper must be partially disassembled to re-adjust the parking brake adjuster. The brake caliper must be installed with the brake linings completely retracted.
15. Remove cap screws (11) and outer disc (12). Remove outer disc adapter (10).
9. Install outer brake caliper half (14) over the two studs. Carefully remove the brake lining retaining wire. Do not let the lining pull away from the caliper. Lubricate then install four cap screws and flat washers (13).
17. Install outer disc adapter (10, Figure 6-2). Lubricate then install cap screws and flat washers (9). Tighten 12 point head cap screws (9) to standard torque.
10. Remove the two studs in the center holes. 11. Lubricate then install two cap screws (13) and hardened flat washers. Tighten all cap screws (13) to standard torque. Ensure brake bleeder plugs (4 & 5, Figure 6-3) are installed in the locations shown. 12. Install two 7/8-9 NC X 14 in. studs in the two center caliper mounting cap screw holes for the outer brake caliper (5). 13. Install outer disc adapter (10, Figure 6-2) with six cap screws (9) and tighten securely. 14. Install outboard disc (12) with four equally spaced mounting cap screws (11). Tighten, but do not tighten to final torque at this time. a. Measure and record distance from caliper mounting surface to inside face of brake disc (12). This is Dimension “B”, Figure 6-2. b. If dimension “B” is 126.21 mm (4.97 in.) or greater, install one 1.016 mm (0.040 in.) shim at brake mounting surface. Measure dimension “B” again, measuring from outer surface of shim to inside face of brake disc. c. When dimension “B” is less than 126.21 mm (4.97 in.), then, subtract dimension “B” from 126.49 mm (4.98 in.). d. Make a measured shim pack equal to the result obtained in Step 14c. If not equal, then within 0.127 mm (0.005 in.) of the result. This will be brake disc shim pack (7).
J6-6
16. With brake linings secured to caliper with wire, install inner brake caliper half (5) over the two studs. Ensure brake bleeder plug (3, Figure 6-3) is installed in the location shown.
18. If brake disc shim pack (7, Figure 6-2) is required (Step 14d), install shims on adapter (10). 19. Install outer brake disc (12) with bushing (8). Lubricate then install all cap screws and flat washers (11) to outer disc. With the brake disc resting against the brake lining, remove the wires retaining the brake linings. Tighten cap screws (11) to standard torque. 20. With brake linings secured to caliper with wire, install outside caliper half (5). Lubricate then install the four outer cap screws and flat washers (6). Remove the wires retaining the brake linings. 21. Remove the two studs in the center holes and install the remaining two lubricated cap screws (6) with washers. Tighten all cap screws (6) to standard torque. 22. Ensure brake bleeder plugs (1 & 2, Figure 6-3) are installed in the locations shown. 23. Ensure all brake bleeders in both calipers are in the exact locations shown in Figure 6-3. Remove all extra brake bleed plugs from brake calipers so they will not be used during the brake bleeding procedure. 24. Install crossover tubes and connect all brake lines. 25. Refer to Park Brake Adjustment Procedure to adjust the parking brake. 26. After the brakes are adjusted, refer to Brake Bleeding procedure to bleed trapped air out of the brake system.
Armature Speed Rear Disc Brakes
10/10 J06025
27. Inspect the brake calipers, lines and fitting for any leakage. Repair any leaks.
2. Ensure the wheel brake lock switch is set to the OFF position. 3. Start engine and operate at low idle speed. DO NOT apply service brakes.
All brake linings must be burnished before truck can return to operation. Brake performance is reduced if new linings are not burnished.
4. Without applying the service brakes, move the directional control lever from the PARK position to the NEUTRAL position. This will release the parking brake.
28. Refer to Service Brake Conditioning Procedure to burnish the brake linings.
5. Now, fully apply the service brakes. The park brake piston adjusters will adjust automatically when hydraulic pressure is applied to the service brake pistons.
PARK BRAKE ADJUSTMENT PROCEDURE
NOTE: Parking brake adjustment occurs automatically whenever the service brakes are applied while the parking brake is released. 6. Move directional control lever to the PARK position.
Do not apply the service brakes or bleed the service brakes until after the adjustment procedure is complete. It may result in reduced park brake performance.
7. Turn the key switch to the OFF position. Park brake adjustment is now complete.
1. Block wheels to prevent truck movement. NOTE: Step 1 is required because Step 4 will require the engine to be running and to move the directional control lever out of the PARK position without the service brakes being applied.
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BRAKE BLEEDING PROCEDURE
6. Repeat above steps until all air is bled from all calipers. Park Brake
The brake calipers must be adjusted before bleeding the brakes. Refer to Park Brake Adjustment procedure for more information.
7. Check hydraulic reservoir level as bleeding takes place, maintain correct oil level.
NOTE: Bleeder valves must be installed in the locations shown in Figure 6-3.
8. Securely attach bleeder hose to highest park brake bleeder (2) valve of each caliper, direct hose away from brake assembly and into a container to catch excess oil.
1. Chock the wheels to prevent the truck from moving.
9. Release park brake by moving the directional control lever to the NETURAL position.
2. Fill hydraulic tank following procedure in Section P, Hydraulic Tank Service.
10. Slowly open each park brake bleeder valve until a clean stream of oil is discharged from caliper. Use bleeder valves shown in Figure 6-3.
3. Close brake accumulator drain valves (7, Figure 6-38). Service Brake 4. Securely attach bleeder hose to highest service brake bleeder valve of each caliper, direct hose away from brake assembly and into a container to catch excess oil.
11. Repeat above steps until all air is bled from all calipers. 12. Place directional control lever back into the PARK position and stop engine. 13. The brake linings (new or used) must be burnished before returning the truck to production.
5. With engine at idle speed, make partial brake application of service brake pedal: a. Maintaining partial application, open bleeder valve until a clean stream of oil is discharged from caliper. Use bleeder valves shown in Figure 6-3. b. Close bleeder valve.
All brake linings must be burnished prior to being put in service. Brake performance is reduced if new linings are not burnished. Refer to Service Brake Conditioning.
FIGURE 6-3. BLEEDER PLUG LOCATION 1. Bleeder Valve, Service Brake 2. Bleeder Valve, Park Brake
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CALIPER
6. Separate the two lining end plates from the caliper housing half by removing the six cap screws (1, Figure 6-5), three from each end plate.
Disassembly 1. Open all bleeder screws and allow the fluid to drain from the assembly into an approved container. 2. Plug all openings to prevent contamination. Thoroughly clean the exterior of the brake assembly with an approved solvent. 3. Place the assembly, with the housing opening down, onto a service bench that has sufficient load bearing capacity. 4. Use a suitable hex wrench to remove plug (3, Figure 6-4) from the center of the parking piston cap (1).
FIGURE 6-5. END PLATE 1. Cap Screws 2. Wrench 7. Remove the brake lining. 8. Use special tool (Figure 6-6) to remove the parking piston cap. Four holes in each cap are provided for this purpose.
FIGURE 6-4. CALIPER 1. Parking Piston Cap 2. Special Tool Holes
3. Plug
5. Use a long 3/16-inch hex wrench (4, Figure 6-8) through the hole in the center of the parking piston cap to loosen the shoulder bolt (1) that attaches the parking piston adjusting bolt to the lining assembly.
FIGURE 6-6. SPECIAL TOOL (XB3579) NOTE: See the special tool section for instructions to fabricate tool (XB3579).
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9. Remove the four spring washers (1, Figure 6-7) from the parking piston cavity of the caliper housing.
FIGURE 6-7. PARK BRAKE 1. Spring Washers
2. End Cap
10. Use a 3/16 inch hex wrench, remove the shoulder bolt and spring (1, Figure 6-8), loosened in Step 5, from the parking piston cavity. Inspect the shoulder bolt and spring for damage. If damaged, replace with new parts.
FIGURE 6-8. PARK PISTON 1. Shoulder Bolt & Spring 4. Hex Wrench 2. Parking Piston 5. LoctiteÂŽ 272 3. Adjusting Bolt (assembly only) 11. Use a pick or suitable tool to separate the parking piston boots from the groove in the parking piston adjusting bolts.
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12. Pull the adjusting piston (1, Figure 6-9) from the collar inside the parking pistons of each caliper housing.
FIGURE 6-9. PISTON 1. Adjusting Piston 2. Caliper Housing
13. Use a pick or suitable tool to remove the parking piston boots from each caliper housing. 14. Use suitable snap ring pliers to remove the parking piston adjusting collar retaining snap ring (1, Figure 6-10) from inside the groove of the parking piston. Remove the adjusting collar.
FIGURE 6-10. ADJUSTING COLLAR 1. Snap Ring
Armature Speed Rear Disc Brakes
2. Adjusting Collar
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15. Use a suitable tool to push the parking piston out of the caliper housing. 16. Remove the 127 mm (5 in.) diameter O-ring (1, Figure 6-11) and backup ring (2) from the parking piston. Discard the O-ring and backup ring.
FIGURE 6-11. PISTON 1. O-Ring 3. Parking Piston 2. Backup Ring 4. Caliper Housing 17. Use a suitable tool to remove the 63.5 mm (2.5in.) diameter parking piston O-ring (1, Figure 612) and backup ring (2) from the caliper housing. Discard the O-ring and backup ring.
18. Position the caliper housing so that the ends of the adjuster pin and nut are up. Use a 5/32-inch hex wrench to hold the pin and remove the nut and washer from the caliper housing. 19. Use a suitable dowel or drift to push the pistons (1, Figure 6-13) out of each caliper housing.
FIGURE 6-13. SERVICE PISTONS 1. Piston Assembly
2. Dust Seal
20. Use a suitable tool to remove the two service piston dust seals (1, Figure 6-14) from the caliper housing. Discard the dust seals.
.
FIGURE 6-14. SERVICE PISTON DUST SEALS 1. Dust Seal
2. Groove
FIGURE 6-12. PARKING PISTON O-RING 1. O-Ring 2. Backup Ring
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21. Use a suitable tool to remove the 76.2 mm (3 in.) diameter service piston O-ring (1, Figure 615) and backup ring (2) from each piston bore groove of the caliper housing. Discard the Orings and backup rings.
PISTON SUBASSEMBLY Disassembly NOTE: Disassembly of the piston subassembly during brake overhaul is not mandatory. Clean the piston subassembly thoroughly. If the piston surface is acceptable for reuse and the piston subassembly passes the functional tests for adjusting grip force, spring force and built-in clearance (BIC), return the piston subassembly to service. 1. Remove the O-ring and adjuster pin washer. 2. Remove the lock ring.
Observe all warnings and cautions provided by the press manufacturer to avoid damage to components and serious personal injury. FIGURE 6-15. SERVICE PISTON O-RINGS 1. O-Ring 2. Backup Ring
22. Remove all fittings, plugs and bleeder screws from each caliper housing. Mark the position and location of the fittings for correct reinstallation. Note the location of the bleeder screws and plugs for correct installation.
3. Place the piston subassembly on an arbor press table (5, Figure 6-16). Use special sleeve (2), over the adjuster pin. Lower the arbor and compress the return spring to minimum height, and hold.
23. Thoroughly clean the exterior and interior of the brake caliper housing with approved solvent. NOTE: Verify that all O-ring grooves are clean and free of foreign material. Use compressed air to blow out the entire brake caliper housing. Be sure to blow out internal passageways. 24. Repeat this procedure for each caliper half.
FIGURE 6-16. PISTON SUBASSEMBLY 1. Arbor 2. Special Sleeve A 3. Threaded Ring 4. Return Spring
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5. Arbor Press Table 6. 1.40 - 1.65 mm (BIC) (0.055-0.065 in.)
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4. Back out the threaded ring. Use a spanner wrench if the threaded ring will not unscrew by hand.
PREPARATION FOR ASSEMBLY
5. Slowly raise the arbor until all compression of the piston return spring is relieved. 6. Remove the spring retainer, return spring, outer spring guide, adjusting pin with adjuster assemblies, inner spring guide and piston. 7. Check the adjuster force of the adjuster assembly 8. Inspect and test the piston return spring elsewhere in this chapter.
Read and observe all Warning and Caution hazard alert messages in this publication. They provide information that can help prevent serious personal injury, damage to components, or both. Solvent cleaners can be flammable, poisonous and cause burns. Examples of solvent cleaners are carbon tetrachloride, and emulsion-type and petroleum-base cleaners. Read the manufacturer's instructions before using a solvent cleaner, then carefully follow the instructions. Also follow the procedures below.
• Wear safe eye protection. • Wear clothing that protects your skin. • Work in a well-ventilated area. • Do not use gasoline, or solvents that contain gasoline. Gasoline can explode. • You must use hot solution tanks or alkaline solutions correctly. Read the manufacturer's instructions before using hot solution tanks and alkaline solutions. Then carefully follow the instructions.
Clean Parts For Ground or Polished Metal Parts: Use a cleaning solvent or kerosene or diesel fuel to clean ground or polished metal parts or surfaces.
Do not use hot solution tanks or water and alkaline solutions to clean ground or polished parts. Damage to parts can result.
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For Rough Metal Parts
INSPECTION
Use a cleaning solvent or a weak alkaline solution in a hot solution tank to clean rough metal parts. If a hot solution tank is used, follow the instructions below.
Caliper Parts
1. Leave the rough parts in the tank until they are completely cleaned and heated. 2. Remove the rough parts from the tank. 3. Wash the parts with water until the alkaline solution is removed.
Dry and Inspect Parts 1. Use soft, clean paper, cloth rags or compressed air to completely dry parts immediately after they are cleaned. 2. Carefully inspect all parts for wear or damage before assembly. 3. Repair or replace worn or damaged parts.
Corrosion Protection Apply clean hydraulic oil to the cleaned and dried parts that are not damaged and are to be immediately assembled. Do NOT apply fluid to the brake linings or the disc. If parts are to be stored, apply a special material that prevents corrosion to all surfaces. Do NOT apply the material to the brake linings or the disc. Store the parts inside special paper or other material that prevents corrosion.
1. inspect the pistons, housing bores and O-ring grooves for scratches or corrosion. Remove small scratches or corrosion with a fine emery cloth. Replace the components if they are worn beyond wear limits or if there are large scratches or large amounts of corrosion. 2. Measure the outer diameter of the service piston. Replace the piston if the outer diameter is less than 76.07 mm (2.995 in.). 3. Measure the outer diameter of the parking piston. Replace the piston if the outer diameter measures less than 63.37 mm (2.495 in.) and 126.90 mm (4.996 in.). 4. Measure the diameter of the housing service piston bore. Replace the housing if the diameter exceeds 76.30 mm (3.004 in.). 5. Measure the diameter of the housing parking piston bore. Replace the housing if the diameter exceeds 63.60 mm (2.504 in.) and 127.13 mm (5.005 in.). 6. Inspect caliper ports and end plate bolt holes for thread damage. Use the appropriate taps lubricated with light oil to inspect tapped holes for thread damage and to clean up minor thread damage.
â&#x20AC;˘ Fluid ports - Use 9/16-18 UNF-2B tap â&#x20AC;˘ Fluid ports - Use 7/16-20 UNF-2B tap â&#x20AC;˘ End plate bolt holes - Use 3/4-16 UNF-2B tap
NOTE: Replace any component that has thread damage that cannot be repaired. 7. Discard all backup rings, O-rings and dust boots and use new ones when servicing the caliper.
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Shoes, Linings and End Plates To help prevent abnormal lining wear, replace worn, bent or cracked end plates and distorted shoes. Inspect the end plate cap screws for wear. Replace the bolts if worn. NOTE: End plate cap screws are highly stressed.
Inspect linings 1. Lining Wear. Replace the linings when the thickness of the lining is less than 3.2 mm (0.125 in.) from the back plate. 2. Lining Wear Not Even. Replace the linings if the thickness of the two linings is significantly different. Check the pistons for correct operation. Replace the piston and/or housing if a piston is cocked in the bore. Check that the disc surface is flat and parallel to the linings.
PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) 1. Place the piston subassembly onto a spring tester table. Install a special sleeve (2, Figure 617) over the exposed adjuster pin (6). 2. Set a dial indicator between the spring tester arbor and table. Use a dial indicator with a total range of 2.54-3.1 mm (0.100-0.125 in.) such as Federal Mod C6K or C71, or equivalent, having a Âą 0.508 or 0.635 mm (Âą 0.020 or 0.025 in.) scale with 0.0127 mm (0.0005 in.) increments. 3. Lower the spring tester arbor to compress the spring to minimum height (7, Figure 6-17). The indicator pointer will stop rotating.
3. Oil or Grease on the Linings. Replace the linings.
Always replace both linings. If only one lining is replaced, possible disc damage can occur. 4. Cracks on the Linings. Replace linings that have larger or deeper cracks than the small, tight cracks on the surface of the lining which are normal when the caliper is used under high temperature conditions. These cracks are referred to as heat check cracks.
FIGURE 6-17. SPRING TESTER SETUP 1. Arbor Of Spring Tester 2. Special Sleeve A 3. Dial Indicator 4. Return Spring
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5. Spring Tester Table 6. Adjuster Pin 7. 1.40-1.65 mm (BIC) (0.055-0.65 in.
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4. Hold the spring compressed and rotate the indicator dial to indicate ZERO. 5. Raise the arbor slowly until the spring tester force scale reads ZERO; indicator dial reading will be the BIC (Built-In Clearance). 6. Lower the arbor slowly until the indicator again reads ZERO; the spring tester force scale will now indicate the spring return force.
Piston Assembly Adjuster Grip Force 1. Inspect the piston assembly adjuster grip force. This is the force required to cause the adjuster pin to slip in the pair of adjuster grip subassemblies. 2. Provide the special tools. Refer to Figures 6-18 and 6-19.
NOTE: The return spring force should be a minimum of 113 kg (250 lbs) when the spring is compressed the maximum amount in the piston subassembly. Replace the spring if the reading is less than 113 kg (250 lbs). Refer to piston disassembly elsewhere in this chapter. 7. Slowly raise and lower the arbor several times to verify both BIC and spring return force. The BIC should be between 1.40-1.65 mm (0.0550.065 in.). If not in this range, readjust the BIC. Recheck for the correct BIC, Step 3 through Step 5 above.
FIGURE 6-18. CALIBRATED SPRING POD A. Scribe and Mark 1. 6.35 mm (0.25 in.) 2. 9.7 mm (0.38 in.) 3. 15.7 mm (0.62 in.) 4. 19.05 mm (0.75 in.) 5. 25.4 mm (1.00 in.) 6. 33.27 mm (1.31 in.) 7. 50.8 mm (2.00 in.) 8. 57.15 mm (2.25 in.) 9. 58.67 mm (2.31 in.)
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10. 65.02 mm (2.56 in.) 11. 82.5 mm (3.25 in.) 12. 85.9 mm (3.38 in.) 13. 92.0 mm (3.62 in.) 14. 114.3 mm (4.5 in.) Free Length 15. 139.7 mm (5.50 in.) Free Length 16. 173 kg (380 lbs) 17. 362 kg (800 lbs)
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Do not use a commercially available spring tester for making adjuster force measurements. Sudden adjuster force release can damage such a tester, requiring repair and re calibration.
NOTE: If a suitable hydraulic shop press is available, the calibrated spring pod (4, Figure 6-20) is unnecessary. Such a press must have a pressure gauge with a 3447 kPa (500 psi) range accurately calibrated to read pounds of force exerted by the ram. 3. At the arbor press, place the piston assembly on top of the special calibrated spring pod. Slowly lower the arbor to push in the extended adjuster pin as shown in View A, Figure 6-20. The adjuster pin should slip into the adjuster and move downward at readings between 173362 kg (380-800 lbs). FIGURE 6-19. ADJUSTER PIN EXTENDER TOOL 1. 6.35 mm (in.) 2. 7.9 mm (0.31 in.) 3. 8.6 mm (0.34 in.) 4. Three dowels 0.375 in. dia. x 1.5 in long 5. 9.7 mm (0.38 in.) 6. 12.7 mm (0.50 in.) 7. 15.7 mm (0.62 in.) 8. 25.4 mm (1.0 in.) 9. 31.8 mm (1.25 in.) 10. 38.1 mm (1.5 in.)
11. See 11 below 12. 76.2 mm (3.0 in.) + 0.127 mm (0.005 in.) -0.00 mm (0.00 in.) 13. 71.4 mm (2.81 in.) 14. 85.9 mm (3.38 in.) 15. 84.1 mm (3.31 in.) 16. 109.5 mm (4.31 in.) 17. 5/16-24 UNF Thread 18. Diamond Knurl
Item 11. Drill and ream for slip fit with 0.375 in dowel, three holes equal space on two inch diameter.
FIGURE 6-20. CHECKING ADJUSTER GRIP SLIP FORCE 6. Adjuster Pin Extender 1. Arbor Press Tool 2. Adjuster Pin 7. Arbor Press Table 3. Piston Subassembly 4. Calibrated Spring Pod 8. Piston Subassembly 5. Dowels
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4. Insert the piston assembly into the adjuster pin extender tool and secure firmly using the knurled nut on the threads of the adjuster pin. Place the special tool and piston assembly under the arbor and drop in three 9.5 mm (0.375 in.) dowel pins as shown in View B, Figure 6-20 Place the calibrated spring pod on top of the dowels.
1. Place the spring pod on the arbor press table. Use both special sleeves, Figures 6-26 as shown in Views A and B of Figure 6-21 to slip the adjuster back and forth several times on the adjuster pin.
5. Apply arbor force slowly to the top of the calibrated spring pod and observe that slippage occurs between 173-362 kg (380-800 lbs). 6. If adjuster slippage occurs below 173 kg (380 lbs) minimum or above 362 kg (800 lbs) maximum force, replace the adjuster pin and adjuster in the piston assembly. See instructions elsewhere in this chapter.
Adjuster Force
Observe all warnings and cautions provided by the press manufacturer to avoid damage to components and serious personal injury.
Do not use the spring tester for making adjuster force measurements. Sudden adjuster force release can destroy calibration and possibly result in damage to the tester.
To obtain adjuster force measurements of the adjuster subassemblies installed onto the adjuster pin, it is necessary to have either a force-calibrated hydraulic shop press, or a calibrated spring pod, Figure 6-18, available for use with a standard arbor press. Obtain force measurements as illustrated in Figure 6-21.
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FIGURE 6-21. CHECKING ADJUSTER FORCE 5. Special Sleeve B 1. Arbor 6. Special Sleeve A 2. Special Sleeve 7. Calibrated Spring Pod 3. Adjuster Pin 8. Arbor Press Table 4. Adjuster Assemblies
2. Use a calibrated spring pod, with an arbor press to check for required adjuster force slippage. Apply force from the arbor slowly to observe that slippage occurs between the 173 and 362 kg (380 and 800 lbs) markings on the spring pod. 3. If slippage occurs between the specified force limits, slip the adjuster back and forth by alternate use of special sleeves to position on the pin as shown in Figure 6-21, View B, and reinstall it into the piston subassembly.
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NOTE: Any rework of the adjuster pin must be avoided unless absolutely necessary. 4. If slippage occurs below the 173 kg (380 lbs) limit, either the adjuster or adjuster pin must be replaced. Use special sleeve A and the arbor press to slip both adjuster assemblies off the adjuster pin. Inspect the adjuster pin for nicks and wear. Adjuster pins with slight nicks that can be polished out by hand can be reused if subsequent slip inspection is acceptable. Replace adjuster pins that are bent or worn to less than 9.499 mm (0.374 in.) diameter. Burred adjuster pin threads can be repaired with a 5/ 16-24 UNF-3A thread die.
a. Place the adjuster and pilot pin subassembly onto the end of the adjuster pin. b. Press the adjuster off the expendable pilot pin, onto the adjuster pin. See Figure 6-22. c. Press the second adjuster on to the adjuster pin. d. Continue to push the adjuster along the adjuster pin until it contacts the previously installed adjuster. e. After assembly, check the adjuster force of the adjuster assembly.
Adjusters and adjuster pins are critical items in the operation of the piston return mechanism and must not be mishandled. Under no circumstances should the pin diameter be clamped in a vise or gripped with pliers. In normal use, the surface of the pin will show only a very slow rate of wear and both pins and adjusters will normally outlast many brake lining changes and brake overhauls. 5. If required, install the adjuster on the adjuster pin as follows as shown in Figure 6-22.
FIGURE 6-22. INSTALLING ADJUSTER ON ADJUSTER PIN A. Discard pilot pin 1. Arbor 2. Special Sleeve B 3. Pilot Pin
4. Adjuster Assembly 5. Adjuster Pin 6. Special Sleeve A 7. Arbor Press Table
Use of special sleeves A and B to install adjuster onto adjuster pin in correct position for assembly in piston subassembly.
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Piston Return Spring 1. Inspect the return spring for a free height dimension of 22.15 mm (0.872 in.). A measured height of less than 21.59 mm (0.850 in.) is an indication that the brake assembly has been subjected to high temperature operation, resulting in permanent set of the spring. This causes loss of spring force at working height. 2. Measure the spring force at maximum service deflection of a spring tester as shown in Figure 6-23. Use an outer spring guide for test setup purposes.
3. Set up the dial indicator between the tester arbor and the table. Place the outer spring guide under the tester arbor. Lower the arbor firmly onto the spring guide. Disregard any tester reading. Hold the arbor in this position and set the indicator dial to ZERO, as shown in View A. Figure 6-23. 4. Raise the arbor. Place the return spring over the spring guide and lower the arbor slowly until the dial indicator again reads ZERO. Read the spring force on the tester scale, as shown in View B, Figure 6-23.
This value is the spring return force exerted under maximum deflection installed in the piston subassembly. Because of the manufacturing tolerances, this can be as low as 113 kg (250 lbs), but will usually measure greater than 136 kg (300 lbs). It is recommended that springs measuring a lower force than 113 kg (250 lbs) under these test conditions be replaced.
FIGURE 6-23. INSPECTING PISTON RETURN SPRINGS 1. Tester Arbor 2. Outer Spring Guide 3. Tester Table
4. Return Spring 5. Tester Force Scale
Setup for inspecting piston return springs at maximum operating deflection. Set up tester as at (A), disregarding any force scale reading; install return spring over outer spring guide, compress slowly until dial indicator again reads zero, read spring force on tester force scale.
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ASSEMBLY
1. Place the adjuster and pilot pin subassembly onto the end of the adjuster pin.
Read and observe all Warning and Caution hazard alert messages in this publication. They provide information that can help prevent serious personal injury, damage to components, or both. Discard all backup rings, O-rings and dust boots and use new ones when servicing the caliper. Adjuster and Pin Assembly
2. Press the adjuster (4, Figure 6-24) off the expendable pilot pin onto the adjuster pin. 3. Press the second adjuster onto the adjuster pin. 4. Continue to push the adjuster along the adjuster pin until it contacts the previously installed adjuster. 5. After assembly, check the adjuster force of the adjuster assembly. See instructions elsewhere in this chapter.
Adjuster and adjuster pins are critical items in the operation of the piston return mechanism and must not be mishandled. Under no circumstances should the pin diameter be clamped in a vise or gripped with pliers. In normal use, the surface of the pin will show only a very slow rate of wear and both pins and adjuster will normally outlast many brake lining changes and brake overhauls.
NOTE: Any rework of the adjuster pin must be avoided unless absolutely necessary.
If required, install the adjuster onto the adjuster pin using the following procedure.
FIGURE 6-24. INSTALLING ADJUSTER ON ADJUSTER PIN A. Discard pilot pin 1. Arbor 2. Special Sleeve B 3. Pilot Pin
4. Adjuster Assembly 5. Adjuster Pin 6. Special Sleeve A 7. Arbor Press Table
Use of special sleeves A and B to install adjuster onto adjuster pin in correct position for assembly in piston subassembly.
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Piston Subassembly 1. Install inner spring guide (10, Figure 6-25) into the piston cavity. 2. Install adjuster pin (8) with the adjuster assemblies installed onto the adjuster pin. 3. Install outer spring guide (7).
8. Screw the threaded ring against the spring retainer, using a spanner wrench to ensure that the threaded ring is bottomed. Holding the spring compressed, back off the threaded ring one full turn, plus the additional amount needed to install the lock ring into the first available lock ring position.
4. Install return spring (6). 5. Install spring retainer (5). 6. Position the piston assembly onto an arbor press table as shown in Figure 6-16. Use special sleeve A shown in Figure 6-26 over the adjuster pin. Position the threaded ring over the special sleeve.
NOTE: This procedure provides the required built-in clearance (BIC). 9. Raise the arbor, remove the piston assembly from the arbor press, and install the lock ring.
7. Slowly lower the arbor and compress the return spring to minimum height, and hold.
FIGURE 6-26. SPECIAL SLEEVES
FIGURE 6-25. PISTON SUBASSEMBLY 1. Lock Ring 2. Threaded Ring 3. O-Ring 4. Adjuster Pin Washer 5. Spring Retainer 6. Return Spring
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7. Outer Spring Guide 8. Adjuster Pin 9. Adjuster 10. Inner Spring Guide 11. Piston
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Brake Caliper
Use only the specified components when servicing the caliper. Do not mix components from other calipers. If the wrong components are installed, the caliper will not operate correctly and can cause damage to the equipment. Use of non Komatsu (OEM) parts can cause damage, loss of braking and serious personal injury.
8. Install the four service pistons (1, Figure 6-27) into the piston bores of each caliper housing. Seat each piston evenly around each O-ring, and with even pressure, push the piston through the O-ring and backup ring. Prevent the piston from cocking in the bore. Verify that the piston pin is aligned with its hole in the housing.
1. Position the housings onto a work surface so that the cylinder bores are up. 2. Lubricate all cylinder bores, seals, backup rings, piston seal surfaces and seal grooves with silicone grease, such as Dow Corning DC4. If this is not available, use the same hydraulic fluid used in the brake system to lubricate the parts. 3. Install a new piston O-ring into the groove of each service piston bore. Push the O-rings to the bottom of the grooves. 4. Install a new piston backup ring above each piston O-ring.
FIGURE 6-27. SERVICE PISTONS 1. Piston Assembly
2. Dust Seal
NOTE: Do not apply grease to the dust seals. 5. Install two new service piston dust seals into the dust seal grooves of each caliper housing. Verify that the dust seals are fully seated.
9. Install a lock washer and locknut onto each piston pin.
6. Install a washer and new O-ring onto the exposed part of each adjuster pin. 7. Lightly apply silicone grease to the four service piston assemblies and adjuster pin O-rings.
Inspect the outside diameter of each service piston for nicks, scratches, surface roughness or other defects. Replace service pistons having any of these defects.
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When tightening the nuts, avoid turning the adjuster pins. This can cause damage to the Oring and cause the seal to leak. 10. Hold the adjuster pin using a 5/32-inch hex wrench and tighten the nuts to 13.6-17.00 N¡m (120-150 in. lb). 11. Place each housing subassembly onto the arbor press, and press the piston subassemblies into their cavities to the maximum retracted position. Re-tighten adjuster pin nuts as described in Step 10.
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12. Install a new smaller diameter 63.5 mm (2.5 in.) parking piston backup rings (2, Figure 6-28) into the ring groove of each caliper housing.
14. Install a new larger diameter 127 mm (5 in.) parking piston backup ring (2, Figure 6-29) into the outer groove of each parking piston. NOTE: Position the O-rings into the parking piston grooves next to the backup rings so that the O-rings are toward the smaller diameter of the parking piston and the backup ring will be farthest from the disc. 15. Lightly lubricate two new larger diameter 127 mm (5 in.) parking piston O-rings (3) using silicone grease. Install one O-ring into the O-ring groove of each parking piston. 16. Lightly apply silicone grease to the outside surfaces of each parking piston.
FIGURE 6-28. PARK PISTON SEALS 1. O-Ring
NOTE: Seat the piston evenly around each O-ring and with even pressure, push the piston through the smaller diameter O-ring and backup ring into the caliper housing bore. Prevent the piston from cocking in the bore.
2. Backup Ring
NOTE: Position the O-rings into the grooves below the backup rings so that the backup rings are closest to the disc. 13. Lightly lubricate two new smaller diameter 63.5 mm (2.5 in.) parking piston O-rings (1) using silicone grease. Install the O-rings into the O-ring grooves of each caliper housing.
Inspect the outside surfaces and grooves of each parking piston for nicks, scratches, surface roughness or other defects. Replace parking pistons having any of these defects. FIGURE 6-29. O-RING INSTALLATION 1. Parking Piston 2. Backup Ring
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3. O-Ring
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17. Install the parking piston (3, Figure 6-30) into the parking piston bore of each caliper housing until fully seated. The smaller diameter portion of each parking piston is inserted into the caliper housing bore first, toward the inside of the caliper housing. NOTE: There is risk of cutting the back-up ring or Oring during piston installation. An incorrectly assembled parking brake piston will have a portion of the back-up ring exposed, and/or a sliver of the backup ring will be found on the work bench. If a damaged back-up ring or O-ring is discovered, replace the back-up ring and O-ring with new parts before proceeding.
20. Install snap ring (2, Figure 6-31) into the snap ring groove of each parking piston inner bore to retain the adjusting collars. 21. Make a short bend in the end of a length of safety wire. Hook the bent end of the wire into one of the slots in the adjusting collar to keep it from turning when the adjusting bolt is installed.
18. Apply graphite-based anti-seize compound to the tapered surfaces of the adjusting collar. 19. Working from the inside of each caliper housing, install the parking piston adjusting collar into the inner bore of each piston. The collar should conform to the shape of the inner bore of the parking piston.
FIGURE 6-31. ADJUSTING COLLAR 1. Adjusting Collar 3. Parking Piston 2. Snap Ring
FIGURE 6-30. PARKING PISTON 1. O-Ring 3. Parking Piston 2. Backup Ring 4. Housing
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Armature Speed Rear Disc Brakes
J6-25
22. Screw the adjusting piston (1, Figure 6-32) into the adjusting collar finger tight, until fully seated into the parking piston. 23. Remove the safety wire. 24. Press a new parking piston boot into each caliper housing until fully seated. Snap the inner lip of the parking piston boot into the groove of the parking piston adjusting bolt. NOTE: The end plates have left and right orientation. Verify that the end plates are correctly installed to match the contour of each brake lining backing plate. Verify that the lining assembly slides freely in the end plates and is not binding. 25. Install end plates (2, Figure 6-33) and end plate cap screws into each caliper half. Tighten the cap screws to 515-624 N¡m (380-460 ft lb).
26. Ensure thread engagement by inserting the shoulder bolt into the lining pad threaded hole. The shoulder bolt must be completely bottomed against the back-face of the lining pad. NOTE: If a shoulder bolt is not bottomed against the lining pad, it is recommended to re-tap the lining pad threaded hole and check thread engagement again. Do not use a lining pad which will not provide enough thread engagement. 27. Install a new lining assembly (1) into the caliper half. Position the threaded hole into each lining assembly backing plate, to align with the hole in the parking piston adjusting bolt. 28. Secure the lining assembly to the caliper housing using safety wire so that it cannot move.
Secure the lining assembly to the caliper housing using safety wire so that it cannot move. Movement of the lining assembly after the next steps will affect the parking piston adjustment which may cause the brake to drag after installation. The lining must remain tight against the caliper housing until the brake is installed onto the truck.
FIGURE 6-32. PARK PISTON 1. Adjusting Piston
2. Caliper
FIGURE 6-33. END PLATES 1. Brake Lining
J6-26
Armature Speed Rear Disc Brakes
2. End Plate
10/10 J06025
29. Ensure the threads on the shoulder bolt and adjusting bolt are not damaged. Replace all damaged parts with new parts. Before installing the shoulder bolt, apply Loctite® 272 (5, Figure 6-34) to the shoulder bolt threads in sufficient quantity to fill all threads. NOTE: For best performance, the threads and lining surfaces should be clean and free of grease. Use of Loctite® Primer is recommended. 30. Install the spring onto the shoulder bolt. Insert the shoulder bolt and spring (1) into the adjusting bolt (3).
NOTE: The concave side of the first spring washer must face the parking piston, cup down. Install the second cup up, third cup down and fourth cup up. NOTE: Center each of the spring washers in the piston to make installation of the parking piston cap easier. 33. Install four spring washers (1 & 2, Figure 6-35) onto the surface of each parking piston.
31. Using a long 3/16-inch hex wrench (4), align the backing plate threaded hole with the shoulder bolt and install the shoulder bolt and tighten to 13.6-17.0 N·m (120-150 in. lb). 32. Thoroughly apply a graphite-base anti-sieze compound to all spring washer surfaces, outer parking piston surfaces and to the threads of the parking piston cap.
FIGURE 6-35. PARK PISTON SPRING WASHERS 1. Spring Washers (Concave side toward cap) 2. Spring Washers (Concave side toward piston) 3. Spring Piston Cap
FIGURE 6-34. PARK PISTON 1. Shoulder Bolt & Spring 3. Adjusting Bolt 2. Parking Piston 4. Hex Wrench 5. Loctite® 272
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34. Using special tool (Figure 6-6), install the parking piston cap (1, Figure 6-36) into each caliper housing. Then tighten to 678 N¡m (500 ft lb). 35. Using a suitable hex wrench, install the pipe plug into the center hole of each parking piston cap. Tighten each pipe plug until it is flush with the surface of the cap.
NOTE: Retain the crossover tubes for assembly after the brake is installed onto the vehicle. 36. Install the fittings, bleeder screws and plugs into the housing subassemblies according to 12 o'clock or six o'clock installation requirements. 37. Cover any open ports to prevent contamination. FIGURE 6-36. CALIPER 1. Parking Piston Cap 3. Plug 2. Spanner Wrench Holes
J6-28
Armature Speed Rear Disc Brakes
10/10 J06025
PERIODIC INSPECTIONS
Inspect the following areas for fluid leaks.
Inspect the caliper, linings and disc on a periodic schedule.
Shoes, Linings and End Plates • End Plates. To help prevent abnormal lining wear, replace worn, bent or cracked end plates and distorted shoes. Inspect the end plate cap screws for wear. Replace the cap screws if worn. NOTE: End plate cap screws are highly stressed. • Lining Wear. Replace the linings when the thickness of the lining is less than 3.2 mm (0.125 in.) from the back plate. • Lining Wear Not Even. Replace the linings if the thickness of the two linings is significantly different. Check the pistons for correct operation. Replace the piston or housing if a piston is cocked in the bore. Check that the disc surface is flat and parallel to the linings. • Oil or Grease on the Linings. Replace the linings. • Cracks on the Linings. Replace the linings that have larger or deeper cracks than the small, tight cracks on the surface of the lining which are normal when the caliper is used under high temperature conditions. These cracks are referred to as heat check cracks.
• Pistons. If fluid leaks at a piston, disassemble the caliper. Inspect the piston, bore, O-rings and backup rings. Service as necessary. • Elbow Fitting. If fluid leaks at the elbow fitting, tighten the fitting. If the leak continues, replace the O-ring. • Tube Assembly. If fluid leaks from the tube assembly, tighten or replace the tube or fitting. • Adjuster Pin. If fluid leaks at the adjuster pin, hold the pin and tighten the nut to 120-150 lb-in (13.617 N m). If the leak continues, replace the O-ring. • Bleeder Screw. If fluid leaks at the bleeder screw, tighten the bleeder screw. If the leak continues, replace the bleeder screw. • Inlet Fitting. If fluid leaks at the inlet fitting, tighten the fitting. If the leak continues, replace the Oring.
Dust Boots • Verify that the dust boots are soft and flexible. • Disassemble the caliper and replace the dust boots that are hard or damaged.
Brake Disc • Refer to Brake Disc Inspection in this chapter. If the disc is worn beyond the wear limits, replace the disc.
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J6-29
BRAKE LINING
BRAKE DISC
Replacement
Inspection
Inspect brakes periodically for wear. Linings must be replaced when lining material has been worn to a minimum of 3.2 mm (0.125 in.). Use of linings beyond this wear limit will result in a decrease of braking action, and possible damage to disc.
Inspect brake discs for wear.
When replacing linings, never mix new and used linings in an assembly. 1. To change linings, refer to Caliper Removal in this chapter. 2. Place the caliper on a suitable work bench. Refer to Caliper Disassembly, and follow Steps 1-14 to remove the brake linings. 3. Inspect condition of brake caliper thoroughly before installing linings. a. Inspect for evidence of fluid leakage. If present, brake must be removed for disassembly, inspection and repair. b. Inspect condition of dust shields. These should be soft and pliable, and show no evidence of hardening of material, rupture, etc. c. Inspect condition of tubing and fittings. If leakage is evident, correct or replace fittings as necessary.
1. Place a straight edge across face of disc and measure from straight edge to worn face. The disc must be replaced when this measurement is 1.52 mm (0.06 in.) or more on either side of the disc, or when the disc thickness is 22.3 mm (0.88 in.) on the worn face (see NOTE). It may be difficult to use a straight edge on the inner surface of the disc, so a visual comparison may be used with that of the outer surface. Normally, wear will be the same on both sides. See Figure 6-37. NOTE: The disc only needs to be replaced when 20 to 25% of the disc wear surface is worn below 22.3 mm (0.88 in.). 2. It may be difficult to use a straight edge on the inner surface of the disc, so a visual comparison may be used with that of the outer surface. Normally, wear will be the same on both sides. NOTE: When installing new linings to be used against a worn disc, useful lining life will be shortened by the depth of the disc wear, since the lining must advance this additional distance before braking force is effective. In addition, the uneven wear on the disc face will accelerate lining wear.
Do not rub or press dust shield directly over sharp edge around piston cavity. This may cause dust shields to be cut. d. Wipe brake housing and lining retaining plates clean before installation of new linings. If a petroleum base cleaning fluid is used, such as diesel fuel, use sparingly on dust shields and wipe dry after cleaning. 4. Squeeze the service pistons back into the bores by using a special tool or a large C-clamp over the piston and the back side of the caliper. Use caution not to damage dust shields. 5. Refer to Caliper Assembly, Steps 19-35 to install new brake linings. 6. Refer to Caliper Installation to install caliper on truck.
FIGURE 6-37. REAR BRAKE DISC WEAR LIMITS
J6-30
Armature Speed Rear Disc Brakes
10/10 J06025
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE GENERAL
SAFETY PRECAUTIONS
These procedures apply ONLY to the brake lining assemblies obtained from Komatsu Parts Dept. for use on Komatsu Electric Drive Trucks equipped with original equipment disc brakes. Conditioning and burnishing of service brake linings must be performed each time a new set of brake linings are installed, or before a new Komatsu Truck is put into operational service. A surface pyrometer is required to measure brake disc temperatures during the conditioning procedures. If “Brake Certification” type tests are to be run, all linings and discs should be new and the factory should be notified. For in-service testing of service brakes, new linings or discs are not necessary. Front discs should be in serviceable condition with no metal smearing or metal buildup from previous use and not extensively rough or grooved. Inspect discs for wear limits. Rear discs will operate at higher temperatures and can be dark blue in color and show periodic spots [approximately 3.8 cm (1.5 in.) in size] and still be serviceable. A disc that is extremely heat-checked with radial cracks open to show a gap must not be used.
To prevent lining damage during burnishing, as well as for stop distance tests, release the brakes as quickly as possible at the end of each cycle or stop. The burnish procedure consists of: 1. Alternately applying and releasing the service brakes until the recommended brake disc surface temperature is reached: then allow brakes to cool. Cool brakes, if necessary, by driving machine. (Rear brakes will normally cool faster than fronts.) Repeat cycle 3 - 4 more times.
• BEFORE DISCONNECTING PRESSURE LINES, REPLACING COMPONENTS IN THE HYDRAULIC CIRCUITS, OR INSTALLING TEST GAUGES, ALWAYS BLEED DOWN HYDRAULIC STEERING AND BRAKE ACCUMULATORS. The steering accumulators can be bled down with engine shut down, turning the keyswitch OFF and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. Open the two valves (7, Figure 6-19) at the bottom of the brake accumulators (inside brake cabinet) to bleed down the two brake accumulators. • BEFORE DISABLING ANY BRAKE CIRCUIT, ensure truck wheels are blocked to prevent possible rollaway. • FRONT BRAKES MUST BE DISCONNECTED WHEN BURNISHING THE REAR BRAKES. Front brakes require burnishing independently from rear brakes in order to control disc temperatures • EXTREME SAFETY PRECAUTIONS SHOULD BE USED WHEN MAKING HIGH-ENERGY/ HIGH-SPEED BRAKE STOPS ON ANY DOWNGRADE. Safety berms or adequate run off ramps are necessary for any stopping performance tests. • Heavy smoke and foul odor from brake linings is normal during burnishing procedures.
2. To expedite the burnishing cycles of heating and cooling, operate the brakes on only one axle at a time, so that the other system will be cooling (operate front brakes with rear brakes disconnected, or rear brakes with front brakes disconnected). 3. The recommended order for burnishing is: Front, Rear, Front, Rear, Front, Rear and Front.
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Rear Brake Conditioning Note: Front brakes will require burnishing independently from rear brakes in order to control disc temperatures.
Extreme safety precautions should be used when making high-energy/high-speed brake stops on any downgrade. Safety berms or adequate run off ramps are necessary for any stopping performance tests. 1. Temporarily disconnect the FRONT brakes using the following procedure: a. Observe safety precautions on the previous page. Bleed down the steering accumulators with engine off, and turn the key switch OFF and wait 90 seconds. Confirm the steering pressure is released by turning the steering wheel - No front wheel movement should occur. b. Open the two valves (7, Figure 6-38) at the bottom of the brake accumulators (inside brake cabinet) to bleed down the two brake accumulators.
c. Disconnect “BF” hydraulic tube (5, Figure 638) at both ends inside brake control cabinet. Install a #8, 0.75 x 16UNF-2B, 37° flare Cap Nut (WA2567, or equivalent) on each fitting where tube was removed. Tighten caps to standard torque to prevent leakage. Cap or plug tube to prevent contamination. NOTE: This will disconnect the hydraulic supply from the operator's brake pedal to the front brakes. There will be a noticeable loss of “braking action” at the pedal. However, this method of temporarily disabling the brakes will still permit the application of Brake Lock, in the event of an emergency. d. Close accumulator bleed valves handles (7). 2. Disconnect pressure sensor (2, Figure 6-39) by disconnecting connector (1) inside the brake cabinet. By disconnecting circuit 44R, propulsion will be allowed with the service brakes applied. 3. Drive empty truck on level terrain at speeds of 8-16 kph (5-10 mph) while applying (dragging) the brakes using sufficient pressure to make engine work until the disc temperatures reach or just exceed 316°C (600°F). NOTE: The override switch on the instrument panel must be depressed and held by the operator in order to propel the truck with the brakes applied.
FIGURE 6-38. BRAKE MANIFOLD AND COMPONENTS 1. “BR” Hydraulic Tube 2. Rear Brake Accumulator 3. Brake Manifold 4. Front Brake Accumulator
J6-32
5. “BF” Hydraulic Tube 6. Brake Lock Shuttle Valve 7. Brake Accumulator Bleed Valves
FIGURE 6-39. BRAKE CABINET 1. Connector 2. Pressure Sensor
Armature Speed Rear Disc Brakes
10/10 J06025
8. Start the engine and check for leaks. 9. Ensure all brakes are functioning properly and have cooled to approximately 121°C (250°F) or less before releasing truck. Do not exceed 800°F (427°C) disc temperatures during burnishing. 4. Allow the brake discs to cool to approximately 121°C (250°F) between cycles. 5. Repeat steps 3 and 4. 6. If the linings smoke or smell during the second cycle, continue to repeat burnishing cycle until smoke and smell are gone or are significantly reduced.
10. Verify that pressure sensor and circuit 44R is functioning correctly. With the truck empty and on a level surface, accelerate up to 16 kph (10 mph). Apply the service brakes. The drive system must drop out of propulsion at this time. If it does not drop propulsion, troubleshoot the system and repair the problem. Do not release the truck to production unless propulsion is discontinued when the service brakes are applied.
7. Reconnect front brakes: a. Relieve pressure in the hydraulic system described in Steps 1a and 1b. b. Remove the cap nuts and reinstall tube (5, Figure 6-38). Tighten the tube nuts to standard torque. c. Close accumulator bleed valves (7). d. Re-connect connector (1, Figure 6-39) to the wiring harness
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J6-33
NOTES:
J6-34
Armature Speed Rear Disc Brakes
10/10 J06025
SECTION L HYDRAULIC SYSTEM INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC COMPONENT REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8
HYDRAULIC CHECKOUT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10
L01041
Index
L1-1
NOTES
L1-2
Index
L01041
SECTION L2 HYDRAULIC SYSTEM INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 High Pressure Hydraulic Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 Steering System Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4 DISABLED TRUCK CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 STEERING AND BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6 HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7 Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7 Dumping Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
L02047
Hydraulic System
L2-1
NOTES:
L2-2
Hydraulic System
L02047
HYDRAULIC SYSTEM HYDRAULIC SYSTEM OPERATION The following describes the basic hydraulic system operation. Further system description is outlined under different system circuits such as the hoist circuit and steering circuit in this section of the manual. Refer to Section J for details regarding the hydraulic brake system. The hoist, steering and brake circuits share a common hydraulic tank (1, Figure 2-1). The tank is located on the left frame rail forward of the rear wheels.
The service capacity of the tank is 901 l (238 gal). Type C-4 hydraulic oil is recommended for use in the hydraulic system. NOTE: It is recommended that any hydraulic oil to be used for filling or adding to the hydraulic system is routed through a 3 micron filter device prior to use.
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK) 1. Hydraulic Tank 2. Hoist Cylinder
L02047
3. Steering / Brake Pump 4. Hoist Circuit Filters
Hydraulic System
5. Hoist Circuit Hydraulic Pump
L2-3
High Pressure Hydraulic Filters
When servicing the hydraulic system, relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
The truck is equipped with high pressure hydraulic oil filters to filter the oil supply at the outlet of the pumps. The steering/brake system filter (4, Figure 2-2) and two hoist circuit filters (4, Figure 2-1) are located on the right side, behind the fuel tank. Flow restriction through the filter element is sensed by a pressure differential switch. When restriction is excessive, the switch will turn on an indicator lamp inside the cab to notify the operator that filter service is required. Bleeddown Manifold
COMPONENT DESCRIPTION
The bleeddown manifold (6, Figure 2-2) receives oil from the steering/brake pump and directs it to the steering accumulators (9), brake system, and to the flow amplifier (7), for steering circuit components.
Hoist Pump
Steering System Accumulators
The hoist pump (5, Figure 2-1) is a tandem gear type pump. The pump is mounted behind the main alternator and driven by a drive shaft connection between the pump and the accessory drive output of the alternator. The pump has a total output of 851 l/min (225 GPM) at 1900 RPM.
The steering accumulators (9, Figure 2-2) provide an adequate volume of pressurized oil to allow the truck to be steered to a safe area if a malfunction occurs in the pump. (Brake system accumulators store a supply of oil to allow several brake applications if the steering/brake pump malfunctions. Refer to Section J for detailed information.)
Steering/Brake Pump The Steering/Brake system pump (3, Figure 2-2) is mounted on the rear of the hoist system pump and coupled to the hoist pump driveshaft. This pump has an output of 246 l/min (65 GPM) at 1900 RPM. Output from this pump provides oil for the truck steering system as well as the service brake system. Tank The hydraulic tank (1, Figure 2-2) provides a common supply of oil for the hoist, steering, and brake systems. The hydraulic tank service capacity is 901 l (238 gal). Oil leaving the hydraulic tank passes through two 100 mesh wire strainers before entering the hydraulic pumps. Oil level should be checked periodically and be visible in the bottom sight glass when the body is down and the engine is running. If filling is required, use only clean, filtered type C-4 hydraulic oil.
L2-4
Hydraulic System
L02047
FIGURE 2-2. STEERING CIRCUIT COMPONENTS (VIEWED FROM BELOW TRUCK) 1. Hydraulic Tank 2. Hoist Cylinders 3. Steering / Brake Pump
L02047
4. Steering Circuit Filter 5. Hoist Circuit Pump 6. Bleeddown Manifold
Hydraulic System
7. Flow Amplifier 8. Steering Cylinders 9. Steering Accumulators
L2-5
DISABLED TRUCK CONNECTORS
5. Start the engine on the good truck and check the operation of the steering and brake system before moving the disabled truck.
GENERAL Refer to the appropriate information in this section of the manual for repair and troubleshooting procedures for the hoist system components and steering system components. Refer to Section J for repair and troubleshooting procedures for the hydraulic brake system components.
6. To disconnect the hoses, stop the engine(s). Wait two minutes for the hydraulic system to bleed down. Ensure all hydraulic pressure has been relieved before disconnecting the hoses. 7. Ensure the brake system jumper hose is removed when the supply and return hoses are disconnected from the truck.
STEERING AND BRAKE SYSTEM Ports are provided on the bleeddown manifold to allow operation of the steering and brake circuits for temporary truck operation if the steering/brake pump is not operational. To use this feature, two hoses (supply and return) from the disabled truck must be connected to a hydraulic source (such as an operational truck or an auxiliary power unit).
Hookup 1. When the good truck is in position, stop the engine and wait two minutes to allow the hydraulic system to bleed down. Ensure hydraulic pressure has bled off before connecting any hoses. NOTE: Maximum hydraulic pressure is not to exceed 24 304 kPa (3,525 psi). 2. Connect the hydraulic supply hose from the good truck to the supply port (4, Figure 2-3). NOTE: Failure to attach the return hose from the disabled truck to the hydraulic pressure source could cause the disabled truck hydraulic tank to overflow, or potentially damage the hydraulic power source due to lack of oil. 3. Connect the return hose from the good truck to the return port (3). NOTE: Because there are check valves incorporated into the bleed down manifold, the pressurized fluid supplied by the hydraulic source using supply port (4) will not supply oil to the brake system. To enable brake system operation, a jumper hose must be installed between the brake ports (1 & 2). Once the jumper hose is installed, pressurized oil from the hydraulic pressure source will be supplied to both the steering and the brake circuits. 4. If operable brakes are needed on the disabled truck, connect a jumper hose from brake port (1) to brake port (2).
L2-6
Hydraulic System
FIGURE 2-3. BLEEDDOWN MANIFOLD 1. Brake Port( # 1) 3. Return Port 2. Brake Port (# 2) 4. Supply/Inlet Port
L02047
HOIST SYSTEM
Hookup
Sometimes it is necessary to dump a load from the body of a truck when the hoist system is inoperable. To use this feature, two hoses (supply and return) must be connected to a hydraulic source (such as an operational truck or an auxiliary power unit).
Ensure there is an adequate, clear area to dump the loaded box. When the good truck is in position, stop the engine and wait two minutes to allow the hydraulic system to bleed down. Ensure hydraulic pressure has bled off before connecting hoses.
Quick disconnect fittings (1 & 2, Figure 2-4) are provided on the overcenter valve to allow operation of the hoist circuit for temporary truck operation if the hoist pump, hoist valve or other hoist system component is not operational. This will allow maintenance personnel to raise the truck body to dump the load before moving the disabled truck.
1. With the good truck parked as close as possible to the disabled truck, attach a hose from the power up quick disconnect (1, Figure 2-4) to the power down circuit of the disabled truck. (Hose must be rated to withstand 17 237 kPa (2,500 psi) or greater pressure.
In the example, Figure 2-4 illustrates a typical hookup from the good truck. The disabled truck may be another Model 830E, or a different Komatsu electric drive truck model. NOTE: The hoist circuit relief valves are adjusted to 17 240 kPa (2,500 psi).
NOTE: The power down circuit will use a smaller diameter hose (tube) than the power up circuit. 2. Connect another hose from the power down quick disconnect (2) to the power up circuit of the disabled truck. NOTE: If both trucks are a Model 830E, the hoses will be installed at the quick disconnects shown in Figure 2-4 and will be crossed when connected.
Dumping Procedure Raising the Body: 3. On the disabled truck, move the hoist control lever to power up and then release it to place the hoist pilot valve in the HOLD position (leave in this position during entire procedure). 4. Start the engine on the good truck, place the hoist control in the power down position and increase engine RPM to high idle to dump the disabled truck. If the body of the disabled truck fails to raise, increase the good truck power down relief pressure as follows: a. Stop the engine and wait two minutes to allow the hydraulic system pressure to bleed down. b. Remove the cap from the hoist pilot valve relief valve (2, Figure 2-5) located in the hydraulics components cabinet behind the cab. While counting the number of turns, slowly screw the relief valve adjustment screw clockwise until it bottoms.
FIGURE 2-4. HOIST CONNECTIONS 1. Power Up Quick Disconnect 2. Power Down Quick Disconnect 3. Over Center Valve
5. Repeat Step 4 to dump the disabled truck. NOTE: The matching quick disconnect couplings for items (1 & 2) is PB4684.
L02047
Hydraulic System
L2-7
Lowering the Body: 6. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in POWER UP until the body is able to descend in FLOAT. Do not accelerate the engine. 7. After body is lowered, stop the engine and wait two minutes to allow the hydraulic system to bleeddown. Then disconnect the hoses. 8. Reduce power down relief valve pressure to normal on good truck by turning the adjustment counterclockwise the same number of turns as required in step 4 b. 9. Check power down relief pressure using instructions in Section L10. 10. Check hydraulic tank oil level.
FIGURE 2-5. RELIEF VALVE 1. Hoist Pilot Valve
L2-8
Hydraulic System
2. Relief Valve
L02047
SECTION L3 HYDRAULIC SYSTEM COMPONENT REPAIR INDEX HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6 Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10 HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17 HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18 Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19 HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19 HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20 FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21 INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
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Hydraulic Component Repair
L3-1
NOTES:
L3-2
Hydraulic Component Repair
05/10 L03039
HYDRAULIC SYSTEM COMPONENT REPAIR HOIST PUMP Removal NOTE: It is not necessary to remove the steering pump with the hoist pump. The steering pump may be disengaged and supported as the hoist pump is removed. 1. Turn the key switch OFF and allow ample time (approximately 90 seconds) for the accumulators to bleed down. Turn the steering wheel to be sure no oil remains under pressure.
2. Drain the hydraulic tank by use of the drain valve (12, Figure 3-1) located on the bottom of the tank. NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valves can be closed and both pump inlet lines can be drained, eliminating the need to completely drain the tank. Refer to Figure 31. 3. Remove the rear axle blower hose support strap.
FIGURE 3-1. HOIST PUMP PIPING (BOTTOM VIEW) 1. Hydraulic Tank 2. Hoist Pump Shut-Off Valves 3. Hoist Pump Suction Hoses 4. Hoist Pump
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5. Filter Outlet To Hoist Valve Hose 9. Steering / Brake Pump 6. Hoist Pump Outlet To Filter Hose 10. Steering Pump Shutoff Valve 11. Hoist Valve Return To Tank Hose 7. Hoist Circuit Filters 12. Hydraulic Tank Drain 8. Hoist Cylinders
Hydraulic Component Repair
L3-3
4. Disconnect and remove the hose at the alternator end and swing clear of work area. 5. Close the shut-off valves (2 & 10, Figure 3-1).
Always maintain complete cleanliness when opening any hydraulic connection. Ensure that all system lines and components are capped while the component is removed from the truck.
11. Make sure the lifting and support devices are in place on both pumps. Loosen (but do not remove) the rear support bracket cap screws holding the steering pump. Lower the pumps allowing hoist pump to come down further than steering pump. 12. Remove the four cap screws (10, Figure 3-2). Slide hoist pump forward to disengage the splines of drive coupling (9) from the steering pump. 13. Move pump to a clean work area for disassembly.
6. Cap or cover all lines and pump inlets and outlets to prevent contamination. 7. Remove the cap screws securing the hoist pump drive flange to the drive shaft. 8. Loosen the cap screws securing the inlet hoses (3) and outlet hoses (6) on the hoist pump and allow oil to drain. Remove inlet and outlet hoses.
The hoist pump weighs approximately 128 kg (282 lbs). The hoist and steering pump together weigh approximately 227 kg (500 lbs). Use a suitable lifting or support device that can handle the load safely.
9. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 113 kg (250 lbs). Attach a support to the front end of the steering pump to hold it in place during removal of the hoist pump. 10. Remove the four cap screws securing the hoist pump to the front support bracket. Remove the six cap screws holding the support bracket to the â&#x20AC;&#x153;Tâ&#x20AC;? bracket and remove support bracket.
L3-4
Installation NOTE: The following procedure assumes the steering pump is already in position on the truck. 1. Install O-ring (16, Figure 3-2) to steering pump (11). Install coupler (9) to hoist pump. If removed coupler has a snap ring, remove the snap ring and dispose.
The hoist pump weighs approximately 128 kg (282 lbs). The hoist and steering pump together weigh approximately 227 kg (500 lbs). Use a suitable lifting or support device that can handle the load safely. 2. Attach a suitable lifting or support device to the hoist pump capable of handling approximately 113 kg (250 lbs). Move pump into position in truck. 3. Lubricate the steering pump spline shaft and align with coupling (9). Install hoist pump to steering pump and install cap screws (10) with hardened washers and tighten to standard torque. Raise pumps up into position.
Hydraulic Component Repair
05/10 L03039
4. Attach front support bracket to the â&#x20AC;&#x153;Tâ&#x20AC;? bracket and to the pump with cap screws, lockwashers and nuts. Tighten cap screws to standard torque. 5. Connect hoist pump drive flange to drive shaft with cap screws, lockwashers and nuts. Tighten to standard torque. 6. Tighten support bracket cap screw (on rear of steering pump) to standard torque. 7. Uncap inlet and outlet hoses and install to pumps using new O-rings. Tighten cap screws securely. 8. Service the hydraulic tank with C-4 type hydraulic fluid. Refer to Hydraulic Tank, this section for filling instructions.
1. Hoist Pump 2. Nut & Washer 3. Dowel 4. O-Ring 5. Cap Screw 6. Bearing Plate
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9. Open the three suction line shut-off valves. Loosen cap screws (at the pump) on suction hoses (12 & 16) to bleed trapped air. Then loosen cap screws (at the pump) on pressure hoses to bleed any trapped air. Tighten all cap screws securely. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. 10. Remove fitting (12) and fill the steering pump case with clean type C-4 hydraulic oil through the case drain port. It may require 1.9 - 2.9 liters (2-3 quarts) of oil. Reinstall fitting (12) and connect the hose. 11. Reconnect blower tube and install blower tube support strap.
FIGURE 3-2. STEERING PUMP REMOVAL 7. O-Ring 8. Transition Plate 9. Coupling 10. Cap Screw 11. Steering & Brake Pump 12. Pump Case Drain
Hydraulic Component Repair
13. Inlet Port 14. Compensator Adjuster 15. Plug 16. O-Ring 17. Nut 18. Unloader Adjuster
L3-5
Disassembly NOTE: As parts are removed they should be laid out in a group in the same order in which they are removed. 1. Clean the exterior of the pump assembly thoroughly. If the steering pump is attached, remove cap screws (10, Figure 3-2) and pull the steering pump free of transition plate (8). Remove O-ring (16).
5. Remove nuts (17, Figure 3-2) and remove bearing plate (6) with transition plate (8) and O-ring (4). Remove cap screws (5) securing the bearing plate to the transition plate and remove O-ring (7). Remove dowels if damaged, or if replacement of the transition plate is necessary. 6. Remove connector plate (9, Figure 3-3). Remove O-ring (8) and steel rings (10) and (14). Remove dowels (6) if damaged, or if connector plate replacement is necessary.
2. Remove companion flange from driveshaft. If necessary, heat to 204째 to 260째C (400째 to 500째F) to ease removal.
NOTE: If the connector plate is stuck, tap lightly with a plastic hammer to loosen.
3. Remove coupling (9). Remove snap ring (18) if damaged or replacement of the coupling is necessary. Remove dowels (3) if damaged, or if replacement of the bearing plate is necessary.
7. Remove backup ring (15), O-ring and retainer (16) and isolation plate (17). Grasp the drive gear (12) and idler gear (11) and pull straight up and out of the gear plate (5) bore. Remove pressure plate (18) from gears.
4. The pump may be supported by placing on wood blocks with the input drive shaft pointing down. Mark each section nearest the input drive gear to facilitate reassembly.
8. Remove gear plate (5) and pressure plate (19). Remove steel rings, backup ring, O-ring and retainer and isolation plate. Remove O-ring (3) and stud O-ring (4).
FIGURE 3-3. HOIST PUMP DISASSEMBLY 1. O-Ring 2. Bearing Plate 3. O-Ring 4. O-Ring 5. Gear Plate 6. Dowel
L3-6
7. Stud 8. O-Ring 9. Connector Plate 10. Steel Ring 11. Idler Gear 12. Drive Gear (Rear)
13. Bearings 14. Steel Ring 15. Backup Ring 16. O-Ring & Retainer 17. Isolation Plate 18. Pressure Plate
Hydraulic Component Repair
19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-Ring
05/10 L03039
9. Remove bearing plate (2). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if damaged or replacement of the bearing plate is necessary. 10. Remove coupling (21). Remove snap ring (22) if damaged or replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove thru studs at this time as the studs serve as guides for disassembly. 11. Remove bearing plate (10, Figure 3-4). If the bearing plate is stuck, tap lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11).
13. Unthread the thru studs (12) and remove. Remove flange (5), if stuck tap flange lightly with a plastic hammer to loosen. Remove O-ring (8). Remove dowels (6) if damaged or if replacement of the flange (5) or gear plate (7) is necessary. 14. Remove steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from gear plate (7). Remove both pressure plates (18). 15. Remove outboard shaft seal (2), snap ring (21) and inboard shaft seal (20).
12. Remove steel rings (13), backup ring (14), O-ring, retainer (15) and isolation plate (17). Remove dowels (16) if damaged or if replacement of the bearing plate (10) is necessary.
1. Drive Gear & Shaft 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate 8. O-Ring 9. O-Ring 10. Bearing Plate 11. O-Ring 12. Thru Studs 13. Steel Rings 14. Backup Ring 15. O-Ring & Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring
FIGURE 3-4. HOIST PUMP DISASSEMBLY (FRONT SECTION)
L03039 05/10
Hydraulic Component Repair
L3-7
NOTE: To aid in shaft seal removal place the flange on two small wooden blocks, refer to Figure 3-5. 16. Use a punch and hammer and tap the outboard shaft seal out of the flange bore. (Refer to Figure 3-6.) Use care not to mar, scratch or damage the seal bore surface, or bearings. 17. After the seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper (only).
FIGURE 3-6. SHAFT SEAL REMOVAL 1. Flange 3. Bearings 2. Punch FIGURE 3-5. SEAL REMOVAL PREPARATION 1. Flange 3. Wooden Blocks 2. Bearings
L3-8
Hydraulic Component Repair
05/10 L03039
Inspection Of Parts 1. Examine the gear bores in both gear plates, reference Figure 3-7. During the initial break-in, the gears cut into the gear plates. The nominal depth of this cut is 0.203 mm (0.008 in.) and should not exceed 0.381 mm (0.015 in.). As the gear teeth cut into the gear plates, metal is rolled against the pressure plates. Using a knife or sharp pointed scraper, remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.
5. Inspect the bearings, if they are worn beyond the gray teflon into the bronze material, the complete flange connector plates or bearing plate should be replaced. NOTE: Replacing new bearing in the flange, connector plates or bearing plate is not recommended due to close tolerances and special tooling required for crimping the bearing in place to prevent bearing spin. 6. Inspect the flange seal bore for scratches or gouges which may interfere with shaft seal installation. 7. For additional pump and system inspection refer to the Troubleshooting Guide.
When removing the rolled up metal, do not attempt to remove the gear track-in grooves. 2. Examine the pressure plates. They should not show excessive wear on the bronzed side. If deep curved wear marks are visible, discard and replace with new. 3. Examine the gears. If excessive wear is visible on the journals, sides, or face of the gears, or at the point where the drive gear rotates in the lip seal, discard and replace with new. 4. If any of the internal parts show excessive wear, replace with new. Replace all O-rings and seals with new.
FIGURE 3-7. GEAR BORE INSPECTION 1. Gear Track-In
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Hydraulic Component Repair
2. Gear Plate
L3-9
Assembly 1. A suitable seal press ring or plug and two small wood blocks should be available. 2. The following seal installation procedures are outlined for use with a vise, but they can be adapted for use with a press if one is available. 3. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring.
6. Position the press ring over the seal. Make sure that the seal stays centered and true with the bore, and start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore. 7. Install snap ring (2, Figure 3-9). Make sure the snap ring opening is over the weep hole (10). 8. Install the Outboard seal (metal face out), until it just contacts the snap ring.
4. Place the wood blocks flat against the fixed jaw of the vise. Place the flange plate against the blocks in such a position that the bearing projections are between the blocks and clear of the vise jaw, refer to Figure 3-8. 5. Lubricate the seals with hydraulic oil. Position the inboard shaft seal (3, Figure 3-9) with the metal face toward the outboard end of the flange.
FIGURE 3-9. SHAFT SEAL INSTALLATION
FIGURE 3-8. SHAFT SEAL INSTALLATION 1. Flange 2. Wood Blocks
L3-10
3. Bearing Projection
1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-Ring
Hydraulic Component Repair
8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Thru Studs
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9. Lubricate the thru stud threads (14, Figure 3-9) with hydraulic oil. Thread the studs into flange until snug. There are 4 long studs and 4 short studs. Reference Figure 3-10 for proper stud location. Lubricate and install O-ring (7). Install dowel pins (12), if removed. Install gear plate (13). Make sure the recess in the gear plate will be toward the connector plate, or facing up when the gear plate is installed.
10. Install steel rings (5, Figure 3-10). Lubricate and install backup ring (8), O-ring (7) and ring retainer (6) as shown in Figure 3-10. 11. Install the isolation plate (9) on the suction side of the gear plate. The isolation plate has a relief area milled on one side, turn that side up or toward the pressure plate. 12. With the bronze side up and the milled slot facing toward the discharge side, slide pressure plate (2, Figure 3-11) down into the gear bores until it rests on the backup ring and O-ring. Do not force the plate down the gear bores. If it hangs up on the way down, work it back and forth until it slides freely into place. 13. Coat the inside of the gear plate and the gears with clean hydraulic oil.
FIGURE 3-10. PUMP REASSEMBLY 1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer
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7. O-Ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Thru Studs
FIGURE 3-11. PRESSURE PLATE INSTALLATION 1. Gear Plate 2. Pressure Plate
Hydraulic Component Repair
3. Slot
L3-11
NOTE: To ensure the gear pump is correctly timed during reassembly, place a mark on the end of the input shaft to indicate the location of the valley between any two gear teeth. Refer to Figure 3-12 which illustrates gear pump timing.
14. With the extension end of the drive gear facing toward the shaft seals, install the drive gear. Do not drop the gear in the bore as damage to the bronze face of the pressure plate could result. Use care when pushing the drive gear extension thru the shaft seals. Install the idler gear. 15. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side.
FIGURE 3-12. PUMP GEAR TIMING
L3-12
Hydraulic Component Repair
05/10 L03039
16. Install steel rings (11, Figure 3-13), backup ring (12), O-ring and retainer (13). Install isolation plate with its relief toward the pressure plate.
1. Drive Gear and Shaft 2. Idler Gear 3. Gear Plate 4. Relief
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17. Lubricate and install thru stud O-rings (5) and connector plate O-ring (7). Install dowel (14) if removed. Lubricate the I.D. of the bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).
FIGURE 3-13. HOIST PUMP REASSEMBLY 9. Coupling 5. O-Ring 10. Thru Studs 6. Connector Plate 11. Steel Ring 7. O-Ring 12. Backup Ring 8. Snap Ring
Hydraulic Component Repair
13. O-Ring & Retainer 14. Dowel 15. Isolation Plate 16. Pressure Plate 17. Bearing
L3-13
18. Lubricate O-ring (3, Figure 3-14) and install in bearing plate (7). Lubricate O-rings (4) and install over studs (12). Replace dowel (2) if removed. Install bearing plate (7).
20. Lubricate I.D. of bearings (18, Figure 3-14). Install O-rings (8 & 9) and dowel (25) if removed. Install gear plate (10). Make sure relief in gear plate is toward bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of the steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate.
21. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear. This is accomplished by lining up a tooth on the rear drive gear with the valley of two teeth on the front drive gear, as shown in Figure 3-12.
FIGURE 3-14. HOIST PUMP REASSEMBLY 1. Drive Gear (Rear) 2. Dowel 3. O-Ring 4. O-Ring 5. Coupling 6. Connector Plate 7. Bearing Plate
L3-14
8. O-RIng 9. O-Ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear
14. Cap Screw 15. Bearing Plate 16. Transition Plate 17. O-Ring 18. Bearings 19. Coupling
Hydraulic Component Repair
20. Nut 21. O-Ring 22. Dowel 23. Dowel 24. O-Ring 25. Dowel
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22. Repeat steps 15 and 16 for installation of the remaining pressure plate, steel rings, backup ring, O-ring, and retainer and isolation plate. 23. Lubricate and install O-ring (24, Figure 3-14) in connector plate (11). Install dowel (23) if removed. Lubricate I.D. of bearing in the connector plate (11). Install connector plate (11) with flat washers and nuts. 24. Install dowel (22) if removed. Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) to transition plate and install cap screws (14). Tighten cap screws to standard torque. 25. Lubricate O-ring (21) and position on bearing plate (15). Install the assembled bearing plate and transition plate (15 & 16) to the connector plate (11) and secure in place with nuts (20). Tighten nuts to standard torque.
31. Install a new O-ring on steering pump flange and install steering pump to the transition plate (16, Figure 3-14). Install cap screws and tighten to standard torque. 32. Install companion flange on pump driveshaft. If necessary, heat to 204° to 260°C (400° to 500°F) to ease installation.
Do not force flange onto shaft. Be certain flange is bottomed on shaft before it cools. 33. After flange has cooled, install nut and washer on pump shaft. Tighten to 407 N·m (300 ft lbs) torque.
26. Install coupling (19). 27. Lubricate the thru stud threads and install two opposite stud nuts and hardened washers. Tighten nuts to 325 to 339 N·m (240 to 250 ft lbs) torque. 28. Using an 18 inch (45 cm) adjustable wrench, check pump drive shaft rotation. The drive shaft will be tight but should turn freely with a maximum of 7 to 14 N·m (5 to 10 ft lbs) torque, after the initial surge. (Refer to Figure 3-15.) 29. If the shaft will not turn properly, disassemble the pump and examine the parts for burrs or foreign material causing buildup or interference between parts. 30. When the input shaft turns properly install the remaining hardened washers and nuts. Tighten nuts to 325 to 339 N·m (240 to 250 ft lbs) torque.
L03039 05/10
FIGURE 3-15. PUMP ROTATION CHECK 1. Wrench 2. Input Shaft
Hydraulic Component Repair
3. Pump
L3-15
HYDRAULIC TANK
3. Replace fill cap.
Filling Instructions
4. Start engine, raise and lower the dump body three times.
NOTE: If filling is required, use only type C-4 hydraulic oil as specified on the truck Lubrication Chart. Filtering of oil with a 3 micron filtering system is recommended.
5. Continue to repeat steps 1 thru 4 until oil level is maintained in the top sight gauge with the engine stopped, key switch OFF, and body down.
Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulator to bleed down after engine shutdown and key switch OFF. 1. With the engine stopped, body down, and the key switch OFF, wait for at least 90 seconds. 2. Remove the fill cap (1, Figure 3-16) and add clean type C-4 hydraulic oil until oil is at the top sight gauge.
NOTE: With engine running and oil at operating temperature, the oil should be visible in the lower sight glass. If not, stop the engine and add oil per Filling Instructions. Minor adjustments to oil level can be made by using the drain valve (4).
If a hydraulic system component fails, an oil analysis should be made before replacing any component. If foreign particles are evident, system must be flushed. Refer to â&#x20AC;&#x153;Hydraulic System Flushingâ&#x20AC;? instructions. Removal 1. Turn key switch OFF and allow at least 90 seconds for the steering accumulator to bleed down. Be prepared to contain approximately 901 l (238 gal.) of hydraulic oil. If the oil is to be reused, clean containers must be used with a filtering (3 micron) system available for refill. 2. Thoroughly clean the outside of the hydraulic tank and attached equipment.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination. 3. Drain the hydraulic tank by opening the drain valve (4, Figure 3-16) located on the side of the tank. 4. The last little bit of oil can be drained by removing the magnetic drain plug located on the bottom of the tank. FIGURE 3-16. HYDRAULIC TANK 1. Fill Cap 3. Breather Filters (2) 2. Sight Gauges 4. Drain Valve
L3-16
Hydraulic Component Repair
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5. Disconnect all of the hydraulic lines connected to the tank. Plug lines to prevent possible contamination to the system. Tag each line at removal for proper identification during installation. 6. Attach a lifting device to the hydraulic tank.
The hydraulic tank weighs approximately 544 kg (1,200 lbs). Use a suitable lifting device that can handle the load safely. 7. Disconnect the ground strap from the hydraulic tank. 8. Disconnect the wiring harness from the hydraulic tank. 9. Remove cap screws (4, Figure 3-17), lockwashers (5) and flat washers (6) securing the hydraulic tank to the frame. 10. Remove cap screws and flat washers (2), then remove caps (3). 11. Lift the hydraulic tank from the frame. Move the hydraulic tank to a clean work area for disassembly or repair.
Installation
The hydraulic tank weighs approximately 544 kg (1,200 lbs). Use a suitable lifting device that can handle the load safely. 1. Install hydraulic tank into position on truck. Install caps (3, Figure 3-17) with cap screws (2) and flat washers. Tighten to 615 N¡m (454 ft lb) torque.
FIGURE 3-17. HYDRAULIC TANK 1. Hydraulic Tank 2. Cap Screw & Washer 3. Cap 4. Cap Screw
5. Lock Washer 6. Flat Washer 7. Rubber Mount
2. Install cap screws (4), lockwashers (5), flat washers (6) through rubber mounts (7) to secure the hydraulic tank. Tighten to 800 N.m (590 ft lb).
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Hydraulic Component Repair
L3-17
3. Uncap hydraulic lines and attach to the proper connections. 4. Replace breather filters if required. 5. Connect truck wiring harness to hydraulic tank. Connect hydraulic tank ground strap. 6. Fill the hydraulic tank with clean, filtered C-4 hydraulic oil. Refer to â&#x20AC;&#x153;Filling Instructionsâ&#x20AC;?. 7. Bleed all air from hydraulic lines. 8. Bleed trapped air inside steering pump. Refer to Pump Pressure Setting, Section L for air bleeding procedure. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
Inspect and Clean NOTE: Inspect the strainers thoroughly for metallic particles and varnish build up (if oil has been overheated). The quantity and size of any particles may be an indication of excessive wear of components in the hydraulic system.
1. Clean the strainers with fresh cleaning solvent from the inside out. 2. Inspect the strainers for cracks or wear. Replace, if necessary. 3. Clean any sediment from bottom of hydraulic tank.
HYDRAULIC TANK STRAINERS Removal
Prior to opening the hydraulic tank, allow at least 90 seconds for the accumulator to bleed down after engine shutdown with the key switch OFF. 1. Stop the engine and turn the key switch OFF and wait at least 90 seconds. NOTE: If the oil is to be reused, clean containers must be used with a filtering (3-micron) system available for refill. 2. Drain the hydraulic tank by opening the drain valve (4, Figure 3-16) located on the side of the tank. 3. The last little bit of oil can be drained by removing the magnetic drain plug located on the bottom of the tank. 4. Disconnect hoist pump supply hoses at the tank. 5. Remove the 22 cap screws (8, Figure 3-18) securing cover (7) to the hydraulic tank. Remove and discard gasket (6). 6. Remove cap screws (5), flat washers and lockwashers securing suction strainers (4) to the hydraulic tank. Remove suction strainers.
L3-18
FIGURE 3-18. STRAINER REMOVAL 8. Cap Screw 1. Hydraulic Tank 9. Cap Screw 2. Temp Sensor 10. Plate 3. Oil Level Probe 11. Gasket 4. Suction Strainer 12. Cap Screw 5. Cap Screw 13. Plate 6. Gasket 14. Diffuser 7. Cover
Hydraulic Component Repair
05/10 L03039
HYDRAULIC TANK BREATHERS
Installation 1. Install suction strainers (4, Figure 3-18) into hydraulic tank and secure in place with cap screws (5), flat washers and lockwashers. Tighten cap screws to standard torque.
There are two breather filters (3, Figure 3-16) located on top of the hydraulic tank to allow air in and out of the tank. The filters should be replaced at the interval specified on the lubrication chart.
2. Install cover (7) using new gasket (6). Secure in place using cap screws (8), flat washers and lockwashers. Tighten cap screws to standard torque.
Keep the area around the breather filters clean and free of debris build up. If there is any sign that the breather filters are oil soaked, replace the filters as soon as possible and check for proper oil level. Once the breather filters become oil soaked, they will plug very quickly.
3. Attach all hydraulic hoses to the hydraulic tank. 4. Fill the hydraulic tank, refer to Hydraulic Tank Filling Instructions. Open the three suction line shut-off valves. 5. Loosen suction line connections at both pumps to bleed any trapped air. Tighten hose connections.
NOTE: Plugged breather filters can cause pressure build up inside the hydraulic tank and can cause the service brakes to drag.
6. Bleed trapped air inside steering pump. Refer to Pump Pressure Setting, Section L for air bleeding procedure NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result.
L03039 05/10
Hydraulic Component Repair
L3-19
HOIST CIRCUIT FILTERS Two hoist circuit filters (Figure 3-19) are located on the fuel tank below the right frame rail. The filters provide secondary filtering protection for hydraulic oil flowing to the hoist valve and hoist circuit components. An indicator switch (5) is designed to alert the operator of filter restriction before actual bypass occurs. The switch contacts close at 241 kPa (35 psi) to actuate a warning lamp on the overhead display panel. Actual filter bypass occurs at 345 kPa (50 psi). NOTE: When the engine is initially started and the hydraulic oil is cold, the warning lamp may actuate. Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator to change the element. Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval. Earlier replacement may be required if the restriction indicator lamp turns on. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: An early indication of the filter warning light at first installation may be due to restriction in the filter as it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil; replace only the filter element.
FIGURE 3-19. HOIST CIRCUIT FILTER ASSEMBLY 1. O-Ring 2. Plug 3. Filter Head 4. O-Ring 5. Indicator Switch 6. O-Ring 7. Backup Ring
L3-20
Hydraulic Component Repair
8. Setscrew 9. Filter Element 10. Bowl 11. Bleed Plug 12. O-Ring 13. Bottom Plug
05/10 L03039
FILTER ELEMENT REPLACEMENT
Installation 1. Install new element (9). Install new O-ring (6) and backup ring (7). 2. Install bowl on filter head and tighten. Lock in place with setscrew (8).
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
Removal 1. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.
3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH The indicator switch (5, Figure 3-19) is factory preset to actuate at 241 kPa (35 psi). When activated, the switch will illuminate the amber Hydraulic Oil Filter warning lamp located on the overhead display panel in the operatorâ&#x20AC;&#x2122;s cab. Note: Excessive restriction in either the hoist circuit filter, or the steering circuit filter element will cause the Hydraulic Oil Filter warning lamp to illuminate.
2. Remove bleed plug (11, Figure 3-19). Remove bottom plug (13) and drain oil from the housing into a suitable container.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination! 3. Loosen setscrew (8). Remove bowl (10). 4. Remove filter element (9). 5. Remove and discard backup ring (7) and O-ring (6). 6. Clean bowl in solvent and dry thoroughly.
L03039 05/10
Hydraulic Component Repair
L3-21
NOTES:
L3-22
Hydraulic Component Repair
05/10 L03039
SECTION L4 STEERING CIRCUIT INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4 No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-6 Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8 Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10 No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12 BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14 ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17 Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17 HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17 STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18 PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20 Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L04053
Steering Circuit
L4-1
NOTES:
L4-2
Steering Circuit
L04053
STEERING CIRCUIT STEERING CIRCUIT OPERATION The steering/brake pump (2, Figure 4-1) delivers oil to the high pressure steering filter (1), then to a bleed down manifold valve (8) which is located on the outside left frame rail. The bleed down manifold diverts oil between the steering circuit and brake circuit. The bleed down manifold directs oil to the steering accumulators (6), flow amplifier (7), brake circuit and steering cylinders via the flow amplifier. Oil entering the accumulator via the bleed down manifold pushes against (compressing) the bladder within the accumulator. The nitrogen pressure increases directly with steering circuit pressure. The bladder in the accumulator is pre-charged with approximately 9 653 kPa (1,400 psi) pure dry nitrogen.
1. Steering Circuit Filter 2. Steering / Brake Pump 3. Shut-off Valve
L04053
The accumulator oil is supplied constantly to the flow amplifier, via the bleed down manifold. The accumulators also act as a reservoir for pressurized hydraulic oil to be used during an emergency situation should the hydraulic steering oil supply malfunction for any reason.
If a loss in steering pressure occurs, stop the truck immediately. The pressure in the accumulator allows the operator to steer the truck only for a short period. Do not attempt further operation until the problem is located and corrected.
FIGURE 4-1. STEERING CIRCUIT (BOTTOM VIEW) 4. Hydraulic Tank 7. Flow Amplifier Valve 5. Steering Quick Disconnects 8. Bleeddown Manifold Valve 6. Steering Accumulators 9. Hoist Circuit Pump
Steering Circuit
L4-3
COMPONENT DESCRIPTION Hydraulic oil flows to the closed center steering valve via the flow amplifier. The flow amplifier is pilot-controlled by the steering valve. Due to large oil displacement in the steering cylinders, the flow amplifier is incorporated in the steering circuit. The steering column is connected directly to the steering valve. When the steering wheel is rotated, oil is directed to the steering cylinders via the flow amplifier to the appropriate side of the pistons in the steering cylinders. When steering circuit pressure reaches 17 238 kPa (2,500 psi) at the flow amplifier, or during a no steer situation, flow is blocked at the priority valve within the flow amplifier.
STEERING CONTROL UNIT The steering control unit is located behind an access cover on the front of the operator's cab. The steering control unit is connected directly to the steering column. The valve incorporates a rotary meter which ensures the oil volume supplied to the steering cylinders is proportional to the rotation of the steering wheel. Operation of the steering control unit is both manual and hydraulic in effect, providing the operator with power steering. The valve will be spring returned automatically to its closed, neutral position when turning is stopped.
FLOW AMPLIFIER The flow amplifier (Figure 4-2) is located on the left outside frame rail just forward of the bleed down manifold. The flow amplifier is required in the steering circuit due to the large volume of oil displacement required for steering. The flow amplifier uses the amount of flow from the steering control valve to determine the amount of amplified flow to send from the bleed down manifold to the steering cylinders. Reference Figures 4-3 through 4-6 for oil flow paths during the neutral, steering and external shock load conditions.
L4-4
Steering Circuit
L04053
FIGURE 4-2. FLOW AMPLIFIER
L04053
Steering Circuit
L4-5
No Steer
(Refer to Figure 4-3): High pressure oil from the steering pump and steering accumulators is available through the steering bleeddown manifold to the HP port on the flow amplifier assembly. Upon Entering the priority valve, it goes past the spool to the closed amplifier valve and also out port P through a hose to port P on the steering control unit. In the control unit, it goes to a closed area in the control valve.
L4-6
As pressure builds up in these two areas, oil passes through orifices in the end of the priority valve and builds pressure on the end of the valve and port PP. When pressure reaches approximately 3 447 kPa (500 psi), the spool moves compressing its spring and closes off oil supply through area â&#x20AC;&#x153;Aâ&#x20AC;? resulting in only 3 447 kPa (500 psi) at the amplifier spool, steering control unit, and PP port.
Steering Circuit
L04053
FIGURE 4-3. FLOW AMPLIFIER (No Steer)
L04053
Steering Circuit
L4-7
Steering Left (Refer to Figure 4-4): When the operator turns the steering wheel â&#x20AC;&#x153;leftâ&#x20AC;?, the steering control unit valve is opened to allow oil coming in port P to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other passages in the control unit valve and out steering control unit port L. This oil enters port L of the flow amplifier assembly and goes to a closed area B in the directional valve. As pressure in this area builds, it also passes into the spool through orifice C to the spring area on the end of the directional valve. The pressure then moves the spool compressing the springs on the opposite end. This movement allows the oil entering area B to pass through the directional valve to area D of the amplifier valve through sleeve E holes to a passage between sleeve E and valve F through hole G in sleeve E where it initially is blocked by the valve body. As pressure builds up in this area, oil also flows from area D around the OD sleeve E around pin H through orifice J to build pressure on the end of the amplifier valve and opens hole G only enough to allow the flow of oil coming from the steering control unit to pass to the control area of the directional valve. At the same time, the movement of sleeve E opened the holes near the spring end to allow the oil from the priority valve to flow into the center of sleeve E.
The number of holes K (9) in sleeve E determine the amount of additional oil that is added to the steering control unit oil passing through hole G. This combined oil going to the center area Q of the directional valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to steer the front wheels to the left. As the cylinders move, oil is forced to return out the opposite ends, enter port CR of the flow amplifier assembly, pass through the directional valve to area M, passes through the return check valve N, and exit port HT to the hydraulic reservoir. At the steering control unit, when the operator turned the steering wheel, supply oil from port P was also delivered through the control unit valve to port LS. This oil enters the flow amplifier assembly through its LS port and builds pressure in the spring area of the priority valve. This additional force on the spring end of the priority valve causes area A to open and allow the necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders. The flow amplifier assembly includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 17 237 kPa (2,500 psi) even though supply pressure coming into port HP is higher. When 17 237 kPa (2,500 psi) is obtained, the relief valve prevents the LS pressure from going higher and thereby allows the priority valve to compress the spring enough to close off area A when 17 237 kPa (2,500 psi) is present.
This oil now inside sleeve E pushes valve F against its spring to give the oil access to a series of holes K that are in the same plane as hole G. The passage of oil through holes K past the valve body is metered by holes K being opened the same proportion as is hole G.
L4-8
Steering Circuit
L04053
FIGURE 4-4. FLOW AMPLIFIER (Steering Left)
L04053
Steering Circuit
L4-9
Steering Right
(Refer to Figure 4-5): Only a few differences occur between steer left and steer right. When the operator turns the steering wheel right, oil is supplied out ports R and LS of the steering control unit. The oil enters the flow amplifier assembly at port R and shifts the directional valve the opposite direction. The oils flow through the amplifier valve exactly the same.
L4-10
The combined oil from the amplifier valve passes through the center area Q of the directional valve to port CR where it goes to the opposite ends of the steering cylinders to turn the wheels right. The returning oil comes back through port CL to go to the tank. The LS oil operates exactly the same as steer left.
Steering Circuit
L04053
FIGURE 4-5. FLOW AMPLIFIER (Steering Right)
L04053
Steering Circuit
L4-11
No Steer, External Shock Load (Refer to Figure 4-6): When the operator is not turning the steering wheel, the steering control unit valve supply is closed. The directional valve remains centered by its springs thus closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction to cause a large shock load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected to port CR. The shock and suction relief valve inside the flow amplifier assembly at port CR will open at its adjusted setting (19 995 kPa, (2,900 psi)) and allow oil to escape from the pressurized ends of the cylinders preventing a higher pressure.
L4-12
As the cylinders are allowed to move, the other ends will have less than atmospheric pressure on port CL. This low pressure permits oil that is escaping through the CR port relief valve to flow through the check valve portion of the shock and suction relief valve connected to port CL. The oil then flows to the low pressure ends of the cylinders to keep the cylinders full of oil and prevent cavitation. A shock load in the opposite direction merely reverses the above procedure.
Steering Circuit
L04053
FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)
L04053
Steering Circuit
L4-13
BLEED DOWN MANIFOLD The bleed down manifold (10, Figure 4- 7) is located on the outside of the left hand frame rail just behind the flow amplifier. NOTE: The item call outs in Figure 4- 7 and Figure 48 are the same for easy reference. The bleed down manifold is equipped with a bleed down solenoid valve (17), two relief valves (28 & 34), a low steering pressure switch (4), and pilot operated check valves (31 & 32). The bleed down manifold receives oil from a high pressure filter and enters at port (1). Oil within the bleed down manifold is directed to the accumulators, the brake circuit, and the flow amplifier. Oil supply for the steering control valve and steering cylinders is supplied from the flow amplifier. The relief valves, accumulator bleed down solenoid, and steering pressure switch are not individually serviced and are factory preset. Each time the key switch is turned OFF, it energizes the bleed down solenoid valve (17). When the bleed down solenoid is energized, all hydraulic steering pressure, including the accumulator, is bled back to the hydraulic tank. Brake accumulator pressure however, will not bleed down due to internal check valves in the brake manifold.
L4-14
After approximately 90 seconds, the solenoid will de-energize to close the return port to tank. By this time all the oil in the accumulator should be returned to tank. At start-up, the steering circuit will be charged, including the brake circuit. The Low Steering Pressure light and buzzer will turn on until steering pressure reaches 15 858 kPa (2,300 psi). This is controlled by the steering pressure switch (4) located on the bleed down manifold. During operation, if steering pressure falls below 15 858 kPa (2,300 psi), the Low Steering Pressure warning light will illuminate. If for any reason the steering pump oil supply is lost, the truck can be connected to another truck to temporarily supply the steering and brake system by using two ports (14 & 22). Connect hydraulic supply hose from the good truck to port (14) located on the bleeddown manifold. Connect a return hose from the good truck to port (22). Also connect a jumper hose between ports (10 & 13). This hose will supply hydraulic oil to the brake system. This jumper hose must capable of withstanding 24 131 kPa (3,500 psi) brake system pressure.
Steering Circuit
L04053
FIGURE 4-7. BLEEDDOWN MANIFOLD PIPING 1. Inlet From Steering Filter 2. Pressure Sensor 3. Test Port (T1) 4. Low Steering Pressure Switch 15 860 kPa (2,300 psi) 5. Pump Pres. Feed Back 6. Accumulator 1 Supply 7. Test Port (T2) 8. Supply to Brakes 9. Test Port (T3) 10. Brake Pressure Inlet 11. Test Port (T4) 12. Accumulator 2 Supply
L04053
13. Brake Pressure Supply 14. Inlet Supply 15. Pressure Switch 517 kPa (75 psi) 16. Outlet to Flow Amplifier 17. Bleed Down Solenoid 18. Return Line To Tank 19. Test Port (T5) 20. Return from Flow Amplifier 21. Test Port (T6) 22. Return Port 23. Return Line To Tank 24. Test Port (T7)
25. Return Line To Tank 26. Hoist Pilot Valve Return Line 27. Check Valve 28. Main Relief Valve 27 580 kPa (4000 psi) 29. Check Valve 30. Check Valve 31. Check Valve (Piloted) 32. Check Valve (Piloted) 33. Logic Valve 34. Return Relief Valve 4 137 kPa (600 psi)
Steering Circuit
A. Spare 1 B. Pantograph C. APU D. Spare 2 E. Supply to Auto Lube F. SP 3 G. QD 3 H. Q.D. 4 I. Spare 4
L4-15
FIGURE 4-8. BLEEDDOWN MANIFOLD PIPING 1. Inlet From Steering Filter 2. Pressure Sensor 3. Test Port (T1) 4. Low Steering Pressure Switch 15 860 kPa (2,300 psi) 5. Pump Pres. Feed Back 6. Accumulator 1 Supply 7. Test Port (T2) 8. Supply to Brakes 9. Test Port (T3) 10. Brake Pressure Inlet 11. Test Port (T4) 12. Accumulator 2 Supply
L4-16
13. Brake Pressure Supply 14. Inlet Supply 15. Pressure Switch 517 kPa (75 psi) 16. Outlet to Flow Amplifier 17. Bleed Down Solenoid 18. Return Line To Tank 19. Test Port (T5) 20. Return from Flow Amplifier 21. Test Port (T6) 22. Return Port 23. Return Line To Tank 24. Test Port (T7)
Steering Circuit
25. Return Line To Tank 26. Hoist Pilot Valve Return Line 27. Check Valve 28. Main Relief Valve 27 580 kPa (4000 psi) 29. Check Valve 30. Check Valve 31. Check Valve (Piloted) 32. Check Valve (Piloted) 33. Logic Valve 34. Return Relief Valve 4 137 kPa (600 psi)
L04053
ACCUMULATORS
HIGH PRESSURE FILTER
The accumulators (6, Figure 4- 1) are a bladder type. The accumulators are charged to 9 653 kPa (1,400 psi) with pure dry nitrogen.
The high pressure filter (1, Figure 4- 1) filters oil for the steering and brake circuits.
Oil entering the accumulator pushes the bladder upward compressing the nitrogen. The nitrogen pressure increases directly with steering circuit pressure. When brake/steering circuit pressure reaches 24 132 to 24 476 kPa (3,500 to 3,550 psi), the unloader valve will unload the pump output to approximately 2 758 kPa (400 psi). The accumulators will contain a quantity of oil under pressure available for steering the truck. When system pressure drops to 22 063 kPa (3,200 psi), the pump output will again increase to refill the accumulators and increase steering system pressure. The accumulators also provide oil, for a limited amount of use, to be used in case of an emergency situation should the pump become inoperative.
If the filter element becomes restricted, a warning indicator located in the cab, on the overhead display is activated at 241 kPa (35 psi) and oil will bypass the element at 345 kPa (50 psi).
STEERING/BRAKE PUMP The Steering/Brake pump (2, Figure 4- 1) is mounted on the rear of the tandem hoist pump. This pump supplies oil to both the brake system and steering system. Figure 4- 9 shows the location of various steering pump components. Refer to Figure 4- 14 for a hydraulic circuit schematic of the pump with unloader and compensator.
Low Precharge Warning Switch Pressure switches located in the top of each accumulator monitor nitrogen pressure and are used to activate the accumulator pre-charge warning light if the nitrogen pressure drops below 7584 kPa (1,100 psi). The switches monitor nitrogen pressure when the key switch is turned ON and before the engine is started. If nitrogen pressure is too low, the warning lamp turns ON - a latching circuit prevents the warning lamp from turning off when the engine is started and steering system pressure compresses the nitrogen remaining in the accumulator.
Do not operate the truck with less than 7 584 kPa (1,100 psi) nitrogen pre-charge in the accumulators because there may be inadequate oil supply in some emergency conditions. If low nitrogen pre-charge pressure is determined, recharge the accumulators to 9 653 kPa (1,400 psi).
FIGURE 4-9. STEERING / BRAKE PUMP 1. Accumulator Connection 2. Pressure Compensator Adjuster 3. Unloader Adjuster
L04053
Steering Circuit
4. Stroke Adjuster 5. Outlet Port 6. GP2 Port 7. GPA Port
L4-17
Operation Refer to the parts list at right and the pump illustration in Figure 4-9 for the following description of operation. • The drive shaft (38, Figure 4- 10) runs through the centerline of pump housing (40) and valve plate (51). • Cylinder barrel (48) is splined to the drive shaft. • A ball bearing (36) supports the outboard end of the driveshaft and a (bushing type) bearing (50) supports the inboard end. • The pump cylinder barrel is carried in a polymerous (journal type) bearing (44). • The valve plate (51) has two crescent shaped ports (inlet and outlet). • Pumping pistons (47) in the cylinder barrel are held against a swashblock (31) by a shoe retainer (17). • The shoe retainer is held in position by the fulcrum ball (43) which is forced outward by retainer springs (13). The springs act against the pump cylinder barrel (48) forcing it against the valve plate (51) while also forcing the piston shoes against the swashblock. • The semi-cylindrical shaped swashblock limits the piston stroke and can be swivelled in arc shaped saddle bearings (21). • The cradle is swivelled by the control piston (14).
L4-18
FIGURE 4-10. CUT-AWAY VIEW OF STEERING PUMP 1. Plug 2. O-Ring 3. Spring 4. Seal 5. Unloader Adjuster 6. Back-Up Ring 7. O-Ring 8. Piston Ring 9. O-Ring 10. Back-Up Ring 11. Spring 12. Control Piston Stop Pin 13. Spring 14. Piston 15. Pin 16. Control Piston Stop Pin 17. Shoe Retainer 18. Pin 19. Retainer Ring 20. Washer 21. Saddle Bearing 22. Roll Pin 23. O-Ring 24. Link 25. O-Ring 26. Gland 27. Jam Nut 28. Maximum Flow Stop Adjuster 29. Retaining Ring
Steering Circuit
30. Back-Up Ring 31. Swashblock 32. Dowel Pin 33. Saddle 34. Roll Pin 35. Retainer Ring 36. Bearing 37. Shaft Retainer Ring 38. Shaft 39. Seal Retainer 40. Pump Housing 41. Shaft Seal 42. O-Ring 43. Fulcrum Ball 44. Cylinder Bearing 45. Pressure Compensator 46. Compensator Adjuster 47. Piston/Shoe Assembly 48. Cylinder Barrel 49. Gasket 50. Bearing 51. Valve Plate 52. Cap Screw 53. O-Ring 54. Cover 55. Piston Ring 56. Cap 57. Unloader Block
L04053
FIGURE 4-10. CUT-AWAY VIEW OF STEERING PUMP
L04053
Steering Circuit
L4-19
PRINCIPLE OF OPERATION Full Pump Volume: Control piston (1, Figure 4- 11) controls the angle of the swashblock (4). When the control piston moves to the full right position, the pump is at maximum pumping capacity. The drive shaft turns the splined housing (2) which contains the pumping pistons (3). When the housing is rotated, the pistons move in and out of their bores and the piston shoes â&#x20AC;&#x153;rideâ&#x20AC;? against the angled swashblock (4). As the cylinder rotates, the individual piston bores are connected, alternately to the left (port A) and right (port B) crescent shaped ports in the valve plate. While connected to left side (suction) port A, each piston moves outward, drawing fluid from port A into the piston bore until its outermost stoke is reached. At that point the piston bore passes from the left crescent port to the right crescent port.
FIGURE 4-11. PUMP AT FULL VOLUME 1. Control Piston 2. Housing
3. Piston 4. Swashblock
While rotating across the right side crescent, each piston moves downward on the angled swashblock face. Thus, each piston is forced inward. Each piston displaces fluid through the right side crescent to port B until it's innermost stroke is reached. At that point, the piston bore again passes from the right to the left side crescent and the operating cycle is repeated.
Half Pump Volume: Figure 4- 12 shows that the position of the control piston (1) is near the center of its travel. The swashblock is not angled as steep as before, and therefore the pistons have a shorter stroke. As the piston stroke gets shorter, the pump output also decreases.
FIGURE 4-12. PUMP AT HALF VOLUME 1. Control Piston 2. Housing
L4-20
Steering Circuit
3. Piston 4. Swashblock
L04053
Neutral Position: Neutral position (Figure 4- 13) results when the control piston (1) centers the swashblock (4). The swashblock angle is now zero and swashblock face is now parallel to cylinder face. Therefore, no inward or outward motion of the pump pistons exists as piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores to the crescents in the valve plate and subsequently no delivery from pump ports.
FIGURE 4-13. PUMP IN NEUTRAL POSITION 1. Control Piston 2. Housing
3. Piston 4. Swashblock
FIGURE 4-14. STEERING PUMP HYDRAULIC SCHEMATIC 1. Unloader Module 2. Accumulator Connection
L04053
3. Pressure Compensator Adjuster
Steering Circuit
L4-21
NOTES
L4-22
Steering Circuit
L04053
SECTION L5 STEERING CIRCUIT COMPONENT REPAIR INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3 ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6 LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8 STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-9 Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12 ACCUMULATOR STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12 Instructions For Storing Bladder Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13 Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13 FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-16 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-17 STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18 Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-20 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-21
L05038 2/11
Steering Component Repair
L5-1
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25 Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25 STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26 Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27 Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27 STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-29 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30 Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36 Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-37 Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-38 Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-38 Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-39
L5-2
Steering Component Repair
2/11 L05038
STEERING CIRCUIT COMPONENT REPAIR BLEED DOWN MANIFOLD Removal NOTE: The Bleed Down Manifold may not have to be removed from the truck to replace components. If problem area has been isolated, simply remove defective components and replace with new.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. 2. Disconnect wires at the bleed down solenoid and all pressure switches. 3. Disconnect, label and plug each hydraulic line to prevent contamination. 4. Remove mounting hardware (2, 3, 4, 5 & 6) and remove bleeddown manifold (1). The bleed down manifold weighs approximately 100 kg (220 lb). 5. Clean exterior of manifold before removing any components. Installation 1. Install bleed down manifold. Secure in place with cap screws, threaded rod, flat washers, lock washers and nuts. Tighten cap screws to standard torque.
FIGURE 5-1. BLEED DOWN MANIFOLD 1. Bleed Down Manifold 2. Threaded Rod 3. Flat Washer
4. Lock Washer 5. Nut 6. Cap Screw
NOTE: Adjustment of the relief valves is not necessary or recommended. Relief valves are factory preset. Do not attempt to rebuild or repair if relief valves are defective. Replace relief valves as a unit. The steering pressure switch and check valves are also replaced only as units.
2. Unplug lines and attach. Tighten connections securely. 3. Attach electrical leads to the bleed down solenoid and all pressure switches. If check valves or relief valves were removed, replace using new O-ring seals. 4. Start the engine and check for proper operation and leaks. Check steering and brake application.
L05038 2/11
Steering Component Repair
L5-3
ACCUMULATOR Removal
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to be certain no oil remains in the accumulator. 2. Remove Guard (5, Figure 5-3).
FIGURE 5-3. ACCUMULATOR VALVES 1. Valve Manifold 2. O-Ring 3. Cap Screw 4. Lockwasher 5. Guard
6. Cap 7. Flat Gasket 8. Valve Assembly 9. Pressure Switch
Ensure only the small swivel hex nut (4, Figure 52) turns. Turning the complete charging valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. Wear protective face mask when discharging nitrogen gas.
FIGURE 5-2. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut (Small Hex Nut) 5. Rubber Washer
L5-4
6. Valve Body (Large Hex Nut) 7. O-Ring 8. Valve Stem 9. O-Ring
3. Loosen small hex nut (4, Figure 5-2) three complete turns. Remove valve cap (1). Install charging manifold assembly and bleed off all nitrogen pressure. 4. Disconnect electrical leads at the pressure switch located on top of the accumulator. 5. Disconnect and plug the hydraulic line (4, Figure 5-4) at the bottom of the accumulator.
Steering Component Repair
2/11 L05038
6. Connect a lifting device to the top section of the accumulator and take up slack.
8. Lift accumulator clear of the mounting bracket and move to a clean work area for disassembly. 9. Clean exterior of accumulator before starting disassembly.
The accumulator weighs approximately 140 Kg (310 lbs). Use a suitable lifting device that can handle the load safely. 7. Remove the cap screws, flatwashers and locknuts on the clamps (2) securing the accumulator to the mounting bracket.
Installation
The accumulator weighs approximately 140 Kg (310 lbs). Use a suitable lifting device that can handle the load safely. 1. Attach a lifting device to the top section of the accumulator. Accumulator should be positioned in the lower mounting bracket with the ring positioned below the accumulator. 2. Install mounting clamps (2, Figure 5-4) and secure in place using cap screws, locknuts and flatwashers. Tighten cap screws securely, but do not overtighten as this may distort the accumulator wall. 3. If the pressure switch (9, Figure 5-3) or valve assembly (8) were removed, install at this time. Connect electrical leads to the pressure switch. Using a new O-ring, uncap and connect the hydraulic line to the accumulator. 4. Precharge the accumulator with pure dry nitrogen as outlined in the Steering Accumulator Charging Procedure. NOTE: Permanent damage to accumulator bladder will result if engine is started without accumulators properly charged.
Disassembly 1. Once the accumulator has been removed from the equipment, the accumulator body should be secured in a vise, preferably a chain vise. If a standard jaw vise is used, brass inserts should be used to protect the hydraulic port assembly from damage. Clamp on wrench flats only when using a jaw vise to prevent accumulator from turning. FIGURE 5-4. ACCUMULATOR MOUNTING 6. Reducer 1. Accumulators 7. Elbow (90°) 2. Clamps 8. Hoses 3. Cap Screw 9. Flat Washer / Locknut 4. Ring 5. O-Ring
L05038 2/11
2. Remove bleed plug (12, Figure 5-5) on hydraulic port assembly. Using a spanner wrench, remove lock ring (10) from the hydraulic port assembly. Use an adjustable wrench on the flats located on the port assembly to prevent port assembly from rotating.
Steering Component Repair
L5-5
3. Remove spacer (9), then push the hydraulic port assembly into the shell prior to Step 4. 4. Insert hand into the accumulator shell and remove the O-Ring backup (8), O-Ring (7), and metal backup washer (6). Separate the antiextrusion ring from the hydraulic port. Fold antiextrusion ring to enable removal of anti-extrusion ring from shell. 5. Remove hydraulic port from accumulator shell.
Repair of the housing by welding, machining or plating to salvage a worn area is NOT APPROVED. These procedures may weaken the housing and result in serious injury to personnel when pressurized.
6. Secure bladder valve stem from twisting with an appropriate wrench applied to the valve stem flats and remove gas valve manifold (14). Then remove nut (5) while still holding bladder valve stem from turning.
Assembly
7. Fold bladder and pull out of accumulator shell. A slight twisting motion while pulling on the bladder reduces effort required to remove bladder from shell. If bladder is slippery, hold with a cloth.
Cleaning and Inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inflate bladder to normal size. Wash bladder with a soap solution. If soap solution bubbles, discard bladder. After testing, deflate bladder immediately. 4. Inspect assembly for damage; check the poppet plunger to see that it spins freely and functions properly. 5. Check anti-extrusion ring and soft seals for damage and wear; replace all worn or damaged seals with original equipment seals. 6. After shell has been cleaned with a cleansing agent, check the inside and outside of shell. Special attention should be given to the area where the gas valve and hydraulic assembly pass through the shell. Any nicks or damages in this area could destroy the accumulator bladder or damage new seals. If this area is pitted consult your Komatsu Service Manager.
L5-6
Assemble the accumulator in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. 1. After shell (4, Figure 5-5) has been cleaned and inspected, place accumulator shell in vise or on table. 2. Thoroughly coat the inside of the accumulator shell with a liberal amount of clean hydraulic oil to lubricate and cushion the bladder. Make sure the entire internal of the shell is lubricated. 3. With all gas completely exhausted from bladder, collapse bladder and fold longitudinally in a compact roll. 4. Insert the bladder pull rod into the valve stem opening and out through the shell fluid port. Attach the bladder pull rod to the bladder valve stem. 5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of bladder will assist in this insertion. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install the valve stem nut (5) by hand. Once the valve stem nut is in place, remove the bladder pull rod.
Steering Component Repair
2/11 L05038
7. Hold bladder valve stem on the flats with a wrench and tighten nut (5) securely. 8. If removed, install pressure switch (15), valve assembly (11) and charging valve onto gas valve manifold (14). Install new O-Ring (16) on gas valve manifold (14). Hold bladder valve stem with wrench and install gas valve manifold (14) and tighten securely. 9. Holding the hydraulic port assembly (2) by the threaded end, insert the poppet end into the shell fluid port. Lay complete assembly in side shell. 10. Fold anti-extrusion ring (3) to enable insertion into the shell. Once the anti-extrusion ring has cleared the fluid port opening, place the antiextrusion ring on the hydraulic port assembly with the steel collar facing toward the shell fluid port.
12. Connect nitrogen charging kit to charging valve. Refer to â&#x20AC;&#x153;Steering Accumulator Charging Procedureâ&#x20AC;? to charge accumulator. With hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen with sufficient pressure, first 172 kPa (25 psi), then approximately 345 kPa (50 psi) to hold port assembly in place so both hands are free to continue with assembly. 13. Install the metal O-Ring backup washer (6) over hydraulic port assembly and push into the shell fluid port to bottom it out on anti-extrusion ring. 14. Install O-Ring (7) over hydraulic port assembly and push it into the shell fluid port until it has bottomed out against the metal O-Ring backup washer (6).
11. Pull the threaded end of the port assembly through the shell fluid port until it seats solidly into position on the shell fluid port opening.
1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti Extrusion Ring 4. Shell 5. Nut 6. O-Ring Back-Up (Metal)
L05038 2/11
FIGURE 5-5. ACCUMULATOR ASSEMBLY 12. Bleed plug 7. O-Ring 13. Warning Plate 8. O-Ring Back-Up 14. Gas Valve Manifold 9. Spacer 15. Pressure Switch 10. Lock Ring 16. O-Ring 11. Valve Assembly
Steering Component Repair
L5-7
LEAK TESTING
Do not twist O-ring. 15. Install O-ring back-up (8) over hydraulic port assembly and push until it bottoms against Oring 16. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell. 17. Install the lock ring (10) on the hydraulic port assembly and tighten securely. This will squeeze the O-Ring into position. Use appropriate wrench on flats on port assembly to insure the unit does not turn. 18. Install bleed plug (12) into the hydraulic port assembly. 19. Refer to â&#x20AC;&#x153;Steering Accumulator Charging Procedureâ&#x20AC;? for details on how to charge accumulator to 690 - 827 kPa (100 - 120 psi). After precharging, install plastic cover over hydraulic port to prevent contamination. Do not use a screw-in type plug.
To carry out the testing required, it will be necessary to check for internal and external leaks at high pressure. A source of 24 132 kPa (3500 psi) hydraulic pressure and nitrogen pressure of 9653 kPa (1400 psi) will be required. A small water tank will be necessary for a portion of the test. 1. Refer to Steering Accumulator Charging Procedure to precharge accumulator first to 172 kPa (25 psi), and then to 9653 kPa (1400 psi). 2. After accumulator is charged with nitrogen to 9653 kPa (1400 psi), tighten swivel nut (4, Figure 5-6) to close internal poppet at 11.5 -17 cm kg (10-15 in. lbs) torque. 3. Submerge accumulator assembly under water and observe for 20 minutes. No leakage (bubbles) is permitted. If leakage is present, go to Step 10. If no leaks, go to Step 4. 4. Hold charging valve (6) with a wrench and remove swivel connector and charging hose. 5. Replace cap on charging valve 11.5 -17 cm kg (10-15 in. lbs) and install gas valve guard. 6. Connect a hydraulic power supply to the oil port on the accumulator. Be sure bleed plug (12, Figure 5-5) is installed. 7. Pressurize accumulator with oil to 24132 kPa (3500 psi). This may take 6-8 gallons of oil.
Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. Do not exceed 827 kPa (120 psi). Storing accumulators with more than 827 kPa (120 psi) pressure is not safe in case of leaks. NOTE: Bladder accumulators should be stored with 690 - 827 kPa (100 - 120 psi) precharge, which fully expands the bladder, and holds oil against the inner walls for lubrication and to prevent rust formation.
8. No external oil leakage is permitted. 9. Slowly relieve oil pressure and remove hydraulic power supply. Install plastic cover over hydraulic port to prevent contamination. 10. If any gas or oil leakage was present, discharge all nitrogen gas using the charging equipment and repair as necessary. If there were no leaks of any kind, then use the nitrogen charging equipment and adjust nitrogen precharge pressure to 690 - 827 kPa (100 - 120 psi).
Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. Do not exceed 827 kPa (120 psi). Storing accumulators with more than 827 kPa (120 psi) pressure is not safe in case of leaks. 11. Verify all warning and caution labels are attached and legible. Refer to parts book if replacements are required.
L5-8
Steering Component Repair
2/11 L05038
STEERING ACCUMULATOR CHARGING PROCEDURE
3. Remove charging valve cover (5, Figure 5-3). 4. Close all valves (1, 2 & 8, Figure 5-7). 5. Install charging manifold assembly to the nitrogen gas supply tank. Open valve on nitrogen supply tank.
Do not loosen or disconnect any hydraulic line or component until engine is stopped and key switch has been OFF for at least 90 seconds. Pure dry nitrogen is the only gas approved for use in the steering accumulator. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure dry nitrogen gas is being used to charge the accumulator. When charging or discharging nitrogen gas in the accumulator, be sure the warning labels are observed and the instructions regarding the charging valve are carefully read and understood. Only precharge accumulators while installed on the truck. Never handle accumulator with lifting equipment with a nitrogen precharge more than 827 kPa (120 psi). Always set precharge to 690 827 kPa (100 - 120 psi) for storage or before removing or installing accumulators.
.
Nitrogen pressure may be present in the accumulator. Make certain only the small swivel hex nut is turned during the next step. Turning the complete valve assembly may result in the valve assembly being forced out of the accumulator by the nitrogen pressure inside. 6. Hold gas valve stationary at valve body (6, Figure 5-6) with one wrench and loosen swivel nut (4) at top with a second wrench. This will open the poppet inside the gas valve. NOTE: Three turns will fully open the valve.
NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and or charged at the same time. 1. With engine shut down and key switch in the OFF position, allow at least 90 seconds for the accumulator to bleed down. Turn the steering wheel to be certain no oil remains in accumulator under pressure. 2. Be certain oil pressure has been relieved, then remove bleed plug (12, Figure 5-5) from each accumulator being charged.
NOTE: If a new or rebuilt accumulator (or any bladder accumulator with all nitrogen discharged) is being precharged while installed on the truck and connected to the hydraulic system, the oil side of the accumulator must be vented to allow proper bladder expansion. This is done by removing the bleeder plugs described above. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure from being obtained for safe operation.
L05038 2/11
FIGURE 5-6. CHARGING VALVE 6. Valve Body 1. Valve Cap (Large Hex Nut) 2. Seal 7. O-Ring 3. Valve Core 8. Valve Stem 4. Swivel Nut 9. O-Ring (Small Hex Nut) 5. Rubber Washer
Steering Component Repair
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7. . Turn both "T" handles (3) all the way out (counterclockwise) before attaching charging hose to accumulator gas valve. 8. Be sure not to loop or twist the hose. Attach swivel connector (4) to gas valve and tighten to (11.5-17 cm-kgs) (10-15 in. lbs) of torque. 9. Turn "T" handle (3) clockwise to open gas valve. 10. Refer to Table 1 to obtain fill time rate based on accumulator capacity.
If the pre-charge is not done slowly, the bladder may suffer permanent damage. A "starburst" rupture in the lower end of the bladder is a characteristic failure caused by pre-charging too rapidly.
11. If the precharge is greater than 172 kPa (25 psi), proceed to Step 13. If the precharge is less than 172 kPa (25 psi), then set the regulator (6, Figure 5-7) for 172 kPa (25 psi) at gauge (5). Completely open valve (1 or 8, which ever one is connected to the accumulator), then slightly open valve (2) and slowly fill the accumulator based on the fill time rate specified in Table 1. 12. After 172 kPa (25 psi) precharge pressure is obtained in gauge (9), close valve (2). 13. If accumulator is not installed on the truck, set pressure regulator to 690 kPa (100 psi). If the accumulator is installed on the truck, set the regulator (6) for the operating precharge pressure listed in Table 2 based on the current ambient temperature the truck is in. Then open valve (2) and fill the accumulator.
FIGURE 5-7. CHARGING MANIFOLD ASSEMBLY 1. Valve 2. Valve 3. "T" Handle
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4. Swivel Connector 5. Pressure Gauge (Regulated) 6. Regulator
Steering Component Repair
7. Adapter (HD785-5LC & HD1500) 8. Valve 9. Pressure Gauge
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14. After charging to the correct pressure, close valve (2). Let the pre-charge set for 15 minutes. This will allow the gas temperature and pressure to stabilize. If the desired precharge is low, adjust regulator, open valve (2) and add more nitrogen to obtain correct pressure on gauge (9). If precharge has exceeded the recommended pressure, then slowly bleed-off nitrogen pressure to obtain correct pressure. Nitrogen precharge is 9653 kPa (1400 psi) at 21°C (70°F) for all accumulators.
NOTE: If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten small hex swivel nut (4, Figure 5-6) to 14.2 N·m (10.5 ft lbs) torque. b. Loosen small hex swivel nut. c. Retighten small hex swivel nut to 14.2 N·m (10.5 ft lbs) torque. d. Again, loosen small hex swivel nut. e. Finally, tighten small hex swivel nut to 5.4 N·m (4 ft lbs) torque. 17. Install and tighten cap (6, Figure 5-3) to 11.5-17 cm-kg (10-15 in. lbs) of torque and install valve guard (5). (Gas valve cap serves as a secondary seal.) Close valve on nitrogen supply tank.
Do not reduce precharge by depressing valve core with a foreign object. High pressure may rupture rubber valve seat. 15. With a wrench, tighten swivel nut (4, Figure 5-6) to 7-11 N·m (5-8 ft lbs) of torque to close internal poppet.
18. Install bleed plug(s) (12, Figure 5-5). If opened, close brake accumulator bleed down valves. 19. Operate truck and check steering for normal operation. 20. Check hydraulic oil level.
16. Turn "T" handle counterclockwise as far as it will go. Hold gas valve body (6) with a wrench to keep it from turning and loosen swivel connector to remove charging hose assembly. Check for nitrogen leaks using a common leak reactant. TABLE 1. Fill Rates and Lubrication Quantities Capacity (Gallons)
Fill time (Minutes) to obtain Low Pressure of 172 kPa (25 psi)
Oil Lubrication Quantity (5%)
5 (and below)
2
0.94 l (32 oz)
7.5
3
1.4 l (48 oz)
10
3
1.9 l (64 oz)
12.5
4
2.3 l (80 oz)
16.5
4
3.1 l (106 oz)
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Steering Component Repair
L5-11
Temperature During Precharge Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the pre-charge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to insure the accuracy of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature variation factor is determined by the ambient temperature encountered at the time when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 2 for charging pressures in different ambient operating conditions that the truck is currently exposed to DURING the charging procedure. Example: Assuming the ambient temperature is 10°C (50°F) charge the accumulator to 9294 kPa (1348 psi).
TABLE 1. Relationship Between Charging Pressure and Ambient Temperature Ambient Temperature
Charging Pressure ± 70 kPa (10 psi)
-23°C (-10°F) and below
8232 kPa (1194 psi)
-17°C (0°F)
8412 kPa (1220 psi)
-12°C (10°F)
8584 kPa (1245 psi)
-7°C (20°F)
8763 kPa (1271 psi)
-1°C (30°F)
8943 kPa (1297 psi)
4°C (40°F)
9122 kPa (1323 psi)
10°C (50°F)
9294 kPa (1348 psi)
16°C (60°F)
9473 kPa (1374 psi)
21°C (70°F)
9653 kPa (1400 psi)
27°C (80°F)
9832 kPa (1426 psi)
32°C (90°F)
10011 kPa (1452 psi)
38°C (100°F)
10184 kPa (1477 psi)
43°C (110°F)
10363 kPa (1503 psi)
49°C (120°F)
10542 kPa (1529 psi)
ACCUMULATOR STORAGE PROCEDURES
When storing an accumulator, pressurize the accumulator to 690-827 kPa (100-120 psi). DO NOT exceed 827 kPa (120 psi). Sudden loss of the accumulator pressure can result in a projectile hazard that can cause serious injury or death. Only precharge the accumulators to operating pressure while installed on the truck. DO NOT handle the accumulator with a nitrogen precharge greater than 827 kPa (120 psi).
Instructions For Storing Bladder Accumulators 1. If accumulator was just rebuilt, make sure there is approximately 5% (of accumulator capacity) of oil inside the accumulator before adding nitrogen precharge pressure. Refer to Table 1 for oil lubrication amounts. 2. Refer to Accumulator Charging Procedure instructions to charge accumulator with nitrogen first to 172 kPa (25 psi), then up to 690 - 827 kPa (100 - 120 psi).
NOTE: Pressurizing the accumulator fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. The hydraulic port should always be covered with a plastic plug (without threads) to prevent contamination. DO NOT install a threaded plug in the hydraulic port. 4. Only store the accumulator in an upright position.
NOTE: Pressures pressures below 8232 kPa (1194 psi) are not recommended. The low accumulator pressure warning switch activates at 7584 ± 310 kPa (1100 ± 45 psi).
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Installation
Follow this procedure when installing an accumulator that was in storage. This procedure also applies to newly purchased accumulators. 1. Install the pressure gauges on the accumulator and check the pressure. Refer to Steering Accumulator Charging in this chapter. a. If the pressure is 165 kPa (24 psi) or less, slowly drain off any nitrogen and proceed to Step 2. b. If the pressure is between 172 kPa (25 psi) and 690 kPa (100 psi), set the regulator to 690 kPa (100 psi) and slowly charge the accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7. 2. Remove the gauges from the accumulator. 3. Lay accumulator on a suitable work bench so that the hydraulic port is higher than the other end of the accumulator. Remove plastic dust cap from hydraulic port.
6. Stand the accumulator upright and secure. Install the pressure gauges and charge the accumulator first to 172 kPa (25 psi), then to 690 kPa (100 psi). Remove the gauges from the accumulator and install a plastic dust cap over the hydraulic port assembly. The fill time to reach 172 kPa (25 psi) is approximately four minutes. 7. Install the accumulator on the truck. 8. Charge the accumulator to operating pressure. Refer to Steering Accumulator Charging in this chapter to fully charge the accumulator to the correct operating precharge pressure.
Bladder Storage Procedures The shelf life of bladders under normal storage conditions is one year. Normal storage condition consists of the bladder being heat sealed in a black plastic bag and placed in a cool dry place away from sun, ultraviolet and fluorescent lights as well as electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which appear on the bladder surface as cracks.
4. Pour clean C-4 hydraulic oil (approximately 5% of the total accumulator volume, see Table 1) into the accumulator through the hydraulic port. Allow time for the oil to run down the inside of the accumulator and reach the other end. 5. Lay the accumulator flat on the work bench (or floor) and slowly rotate accumulator two complete revolutions. This will thoroughly coat the accumulator walls with a film of oil necessary for bladder lubrication during precharging.
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Steering Component Repair
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FLOW AMPLIFIER
FIGURE 5-8. FLOW AMPLIFIER VALVE
Removal
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn steering wheel to make sure no oil under pressure remains. Disconnect, plug, and identify each hydraulic line. 2. Support the flow amplifier valve and remove the mounting cap screws. Remove valve. 3. Move valve to a clean work area for disassembly. Installation 1. Support the flow amplifier and move into position. 2. Install mounting cap screws and tighten to standard torque. 3. Identify hydraulic line location, unplug lines and connect at proper location, tighten fittings securely. Use new O-rings on the flange fittings.
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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55.
Cap Screw Lockwasher Cap Screws Lockwasher Cover O-Ring O-Ring O-Ring Not Used O-Ring O-Ring Shock/Suction Valve (Complete) Orifice Screw Valve Housing Counterpressure Valve (Complete) O-Ring Plug Plug Seal Relief Valve (Complete) Steel Seal Stop Spring Spring Spring Control Orifice Screw O-Ring Shock/Suction Valve (Complete) Main Spool O-Ring Spring Control Spring Spring Spring Stop Orifice Screw Cap Screws Cap Screw Lockwasher Lockwasher O-Rings Stop Spring Spool Name Plate Orifice Screw Spring Cover Pins O-Rings Not Used Amplifier Spool Assembly (Complete) O-Ring Orifice Screw Check Valve Spring
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FIGURE 5-8 FLOW AMPLIFIER VALVE
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Steering Component Repair
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Disassembly NOTE: The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the flow amplifier valve. Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to remove foreign material and debris from around the exterior of the valve before disassembly. Clean solvent and type C-4 hydraulic oil should be used to insure cleanliness and initial lubrication.
1. Remove counter pressure valve plug (17, Figure 5-8), and O-ring (16). Remove counter pressure valve assembly (15). NOTE: As parts are removed, they should be laid out in a group in the same order in which they are removed. 2. Remove relief valve plug (18) and seal (19). Using an 8 mm hex head allen wrench, remove the relief valve assembly (20). Remove steel seal (21). 3. Remove cap screw (37) and cap screws (36) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (38 & 39). Remove end cover (47). 4. remove spring stop (41) and spring (42). Remove spring stop (34) and springs (32 & 33). Remove O-rings (40 & 49). 5. Remove spring control (31) and main spool (29). Remove priority valve spool (43). Remove spring control (25), springs (23 & 24) and spring stop (22). 6. Remove amplifier valve spool assembly (51). Set amplifier valve spool assembly aside for further disassembly, if required. 7. Remove shock and suction valve (28). Set shock and suction valve aside for further disassembly, if required.
FIGURE 5-9. SHOCK AND SUCTION VALVE ASSEMBLY 1. O-Ring 2. Pilot Section
3. O-Ring
10. Remove shock and suction valve assembly (12). Set the shock and suction valve aside for further disassembly, if required. Remove orifice screw (13). 11. Remove orifice screw (53). Remove check valve (54).
NOTE: If further disassembly is required for the shock and suction valves refer to Figure 5-9.
NOTE: The flow amplifier valve is equipped with two shock and suction valves and they are identical. The shock and suction valves are only serviced as complete valve assemblies. O-rings 1 & 3, Figure 5-9 are replaceable. Relief valve (20, Figure 5-8) check valve (54) and counter pressure valve (15) are also serviced only as assemblies.
8. Remove cap screws (1 & 3) using a 10 mm and 13 mm hex head allen wrench. Remove lockwashers (2 & 4). Remove end cover (5). 9. Remove O-rings (6, 7 & 8) and spring (55).
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Reassembly 1. Thoroughly lubricate each part prior to installation using clean, type C-4 hydraulic oil. 2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure 5-10 under disassembly. 3. Install orifice screw (13, Figure 5-8). Tighten orifice screw to 0.5 N·m (4 in. lbs). Install check valve (54). Tighten check valve to 1 N·m (8 in. lbs). Install orifice screw (53). Tighten orifice screw to 1 N·m (8 in. lbs) torque. 4. Install seal (21). Install relief valve assembly (20), seal (5), and plug (20). Tighten plug to 2.5 N·m (22 in. lbs) torque. 5. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16). FIGURE 5-10. AMPLIFIER SPOOL ASSEMBLY 1. Check Valve 2. O-Ring 3. Spool 4. Pin 5. Pin 6. Retaining Ring
7. Retaining Ring 8. Inner Spool 9. Spring 10. Plug 11. Orifice Screw
NOTE: Disassembly of the amplifier spool assembly is only necessary should O-ring (2, Figure 5-10), spring (9) or orifice screw (11) require replacement, otherwise replace the amplifier spool assembly as a complete unit. For complete disassembly refer to steps 12 & 13.
12. Remove retainer ring (7, Figure 5-10), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8). 13. Unthread check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Make any replacements as necessary.
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6. Install both shock and suction valves (12 & 28) as complete units. Install spring stop (22) springs (23 & 24) and spring control (25). Install orifice screws (26 & 35) if removed from main spool (29). Install main spool (29). 7. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install spring (55). 8. Install spring control (31), springs (32 & 33) and spring stop (34). 9. Lubricate O-rings (6, 7 & 8) with molycote grease and position on cover (5). Install end cover (5). Install cap screws (3) with lockwashers (4). Tighten cap screws to 2.5 N·m (2 ft lbs). Install cap screw (1) and lockwasher (2). Tighten cap screw to 8 N·m (6 ft lbs) torque. 10. Lubricate O-rings (40 & 49) with molycote grease and install on cover (47). Install end cover (47). Install cap screws (36) with lockwashers (39). Tighten cap screws to 2.5 N·m (2 ft lbs). Install cap screw (37) with lockwasher (38). Tighten cap screw to 8 N·m (6 ft lbs) torque. 11. To help prevent contamination during storage or installation, install plastic plugs in each valve port.
Steering Component Repair
L5-17
STEERING CONTROL UNIT
Spline Inspection
Removal
Whenever the steering control unit is removed for service, the steering column shaft should be inspected for excessive wear.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn steering wheel to ensure no oil remains under pressure.
1. Thoroughly clean splines on steering column shaft and inspect for damage or excessive wear. 2. Using an outside micrometer or dial caliper, measure the outside diameter of the male splines on the steering column shaft. • Minimum diameter: 24.13 mm (0.950 in.) If splines are worn more than the minimum diameter specification, replace steering column. (Refer to Section N.)
2. Remove cap screws and lockwashers securing the steering control unit access cover in place (Access cover is located on the front side of the operator's cab.) Remove access cover. NOTE: Clean the steering control unit and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened. 3. Tag all hydraulic lines for proper identification during installation. Disconnect hydraulic lines (3, 4, 5, 6, & 7, Figure 5-11) at steering control unit (2) ports and plug. Move lines clear of valve. 4. Remove the four mounting cap screws, flatwashers and lockwashers securing the steering control unit to the mounting bracket. Remove the steering control unit. 5. Place the steering control unit in a clean work area for disassembly. FIGURE 5-11. STEERING CONTROL UNIT 5. “T” Port Hose 1. Brake valve 6. “P” Port Hose 2. Steering Control Unit 7. “R” Port Hose 3. “LS” Port Hose 4. “L” Port Hose
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Disassembly
Installation 1. Lubricate splines of steering column shaft with a molybdenum disulphide or multi-purpose NLGI grease. 2. Move steering control unit into position and align with steering column shaft splines. Secure the steering control unit in place using four cap screws, flatwashers and lockwashers. 3. Check for proper steering wheel rotation without binding. Be certain wheel returns to neutral after rotating 1/4 turn left and right. If necessary, adjust steering unit and/or steering column to realign column and control unit.
The steering control unit is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve assembly. Work in a clean area and use lint free wiping materials or dry compressed air. Clean type C-4 hydraulic oil should be used during reassembly to insure initial lubrication. 1. Allow oil to drain from valve ports. 2. Match mark gear wheel set and end cover to insure proper relocation during reassembly. Refer to Figure 5-12.
Serious personal injury to the operator or to anyone positioned near the front wheels may occur if a truck is operated with the hydraulic steering lines improperly installed. Improperly installed lines can result in uncontrolled steering and/or SUDDEN AND RAPID rotation of the steering wheel as soon as the steering wheel is moved. It will turn rapidly and cannot be stopped manually.
3. Remove end cover cap screws and washers. Remove cap screw with rolled pin (3, Figure 5-12). Mark hole location of cap screw with rolled pin on end cover to facilitate reassembly.
After servicing the steering control unit, hydraulic steering lines should be checked for correct hook-up before starting the engine. 4. Tighten all cap screws to standard torque. Unplug and attach hydraulic lines to their proper ports. Refer to Figure 5-11 for port locations. 5. Start engine and check for proper steering function and any leaks. 6. Replace access cover and secure in place with cap screws and lockwashers. FIGURE 5-12. DISASSEMBLY PREPARATION 1. Valve Assembly 2. Match Marks
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Steering Component Repair
3. Cap Screw with Pin 4. End Cover
L5-19
4. Remove end cover (4) and O-ring (2, Figure 513).
10. Remove O-ring (5), kin ring (6) and bearing assembly (7).
5. Remove outer gear of gear wheel set (1) and O-ring between gear set and distribution plate.
11. Remove ring (8) and pin (9) and carefully push inner spool out of outer sleeve.
6. Lift inner gear off cardan shaft.
12. Press the neutral position springs (10) out of their slot in the inner spool.
7. Remove cardan shaft (11, Figure 5-19), distribution plate (15) and O-ring (14). 8. Remove threaded bushing (4) and ball (3). 9. With valve housing positioned with the spool and sleeve vertical, carefully lift spool assembly out of housing bore.
13. Remove the dust seal (2, Figure 5-14) using a screwdriver. Take care not to scratch or damage the dust seal bore.
NOTE: If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore.
FIGURE 5-14. SEAL REMOVAL 1. Screwdriver 2. Dust Seal
3. Housing
FIGURE 5-13. COVER END O-RING 1. Gear Wheel Set
2. O-Ring Cleaning and Inspection 1. Clean all parts carefully with fresh cleaning solvent. 2. Inspect all parts carefully and make any replacements necessary. NOTE: All O-rings, seals and neutral position springs should be replaced with new. Prior to reassembly thoroughly lubricate all parts with clean type C-4 hydraulic oil.
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Assembly NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used. The reason is that in the other end of the sleeve and spool (opposite end of the spring slots) there are three slots in the spool and three holes in the sleeve. These must be opposite each other on assembly so that the holes are partly visible through the slots in the spool, refer to Figure 5-15.
1. To install the neutral position springs, place a screwdriver in the spool slot as shown in Figure 5-16. 2. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove screwdriver. 3. Push two curved neutral position springs in between one side of the screwdriver blade and a flat spring. Repeat for the opposite side. Remove the screwdriver. 4. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs and push the neutral position springs in place in the sleeve. 5. Install the cross pin (9, Figure 5-19).
FIGURE 5-15. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole
3. Spool 4. Sleeve
FIGURE 5-16. NEUTRAL POSITION SPRING INSTALLATION
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L5-21
6. With neutral position springs (7, Figure 5-17) centered in spool and sleeve, install ring (3), rear bearing race (4), thrust bearing (5) and front bearing race (6) in that order. The chamfer on the rear bearing race must be facing away from the bearing. 7. Place the dust seal (1, Figure 5-19) in position. Using a flat iron block over the seal, tap into position.
8. Position the O-ring and kin ring on the spool. 9. Position the steering unit with the housing horizontal. Slowly guide the (lubricated) spool and sleeve with fitted parts, into the bore using light turning movements. Refer to Figure 5-18. NOTE: Cross pin must remain horizontal when spool and sleeve are pushed into bore to prevent pin from dropping out of spool.
FIGURE 5-18. SPOOL INSTALLATION 1. Housing
2. Spool Assembly
FIGURE 5-17. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer)
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5. Thrust Bearing 6. Bearing Race 7. Neutral Position Springs
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FIGURE 5-19. STEERING CONTROL UNIT 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-Ring 6. Kin Ring
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7. Bearing Assembly 8. Ring 9. Pin 10. Neutral Position Springs 11. Cardan Shaft
12. Spacer 13. Tube 14. O-Ring 15. Distribution Plate 16. Gear Wheel Set 17. O-Ring
Steering Component Repair
18. O-Ring 19. End Cover 20. Washers 21. Rolled Pin 22. Cap Screws with Pin 23. Cap Screws
L5-23
10. Install the check ball in the hole shown in Figure 5-20. Install threaded bushing and lightly tighten.
11. Grease the housing O-ring (3) with Vaseline and install in the housing groove. 12. Install the distribution plate (15, Figure 5-19) with plate holes matching the corresponding holes in the housing. 13. Guide the cardan shaft (11) down into the bore with the slot in the cardan shaft aligned with the cross pin (9). 14. Position inner gear wheel onto cardan shaft. It may be necessary to rotate the gear slightly to find the matching splines on the cardan shaft. (Splines are machined to insure proper alignment of cardan shaft and inner gear wheel.) 15. Grease the O-rings (17 & 18) on both sides of the outer gear wheel with Vaseline and install. 16. Align outer gear wheel bolt holes with tapped holes in housing and match marks. 17. Align cover (19) using match marks as a reference and install using cap screws (23) and washers (20).
FIGURE 5-20. CHECK BALL INSTALLATION 1. Check Ball Hole 2. Check Ball
L5-24
3. O-Ring 4. Housing
18. Install cap screw with pin (22) into proper hole. 19. Tighten cover cap screws in a criss-cross pattern to 3 ± 0.5 N·m (2 ± 0.4 ft lbs) torque.
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STEERING CYLINDER For steering cylinder removal and installation procedure, refer to Section G. Disassembly
NOTE: Installation of the piston seal may require the following procedure. a. Heat the piston seal assembly in boiling water for 3 to 4 minutes.
1. Remove cap screws (9, Figure 5-21) and pull gland (8) rod (10) and piston (5) from housing (6).
b. Remove piston seal assembly from the water and assemble on the piston. Do not take longer than 5 seconds to complete assembly as seal will take a permanent set.
2. Remove O-ring & backup ring (7). Remove nut (2) and remove piston (5). Remove bearing (3) and piston seal (4).
c. Apply even pressure to avoid cocking the seal.
3. Pull rod (10) from gland (8). Remove rod wiper (11) and rod seal (12). Inspection and Cleaning 1. Clean all parts using fresh cleaning solvent, lint free wiping cloth and dry compressed air. 2. Inspect cylinder housing, gland, piston and rod for signs of pitting, scoring or excessive wear. 3. Lubricate the cylinder housing, gland, piston and rod with clean, type C-4 hydraulic oil. Lubricate new seals, wiper and bearing using clean, type C-4 hydraulic oil.
1. Install new O-ring and backup ring (7, Figure 5-21). The backup ring must be positioned toward the rod eye. 2. Install new rod seal (12) and rod wiper (11) in gland (8). 3. Push rod (10) through top of gland, slowly advancing rod over rod seal and rod wiper. 4. Install new piston seal (4) and bearing (3) on piston (5). Make sure the piston seal is tight on piston.
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5. Install piston on rod structure and secure in place with locknut. Tighten locknut to 2712 N·m (2000 ft lbs) torque. 6. Carefully install rod and gland assembly into cylinder housing. Insure backup ring and O-ring on gland are not damaged during installation. 7. Install cap screws (9) and tighten to 420 ± 42 N·m (310 ± 31 ft lbs) torque. Testing
Assembly
1. Vent Plug 2. Locknut 3. Bearing
d. If the seal assembly has taken a slightly large set, the use of a belt type wrench or similar tool can be used to compress the seal to the desired diameter, (tight on piston).
After the cylinder is assembled, perform the following tests to verify that performance is within acceptable limits. 1. Piston leakage must not exceed 16.4 cm3/min. (1.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. 2. Rod seal leakage must not exceed one drop of oil in eight cycles of operation. 3. Piston break-away force should not exceed 690 kPa (100 psi).
FIGURE 5-21. STEERING CYLINDER ASSEMBLY 4. Piston Seal 7. O-Ring & Backup Ring 10. Rod 5. Piston 8. Gland 11. Rod Wiper 6. Housing 9. Cap Screws 12. Rod Seal
Steering Component Repair
L5-25
STEERING CIRCUIT FILTER The brake and steering circuit filter (Figure 5-22) is located on the right, inside frame rail, behind the fuel tank. The filter provides secondary filtering protection for hydraulic oil flowing to the bleeddown manifold valve for the steering and brake systems. An indicator switch (1) is designed to alert the operator of filter restriction before actual bypass occurs. The switch contacts close at 241 kPad (35 psid) to actuate a warning lamp on the overhead display panel. Actual filter bypass occurs at 345 kPad (50 psid). NOTE: When the engine is initially started and the hydraulic oil is cold, the warning lamp may actuate. Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator to change the element. Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval. Earlier replacement may be required if the restriction indicator lamp turns on. Premature filter restriction may indicate a system component failure and signal a service requirement before extensive secondary damage can occur. NOTE: An early indication of the filter warning light at first installation may be due to restriction in the filter as it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil; replace only the filter element.
Filter Element Replacement
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately.
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FIGURE 5-22. STEERING/BRAKE CIRCUIT FILTER 1. Indicator Switch 2. Setscrew (Bleed Plug) 3. Head 4. Test Fitting 5. O-Ring
Steering Component Repair
6. Filter Element 7. Bowl 8. O-Ring 9. Drain Plug
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Indicator Switch
Removal 1. Turn the key switch OFF, allow at least 90 seconds for the accumulators to bleed down. 2. Remove plug (9, Figure 5-22), loosen bleed plug (2) and drain oil from the housing into a suitable container.
The indicator switch (1, Figure 5-22) is factory preset to actuate at 241 kPad (35 psid). When activated, the switch will illuminate the amber Hydraulic Oil Filter warning lamp located on the overhead display in the operatorâ&#x20AC;&#x2122;s cab. NOTE: Excessive restriction in either the hoist circuit filters, or the steering circuit filter will cause the Hydraulic Oil Filter warning lamp to illuminate.
Take care to avoid contact with hot oil if truck has been operating. Avoid spillage and contamination!
The indicator switch is not individually repairable. If the switch is inoperative, replace with a new part.
3. Remove bowl (7) and element (6). 4. Remove and discard O-ring (5) on filter bowl. 5. Clean bowl in solvent and dry thoroughly.
Installation 1. Install new element (6). Install new O-ring (5) on bowl. 2. Install bowl on filter head and tighten. 3. Install drain plug (9), and O-ring (8). Tighten bleed plug (2).
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Steering Component Repair
L5-27
STEERING AND BRAKE PUMP Removal NOTE: Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.
NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valve (6, Figure 5-23) between the tank and steering pump can be closed, eliminating the need to completely drain the tank. 2. Drain the hydraulic tank by use of the drain located on the bottom side of the tank. NOTE: Be prepared to contain approximately 901 l (238 gal) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill.
Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this injury is not received immediately. 1. Turn the key switch OFF and allow 90 seconds for the accumulators to bleed down. Turn the steering wheel to be sure no oil remains under pressure.
3. Disconnect the suction and discharge lines at the steering pump (5, Figure 5-23). Disconnect and cap pump case drain line from fitting at top of pump housing. Plug all lines to prevent oil contamination.
The steering pump weighs approximately 113 kgs (250 lbs). Use a suitable lifting device capable of handling the load safely. 4. Support the steering pump (5) and the rear section of the hoist pump (3). Remove mounting cap screws and rear support bracket (7). Remove the four pump mounting cap screws (4). 5. Move the steering pump rearward to disengage the drive coupler splines from the hoist pump and remove pump. 6. Clean exterior of steering pump. 7. Move the steering pump to a clean work area for disassembly.
FIGURE 5-23. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Mounting Cap Screws 3. Hoist Pump 4. Mounting Cap Screws
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5. Steering/Brake Pump 6. Shut-off Valve 7. Pump Mount Bracket 8. Outlet Hose
Steering Component Repair
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Installation 1. Install a new O-ring on pump mounting flange.
9. Replace hydraulic filter elements. Refer to Hydraulic Filters earlier in this section.
2. Make sure the steering pump spline coupler is in place (inside hoist pump) prior to steering pump installation.
The steering pump weighs approximately 113 kgs (250 lbs). Use a suitable lifting device capable of handling the load safely. 3. Move the steering pump (5, Figure 5-23) into position. Engage steering pump shaft with hoist pump spline coupler. 4. Install rear support bracket (7) with cap screws. Do not tighten cap screws at this time. 5. Align cap screw holes and install steering pump mounting cap screws (4). Tighten mounting cap screws to standard torque and tighten rear support cap screws to standard torque. 6. Remove plugs from pump inlet and outlet ports. Remove caps from inlet and outlet lines and install to steering pump using new O-rings. Tighten cap screws securely. Do not connect steering pump drain hose to the steering pump, at this time (see Step 7). Cap the drain hose securely. 7. Remove 90° case drain fitting from top of pump housing and add clean C-4 oil to pump through opening until steering pump housing is full. This may require 2 - 3 l (2 - 3 qts) of oil. 8. Uncap the case drain line, connect to steering pump fitting and tighten case drain line.
NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. Open shut-off valve in steering pump suction line completely. 11. With the body down and the engine shut-off, fill the hydraulic tank with clean C-4 hydraulic fluid (as specified on the truck Lubrication Chart) to the upper sight glass level. 12. With suction line shut-off valve open, loosen suction (inlet) hose cap screws (at the pump) to bleed any trapped air. Then loosen pressure (outlet) hose cap screws (at the pump) to bleed any trapped air. Tighten hose connection cap screws to standard torque.
NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. 13. If required, top-off the oil level in the hydraulic tank, to the level of the upper sight glass. 14. In the hydraulic brake cabinet, open both brake accumulator needle valves completely to allow the steering pump to start under a reduced load. 15. Move the hoist pilot control valve to the FLOAT position.
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Steering Component Repair
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16. Start the truck engine and operate at low idle for one (1) to two (2) minutes.
Do not allow the engine to run with the needle valves in the open position for longer than this recommendation: excessive hydraulic system heating will occur. DO NOT start any hydraulic pump for the first time after an oil change, or pump replacement, with the truck dump body raised. Oil level in the hydraulic tank may be below the level of the pump(s) causing extreme pump wear during this initial pump start-up. 17. Shut-off the engine and fully close both brake accumulator needle valves in the brake cabinet. 18. Verify that the oil level in the hydraulic tank is at the upper sight glass when the engine is off and the body is resting on the frame. If the hydraulic oil level is not at the upper sight glass, follow service manual instructions for filling/adding oil. 19. Start engine and check for proper pump operation. If necessary, refer to Steering Circuit Checkout Procedure later in this Section, or the Trouble Shooting Chart or Pressure Check and Adjustment Procedure.
Disassembly
When disassembling or assembling unit, choose a work area where no traces of dust, sand or other abrasive particles which could damage the unit are in the air. Do not work near welding, sand-blasting, grinding benches and the like. Place all parts on a CLEAN surface. To clean parts which have been disassembled, it is important CLEAN solvents are used. All tools and gauges should be clean prior to working with these units and new, CLEAN and threadless rags used to handle and dry parts.
1. Drain off excess hydraulic oil from pump inlet and discharge ports. It may be necessary to loosen the four valve plate cap screws (20, Figure 5-26) pull back on valve plate to allow fluid to seep out of the case. 2. Thoroughly clean and dry the outside surface of the pump housing. NOTE: Depending upon what part or parts are to be inspected, it may not be necessary to completely take apart all assemblies.
Control Piston Group 3. Remove the two large plugs (23, Figure 5-24) with O-rings (15) from both sides of pump. 4. Back out four cap screws (3, Figure 5-26), then remove cap (24). Remove bias control spring (1, Figure 5-25). 5. Control piston (11, Figure 5-25) must be in the â&#x20AC;&#x153;neutralâ&#x20AC;? position. Control link pin (16) should be centered in the plug opening. If pin is not centered, pry control piston to position link pin for access through hole. 6. Using appropriate snap ring pliers, remove retaining rings (14, Figure 5-25) from both sides of the pin and remove control link washers (15).
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Steering Component Repair
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7. For handling purposes, insert a 1/4"-20UNC cap screw into the threaded end of the control link pin (16). 8. Using a brass rod and hammer, tap on end opposite the cap screw to remove control link pin (16).
14. When all sleeve seals (5, 6, & 7) are clear of the valve plate, re-extend control piston (11). While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 15. Remove pin (18) from control piston by pressing or tapping it out through the hole on opposite side. Control stop pin (8) can be removed and control piston (11) slipped out of sleeve (4). 16. Remove cap screws (9, Figure 5-26) and remove compensator block (13).
Maximum volume stop gland (14, Figure 5-24) MUST be removed BEFORE further disassembly of control piston. 9. Without disturbing jam nut (16, Figure 5-24), unscrew gland (14) and remove stroke adjuster as a complete assembly.
17. Remove cap screws (21) and cover plate (19).
Rotating Group
Valve Plate Group NOTE: Valve plate (17, Figure 5-26) is a slight press fit in the pump housing (20, Figure 5-24).
10. Support valve plate (17, Figure 5-26) from an overhead crane (lifting lug holes are provided) and remove four cap screws (20) from valve plate. 11. Remove valve plate (17) from pump housing (20, Figure 5-24) by tapping away from the housing with a mallet until valve plate pilot diameter disengages from the case 6.35 mm (0.25 in.). 12. With the weight of the valve plate still suspended from the overhead crane, slide valve plate back until it disengages from driveshaft and set valve plate aside. Care must be taken not to damage the wear face of valve plate (17). 13. To further disassemble control piston assembly, move control piston (11, Figure 5-25) into sleeve (4) until control piston maximum stop pin (8) contacts the sleeve. Use a large mallet to drive piston and sleeve assembly outward from the valve plate.
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Rotating group weighs approximately 30 lbs. Extreme care must be taken not to damage cylinder wear face of cylinder wear plate face, bearing diameters or piston shoes. Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury.
18. To remove rotating group, firmly grasp the cylinder barrel (10, Figure 5-25) and pull assembly outward until cylinder spline disengages from driveshaft spline about 63.5 mm (2.5 in.). Once clear, rotate cylinder barrel a revolution or two to break any contact between piston/shoe assemblies (13) and swashblock (25) wear face. 19. Slide rotating group off the driveshaft and out of the pump housing and place it on a clean, protective surface with piston shoes facing upward. 20. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly.
Steering Component Repair
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21. Piston/shoe assemblies (13) can be removed individually or as a group by pulling upward on shoe retainer (27).
INSPECTION
22. Remove fulcrum ball (12). 23. If shoe retainer springs (28) are removed, mark which spring came from which bore as they must be returned to that individual bore on assembly. 24. Remove the two pins (17, Figure 5-24) and pull the cylinder bearing (26, Figure 5-25) straight out of the pump housing.
Always wear safety goggles when using solvents or compressed air. Failure to wear safety goggles could result in serious personal injury.
1. Clean all parts thoroughly. 2. Replace all seals and O-rings with new parts. 3. Check all locating pins for damage and all springs for cracking or signs of fatigue.
Swashblock Group 25. Remove the two swashblock retaining pins (19, Figure 5-24), tilt the bottom of the swashblock (25, Figure 5-25) outward and remove the swashblock from the pump case. 26. Saddle bearings (24) can be removed by using a very short screwdriver or back hammer to pry them loose; or continue to the next step for further disassembly which will make their removal easier.
Control Piston Group 4. Control piston (11, Figure 5-25) must slide smoothly in sleeve (4). 5. Linkage to cradle should operate smoothly but not loosely (with slop). Check piston and bore in sleeve for signs of scratching or galling. Polish with fine emery if needed.
Valve Plate Group
Driveshaft Group 27. Remove bearing retaining ring (3, Figure 5-24). Use a mallet on the tail shaft and tap driveshaft (1) out from the front of the pump housing. 28. Remove seal retainer (21) from pump housing. Use a mallet and tap saddle (20) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed and saddle Oring (21) may also be removed at this time.
6. Closely examine mating faces of valve plate (17, Figure 5-26) and cylinder barrel (10, Figure 5-25) for flatness, scratches or grooves. If faces are not flat and smooth, the cylinder side will â&#x20AC;&#x153;lift offâ&#x20AC;? from the port plate (valve plate) resulting in delivery loss and damage to the pump. Replace if necessary.
Rotating Group 7. Check all pump piston assemblies (13, Figure 5-25) for smooth action in their bores. 8. Check piston walls and bores for scratches or other signs of excessive wear (pistons should not have more than a few thousandths clearance). Replace if necessary.
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Steering Component Repair
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FIGURE 5-24. PUMP, FRONT HOUSING 1. Shaft 2. Bearing 3. Snap Ring 4. Retainer Ring 5. Lifting Eyes 6. Name Plate 7. Screw, Drive
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8. Name Plate 9. Plug 10. O-Ring 11. Plate 12. Adjusting Screw 13. O-Ring 14. Gland
15. O-Ring 16. Jam Nut 17. Pin 18. O-Ring 19. Pin 20. Housing 21. Seal Retainer
Steering Component Repair
22. O-Ring 23. Plug 24. Seal 25. Plug
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FIGURE 5-25. PUMP, ROTATING GROUP 1. Springs 2. Seal 3. Piston Ring 4. Sleeve 5. Back-up Ring 6. O-Ring 7. O-Ring
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8. Pin 9. Back-up Ring 10. Cylinder Barrel 11. Control Piston 12. Ball 13. Piston Shoe Assembly 14. Retainer Ring
15. Washer 16. Pin 17. Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-Ring
Steering Component Repair
22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swash Block 26. Cylinder Bearing 27. Retainer 28. Spring
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1. Plug 2. O-Ring 3. Cap Screw 4. O-Ring 5. Plug 6. O-Ring 7. Plug 8. Valve, 4-Way
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FIGURE 5-26. PUMP, REAR HOUSING 17. Valve Plate 9. Cap Screw 18. O-Ring 10. Orifice 19. Cover Plate 11. O-Ring 20. Cap Screw 12. Plug 21. Cap Screw 13. Compensator 22. Seal (red) 14. Valve, Relief 23. Cap Screw 15. Bearing 24. End Cap 16. Gasket
Steering Component Repair
25. O-Ring 26. O-Ring 27. O-Ring 28. O-Ring 29. Unloader Module 30. Orifice
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9. Piston shoes must pivot smoothly, but end play must not exceed 0.076 mm (0.003 in.). 10. Check end play as follows: a. Place square end of piston on bench and hold down firmly. Pull on end of shoe with other hand and note end play. A good piston/ shoe fit will have no end play, but the shoe may rotate and pivot on the piston ball. Inspect each shoe face for nicks or scratches. b. Measure shoe thickness (the part held between retainer (27, Figure 5-25) and cradle. All shoes must be equal within 0.003 mm (0.0001in.). If one or more piston/shoe assemblies (13) needs to be replaced, all piston/shoes assemblies must be replaced. c. Inspect cylinder bearing (26) and matching cylinder barrel bearing mating surface for galling, pitting or roughness. Replace if necessary.
Compensator Block and Unloader Module 18. Remove screws (23, Figure 5-26) and separate unloader module (29) from compensator block (13). 19. Remove 4-way valve (8) and relief valve (14) from compensator block. Remove all plugs and orifices (10 & 30). Clean block in solvent; inspect all passages and orifices for obstructions. 20. Remove unloader valve from block (29). Remove plugs and clean block passages. If unloader is inoperative, replace entire module.
Stroke Adjuster Assembly 21. Measure and record dimension “A” on stroke adjuster assembly as shown in Figure 5-27. 22. Loosen jam nut (4). Separate stem (1) from gland (3). Remove and discard O-ring (2). 23. Inspect parts for damage or excessive wear.
Swashblock Group 11. Inspect swashblock (25, Figure 5-25) for scratches, grooves, cracks or uneven surface. Replace if defective. NOTE: Wear face is coated with a gray colored epoxy based dry film lubricant for break-in purposes. Scratching or wear of this coating is not detrimental as long as the metal surface underneath the coating is not scored or “picked-up”. 12. Compare saddle bearing (24) thickness in wear area to thickness in a non-wear area. Replace saddle bearings if difference is greater than 0.102 mm (0.004 in.). 13. Check mating surface of swashblock for cracks or excessive wear. Replace if necessary. 14. Swashblock movement in saddle and saddle bearing (24) must be smooth. Driveshaft Group 15. Remove shaft seal (24, Figure 5-24). 16. Check shaft bearing (2) for galling, pitting, binding or roughness. Replace if necessary.
24. Install new O-ring on stem and reassemble to gland. Adjust stem to gland to dimension “A” recorded in step 21. Tighten jam nut.
ASSEMBLY The procedures for assembling the pump are basically the reverse order of disassembly procedures. During assembly, install new gaskets, seals, and Orings. Apply a thin film of CLEAN grease or hydraulic fluid to sealing components to ease assembly. If a new rotating group is used, lubricate thoroughly with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces. Swashblock Group 1. Press or tap roll pin (22, Figure 5-25) into pump housing (20, Figure 5-24). 2. Press new shaft seal (24) into saddle (20, Figure 5-25) using an arbor press. Install O-ring (21) into the groove in the saddle.
17. Check shaft and its splines for wear. Replace any parts necessary.
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3. Press four roll pins (23) into saddle (20) until they bottom, then press saddle bearing (24) onto the pins to locate the bearing in the saddle.
5. Fasten control link (17, Figure 5-25) to swashblock (25) using link pin (16) and two retaining rings (14). 6. Be sure the two dowel pins (19), are pressed into swashblock (25).
Extreme care should be used to prevent damage to saddle bearing surfaces while installing the saddle into the pump housing.
7. Insert swashblock (25) into pump housing (20, Figure 5-24) until it engages in saddle bearing and allow swashblock to settle to its lowest natural position. 8. Retain by installing two swashblock retaining pins (19) and O-rings (18) in place. Once pinned, make certain swashblock strokes SMOOTHLY in the saddle by pulling firmly on the free end of control link (17, Figure 5-25).
Driveshaft Group NOTE: Be sure punch marks on cylinder bearing (26, Figure 5-25) will face toward shaft end of pump. 9. Insert cylinder bearing (26) straight into pump housing. Be sure bearing is positioned so bearing retainer pins (17, Figure 5-24) can be inserted in the case and into the bearing. 10. Install O-rings (18) on pins (17) and install pins.
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-Ring
3. Gland 4. Jam Nut
4. Use a long brass bar and a mallet (or an arbor press), to install saddle and bearing assembly into pump housing. Tap or press ONLY on the area of the saddle that is exposed between the saddle bearings (DO NOT tap on bearing surfaces). Saddle is fully seated when a distinct metallic sound is heard when installing saddle into pump housing.
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11. An arbor press is required to install shaft bearing (2) onto driveshaft (1). IMPORTANT - press ONLY on the inner race of the bearing. Press bearing until it contacts the shoulder on driveshaft. 12. Use a long 153 mm (6 in.) sleeve with an I.D. slightly larger than the retaining ring I.D. and press retaining ring (4) towards bearing until it seats in the groove. 13. Place seal retainer (21) over seal (24) inside the pump housing (20). Lubricate shaft seal with clean hydraulic oil. 14. Install entire driveshaft assembly through the front of the pump housing. A mallet will be required to install the driveshaft through shaft seal (2). 15. Once the driveshaft assembly is fully seated within the pump housing, install snap ring (3).
Steering Component Repair
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Control Piston Group
Rotating Group 16. Mating surfaces should be greased. Place cylinder assembly on clean table with the valve plate side down.
25. Install piston rings (2 & 3, Figure 5-25) into their respective grooves on control piston (11) using care to assure they are in proper location.
17. During disassembly, shoe retainer springs were referenced to individual bores. Assemble rotating group by inserting shoe retainer springs (28, Figure 5-25) into the same spring bores located in cylinder barrel (10) that they came from.
26. Insert control piston assembly into sleeve (4).
18. Slide fulcrum ball (12) over the nose of the cylinder barrel (10). 19. Place shoe retainer (27) over fulcrum ball and align holes in retainer with corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston/shoe assemblies (13) into corresponding (marked during disassembly) holes completing the rotating group.
27. While supporting the control piston, press or slip in pin (8) and secure with cotter or roll pin (18). 28. Order of piston sleeve seal installation starts at widest end of sleeve. 29. Install backup ring (1, Figure 5-28) and O-ring (2) and backup ring (3) in rear most groove on piston sleeve. Install O-ring (4) and backup ring (5) in remaining groove.
The assembled rotating group weighs approximately 14 kgs (30 lbs). Assistance from others and proper use of proper lifting techniques is strongly recommended to prevent personal injury. 20. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing (20, Figure 5-24). 21. When installing the rotating group, support the weight of the cylinder barrel (10, Figure 5-25) as cylinder spline is passed over the end of driveshaft to avoid scratching or damage.
FIGURE 5-28. O-RING LOCATION ON PISTON SLEEVE 1. Backup Ring 2. O-Ring 3. Backup Ring
4. O-Ring 5. Backup Ring
22. Push cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage shaft splines. 23. Continue to slide cylinder barrel forward until it encounters the cylinder bearing (26, Figure 525). Lifting the driveshaft slightly helps cylinder barrel (10) and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact swashblock (25).
30. Insert piston and sleeve assembly (4, Figure 525) into valve plate (17, Figure 5-26). 31. Install O-ring (18) in rear of valve plate. Use four cap screws (21) to fasten cover plate (19) over opening in valve plate (17).
24. At this point, the back of the cylinder barrel should be located approximately 6.3 mm (0.25 in.) inside the back of the pump housing.
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32. Pull free end of control link (17, Figure 5-25) toward back of pump housing until the open hole in the link lines up with open ports on sides of pump case. 33. Install maximum volume stop gland (14, Figure 5-24) and adjusting screw (12) to hold swashblock in place.
Valve Plate Group 34. Be sure driveshaft bearing (15, Figure 5-26) is in place. Using assembly grease (to hold desired position), place valve plate gasket (16) in position on valve plate (17). 35. Support valve plate assembly from an overhead crane (lifting lug holes are provided) in preparation for mating to the pump housing. 36. Assemble one control link retainer ring (14, Figure 5-25) and one control link washer (15) onto the threaded hole side of the control link pin (16). Then thread a 1/4 in - 20 UNC cap screw into pin to ease holding.
40. Once assembled, remove cap screw from pin. NOTE: Valve plate is a slight press fit into pump housing. Make sure pilot diameter on valve plate (17, Figure 5-26) is aligned with mating diameter on the pump housing prior to assembly. 41. Insert four cap screws (20, Figure 5-26) and alternately tighten until valve plate is drawn up to the pump housing. Tighten cap screws evenly to 330 N¡m (244 ft lbs) torque. 42. Clean end cap (24) and ensure the seal groove is clean and free of any flaws. 43. Lightly lubricate new seal (22) with clean hydraulic oil and install the seal onto the end cap. Refer to Figure 5-29 for the correct orientation of the seal. DO NOT use any tools to install the seal. Damage to the seal may occur and oil leakage may result. NOTE: Previous seal was an O-ring with a back-up ring. Current seal is a lip seal (red) with out a back-up ring.
37. Carefully maneuver valve plate assembly, supported by overhead crane, over driveshaft and into pump housing so slot on control piston (11) engages control link (17). 38. With hole in control piston lined up with hole in the link, carefully insert control link pin (16).
Care should be taken during this next step to prevent the washer and retaining ring from falling into pump housing. 39. Install second control link washer (15) and control link retaining ring (14) onto pin. FIGURE 5-29. SEAL INSTALLATION 1. End Cap
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Steering Component Repair
2. Seal
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44. Insert bias control piston springs (1, Figure 525) into control piston (11). 45. Lightly lubricate the piston outer seal with clean hydraulic oil. Position the seal ring (2, Figure 530) gap on top so that it is visible. 46. Place end cap (1) over the end of control piston (3). Beginning at the seal ring edge opposite the gap, use end cap movement and your fingers to compress and push seal ring (2) into the end cap. Slip the end cap over the control piston until spring pressure is felt. Do not use excessive force. The piston seal ring is easily broken. NOTE: A small amount of vaseline may be used to hold the gap above its groove and aid this step. Apply the vaseline 180° from the gap on the hidden (far) side of the seal ring.
47. Install two cap screws (3, Figure 5-26) in diagonally opposite holes of the end cap. Progressively tighten the cap screws until the end cap flange is seated against the pump housing. Spring pressure will increase as the cap screws are tightened. Install the remaining cap screws. Progressively tighten all cap screws to 187 N·m (138 ft lb). 48. Install cover plate (19) with new O-ring (18) and cap screws (21). 49. Install O-rings (26, 27 and 28) in proper location on top of valve plate. Install compensator (13) to valve plate with cap screws (9) and tighten securely. 50. Install 4-way valve (8), and relief valve (14). 51. Install 1.575 mm (0.062 in.) diameter orifice (30) and plug (7) with new O-ring (6) in side of compensator block as shown in Figure 5-26. Install 0.813 mm (0.032 in.) diameter orifice (10), plug (7) and O-ring (6) in top of block. 52. Install remaining plugs with new O-rings. 53. Install unloader module (29) on compensator block with new O-rings (25) and socket head cap screws (23). Tighten cap screws to 9.8 N·m (87 in. lbs) torque. 54. Install plugs (9 & 23, Figure 5-24) and O-rings (10 & 15) in pump housing. 55. Measure pump rotation torque. Rotation torque should be approximately 20.4 N·m (15 ft lbs).
FIGURE 5-30. SEAL INSTALLATION 1. End Cap 2. Seal Ring
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3. Control Piston 4. Spring
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2/11 L05038
SECTION L7 HOIST CIRCUIT INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4 Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6 Counterbalance Valve Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7 HOIST SYSTEM OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8 Float Position Of Pilot Valve And Body On Frame (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . . .L7-8 Power Up Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10 Hold Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12 Power Down Operation (Figure 7-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14 Float Operation (Figure 7-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07034 10/08
Hoist Circuit
L7-1
NOTES:
L7-2
Hoist Circuit
10/08 L07034
HOIST CIRCUIT HOIST CIRCUIT OPERATION The following hoist circuit operation description describes the basic hoist circuit. Details of individual component operation is outlined under the individual component descriptions. Hydraulic fluid is supplied by a tank (10, Figure 7-1) located on the left frame rail. Hydraulic oil is routed to a tandem gear type pump (9), driven by a driveshaft on the traction alternator. Pump output is directed to two, high pressure filters (5 & 7) mounted on the side of the fuel tank. Hydraulic oil from the filters is directed to the hoist valve (2), mounted on a modular assembly containing the hoist pump, steering/brake pump, hoist valve and counterbalance valve manifold.
The hoist valve directs oil to the body hoist cylinders (1) for raising and lowering the dump body. Hoist valve functions are controlled by the operator through a flexible cable to the hoist pilot valve (6) in the hydraulic component cabinet located behind the operator's cab. Also in the hydraulic cabinet is the hoist-up limit solenoid (4). The hoist-up limit solenoid prevents the hoist cylinders from extending to maximum physical limit. A counterbalance valve in the overcenter manifold (12) prevents abrupt cylinder extension due to material buildup on the tail of the body. Quick disconnect fittings (11) allow the use of another truckâ&#x20AC;&#x2122;s hydraulic system to dump a load in the body if the hoist pump, hoist valve or related components are inoperable.
1. Hoist Cylinders 2. Hoist valve 3. Pilot Operated Check Valve 4. Hoist Up Limit Solenoid 5. Filter 6. Hoist pilot valve 7. Filter 8. Return from Flow Amplifier valve 9. Hoist Pump 10. Hydraulic Tank 11. Quick Disconnects 12. Counterbalance Valve Manifold
Hydraulic hoses deteriorate with age and use. Prevent possible malfunctions by inspecting all hoses periodically. Replace any hose showing wear, damage, or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
L07034 10/08
Hoist Circuit
L7-3
COMPONENT DESCRIPTION
High Pressure Filters
Hydraulic Tank
Hoist pump output flows to two remote mounted high pressure filters located on the lower inboard side of the fuel tank. The filter elements are rated at 7 micron. The filter assembly is equipped with a bypass valve which permits oil flow if the filter element become plugged. Flow restriction through the filter element is sensed by a pressure differential switch.
The hydraulic tank supplies hydraulic oil for the hoist, steering, and brake circuits. The tank is located on the left hand frame rail forward of the rear wheels. The service capacity is 901 l (238 gal). Refer to Section P for the correct type hydraulic oil recommended for use in the hydraulic system. Oil used in the hoist circuit flows through two 100 mesh wire suction strainers to the inlet housing of the hoist pump. Air drawn into the tank during operation is filtered by dual air filters located on the top of the tank. Oil level can be checked visually at sight glasses located on the face of the tank. Oil level should be checked periodically and be visible in the bottom sight glass when the body is down and the engine is running. Hoist Pump
This switch will turn on an overhead panel mounted, yellow warning light to indicate filter service is required. The light is labeled â&#x20AC;&#x153;Filter Monitorâ&#x20AC;? and will come on when restriction reaches approximately 241 kPa (35 psi). Actual filter bypass will result when the filter element restriction reaches approximately 345 kPa (50 psi).
The hoist pump is a tandem gear type pump driven by an accessory drive at the rear of the traction alternator. The pump has a total output of 908 lpm (240 gpm) at 1900 RPM. The hoist pump also drives the steering and brake supply pump located at the rear of the hoist pump. Hoist pump output is directed to two remote mounted high pressure filters. Maximum hoist pump output pressure is 17237 kPa (2500 psi). 1. POWER DOWN Line 2. Hoist Valve Assembly 3. DOWN Pilot port 4. Hoist Valve Return to Tank 5. Hoist Valve Inlet from Filter 6. Supply to Pilot Valve 7. RAISE Pilot Port 8. Pump/Valve Module Mount Str. 9. POWER UP Line 10. POWER DOWN to Hoist Cylinder 11. POWER UP to Hoist Cylinder 12. Counterbalance Valve Manifold 13. Counterbalance Valve 14. APU Quick Disconnect
FIGURE 7-2. HOIST PUMP/VALVE MODULE
L7-4
Hoist Circuit
10/08 L07034
Hoist Valve The hoist valve (Figure 7-3) is mounted above the hoist and steering pump. Hydraulic oil from the high pressure filters is routed to the hoist valve. The hoist valve is a split spool design. (The term “split spool” describes the spool section of the valve.) Separate spools control oil flow to each end of the cylinders. The valve consists of two identical inlet sections, a spool section, and a separator plate. The hoist valve precisely follows differential pressure input signals generated by the hoist pilot valve. (Refer to Figures 7-6 through 7-10.) The inlet sections of the hoist valve consist of the following components: • Flow control and main relief valve (system relief). • Low pressure relief valve.
The spool section of the hoist valve consists of the following components: • Two pilot ports • Two main spools • Two work ports • Check poppets The pilot ports are located in the top spool section cover. These ports provide connections for pilot lines from the hoist pilot valve. Each pilot port has a corresponding work port. The work ports provide for line connections between the spool section and the hoist cylinders. One main spool for each work port is spring centered at both ends to close the work port from the high and low pressure cores when there is no flow to the pilot ports.
• Load check poppet. • Anti-void poppet. The flow control portion of the flow control and main relief valve allows pump flow to return directly to tank through the inlet section with low pressure loss. The relief portion of the valve is direct acting and has the capacity to limit the working pressure at full pump flow. The low pressure relief is located between the low pressure core and the outlet, and provides a controlled back pressure in the low pressure core when oil is returning to tank. The load check allows free flow from the inlet to the high pressure core and prevents flow from the high pressure core to the inlet. The anti-void check valve allows free flow from the low pressure core to the high pressure core and prevents flow from the high pressure core to the low pressure core. FIGURE 7-3. HOIST VALVE 1. Inlet Section 2. Top Spool Section Cover 3. Down Pilot Port 4. Spool Section 5. Separator Plate 6. Inlet Section 7. Return to Tank Port 8. Supply Inlet port
L07034 10/08
Hoist Circuit
9. Tie Rod 10. Nut 11. Bottom Spool Cover 12. Head End Work Port 13. Raise Pilot Port 14. Inlet Section Cover 15. Pilot Valve Supply Port
L7-5
When there is flow through a pilot port to a spool, a positive differential pressure at the top of the spool will overcome the bottom spring bias causing the spool to shift to connect the high pressure core to the work port. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool will overcome the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the main spools permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements.
Hoist-up Limit Solenoid The Hoist-up Limit Solenoid (2, Figure 7-4) is used in the hydraulic circuit to prevent maximum hoist cylinder extension. This solenoid valve is “normally open” between the hoist pilot valve raise port and the hoist valve raise pilot port. The return-to-tank port is “normally closed”. The solenoid is controlled by the proximity switch (hoist limit switch) located inside the rear frame rail near the body pivot and above the right rear suspension. When the solenoid is signaled by the proximity switch, the raise pilot port on the hoist valve is closed. The hoist pilot valve raise port is opened to return to tank. Refer to Section D for the adjustment procedure of the hoist-up limit solenoid.
Hoist Pilot Valve
Pilot Operated Check Valve
The hoist pilot valve (1, Figure 7-4) is located in the hydraulic component cabinet directly behind the operators cab. The hoist pilot valve spool is spring centered to the hold position. The valve is controlled directly by the operator through a lever and cable arrangement. The control lever is located between the operator and center console. When the operator moves the lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve causing the main spools to direct working pump flow to the hoist cylinders.
The Pilot Operated Check Valve (7, Figure 7-4) is opened by power down pilot pressure to allow oil in the raise port to bypass the hoist up limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch.
The hoist pilot valve is equipped with a one way load check valve which allows free flow from the center passage to bridge core and prevents reverse flow. The hoist pilot valve is also equipped with a power down relief valve (8). The power down relief valve is located between the power down control port and return galley. The power down relief valve limits power down pressure at 10342 kPa (1500 psi).
FIGURE 7-4. HOIST PILOT VALVE 1. Hoist Pilot Valve 2. Hoist-Up Limit Solenoid 3. Control Cable 4. Supply From Hoist Valve
L7-6
Hoist Circuit
5. Pilot Pressure to Hoist 6. Return Line 7. Pilot Operated Check Valve 8. Power Down Relief Valve
10/08 L07034
Counterbalance Valve Manifold The counterbalance valve manifold (12, Figure 7-2) is mounted at the rear of the pump/hoist valve module. The counterbalance valve (13) controls the pressure (like a relief valve) of the oil in the annulus area of the hoist cylinders when the body approaches the maximum dump angle. The valve restricts the maximum pressure build-up by relieving pressure in excess of 20684 kPa (3000 psi), preventing possible seal damage. Also see Figure 7-5 for a schematic view of the counterbalance valve.
There are 2 pilot pressures that can open it (cylinder head raise pressure & rod return pressure. If there is no raise pressure, it will take 20684 kPa (3000 psi) of rod end return pressure to open it. If there is theoretically 4592 kPa (666 psi) or more of raise pressure, it is wide open for the return oil. In between these 2 maximums the ratio of raise:return pressure is 1:4.5 to open the return flow Quick disconnect fittings (14) installed on the manifold allow service personnel to dump a load in the truck body if the engine, hoist pump, or other hoist circuit component is inoperable, by connecting hoses to the quick disconnects of an operable truck.
FIGURE 7-5. COUNTERBALANCE VALVE SCHEMATIC
L07034 10/08
Hoist Circuit
L7-7
HOIST SYSTEM OPERATION MODES The following pages describe hoist circuit operation in the float, power up, hold, and power down positions. (Refer to Figures 7-6 through 7-10.)
FIGURE 7-6. HOIST CIRCUIT: FLOAT POSITION
Float Position Of Pilot Valve And Body On Frame (Figure 7-6) This is the condition while the truck is hauling. The Pilot Valve spool position is as shown in Figure 7-6; however all Hoist Valve components are in position shown in Figure 7-10. Oil from the hoist pumps enters each inlet section of the Hoist Valve in Port 11, passes through check valve 18, and stops at the closed High Pressure Passage 19 at the two main spools. Pressure builds to approximately 414 kPa (60 psi) on the pilot of the Flow Control Valve 2 causing the valve to compress the spring and open, allowing the oil to return to the tank through Hoist Valve Port 10. Oil also flows out Hoist Valve Port 12 to Port 12 on the Pilot Valve, through the Hoist Pilot Valve spool, and out Pilot Valve Port 10 to the tank. This oil flow is limited by orifices in the inlet sections of the Hoist Valve and therefore has no pressure buildup.
L7-8
Hoist Circuit
1. Hoist Relief Valve 17237 kPa (2500 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Counterbalance Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Pilot Line Solenoid Valve 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve, 10342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Manifold Power Up Port 23. Manifold Power Down Port 24. Solenoid Valve Return Port 25. Overcenter Manifold Check Valve (CV)
10/08 L07034
FIGURE 7-6. FLOAT POSITION
L07034 10/08
Hoist Circuit
L7-9
Power Up Operation (Figure 7-7) The Hoist Pilot Valve spool is moved to the Power Up position when the operator moves the lever in the cab. The pilot supply oil coming in Port 12 is prevented from returning to the tank and, instead, is directed out Port 14 through hoist limit solenoid 13 and into Port 14 of the Hoist Valve. There it goes to the top of the Head End Spool 8, builds pressure on the end of the spool, causes the spool to move down compressing the bottom spring, and connects the High Pressure Passage 19 to Head End Port 9. Working oil flow in the High Pressure Passage is now allowed to flow through the spool and out Port 9 to extend the hoist cylinders. Even though a small amount of oil flows through the check poppet in the top of Spool 8, raise pilot pressure at Ports 14 increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pilot supply pressure in Ports 12 also increases causing back pressure to occur in the spring area of Flow Control Valve 2. This overcomes the pilot pressure on the other end of the Flow Control Valve causing it to close and direct the incoming pump oil through Head End Spool 8 to the hoist cylinders to extend them. If at any time the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 17237 kPa (2500 psi), the pilot pressure against Hoist Relief Valve 1 causes it to open and allow flow to exit out Port 10 and return to the tank. As the hoist cylinders extend, oil in the annulus area of the second and third stages must exit from the cylinders. Initially, the Rod End Spool 7 ports are closed. As the returning oil entering Port 5 builds low pressure, it flows through the check-poppet in the top of the spool, through Port 15, through the Pilot Valve spool, and out Port 10 of the Pilot Valve to the tank. No pressure is present on the top of Spool 7. Cylinder return pressure passes through the check-poppet in the bottom of Spool 7 to build pressure under the spool which moves the spool upward compressing the top spring. This movement allows the returning cylinder oil to flow into the Low Pressure Passage 20 to the Low Pressure Relief Valve 3. Approximately 517 kPa (75 psi) causes this valve to open, allowing the oil to flow out Port 10 to the tank.
If the pressure exceeds 20684 kPa (3000 psi) at port 23, the counterbalance valve will open again to direct oil back to the hoist valve, preventing damage to the hoist cylinder seals from excessive pressure. When the operator releases the lever, the valves change to the HOLD position. If the body raises to the position that activates the hoist limit switch located above the right rear suspension before the operator releases the lever, the Hoist Limit Solenoid 13 is energized. The solenoid valve closes the raise pilot Port 14 on the hoist and releases the Hoist Pilot Valve raise pilot pressure at Port 24 to tank, allowing the Head End Spool 8 to center and shut off supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
FIGURE 7-7. HOIST CIRCUIT: POWER UP POSITION 1. Hoist Relief Valve 17237 kPa (2500 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Counterbalance Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Pilot Line Solenoid Valve 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve, 10342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Manifold Power Up Port 23. Manifold Power Down Port 24. Solenoid Valve Return Port 25. Overcenter Manifold Check Valve (CV)
The counterbalance valve 4 will open as the body is raised and close as the operator releases the hoist lever and the raise pressure at port 22 decreases. If the load were to stick near the tail of the body and the body is overcenter, pressure in the annulus area of the hoist cylinders will increase.
L7-10
Hoist Circuit
10/08 L07034
FIGURE 7-7. POWER UP
L07034 10/08
Hoist Circuit
L7-11
Hold Operation (Figure 7-8) The Pilot Valve spool is positioned to allow the pilot supply oil entering Port 12 to return to the tank through Port 10. Pilot supply pressure in Ports 12 then decreases to no pressure allowing Flow Control Valve 2 to open and return the incoming pump oil to the tank through Port 10. Both pilot Ports 14 & 15 in the Pilot Valve are closed by the Pilot Valve spool. In this condition pressure is equalized on each end of each main spool allowing the springs to center the spools and close all ports to trap the oil in the cylinders and hold the body in its current position.
L7-12
FIGURE 7-8. HOIST CIRCUIT: HOLD POSITION 1. Hoist Relief Valve 17237 kPa (2500 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Counterbalance Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Pilot Line Solenoid Valve 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve, 10342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Manifold Power Up Port 23. Manifold Power Down Port 24. Solenoid Valve Return Port 25. Overcenter Manifold Check Valve (CV)
Hoist Circuit
10/08 L07034
FIGURE 7-8. HOLD POSITION
L07034 10/08
Hoist Circuit
L7-13
Power Down Operation (Figure 7-9) When the operator moves the lever to lower the body, the Hoist Pilot Valve is positioned to direct the pilot supply oil in Ports 12 to Port 15 on the Hoist Valve to the top of the Rod End Spool 7. Pilot pressure increases to move the spool down compressing the bottom spring. Movement of the spool connects the High Pressure Passage 19 to the rod end (annulus area) of the hoist cylinders. At the same time, the Flow Control Valve 2 is forced to close as pilot pressure increases thus directing the incoming pump oil to the hoist cylinders through Spool 7 and the overcenter manifold check valve 25 rather than back to the tank. If the body is at the maximum up position, the hoist limit switch has the hoist limit solenoid activated, closing the raise port 14 on the hoist valve. Power down pilot pressure in Ports 15 pushes open the pilot operated check valve 21 so the pilot pressure in Ports 14 is open to tank through the Pilot Valve spool. As oil attempts to return from the head end of the hoist cylinders, it initially encounters the closed Head End Spool 8. Pressure increases on the bottom end of the spool causing it to move upward. This allows the returning oil to go into the Low Pressure Passage 20, build up 517 kPa (75 psi) to open the Low Pressure Relief 3, and exit the Hoist Valve through Port 10 to the tank. As the body descends and the hoist limit solenoid is no longer activated, the pilot operated check valve is no longer necessary.
L7-14
Hoist Circuit
FIGURE 7-9. HOIST CIRCUIT: POWER DOWN POSITION 1. Hoist Relief Valve 17237 kPa (2500 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Counterbalance Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Pilot Line Solenoid Valve 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve, 10342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Manifold Power Up Port 23. Manifold Power Down Port 24. Solenoid Valve Return Port 25. Overcenter Manifold Check Valve (CV)
10/08 L07034
FIGURE 7-9. POWER DOWN
L07034 10/08
Hoist Circuit
L7-15
Float Operation (Figure 7-10) When the operator releases the lever as the body travels down, The Hoist Pilot Valve spool returns to the FLOAT position. In this position all ports (10, 12, 14, & 15) and the Power Down Pilot Line Solenoid Valve are common with each other. Therefore; the pilot supply oil is returning to tank with no pressure buildup thus allowing the Flow Control Valve 2 to remain open to allow the pump oil to return to the tank through Hoist Valve Port 10. With no blockage of either Raise or Down Pilot Ports 14 & 15 in the Pilot Valve, there is no pressure on the top of either main spool. The oil returning from the Head End of the hoist cylinders builds pressure on the bottom of the Head End Spool 8 exactly like in Power Down allowing the returning oil to transfer to the Low Pressure Passage 20. The back pressure in the Low Pressure Passage created by the Low Pressure Relief Valve 3 causes pressure under the Rod End Spool 7 to move the spool upward. This connects the Low Pressure Passage to the Rod End of the hoist cylinders. The 517 kPa (75 psi) in the Low Pressure Passage causes oil to flow to the rod end of the cylinders to keep them full of oil as they retract. When the body reaches the frame and there is no more oil flow from the cylinders, the Main Spools center themselves and close the cylinder ports and the High and Low Pressure Passages.
L7-16
FIGURE 7-10. HOIST CIRCUIT: FLOAT POSITION 1. Hoist Relief Valve 17237 kPa (2500 psi) 2. Flow Control Valve 3. Low Pressure Relief Valve 517 kPa (75 psi) 4. Counterbalance Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 9. Head End Work Port 10. Return Port 11. Supply Port 12. Pilot Supply Port 13. Power Up Pilot Line Solenoid Valve 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve, 10342 kPa (1500 psi) 17. Anti-void Check Valve 18. Load Check Valve 19. High Pressure Passage 20. Low Pressure Passage 21. Pilot Operated Check Valve 22. Manifold Power Up Port 23. Manifold Power Down Port 24. Solenoid Valve Return Port 25. Overcenter Manifold Check Valve (CV)
Hoist Circuit
10/08 L07034
FIGURE 7-10. FLOAT POSITION
L07034 10/08
Hoist Circuit
L7-17
NOTES:
L7-18
Hoist Circuit
10/08 L07034
SECTION L8 HOIST CIRCUIT COMPONENT REPAIR INDEX HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3 O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4 INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9 HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13 BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16 Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18 ASSEMBLY OF QUILL AND CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19 Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19 Installation of Check Balls and Plugs in Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20 Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-21 Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-22 OVERCENTER MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
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Hoist Circuit Component Repair
L8-1
NOTES:
L8-2
Hoist Circuit Component Repair
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HOIST CIRCUIT COMPONENT REPAIR HOIST VALVE
Removal 1. Shift directional control lever to PARK. Turn key switch OFF to stop engine. 2. Thoroughly clean the exterior of the hoist valve.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately.
3. Disconnect and cap or plug all line connections to help prevent hydraulic oil contamination, refer to Figure 8-1. 4. Remove cap screws and lockwashers securing the hoist valve to its mounting bracket.
The hoist valve weighs approximately 145 kg (320 lbs). Use a suitable lifting device that can handle the load safely. 5. Attach a suitable lifting device (that can handle the load safely) to the hoist valve and remove hoist valve from truck. 6. Move the hoist valve to a clean work area for disassembly.
Installation 1. Attach a suitable lifting device to the hoist valve. Move the hoist valve into position with the separator plate (8, Figure 8-1) located to the rear. Secure in place with cap screws, nuts and lockwashers. Tighten cap screws to standard torque. NOTE: Ensure that the hoist valve assembly is positioned with separator plate (8, Figure 8-1) toward the rear of truck when the valve is lowered onto the mounting plate. FIGURE 8-1. HOIST VALVE INSTALLATION 1. Hoist Pilot Valve Supply 2. Power Up Line 3. Inlet From Filters 4. Return To Tank
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5. Power Down Line 6. To Hoist Pilot Valve 7. Return To Tank 8. Separator Plate
2. Using new O-rings at the flange fittings, connect hydraulic lines. Tighten flange cap screws to standard torque. Refer to Figure 8-1 for hydraulic line location.
Hoist Circuit Component Repair
L8-3
To replace the O-rings between the valve sections: 3. Connect pilot supply lines, tighten fittings securely. 4. Start the engine. Raise and lower body to check for proper operation. Observe for leaks.
1. Match mark each part on the hoist valve to aid in reassembly. Remove the four tie rod nuts from one end of the valve. Slide the tie rods from the valve and separate the sections. 2. Inspect the machined sealing surfaces for scratches or nicks. If scratches or nicks are found, remove by lapping on a smooth flat steel surface with fine lapping compound.
5. Service hydraulic tank if necessary.
3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together making sure O-rings between the sections are properly positioned. 4. Install the four tie rods with the dished washer between the nut and housing (Figure 8-3).
FIGURE 8-3. TIE ROD INSTALLATION FIGURE 8-2. HOIST VALVE ASSEMBLY 1. Inlet Section 2. Spool Section Cover 3. Spool Section 4. Inlet Section
5. Tube 6. Tie Rods 7. Nuts and Washers 8. Inlet Section Cover
5. A torque wrench should be used to tighten the nuts in the pattern as shown in Figure 8-4. The tie rods should be tightened evenly to 217 N路m (160 ft lbs) torque in the following sequence. a. Tighten nuts evenly to 27 N路m (20 ft lbs) in order 1, 4, 2, 3. b. Tighten nuts evenly to 68 N路m (50 ft lbs) in order 1, 4, 2, 3.
O-Ring Replacement NOTE: It is not necessary to remove the individual valve sections to accomplish repair, unless emergency field repair is required to replace the Orings between sections to prevent leakage. Loosening and retightening of the main valve tie rod nut could cause distortion resulting in binding or severely sticking plungers, poppet and spools.
c. Tighten nuts evenly to 217 N路m (160 ft lbs) in order 1, 4, 2, 3.
FIGURE 8-4. TIGHTENING SEQUENCE
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Hoist Circuit Component Repair
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INLET SECTION
complete assembly only. If adjustment is necessary, refer to Checking Hoist System Pressure Relief Valve later in this section.
Disassembly 1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 2. Disconnect the external tube at the cover end and remove. Remove cap screws (14, Figure 85), remove cover (13). Remove springs (12), poppets (11) and O-rings (10).
NOTE: If restrictor poppet removal in cover (1) is required, refer to step 4 and Figure 8-6. 4. Remove sleeve (9), backup ring (8), O-ring (7), backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 5. Repeat steps 1 through 4 for the opposite inlet section if disassembly is required.
NOTE: Inlet section shown removed from main valve body for clarity. 3. Remove cap screws (1) and cover (2). Remove springs (3 & 5) and main relief valve (4). Remove sleeve (6), low pressure relief (7) and O-rings (8). The main relief valve (4) is factory preset at 17237 kPa (2500 psi). Replace as a
FIGURE 8-5. INLET SECTION DISASSEMBLY 1. Cap Screw 2. Inlet Cover 3. Spring (Orange) 4. Main Relief Valve 5. Spring
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6. Sleeve 7. Low Pressure Relief 8. O-Rings 9. Inlet Valve Body 10. O-Rings
Hoist Circuit Component Repair
11. Poppets 12. Springs 13. Cover 14. Cap Screws
L8-5
Assembly
Cleaning and Inspection 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air. 2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks. 3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear. 4. Inspect poppets in their respective bore for fit. Poppets should move freely, without binding, through a complete revolution. 5. Inspect fit and movement between sleeve and low pressure relief valve.
1. Coat all parts including housing bores with clean type C-4 hydraulic oil. Lubricate O-rings lightly with a multipurpose grease. 2. If restrictor poppet (2, Figure 8-6) was removed, reassemble in the order shown. 3. Install poppets (11, Figure 8-5) in their respective bores. Install springs (12). 4. Install O-rings (10), and cover (13). Install cap screws (14). Tighten cap screws to 81 N·m (60 ft lbs). 5. Install low pressure relief (7) in sleeve (6) and install assembly in housing (9). Install main relief valve (4). Install springs (3 & 5). Install cover (2). Install cap screws (1). Tighten cap screws to 81 N·m (60 ft lbs). Connect external tube, tighten nuts to 34 N·m (25 ft lbs).
SPOOL SECTION Disassembly NOTE: It is not necessary to remove the inlet sections (4, Figure 8-2) to accomplish spool section (3) disassembly. 1. Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 2. Remove cap screws and remove spool section cover (2, Figure 8-2). Remove and discard Orings (4 & 5, Figure 8-8). 3. Remove poppet (1, Figure 8-7), remove and discard O-ring (3). NOTE: The poppet (1) is equipped with a small steel ball. Do not misplace.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring
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6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve
Hoist Circuit Component Repair
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5. Remove spool assembly (2, Figure 8-9). Note the color of the lower spring (blue) to insure proper location during reassembly. Also note the “V” groove (1) on end of spool.
FIGURE 8-7. POPPET & BALL 1. Poppet 2. Steel Ball
3. O-Ring
4. Remove restrictor poppet (1, Figure 8-8). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor when removed to insure correct reassembly.
FIGURE 8-9. SPOOL REMOVAL 1. “V” Groove 2. Spool Assembly
3. Spool
FIGURE 8-8. RESTRICTOR POPPET REMOVAL 1. Restrictor Poppet 2. O-ring * 3. Backup Ring *
4. Seal Ring 5. O-Ring
*Note: Items 2 & 3 not used on all valves.
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Hoist Circuit Component Repair
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FIGURE 8-10. SPOOL SECTION ASSEMBLY 1. Cover 2. Spring Seat 3. Spring 4. Plug 5. Poppet (Red) 6. Spool End 7. Spool
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8. Spring (Blue) 9. Spool End 10. Poppet (White) 11. Spring Seat 12. O-Ring 13. O-Ring 14. Plug
15. Spool Housing 16. Cover 17. Plug 18. O-Ring 19. O-Ring 20. Spring Seat 21. Spring (Blue)
Hoist Circuit Component Repair
22. Spool End 23. Spool 24. Spool End 25. Poppet (Green) 26. Plug 27. Spring 28. Spring Seat
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6. Remove plug (4, Figure 8-10) from end of spool (7). Remove spring seat (2) and spring (3). Remove poppet (5) and spool end (6). NOTE: Pay special attention to poppets (5, 10 and 25, Figure 8-10) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot; red, white or green. If poppets are not color coded, use the following chart for identification: POPPET COLOR
ORIFICE DIAMETER
DRILL SIZE
White
1.6 mm (0.063 in.)
#52
Green
2.4 mm (0.093 in.)
#42
Red
2.8 mm (0.110 in.)
#35
7. Repeat step 6 for the opposite end of spool (7) and the top end of spool (23). 8. Remove spool end (22), spring retainer (20) and spring (21). 9. Remove cover (16), remove O-rings (18 & 19).
Cleaning and Inspection
Assembly 1. Lubricate O-rings (18 & 19, Figure 8-10), with clean hydraulic oil. Install O-rings in spool housing and install cover (16). Secure cover in place with cap screws. Tighten cap screws to 81 N·m (60 ft lbs). 2. Install spring (3, Figure 8-10) in spool (7). Install spring seat (2). Apply Loctite® to the threads of spool end (6). Install spool end (6) and tighten to 34 N·m (25 ft lbs). Install poppet (5). Apply Dri-loc #204 to the threads of plug (4). Install plug (4) and tighten to 20 N·m (15 ft lbs). NOTE: Poppets 5, 10 and 25 may be color coded and must be installed in their original location. 3. Repeat step 2 for the opposite end of spool (7). Make sure spring (8) is blue in color. 4. Lubricate spool assembly (7) and carefully install in spool housing (15). Make sure the “V” groove in spool (7) is in the up position, or toward cover (1). 5. Repeat step 2 for the top end of spool (23). The bottom end of spool (23) does not contain a poppet or plug. Install spring (21) which is blue in color, spring seat (20) and spool end (22). Apply Loctite to spool end threads. Install spool end (22) and tighten to 34 N·m (25 ft lbs).
1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air.
6. Lubricate the assembled spool (23) and install in spool housing (15). Make sure the “V” groove is in the up position, or toward cover (1).
2. Inspect all springs for breaks or distortion. Inspect poppet seating surfaces for nicks or excessive wear. All seats must be sharp and free of nicks.
NOTE: Spools (7) and (23) are physically interchangeable. Make sure spool (23) is installed toward the base port of the spool housing.
3. Inspect all bores and surfaces of sliding parts for nicks, scores or excessive wear. 4. Inspect all poppets in their respective bore for fit. Poppets should move freely without binding through a complete revolution.
7. Install new O-ring and backup ring on restrictor poppet (1, Figure 8-8). Install restrictor poppet in housing. 8. Install new O-rings (12 & 13, Figure 8-10). 9. Install new O-ring and backup ring on poppet (1, Figure 8-7). Make sure the small steel ball is installed in poppet (1). Install poppet (1) in cover (3). 10. Install covers (1, Figure 8-10). Secure cover in place with cap screws. Tighten cap screws to 81 N·m (60 ft lbs).
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Hoist Circuit Component Repair
L8-9
HOIST PILOT VALVE
Installation
Removal 1. Place the hoist control lever in the body down position. Make sure the body is in the full down position. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines at the hoist pilot valve (1, Figure 8-11). Remove cap screws (4). 3. Loosen and unthread jam nut (7). Unthread sleeve (6) until cotter pin (5) and pin (9) are exposed. 4. Remove cotter pin (5) and pin (9). 5. Remove the hoist pilot valve mounting hardware (10). Remove hoist pilot valve. Refer to hoist pilot valve disassembly for repair instructions.
1. Place the hoist pilot valve into position on the mounting bracket. Secure valve in place with cap screws (10, Figure 8-11). 2. Position hydraulic lines (2, 13, 14 and 15) over valve ports and assemble fittings. Tighten hydraulic line connections securely. 3. Place hoist control lever in spring-centered position. Adjust pilot valve spool until centerline of cable attachment hole extends 1.16 in. (29.5 mm) from the face of the valve body. 4. Align control cable eye with pilot valve spool hole and insert pin (9). Secure pin in place with cotter key (5). 5. Thread sleeve (6) upward until contact is made with valve body. Move flange (3) into position and secure in place with cap screws (4). 6. Thread jam nut (7) against sleeve (6). Tighten jam nut securely. 7. Start the engine and check for proper hoist operation. Observe for leaks.
1. Hoist Pilot Valve 2. Hydraulic Lines 3. Flange 4. Cap Screw 5. Cotter Pin
L8-10
FIGURE 8-11. HOIST PILOT VALVE REMOVAL 11. Solenoid Valve 6. Sleeve (Body Up Limit) 7. Jam Nut 12. Pilot Operated 8. Control Cable Check Valve 9. Pin 13. Return Line 10. Cap Screws
Hoist Circuit Component Repair
14. Pilot Pressure to Hoist Valve 15. Supply Pressure From Hoist Valve
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Disassembly 1. Thoroughly clean the exterior of the valve. Place the valve in a clean work area for disassembly. 2. Remove machine screw (15, Figure 8-12) seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1, figure 8-12), cap screws (6), cap (24), spacer (23), and detent sleeve (22). Detent Balls (2) and (21) will fall free when the cap and detent sleeve are removed. Separate cap (24), spacer (23) and detent sleeve (22), as this will be necessary for reassembly. 4. Carefully slide the spool (14) out of the spool housing (17). Remove seal retainer (25), wiper (26) and O-ring (27) from spool (14). 5. Insert a rod in the cross holes of the detent pin (3) and unscrew from spool (14). Slight pressure should be exerted against the detent pin as it disengages and spring tension is released. 6. Remove spring seats (19), spring (4) and spacer (5).
FIGURE 8-12. HOIST PILOT VALVE
1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Cap Screw 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool
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Hoist Circuit Component Repair
15. Machine Screw 16. Seal Plate 17. Spool Housing 18. Inlet Housing 19. Spring Seat 20. Spring 21. Ball (1) 22. Detent Sleeve 23. Spacer 24. Cap 25. Seal Retainer 26. Wiper 27. O-Ring
L8-11
7. Remove relief valve (2, Figure 8-13) from the spool housing (1). 8. Match mark the inlet and outlet housings in relationship to the spool housing to insure correct location during reassembly. 9. Remove nuts (8) and (10) and remove tie rods (9). Separate the valve housings. Remove Oring (11). Remove the poppet check and spring from the spool housing which are located on the outlet housing side of the spool housing.
Cleaning and Inspection 1. Clean all parts including housings in solvent and blow dry with compressed air. 2. Inspect seal counter bores, they must be free of nicks or grooves. 3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 8-12). The spool must be free of longitudinal score marks, nicks or grooves. 5. Test spool (14) in spool housing for fit. Spool must fit freely, without binding, through a complete revolution. NOTE: The spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. Should any of these parts require replacement, the entire control valve must be replaced.
FIGURE 8-13. RELIEF VALVE 1. Valve Housing
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2. Relief Valve
Hoist Circuit Component Repair
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Assembly 1. Thoroughly coat all parts including housing bores with clean type C-4 hydraulic oil. 2. If the inlet and outlet housings were removed follow steps 3 through 5 for reassembly. 3. Install check poppet (2, Figure 8-14) and spring (3) in spool housing (1). 4. Install new O-ring (4) in spool housing. Move the inlet and outlet housings into position. 5. Install tie rods. Install tie rod nuts. Tighten tie rod nuts to the torques shown in Figure 8-15. 6. Install a new O-ring (27, Figure 8-12) and wiper (26). Install seal retainer (25). 7. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Slight pressure will be required to compress the detent spring. Tighten detent pin 9-11 N¡m (8496 in. lbs). Install spring (20). Carefully install spool into spool housing.
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY 1. Spool Housing 2. Check Poppet 3. Spring
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4. O-ring 5. Outlet Housing
8. Apply grease to the cross holes of the detent pin (3) to hold balls (21) and (2). 9. Slide detent sleeve (22) into cap (24) and place over a punch. Using this punch, depress ball (21) and insert balls (2) in detent pin cross holes. 10. While holding down on ball (21), slide detent sleeve (22) and cap (24) as an assembly over the detent pin (3). Continue to insert detent sleeve (22) until it contacts spring seat (19). 11. Secure cap (24) in place with cap screws (6). Tighten cap screws (6) to 7 N¡m (5 ft lbs). Install spacer (23) and snap ring (1). 12. Install a new O-ring (12) and wiper (13). Install seal plate (16). Install machine screws (15). 13. Using new O-rings, install relief valve (2, Figure 8-13) in spool housing.
FIGURE 8-15. TIE ROD NUT TORQUE 1. Nut 2. Tie Rod 3. Nut
Hoist Circuit Component Repair
4. Tie Rod 5. Outlet Housing
L8-13
BODY UP LIMIT SOLENOID Body up limit solenoid valve (11, Figure 8-11) is located inside the hydraulic cabinet behind the operators cab. This valve has no serviceable parts except for O-ring replacement. If the solenoid valve malfunctions, replace it as a unit.
PILOT OPERATED CHECK VALVE Pilot operated check valve (12, Figure 8-11) is located inside the hydraulic cabinet behind the operators cab. This valve has no serviceable parts except for O-ring replacement. If the pilot operated check valve malfunctions, replace it as a unit.
The hoist cylinder weighs approximately 1000 kgs (2,200 lbs). Some means of support is necessary to prevent it from falling or causing injury when removing it from the truck. Use a suitable lifting device that can handle the load safely. 4. At the upper mount, remove nut (6, Figure 8-16) flatwasher (5) and shoulder bolt (4). Use a brass drift and hammer to drive pin (2) from bore of mounting bracket. 5. Carefully lower cylinder until it rests against the inside dual tire. Attach a suitable lifting device to the upper cylinder mounting eye.
HOIST CYLINDERS Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. 1. Ensure engine and key switch has been OFF for at least 90 seconds to allow accumulator to bleed down. Make sure the parking brake is applied.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT
2. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder.
1. Dump Body 2. Hoist Cylinder Pin 3. Hoist Cylinder
3. Remove cap screw and lockwashers from clamps securing the hydraulic hoses to the hoist cylinder. Cap and plug lines and ports to prevent excessive spillage and contamination. Secure cylinder to frame to prevent movement during next step.
L8-14
Hoist Circuit Component Repair
4. Shoulder Bolt 5. Flat Washer 6. Nut
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6. Install a retaining strap or chain to prevent the cylinder from extending during handling. 7. At the lower mount, straighten drive lock plate tabs to allow cap screw removal. Remove all cap screws (1, Figure 8-17), locking plate (2) and retainer plate (3). 8. Carefully remove cylinder from frame pivot by pulling outward. Move cylinder to a clean area for disassembly. NOTE: Do not lose spacer (6, Figure 8-17) between cylinder bearing and frame. 9. Clean exterior of the cylinder thoroughly.
5. Install new O-rings in grooves on hose flange connections and lubricate with clean hydraulic oil. Position flanges over hoist cylinder ports and install flange clamps. Secure clamps with cap screws and lockwashers. Tighten cap screws to standard torque. 6. Reconnect lubrication lines for the upper and lower hoist cylinder bearings. 7. Raise and lower body several times to bleed air from cylinder. Check for proper operation and inspect for leaks. 8. Service hydraulic tank if necessary.
Installation
Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 1000 kgs (2,200 lbs). Use a suitable lifting device that can handle the load safely. 1. Raise the cylinder into position over the pivot point on the frame. The cylinder should be positioned with the air bleed vent plug toward the front of the truck. Install spacer (6, Figure 8-17). Align bearing eye with pivot point and push cylinder into place. 2. Install retaining plate (3), locking plate (2),and cap screws. Tighten cap screws to 298 N¡m (220 ft lbs). Bend locking plate tabs over cap screw flats. 3. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket. Refer to Figure 8-16. 4. Align bolt hole in pin with hole in mounting bracket and install pin. Install shoulder bolt (4), flatwasher (5) and nut (6). Tighten the nut to 340 N¡m (250 ft lb). The bolt should still be loose after the nut has been tightened.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT 1. Cap Screw 2. Lock Plate 3. Retainer
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Hoist Circuit Component Repair
4. Retainer Ring 5. Bearing 6. Spacer
L8-15
Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retainer ring (4, Figure 8-17) and press out bearing (5). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180째. 3. Position cylinder with the cover (10, Figure 818) mounting eye at the top. Remove cap screws (11) and lockwashers retaining the cover to the housing (4). 4. Using two 0.88 in. dia. x 9 in. long, threaded cap screws, thread them into the two threaded holes in the cover (10). Screw the cap screws in evenly until the cover can be removed. Lift cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove cap screws (7) and flatwashers (5) attaching the rod bearing retainer (6) to the rod (1). Remove the seal (8). 6. Fabricate a retainer bar using a 6 x 25 x 460 mm (1/4" x 1" x 18") steel flat. Drill holes in the bar to align with a pair of tapped holes spaced 180째 apart in the housing. Attach bar to housing using cap screws (11). NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted. 7. Rotate the cylinder assembly 180째, until the lower mounting eye is at the top. Hook a lifting device to the eye on the rod (1) and lift the rod and third stage cylinder assembly out of cylinder housing. If equipped, remove cushion ring (24). NOTE: As internal parts are exposed, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180째. Remove the retainer installed in step 5. 9. Fabricate a round disc 318 mm (12.5 in.) in diameter 10 mm (0.38 in.) thick with a 14 mm (0.56 in.) hole in the center. Align the disc over the second (2) and first (3) stage cylinders at the bottom of the cylinder housing.
L8-16
10. Insert a 13 mm (0.50 in.) dia. x 1320 mm (52 in.) threaded rod through the top and through the hole in the disc. Thread a nut on the bottom end of the threaded rod below the disc. 11. Screw a lifting eye on the top end of the rod. Attach it to a lifting device and lift the second and first stage cylinders out of the housing. 12. Remove lifting tools from the second and first stage cylinder assembly. 13. Slide the second stage cylinder (2) down inside the first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder. 14. Remove second stage cylinder from first stage cylinder by sliding it out the top. 15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts.
FIGURE 8-18 HOIST CYLINDER 1. Rod & Third Stage 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Plate 6. Rod Bearing Retainer 7. Cap Screw (12-point) 8. Seal 9. Snap Ring 10. Cover 11. Cap Screws 12. O-Ring 13. Bearing 14. Bearing 15. Seal 16. Seal 17. Bearing 18. Buffer Seal 19. Bearing 20. Rod Seal 21. Rod Wiper 22. Quill Assembly 23. Backup Ring 24. Ring, Cushion
Hoist Circuit Component Repair
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FIGURE 8-18. HOIST CYLINDER
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L8-17
Cleaning and Inspection NOTE: Use only fresh cleaning solvent, lint free wiping cloth and dry filtered compressed air when cleaning and handling hydraulic cylinder parts. Immediately after cleaning and inspection, coat all surfaces and parts with clean hydraulic oil (Type C4). 1. Thoroughly clean and dry all parts. 2. Visually inspect all parts for damage or excessive wear. 3. If cylinder bores or plated surfaces are excessively worn of grooved, the parts must be replaced or, if possible, re-plated and machined to original specifications. 4. The quill (2, Figure 8-19) should be checked for tightness if it has not previously been tack welded. a. Check the quill for tightness by using special tool SS1143 (Figure 8-19) and applying a tightening torque of 1 356 N·m (1,000 ft lbs). b. If the quill moves, remove quill, clean threads in cover assembly and quill, and reinstall using the procedure in Quill Installation. 5. When a cylinder assembly is dismantled, the cap screws (7, Figure 8-18) should be checked carefully for distress and, if in doubt, replace them.
FIGURE 8-19. QUILL INSTALLATION 1. Cap Assembly
2. Quill Assembly
SS1143 Tightening Tool - Assembly Drawing S1144 – Square Tube (3.50" x 3.50" x 0.19" wall x 2.0" long) SS1145 – Plate (2.50" x 2.50" x 0.25" thick) SS1146 – Square Tube (3.00" x 3.00" x 0.25" wall x 15.50" long) SS1147 – Tube, Brass (1.75"O.D. x 1.50" I.D. x 13.50" long) SS1148 – Square Cut (2.50" x 2.50" x 0.75" thick) SS1149 – Hex Drive (1.75" Hex stock x 2.50" long) All materials are 1020 Steel except SS1147.
L8-18
Hoist Circuit Component Repair
7/10 L08042
ASSEMBLY OF QUILL AND CYLINDER NOTE: Use only new seals, bearings and O-rings during reassembly. Thoroughly lubricate all parts and seals with hydraulic oil to aid in assembly and to provide lubrication during initial operation. Quill Installation 1. The plugs (3, Figure 8-20) and the check balls (4) in the quill should be checked during any cylinder repair to insure the plugs are tight and ball seats are not damaged. Refer to Installation of Check Balls and Plugs in Quill. 2. Secure cap assembly (1) in a sturdy fixture. Make certain threads in cap and threads on quill are clean and dry (free of oil and solvent). 3. Using Loctite “LOCQUIC” Primer “T” (TL8753, or equivalent), spray mating threads of both cap assembly (1) and quill assembly (2). Allow primer to dry 3 to 5 minutes. 4. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both cap assembly and quill assembly. 5. Install quill and use SS1143 tool to tighten quill to 1 356 N·m (1,000 ft lbs). Allow parts to cure for 2* hours before exposing threaded areas to oil. * Note: If “LOCQUIC” primer “T” (TL8753) was not used, the cure time will require 24 hours instead of 2 hours. 6. Tack weld quill in 2 places as shown in Figure 820. 7. Remove all slag and foreign material from tack weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill will not be necessary, unless it has loosened or is damaged. Removal, if necessary, will require a break-loose force of at least 2 712 N·m (2,000 ft lbs) after the tack welds are ground off. FIGURE 8-20. PLUG & CHECK BALL INSTALLATION 1. Cap Assembly 2. Quill Assembly
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Hoist Circuit Component Repair
3. Plug 4. Check Ball
L8-19
Installation of Check Balls and Plugs in Quill The check balls (4, Figure 8-20) in the side of the quill assembly (2) are held in place with threaded plugs (3). If a plug is missing and the check ball is not found in the cylinder, the opposite side hoist cylinder and the plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be checked to see if the ball or plug has caused internal damage to the spool. Peening of the necked down sections of the spool may result. Spool sticking may also occur under these circumstances. Refer to Figure 8-21 for SS1158 tool that can be made for installing or removing the check ball plugs. Plugs should be checked during any cylinder repair to be sure they are tight. If found to have any movement, they should be removed and the ball seat in the quill checked to see if it is deformed.
1. Use the newer plugs and make certain threads in quill tube and on plugs are clean and dry (free of oil and solvent). 2. Use Loctite “LOCQUIC” Primer “T” (TL8753, or equivalent), and spray mating threads of both plugs (3, Figure 8-20) and quill assembly (2). Allow primer to dry 3 to 5 minutes. 3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill assembly. 4. Place check balls (4) in quill tube (2) and install plugs (3) with concave side facing ball. Using SS1158 tool, tighten plugs to 95 N·m (70 ft lbs). Allow parts to cure for 2* hours before exposing threaded areas to oil. * Note: If “LOCQUIC” primer “T” (TL8753) was not used, the cure time will require 24 hours instead of 2 hours.
• If deformation of the ball seat has occurred, the quill should be replaced.
5. Stake plug threads in two places (between holes) as shown in Figure 8-20 to prevent loosening of plug.
• If the ball seat area is not deformed, measure the plug thickness as shown in Figure 8-20: Older Plug is 0.25 ± 0.02 in. thick. Newer plug is 0.38 ± 0.02 in. thick.
If removal of the plug is necessary in a later rebuild, it will be necessary to carefully drill out the stake marks and destroy the plug. A new plug should be installed and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
L8-20
Hoist Circuit Component Repair
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Assembly of Cylinder 1. Install seals (15, Figure 8-18) and bearing (14) on second stage cylinder. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) on first stage cylinder. Lubricate with clean hydraulic oil (Type C-4). NOTE: Seal installation ring (Figure 8-22) will ease assembly of first and second stages, but it is not required. 2. Install seal installation ring (PC2710) in the snap ring groove inside first stage cylinder (3). The seal installation ring fits inside the snap ring groove so the seals on the second stage cylinder will glide over the snap ring groove without damaging the seals. Lubricate the seal installation ring with clean oil or vaseline.
5. Install lifting tool used during disassembly in the second and first stage cylinder assembly. 6. Install bearings (13) on the first stage cylinder (3). Lift and align this assembly over the housing (4). Lower the second and first stage cylinders into the housing. 7. Install retainer used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate housing 180° to position the lower mounting eye at the top. 8. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) in the second stage cylinder (2). 9. Attach a lifting device to the rod eye (1) and align it over the housing (4). If equipped, install cushion ring (24) on rod. Lubricate the rod with hydraulic oil and lower the rod into the housing. NOTE: A cushion ring (24) can be added to hoist cylinders even if one was not removed during disassembly. 10. Rotate housing 180° to position the cover end at the top. Remove retainer installed in Step 6. Install bearings (17) and seal (16) on the rod bearing retainer (6).
FIGURE 8-22. SEAL INSTALLATION RING (PC2710)
11. Thread two guide bolts 100 mm (4 in.) long in the end of the rod (1). Install seal (8) on the end of the rod.
3. Align and slide the second stage cylinder (2) inside the first stage cylinder (3). Allow the second stage to protrude far enough to remove the seal installation ring. Then install snap ring (9) on the inside of the first stage cylinder. 4. Mount the housing (4) in the fixture with the cover end positioned at the top. Install bearings (19) and buffer seal (18), rod seal (20) and rod wiper (21) in the housing.
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Hoist Circuit Component Repair
L8-21
12. Align piston rod bearing retainer (6) over guide bolts and lower it over the end of the rod (1). Remove guide bolts. NOTE: Check cap screws carefully for distress and, if in doubt, replace them with new. 13. Make certain threads on cap screws (1, Figure 8-23) and threads in rod are clean and dry (free of oil and solvent). 14. Use Loctite “LOCQUIC” Primer “T” (TL8753, or equivalent), to spray mating threads on cap screws and threads in rod. Allow primer to dry 3 to 5 minutes. 15. Apply Loctite Sealant #277 (VJ6863, or equivalent) to threads of cap screws and threads in rod. 16. Install plate (2), and cap screws (1). Tighten cap screws to 780 N·m (575 ft lbs). NOTE: Allow parts to cure for 2 hours* before exposing threaded areas to oil. * NOTE: If “LOCQUIC” primer “T” (TL8753) was not used, the cure time will require 24 hours instead of 2 hours.
FIGURE 8-23. 3rd. Stage Piston 1. 12 Pt. Cap Screw 2. Plate
3. Piston
17. Install O-ring (12, Figure 8-18) and backup ring (23) on cover (10). Align and lower cover onto housing (4). Install cap screws (11) and lockwashers. Tighten cap screws to standard torque. 18. Install hoist cylinder eye bearing (5, Figure 817) and retainer rings (4) if removed.
Pressure Testing After the cylinder is assembled, perform the following tests to verify that performance is within acceptable limits. 1. With the rod fully extended, piston leakage must not exceed 164 cm3/min. (10.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. 2. With the rod fully retracted, piston leakage must not exceed 328 cm3/min. (20.0 in3/min.) at 17 250 kPa (2,500 psi), port to port. 3. External rod seal leakage must not exceed one drop of oil in eight cycles of operation.
L8-22
Hoist Circuit Component Repair
7/10 L08042
OVERCENTER MANIFOLD The overcenter manifold (1, Figure 8-24) is located to the rear of the hoist valve. The internal counterbalance valve (4) relieves excessive pressure that can develop in the annulus area of the hoist cylinders if the load sticks to the tail of the body as the body goes overcenter while dumping.
For information on how the counterbalance valve functions, see Hoist Circuit Operation, this section. For adjusting of the counterbalance valve, refer to the Hydraulic Checkout Procedure in this Section. Figures 8-25 through 8-28 show the proper placement of the O-rings and backup-rings on the needle valve, counterbalance valve and the check valve.
The only service that can be done to the overcenter manifold is to clean the manifold, or replace the valves or O-rings. The overcenter manifold weighs approximately 114 kg (250 lb).
Torque Specs: • Cavity Plug (2) - 475-500 Nm (350-375 ft lb) • Check Valve (3) - 475-500 Nm (350-375 ft lb) • Counter Balance Valve (4) - 475-500 Nm (350-375 ft lb) Adjustment Nut (4) - 35-40 Nm (25-30 ft lb) • Needle Valve (5) - 60-70 Nm (45-50 ft lb) Adjustment Nut (5) - 9-10 Nm (80-90 in. lb)
FIGURE 8-25. CAVITY PLUG 1. Cavity Plug 3. Backup-Ring 2. O-Ring
FIGURE 8-24. OVERCENTER VALVE 1. Overcenter Manifold 2. Cavity Plug 3. Check Valve 4. Counter Balance Valve 5. Needle Valve
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FIGURE 8-26. CHECK VALVE 1. O-Rings 2. Backup-Rings
Hoist Circuit Component Repair
L8-23
FIGURE 8-28. NEEDLE VALVE FIGURE 8-27. COUNTERBALANCE VALVE 1. O-Rings 2. Backup-Rings
L8-24
3. Countervalance Valve
1. O-Rings
Hoist Circuit Component Repair
2. Backup-Rings
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SECTION L10 HYDRAULIC CHECKOUT PROCEDURE INDEX
HYDRAULIC CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 Pressure Check And Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5 SHOCK & SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5 Shock & Suction Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5 LEAKAGE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Steering Control Unit & Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7 ACCUMULATOR BLEED DOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8 LOW STEERING PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-10 CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17 Hoist System Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17 Power Down Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18 HOIST COUNTERBALANCE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19 Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19 Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19 Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-20 OIL CLEANLINESS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-23
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L10-1
NOTES:
L10-2
Hydraulic Check-out Procedure
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HYDRAULIC CHECKOUT PROCEDURE STEERING AND BRAKE PUMP Pressure Check And Adjustment Procedure NOTE: If steering and brake pump has just been installed, make sure the steering pump crankcase is full of oil prior to starting the engine (See Step 5).
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately.
3. Install a calibrated 35 000 kPa (5,000 psi) gauge on the diagnostic coupling on the steering pump test port marked â&#x20AC;&#x153;GPAâ&#x20AC;? (5, Figure 101), located on the same side of the pump as the suction port. 4. Make sure all pump suction line shut-off valves are fully open. (The shut-off valves are open when the handles are in line with the hose.) NOTE: Serious pump damage will result if all shut-off valves in the suction lines are not completely open when the engine is started. 5. If the pump has just been installed on the machine, and prior to starting the engine, bleed air from inside pump to make sure the steering pump crankcase is full of oil.
Blocking pressure line between pump and system (or pump) high pressure relief valve will result in damage and could result in serious personal injury. 1. Place the directional control lever in PARK. Turn the key switch OFF to stop the engine and allow accumulator to completely bleed down before opening circuits to take measurements, to make repairs, or to install or remove gauges. NOTE: All accumulators must be fully precharged with nitrogen before starting engine. Permanent damage to bladder accumulators will result if engine is started without proper precharge. 2. Check nitrogen precharge in all accumulators. Refer to Steering Accumulator Charging Procedure, this section, and Brake Accumulator Charging Procedure, Section J, Brake Circuit for detailed charging instructions.
L10033 3/11
FIGURE 10-1. STEERING PUMP 7. Jam Nut 1. Steering Pump 2. Pump Crankcase Drain 8. Compensator Adjus 9. Jam Nut Fitting 10. Maximum Stroke 3. Inlet Port Screw 4. Plug 5. Diagnostic Port (GPA) 11. Unloader Adjuster 6. Compensator Housing
Hydraulic Check-out Procedure
L10-3
To Bleed Air From Pump: a. With the engine OFF and the hydraulic oil level in the tank is at the proper level, open shut-off valve in steering pump suction line. b. With suction line shut-off valve open, loosen suction hose cap screws (at the pump) to bleed any trapped air. Then loosen pressure hose cap screws (at the pump) to bleed any trapped air. Tighten hose connection cap screws to standard torque. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. c. Disconnect pump case drain hose (from fitting 2, Figure 10-1) and cap the hose. d. Remove fitting (2) and add clean C-4 type oil to pump through opening until pump housing is completely full. e. When pump housing is full of oil, install fitting (2) and connect pump case return hose to fitting.
b. Bottom out the unloader valve adjustment screw (11, Figure 10-1). c. Back out the pressure compensator adjustment screw (8). d. Fully open all shut-off valves. e. Start truck and adjust pressure compensator (8) until 26 200 kPa (3,800 psi) is read and maintained on gauge at steering pump “GPA” test port (5). Tighten jam nut (7). f. Shut down the engine and allow sufficient time for the accumulators to bleed down g. Back out unloader valve adjustment screw (11) completely. h. Start truck and allow pump to unload: Pressure gauge at steering pump “GPA” test port will read about 1 379 to 2 758 kPa (200 to 400 psi) when the pump is unloaded. i. Adjust unloader valve: Adjust to reload pump when pressure drops to 2 2064 ± 345 kPa (3,200 ± 50 psi).
6. Check hydraulic oil in tank is visible in upper sight gauge. Add oil if necessary. NOTE: Allow adequate time for the accumulator to fully charge after start up. 7. Start engine and run at low idle. The steering pump with unloader valve is preset to unload the pump at 24 133 to 24 477 kPa (3,500 to 3,550 psi), and reload accumulators when their pressure falls to 2 2064 ± 345 kPa (3,200 ± 50 psi). If necessary to adjust pump pressure:
j. Steer to cause accumulator pressure to decrease enough so accumulators are reloaded to verify unloader valve setting: The pressure gauge in the port marked “ACC” should read 2 2064 ± 345 kPa (3,200 ± 50 psi). Tighten jam nut. Note: The critical pressure adjustment is the unloader valve reload pressure. The pressure at which it unloads is not adjustable separately but will follow the reload pressure adjustment.
a. Install calibrated pressure gage capable of 35 000 kPa (5,000 psi) at base of either steering accumulator in the SAE #4 (or #6) port or on a tee placed in the port marked “ACC” on the unloader valve block on the pump.
L10-4
Hydraulic Check-out Procedure
3/11 L10033
Steering Pump Leakage Check
SHOCK & SUCTION VALVES
To check for worn piston pump, measurement of the leakage can be made from the case drain while the pump is under pressure.
Shock & Suction Valve Settings
1. Disconnect steering pump drain line from the hydraulic tank and securely plug port in hydraulic tank with a steel cap. 2. Connect a flow meter to the pump drain line or have the drain line directed into a large container or reservoir. The pump case must remain full of oil during this test. 3. Connect a calibrated 35 000 kPa (5,000 psi) pressure gauge to diagnostic receptacle located on the junction block from the pump outlet hose from the steering pump. 4. Start engine and warm hydraulic oil to operating temperature of 43°C (110°F). 5. With engine at 1800 rpm and accumulator completely full, verify steering pressure is 22 064 kPa (3,200 psi) on pressure gauge. Adjust unloader valve pressure if necessary. 6. Read the flow meter or time the case drain flow used to fill a known size container and calculate the flow rate in terms of cubic inches per minute (in.3/min.). 7. The leakage should not exceed 5.25 liters per minute (177 oz. per min.) at 22 064 kPa (3,200 psi) system pressure. Additional leakage indicates wear, but does not become critical until it impairs performance.
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. Be sure accumulator oil pressure has been bled down. Turn steering wheel; the wheels should not move if oil pressure has been relieved. 1. Shut down engine, turn key switch OFF and allow accumulator to completely bleed down before opening circuits to take measurements, to make repairs, or to install or remove gauges. 2. Install a calibrated 35 000 kPa (5,000 psi) gauge on one of the two diagnostic ports located on the steering cylinder manifold located just below the engine. 3. Prior to checking the shock & suction valves in the flow amplifier, raise the steering relief pressure. a. Remove steering relief valve external plug using an 8 mm metric allen wrench. Refer to Figure 10-3.
BLEEDDOWN MANIFOLD Adjustment of the relief valves is not necessary or recommended. Relief valves are factory preset. Do not attempt to rebuild or repair if relief valves are defective. Replace as a unit. The steering pressure switch and check valves are also replaced only as units.
L10033 3/11
Hydraulic Check-out Procedure
L10-5
b. Gently bottom out the steering relief valve using a 5 mm metric allen wrench. Refer to Figure 10-3 for relief valve location.
4. Check flow amplifier shock & suction valve pressure. Pressure check can be accomplished by steering away from steering cylinder stops, then steering into stop and continue to turn steering wheel. Gauge should read 19 996 -0/ +2 068 kPa (2,900 -0/+ 300 psi). Move the gauge connection to the other diagnostic port to test the pressure of the other valve. If shock & suction valve pressure is not correct, replace valves.
FIGURE 10-2. FLOW AMPLIFIER VALVE
L10-6
NOTE: The shock & suction valves are only serviced as complete units, and cannot be adjusted while installed in the flow amplifier valve. 5. After checking shock & suction valves, lower the steering relief pressure to 17 237 kPa (2,500 psi). Steering relief pressure can be adjusted by steering full left or right and adjusting steering pressure at the flow amplifier while holding slight pressure on the steering wheel. Replace the external steering relief valve plug. 6. Remove test equipment and reconnect all lines and hoses to the proper location.
FIGURE 10-3. FLOW AMPLIFIER VALVE
Hydraulic Check-out Procedure
3/11 L10033
LEAKAGE TESTS
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. NOTE: The hydraulic system must be at normal operating temperature 43°C (110°F) or higher before performing leakage tests. Steering Control Unit & Flow Amplifier 1. Shift the directional control lever to PARK. Turn the key switch OFF to stop the engine. Wait 90 seconds for steering accumulator to bleed down. Turn steering wheel to be sure no pressure remains. 2. To check leakage from the steering control unit and the flow amplifier: a. Disconnect steering control unit tank (return) line at the flow amplifier (“T” port, Figure 102). Plug the “T” port opening on flow amplifier. b. Disconnect flow amplifier return hose (20, Figure 10-4) at the bleed down manifold. Cap fitting on bleed down manifold c. Start engine and run at low idle. DO NOT TURN STEERING WHEEL WHEN RETURN HOSES ARE DISCONNECTED.
e. Measure leakage from the flow amplifier return hose (20, Figure 10-4). Maximum allowable leakage is 820 m (l50 in.3) per minute. If leakage is excessive, replace the flow amplifier. f. Turn key switch OFF to stop the enigne and wait 90 seconds for the steering accumulator to bleed down. g. If further leak testing is required, continue to Step 3. Or, remove test equipment and reconnect all hoses to their proper location.
Bleeddown Manifold 3. With hoses still disconnected as in Step 2, disconnect hoist pilot valve return line (26) at the bleed down manifold. Plug the fitting on bleed down manifold.
Hydraulic tank oil level is above the level of this return line. It is necessary to draw a vacuum on the hydraulic tank to prevent a large amount of oil from draining out of the tank with the return line disconnected from the bleeddown manifold. 4. Draw a vacuum on the hydraulic tank to prevent oil loss. Disconnect return hose to tank from bleeddown manifold (25, Figure 10-4). Using adapters, connect the hoist pilot valve return hose (20) and the return line to tank hose (25) together.
d. Measure leakage from steering control unit tank line. Leakage not to exceed 164 ml (10 in.3) per minute. If leakage is excessive, replace steering control unit.
L10033 3/11
Hydraulic Check-out Procedure
L10-7
5. Remove vacuum on the hydraulic tank. Start the engine. Allow the accumulator to fill up. Measure leakage from the return hose fitting on the bleeddown manifold. Maximum allowable leakage from the bleeddown manifold is 541 ml (33.0 in.3) per minute. If leakage is excessive, the following components should be replaced until the leakage is within the allowable limits: • Bleeddown Solenoid • System Relief Valve 27 579 kPa (4,000 psi) • Piloted Check Valve
ACCUMULATOR BLEED DOWN PROCEDURE To safely relieve hydraulic pressure in the accumulators while performing leakage tests, follow these steps. Parts required: a. Hose - 1/4” SAE 100R2 rated at 34 474 kPa (5,000 psi) or - 3/8” SAE100R2 rated at 27 579 kPa (4,000 psi) b. Two needle valves rated at 27 579 kPa (4,000 psi)
6. After test is complete, stop the engine with the shut down switch on the console next to the seat. Do not use the key switch to stop the engine.
c. One Tee connector d. One fitting to connect hose to hydraulic tank filler tube 1. Before performing any tests, with engine OFF and accumulators bled down, attach a hose and needle valve assembly to each accumulator bleed port.
If key switch is used, all the oil in the accumulator will come out the return port that was used to check manifold leakage. 7. Before removing plugs on bleeddown manifold or connecting lines that have been disconnected, be sure to draw a vacuum on the hydraulic tank to prevent spillage. Reconnect all hoses to their proper location.
2. Connect the two hoses (one from each needle valve) together using a tee connector, then connect the remaining hose end to a fitting that screws into the hydraulic tank filler tube (in place of the filler cap). 3. By opening the needle valves, both accumulators can be bled down and the oil discharged back into the hydraulic tank.
8. Turn the key switch to the OFF position to allow steering accumulators to bleed down. Remove test equipment.
L10-8
Hydraulic Check-out Procedure
3/11 L10033
FIGURE 10-4. BLEEDDOWN MANIFOLD PIPING 1. Inlet From Steering Filter 2. Pressure Sensor 3. Test Port (T1) 4. Low Steering Pressure Switch 15 860 kPa (2,300 psi) 5. Pump Pres. Feed Back 6. Accumulator 1 Supply 7. Test Port (T2) 8. Supply to Brakes 9. Test Port (T3) 10. Brake Pressure Inlet 11. Test Port (T4) 12. Accumulator 2 Supply
L10033 3/11
13. Brake Pressure Supply 14. Inlet Supply 15. Pressure Switch 517 kPa (75 psi) 16. Outlet to Flow Amplifier 17. Bleed Down Solenoid 18. Return Line To Tank 19. Test Port (T5) 20. Return from Flow Amplifier 21. Test Port (T6) 22. Return Port 23. Return Line To Tank 24. Test Port (T7)
Hydraulic Check-out Procedure
25. Return Line To Tank 26. Hoist Pilot Valve Return Line 27. Check Valve 28. Main Relief Valve 27 580 kPa (4000 psi) 29. Check Valve 30. Check Valve 31. Check Valve (Piloted) 32. Check Valve (Piloted) 33. Logic Valve 34. Return Relief Valve 4 137 kPa (600 psi)
L10-9
LOW STEERING PRESSURE SWITCH 1. Shut down engine and turn key switch OFF. Wait 90 seconds for steering accumulator to bleed down. Turn steering wheel to be sure no pressure remains. 2. Connect a calibrated 35 000 kPa (5,000 psi) pressure gauge to the rear accumulator. 3. Start truck and observe at least 21 718 kPa (3,150 psi) on gauge. Shut engine down using kill switch on center console (not key switch). 4. Slowly bleed off accumulator pressure by opening needle valves in brake cabinet. Observe the pressure value when the Low Steering Pressure warning light and buzzer are activated. Activation range must be within 15 858 Âą 317 kPa (2,300 Âą 46 psi) falling. If outside this range, replace pressure switch.
L10-10
Hydraulic Check-out Procedure
3/11 L10033
TROUBLESHOOTING CHART (Steering Circuit) Trouble
Slow steering, hard steering or loss of power assist
Drift - Truck veers slowly in one direction
Wander - Truck will not stay in straight line
Slip - A Slow movement of steering wheel fails to cause any movement of the steered wheels
Spongy or soft steering
Erratic steering
Free Wheeling - Steering wheel turns freely with no back pressure or no action of the front wheels
L10033 3/11
Possible Cause
Suggested Corrective Action
Overloaded steering axle.
Reduce axle loading.
Malfunctioning relief valve. System pressure lower than specified.
Replace relief valve.
Worn or malfunctioning pump.
Replace pump. See steering pump troubleshooting chart.
Rod end of cylinder slowly extends without turning the steering wheel.
A small rate of extension may be normal on a closed center system.
Worn or damaged steering linkage.
Replace linkage and check alignment or toe-in of the front wheels.
Air in system due to low oil level, pump cavitation, leaking fittings, pinched hoses, etc.
Correct oil supply problem and/or oil leakage.
Loose cylinder piston.
Repair or replace defective components.
Broken neutral position springs in steering control unit.
Replace neutral position springs.
Improper toe-in setting.
Adjust.
Bent linkage or cylinder rod.
Repair or replace defective components.
Severe wear in steering control valve.
Repair steering control valve.
Leakage of cylinder piston seals.
Replace seals.
Worn steering control valve.
Replace steering control valve.
Low oil level.
Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely air trapped in cylinders or lines.
Bleed air from system. Positioning ports on top of cylinder will help avoid trapping air.
Air in system due to low oil level, cavitating pump, leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary.
Loose cylinder piston.
Repair or replace cylinder.
Lower splines of column may be disengaged or damaged.
Repair or replace steering column.
No flow to steering valve can be caused by: 1. Low oil level 2. Ruptured hose 3. Broken cardan shaft pin (steering unit)
1. Add oil and check for leakage 2. Replace hose 3. Replace pin
Hydraulic Check-out Procedure
L10-11
TROUBLESHOOTING CHART (Steering Circuit) Trouble
Possible Cause
Suggested Corrective Action
Broken or worn linkage between cylinder and steered wheels.
Check for loose fitting bearings at anchor points in steering linkage between cylinder and steered wheels.
Leaky cylinder seals.
Replace cylinder seals.
Binding or misalignment in steering column or splined column or splined input connection.
Align column pilot and spline to steering control valve.
High back pressure in tank can cause slow return to center. Should not exceed 2 068 kPa (300 psi).
Reduce restriction in the lines or circuit by removing obstruction or pinched lines, etc.
Large particles can cause binding between the spool and sleeve.
Clean the steering control unit. If another component has malfunctioned generating contaminating materials, flush the entire hydraulic system.
Large particles in spool section.
Clean the steering control unit.
Steering control valve locks up
Insufficient hydraulic power.
Check hydraulic oil supply.
Severe wear and/or broken cardan shaft pin.
Replace pin or the steering control unit.
Steering wheel oscillates or turns by itself
Lines connected to wrong ports.
Check line routing and connections.
Parts assembled incorrectly.
Reassemble correctly.
Steering wheels turn in opposite direction when operator turns steering wheel
Lines connected to wrong cylinder ports.
Correct cylinder port line connections.
Excessive free play at steered wheels
Binding or poor centering of steered wheels
L10-12
Hydraulic Check-out Procedure
3/11 L10033
TROUBLESHOOTING CHART (Steering Pump) Trouble
No pump output
Low pump output
Unresponsive or sluggish control
Loss of pressure
Excessive or high peak pressure
L10033 3/11
Possible Cause
Suggested Corrective Action
Trapped air inside steering pump.
Bleed trapped air. Refer to â&#x20AC;&#x153;Pressure Check And Adjustment Procedureâ&#x20AC;?, this Section.
Broken pump drive shaft.
Replace pump drive shaft.
Excessive circuit leakage.
Check for loose fittings, broken or cracked tubes.
No oil to pump inlet.
Check hydraulic tank oil level. Make sure shut-off valve is open.
Low pump pressure.
Check or adjust compensator pressure setting.
Compensator valve, seat, spring or packing failure.
Repair or replace compensator.
Worn or scored pistons and bores.
Repair or replace pistons or pump housings.
Maximum volume stop limiting pump stroke.
Turn volume stop screw counterclockwise. Tighten jam nut.
Worn or damaged piston shoes, swashblock or swashblock wear plate.
Repair or replace defective parts.
Worn or grooved cylinder wear plate and/or port plate.
Repair or replace defective parts.
Restricted inlet.
Clear restriction. Make sure suction line shut-off valve is open. Clean suction strainer.
Insufficient inlet oil.
Check for proper hydraulic tank oil level and make sure suction line shut-off valve is open.
Control piston seals broken or damaged.
Repair or replace broken parts.
Swashblock saddle bearings worn or damaged.
Repair or replace broken parts.
Faulty output circuit components.
Repair or replace relief valve or pressure compensator valve.
Worn piston pump.
Repair or replace worn parts.
Worn or grooved cylinder wear plate and/or port plate: wear plate and/or port plate separation from cylinder, each other or valve plate.
Repair or replace worn parts.
Worn pistons, shoes or piston bores.
Repair or replace worn parts.
Faulty output circuit components.
Repair or replace relief valve or pressure compensator valve.
Hydraulic Check-out Procedure
L10-13
TROUBLESHOOTING CHART (Steering Pump) Trouble
Possible Cause Low compensator pressure setting.
Check compensator pressure setting.
Fluid too cold or viscosity too high.
Use proper viscosity oil or warm oil before starting.
Air leak at inlet connection.
Inspect inlet hose and connections for looseness.
Insufficient inlet oil.
Check for proper hydraulic tank oil level. Check for clogged suction strainer. Make sure suction line shut-off valve is open.
Broken or worn piston/shoe assembly.
Repair or replace broken/worn parts.
Low pressure compensator pressure setting.
Check and adjust compensator pressure setting.
Plugged filter or suction strainer.
Replace filter element or clean suction strainer.
Fluid level is reservoir is low or supercharge is insufficient.
Check for proper hydraulic tank oil level.
Air entering hydraulic system.
Inspect inlet hose and connections.
Worn piston pump.
Repair or replace broken/worn parts.
Faulty output circuit components.
Repair or replace relief valve or pressure compensator valve.
Operating pump above rated pressure.
Refer to â&#x20AC;&#x153;Pressure Check and Adjustment Procedureâ&#x20AC;?, this Section.
Low fluid level in reservoir.
Check for proper oil level in hydraulic tank.
Air entering hydraulic system.
Inspect inlet hose and connections.
Worn piston pump.
Repair or replace worn components.
Worn or grooved cylinder wear plate and/or port plate.
Repair or replace worn components.
Faulty output circuit components.
Repair or replace relief valve or pressure compensator valve.
Noise or squeal
Steering function slow
Irregular or unsteady operation
Excessive heating
L10-14
Suggested Corrective Action
Hydraulic Check-out Procedure
3/11 L10033
TROUBLESHOOTING CHART (Flow Amplifier - Refer to Figure 10-5) Trouble Slow or hard steer Heavy steering wheel movement with a simultaneous opening of the relief valve Free Wheeling (no end stop)
Inability to Steer (No Pressure Build-up)
Hard point when beginning to turn the steering wheel
L10033 3/11
Possible Cause
Suggested Corrective Action
Stuck piston (position 2, Figure 105).
Disassemble and check piston movement.
Dirty throttle-check valve, (position 3) or dirty orifice screw (position 4).
Disassemble and clean the throttle check valve and/or the orifice screw.
Leaky shock valve or suction valve, (position 6).
Disassemble, clean and check shock and suction valves.
Setting pressure of shock valve too low, (position 6).
Adjust the shock valve pressure setting.
Leaky relief valve in the priority valve, (position 1).
Clean and perhaps replace the relief valve.
Defective steering control unit.
Replace the steering control unit.
Air in “LS” line.
Bleed the “LS” line.
Spring compression in the priority valve too low.
Replace priority valve spring.
Clogged orifice in the “LS” or “PP” port (positions 7 & 8).
Clean the orifice.
Hydraulic Check-out Procedure
L10-15
FIGURE 10-5. FLOW AMPLIFIER VALVE
L10-16
Hydraulic Check-out Procedure
3/11 L10033
CHECKING HOIST SYSTEM PRESSURES NOTE: If relief valve or hoist valve assembly has been replaced or rebuilt, hoist relief valve pressure should be checked.
4. With engine at low-idle, place hoist lever in power up position and hold until body is in the full raised position. Pressure at both hoist pumps should be 17 237 ± 690 kPa (2,500 ±100 psi).
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately. Hoist System Relief Pressure Adjustment 1. Install two 0-35 000 kPa (0-5,000 psi) pressure gauges (one to each diagnostic coupler located at each outlet port on the hoist pump). 2. Start engine and run at low idle. Pressure at both hoist pumps should be approximately 517 kPa (75 psi) or less with oil temperature at 29°C (70°F). 3. To allow full extension of the hoist cylinders, disconnect the hoist up limit solenoid from the wiring harness located in the hydraulic cabinet behind the operators cab.
NOTE: Each hoist pump section supplies oil to a separate inlet section on the hoist valve. Each inlet section on the hoist valve contains a power up relief valve. If the either relief pressure is not within specifications, adjust or replace the respective relief valve. 5. If power up relief pressure is not correct, adjust pressure as follows: a. Move hoist control lever to the “power down” position and allow body to completely rest on frame rails. Shut down engine. b. Relieve all hydraulic pressure from hoist system. NOTE: One relief valve is located under each inlet valve cover. c. Remove small external tube and cap screws (1, Figure 10-6) from inlet section cover (2) where the relief valve needs serviced. Remove cover from hoist valve and spring (3) from relief valve. d. Loosen jam nut on relief valve (4) and turn screw in (clockwise) to increase pressure or out (counter-clockwise) to decrease pressure.
Be sure there is adequate (safe) overhead clearance before raising body to full up position.
L10033 3/11
Hydraulic Check-out Procedure
L10-17
NOTE: Each 1/4 turn of the adjustment screw will cause approximately 1 034 kPa (150 psi) change in pressure.
3. If power down relief pressure is not within specifications, remove cap and adjust relief valve (2, Figure 10-7) on hoist pilot valve (1).
e. Install spring (3) and cover (2) with new Orings (8). Install and tighten cap screws (1).
• To increase power down relief pressure, turn adjusting screw in (clockwise).
f. Check pressure again (Steps 2 - 4).
• To decrease power down relief pressure, turn adjusting screw out (counter-clockwise). NOTE: The power down relief valve is located on the pilot control valve in the hydraulic components cabinet located behind the cab. 4. When pressure is within specifications, shut down engine and move hoist control lever to the “float” position to allow body to completely rest on frame rails and allow accumulator to bleed down completely. 5. Remove pressure gauge.
FIGURE 10-6. HOIST RELIEF VALVE 1. Cap Screw 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring
6. Sleeve 7. Low Pressure Relief 8. O-Rings 9. Inlet Section
Power Down Relief Pressure Adjustment 1. Install a 0-25 000 kPa (0-3,500 psi) pressure gauge at the power down test port “TPD” (3, Figure 10-9) on the counterbalance manifold (2). 2. With engine at low idle, allow the steering accumulator to fill and the pump to unload. With the body resting on the frame, place the hoist lever in the POWER DOWN position and then read pressure at “TPD” test port gauge: Pressure should be 10 342± 517 kPa (1,500 ± 75 psi).
L10-18
FIGURE 10-7. POWER DOWN RELIEF VALVE 1. Hoist Pilot Valve
Hydraulic Check-out Procedure
2. Relief Valve
3/11 L10033
HOIST COUNTERBALANCE VALVE
Counterbalance Valve Pressure Check Only:
Note: The ports and valves referred to in the following procedures are labelled on the counterbalance manifold valve body.
1. Start the engine. At low idle, raise the body and as it extends to the third stage, read the pressure on the gauge connected to the “TR” port. (All counterbalance valve pressures are read/ adjusted while hoist cylinders are in third stage.)
1. With the engine shut down, the body resting on the frame, the hoist valve in the FLOAT position and hydraulic system pressure bled down, loosen locknut on adjustment stem of needle valve (9, Figure 10-9) on counterbalance manifold (2). Turn adjustment stem fully clockwise.
a. If pressure is 20 684 kPa (3,000 psi) or above, stop hoisting immediately. Pressure is adjusted too high and must be lowered. Go to Counterbalance Valve Adjustment and perform adjustment procedure.
2. Remove fitting from “PILOT VENT” port (8) on counterbalance manifold. This port will remain open to atmosphere during adjustment; do not allow dirt to enter open port.
b. If pressure is below 20 684 kPa (3,000 psi), increase engine speed by approximately 300 rpm and observe pressure on gauge.
Preparation:
Note: It is suggested a clean SAE #4 (1/4") hydraulic hose is installed in the open port and the hose pointed downward. 3. Install a 35 000 kPa (5,000 psi) gauge at test port “TR” (7) on counterbalance manifold. (Gauge will measure rod end pressure; the pressure controlled by the counterbalance valve.)
FIGURE 10-9. COUNTERBALANCE VALVE
FIGURE 10-8. COUNTER BALANCE VALVE 1. Hoist Valve 2. Counterbalance Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve (CBV) 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port
L10033 3/11
1. Check Valves 2. Counterbalance Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port 9. Needle Valve 10. Counterbalance Valve Port (TCBV)
Hydraulic Check-out Procedure
L10-19
1.) If pressure is still below 20 684 kPa (3,000 psi), continue increasing engine speed in steps of 300 rpm, while in third stage and observing pressure gauge.
Counterbalance Valve Adjustment
2.) Continue monitoring pressure gauge until engine high idle is attained.
1. Loosen locknut on adjustment stem of counterbalance valve (4, Figure 10-9) on manifold. Turn adjustment stem fully clockwise to start adjustment procedure so counterbalance valve pressure is as low as possible.
c. If gauge indicates 20 684 kPa (3,000 psi) while at high idle, in POWER UP and in third stage, counterbalance valve adjustment is correct.
Note: Turning adjustment stem in (clockwise) decreases the pressure. Turning the stem out (counterclockwise) increases the pressure. Complete valve adjustment range is 3 turns.
d. If gauge does not indicate 20 684 kPa (3,000 psi) while in third stage and at high idle (or a lesser rpm during step 1b, 1.) perform Counterbalance Valve Adjustment procedure.
2. Start the engine and operate at high idle. Raise the body while observing the pressure gauge. 3. Slowly adjust counterbalance valve to obtain 20 684 kPa (3,000 psi) as the hoist cylinder 3rd stage extends while in POWER UP. When adjustment is complete, secure locknut on adjustment stem. 4. Repeat Counterbalance Valve Pressure Check, Step 1 to verify proper adjustment. 5. Replace fitting in PILOT VENT port (8). Remove pressure gauge. 6. Turn needle valve adjustment stem (9) out 3 turns and secure locknut.
L10-20
Hydraulic Check-out Procedure
3/11 L10033
TROUBLESHOOTING CHART (Hoist Pump) Trouble
Possible Cause
Visible damage in the following areas:
Change hydraulic oil.
• Sandblasted band around pressure plate bores
Hydraulic filters may need changing.
• Angle groove on face of pressure plate • Lube groove enlarged and edges rounded
Suggested Corrective Action
Verify correct filter elements are being used. Abrasive wear caused by fine particles in oil supply — Dirt (fine contaminants, not visible to the eye).
• Dull area on shaft at root of tooth
Check hoist and steering cylinders for dents, scoring, or seal damage. Entire hydraulic system may require complete cleaning (See Flushing Procedure in the following pages).
• Dull finish on shaft in bearing area • Sandblasted gear bore in housing Visible damage in the following areas: • Scored pressure plates • Scored shafts
Abrasive wear caused by metal particles — Metal (coarse contaminants, visible to the eye).
Check other hydraulic system components for possible source of contaminants.
• Scored gear bore External damage to pump
Entire hydraulic system may require complete cleaning (See Flushing Procedure in the following pages).
Incorrect installation.
Remove and repair as required. Check pump driveshaft.
Damage on rear of drive gear and rear pressure plate only
Defective pump driveshaft.
Check cross and bearings for smooth operation. Check for adequate joint lubrication. Check hydraulic tank oil level.
Eroded pump housing or pressure plate
Aeration - cavitation
Verify correct oil viscosity.
• Restricted oil flow to pump • Aerated oil
Check for restriction or air leak at pump inlet line. Check for loose fittings, clamps etc.
Excessive wear on pressure plate and/or end of gear
L10033 3/11
Check hydraulic oil level. Lack of oil.
Check pump inlet hoses for obstructions or leaks.
Hydraulic Check-out Procedure
L10-21
TROUBLESHOOTING CHART (Hoist Pump) Trouble • Housing scored heavily • Inlet peened and battered • Foreign object caught in gear teeth
Possible Cause
Damage caused by metal object Object not removed during a previous failure repair.
Suggested Corrective Action Thoroughly clean and flush hydraulic system. Check other system components for possible source of metallic object.
• Pressure plate black • O-rings and seals brittle
Check hoist system relief valve settings. Excessive heat.
• Gear and journals black
Verify correct oil viscosity.
• Broken shaft • Broken housing or flange
L10-22
Verify correct hydraulic oil level.
Excessive pressure.
Check relief valve pressure. Verify relief valve is functioning properly.
Hydraulic Check-out Procedure
3/11 L10033
OIL CLEANLINESS CHECK To check the hydraulic system for contaminants or debris, a high quality particle counter is required.
1. Shut down engine, turn key switch OFF and allow accumulator to completely bleed down before opening circuits to take measurements, to make repairs, or to install or remove gauges. 2. If the hydraulic system had been contaminated, clean the affected components and the hydraulic tank. 3. Perform the hydraulic system flushing procedure. 4. Perform the hydraulic system checkout procedure to insure all components are operating correctly.
6. Operate the truck for at least 10 minutes at high idle. Do not operate the steering, hoist, brakes or any other hydraulic function during this entire procedure. 7. Take particle count readings for at least 20 minutes without changing the engine speed. 8. When the particle count level is at or below ISO 18/15 and showing a trend of improving cleanliness, or maintaining ISO 18/15 or better, then the hydraulic system is clean and the truck can return to service. 9. After hydraulic oil meets cleanliness level, shut down engine, turn key switch OFF and allow accumulator to completely bleed down. 10. Check hydraulic oil in tank is visible in upper sight gauge. Add oil if necessary.
5. Connect the particle counter to the test fitting on either hoist filter. NOTE: Do not connect the device to the steering filter test fitting. The oil does not circulate through the steering system as quickly as the hoist system.
L10033 3/11
Hydraulic Check-out Procedure
L10-23
NOTES:
L10-24
Hydraulic Check-out Procedure
3/11 L10033
SECTION M OPTIONS AND SPECIAL TOOLS INDEX ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
PAYLOAD METER III. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
RETRACTABLE LADDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-1
CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-1
M01059
Index
M1-1
NOTES:
M1-2
Index
M01059
SECTION M7 HEATER OPTIONS INDEX ENGINE OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4 ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5 HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6 THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6 HYDRAULIC OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7 HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-8
M07010 10/11
Heater Options
M7-1
NOTES
M7-2
Heater Options
10/11 M07010
ENGINE OIL HEATERS GENERAL INFORMATION Operation of the optional oil heaters is controlled by the coolant system heater thermostats. Cummins engines utilize two 240 Volt, 500 watt heaters in the oil pan. Not all trucks are equipped with this option.
TROUBLESHOOTING Operation of an oil heater can be tested by touching mounting boss (3, Figure 7-1) on the oil pan. After allowing time for the heater to warm up, it will be warm to the touch. 1. If the oil heater is not warm to the touch, check for a voltage of 230 to 240 volts to the power cord. 2. If the oil heater is not warm to the touch, check the thermostat circuit at the engine coolant heaters. Also check the circuits between the heater and the external power source. 3. If the oil heater is not warm to the touch and the voltage is correct, the heater element must be replaced.
FIGURE 7-2. HEATER ASSEMBLY 1. Power Cord 2. Cover 3. Washer 4. Rubber Bushing 5. Housing
6. Element Cover 7. Housing Cap 8. Electrical Leads 9. Wire Connectors
HEATER ELEMENT Removal 1. Disconnect the external power source. NOTE: Replacing the heater element can be accomplished without draining the crankcase oil. Disassemble all the parts from the element cover. Figures 7-2 and 7-3 show the complete oil heater removed from the pan. 2. Remove housing cap (7, Figure 7-2). FIGURE 7-1. ENGINE OIL HEATER 1. Oil Heater 2. Power Cord
3. Oil Pan Mounting Boss
3. Remove wire connectors (9), and disconnect electrical leads (8). 4. If necessary, remove cover (2) and remove power cord from housing (5). 5. Remove the housings from element cover (6).
M07010 10/11
Heater Options
M7-3
6. Loosen setscrew (3, Figure 7-3) and remove heater element (2) from element cover (1).
Installation 1. Install new heater element (2) and secure it in place with setscrew (3, Figure 7-3). 2. Coat the threads of element cover (6, Figure 72) with an anti-seize compound and install housing (5, Figure 7-2). 3. If removed, insert power cord (1), rubber bushing (4), washer (3), and cover (2) into the housing. 4. Twist the wires together and place screw-on wire connector (9) on each pair of wires. 5. Adjust the power cord and tighten the cord grip cover. 6. Replace housing (5).
FIGURE 7-3. HEATER ELEMENT REMOVAL 1. Element Cover 2. Heater Element
M7-4
3. Element Retaining Setscrew
7. If the engine oil was drained, refill the crankcase with clean, filtered oil.
Heater Options
10/11 M07010
ENGINE COOLANT HEATER GENERAL
HEATING ELEMENT
To aid in cold weather starting, the truck can be equipped with cooling system heaters. Two high capacity coolant heating units are mounted under the engine on the power module subframe. The system includes:
Removal
• Heaters
1. Disconnect the external power source at the plug-in receptacle. 2. Close the shut-off valves located at the inlet and outlet ports. 3. Remove heating element.
• Thermostats • 220 volt Receptacle
a. Remove the two Phillips head screws from cover at power cable entry. Slide cover out of the way.
• Power Cables, Thermostat Wiring, and Junction Box
b. Disconnect the two electrical leads and remove heating element from the cartridge.
• Coolant Shutoff Valves and Hoses
Heater operation is controlled by a thermostat mounted on the intake end of the heating units. The thermostat turns the heater ON at 48°C (120°F) and OFF at 60°C (140°F). Shutoff valves allow heater element or thermostat sensor replacement without loss of engine coolant.
Do not operate engine while the cooling system heater is plugged in. The flow check valve eliminates coolant flow through the heater while the engine is running. This will cause a lack of circulation in the heater and burn out the heating elements. Maintenance To check for operation of the heating units, the outlet water hoses should feel warm to the touch. 1. Check all electrical connections to insure proper connections are made. 2. Check for a burned out heating element. (Do not remove heating unit from the truck.) a. Remove the two Phillips head screws and slide end cover out of the way. b. Connect a voltmeter at the two electrical terminals and check for operating voltage (220 to 230 volts) while coolant temperature is below 48°C (120°F). If correct voltage is present, the heating element is defective and should be replaced.
FIGURE 7-4. COOLANT HEATER 1. Thermostat 2. Heater Assembly 3. Water Outlet Port
4. Heating Element 5. Cover 6. Terminals
3. If correct voltage (measured above) is not read at heating element terminals, the thermostat is defective and should be replaced.
M07010 10/11
Heater Options
M7-5
Installation 1. Install new heating element. a. Cover the new heating element threads with an anti-seize thread compound. b. Screw heating element into cartridge and tighten securely to insure against leaks. 2. Connect the electrical leads. 3. Slide element cover into position and secure with screws. 4. Open shut-off valves. 5. Plug in the external power source. After allowing time for the element to warm up, outlet hoses should feel warm to the touch. 6. Check for leaks and proper coolant level.
THERMOSTAT Removal 1. Disconnect the external power source at the plug in receptacle. NOTE: It is not necessary to remove the thermostat assembly from the heater. 2. Remove the two screws and slide cover out of the way. 3. Disconnect the two electrical leads. 4. Loosen the two setscrews and remove the temperature sensing unit.
FIGURE 7-5. THERMOSTAT ASSEMBLY 1. Cover 2. Temperature Sensing Unit
3. Housing 4. Setscrew
Installation 1. Install a new temperature sensing unit and secure in place with two setscrews. 2. Connect the electrical leads. 3. Move cover into position and secure in place with screws. 4. Plug in the external power source. After allowing time for the element to warm up, outlet hoses should feel warm to the touch.
M7-6
Heater Options
10/11 M07010
HYDRAULIC OIL HEATERS GENERAL INFORMATION Operation of the optional hydraulic oil heaters is controlled by the coolant system heater thermostats. This system utilizes two 240 Volt, 500 watt heaters in the hydraulic oil tank. Not all trucks are equipped with this option.
TROUBLESHOOTING Operation of a hydraulic oil heater can be tested by touching mounting boss (3, Figure 7-6) on the hydraulic tank. After allowing time for the heater to warm up, it will be warm to the touch. 1. If the oil heater is not warm to the touch, check for a voltage of 230 to 240 volts to the power cord. 2. If the oil heater is not warm to the touch, check the thermostat circuit. Also check the circuits between the heater and the external power source. 3. If the oil heater is not warm to the touch and the voltage is correct, the heater element must be replaced.
FIGURE 7-7. HEATER ASSEMBLY 1. Power Cord 2. Cover 3. Washer 4. Rubber Bushing 5. Housing
6. Element Cover 7. Housing Cap 8. Electrical Leads 9. Wire Connectors
HEATER ELEMENT Removal 1. Disconnect the external power source. NOTE: Replacing the heater element can be accomplished without draining the hydraulic tank. Disassemble all the parts from the element cover. Figures 7-7 and 7-8 show the complete oil heater removed from the hydraulic tank. 2. Remove housing cap (7, Figure 7-7). 3. Remove wire connectors (9), and disconnect electrical leads (8).
FIGURE 7-6. HYDRAULIC OIL HEATER 1. Oil Heater 2. Power Cord
4. If necessary, remove cover (2) and remove power cord from housing (5).
3. Mounting Boss
5. Remove the housings from element cover (6).
6. Loosen setscrew (3, Figure 7-8) and remove
M07010 10/11
Heater Options
heater element (2) from element cover (1).
M7-7
Installation 1. Install new heater element (2) and secure it in place with setscrew (3, Figure 7-8). 2. Coat the threads of element cover (6, Figure 77) with an anti-seize compound and install housing (5). 3. If removed, insert power cord (1), rubber bushing (4), washer (3), and cover (2) into the housing. 4. Twist the wires together and place screw-on wire connector (9) on each pair of wires. 5. Adjust the power cord and tighten the cord grip cover.
FIGURE 7-8. HEATER ELEMENT REMOVAL 1. Element Cover 2. Heater Element
M7-8
3. Element Retaining Setscrew
6. Replace housing (5). If the hydraulic oil was drained, refill the tank with clean, filtered oil.
Heater Options
10/11 M07010
SPECIAL TOOLS NITROGEN CHARGING VALVE Part Number EB1759
Description Nitrogen Charging Kit
Use Suspension & Accumulator Nitrogen Charging
1. “T” Handle Valve 2. Charging Valve Adapter 3. Manifold Outlet Valves (from gauge) 4. Inlet Valve (from regulator) 5. Regulator Valve (Nitrogen Pressure) 6. Manifold 7. Charging Pressure Gauge (Suspensions) 8. Dry Nitrogen Gas NOTE: Arrangement of parts may vary from illustration shown, depending on Charging Kit P/N.
ROLL-OUT ASSEMBLY Part Number EJ2627
Description Roller Assy.
Use Power Module Remove & Install
EYE BOLT Part Number TG1106 WA4826
M08029
Description Eye Bolt, 0.75-10 UNC Eye Bolt, 1.25-7 UNC
Use Misc. lifting requirements
Special Tools
M8-1
OFFSET WRENCH Part Number TZ3535
Description Offset Box End Wrench, 1.5 in.
Use Miscellaneous & Cab Mounting
TORQUE ADAPTER Part Number TZ2734
Description 3/4 in. Torque Adapter
Use Miscellaneous
HANDLE Part Number TZ2733
Description Tubular Handle
Use Use with PB8326 & TZ2734
SEAL INSTALLER Part Number TY2150
M8-2
Special Tools
Description Seal Installation Tool
Use Installation of Front Wheel Bearing Face Seals
M08029
SLEEVE ALIGNMENT TOOLS Part Number
Description
Use
TZ0992
Sleeve Alignment Tool
Rear Suspension and Anti-sway Bar
TY4576
Sleeve Alignment Tool
Steering Linkage and Tie Rod Assembly, Refer to Section “G”
QUICK DISCONNECT COUPLING Part Number PB6039
Description Hydraulic Coupling
Use Miscellaneous
HARNESS Part Number PC2525
Description Harness
Use Payload Meter Download. Refer to Section M.
SEAL INSTALLATION RING Part Number
Description
Use
PC2710
Tool
To aid in assembly of hoist cylinders
M08029
Special Tools
M8-3
SOCKETS AND ADAPTERS Part Number
Description
Use
TZ2726
Socket 1-1/8”
Miscellaneous
TZ2729
Socket 1-1/4”
Miscellaneous
TV7567
Socket 1-5/16”
Miscellaneous
PB6825
Impact Socket 1-5/8”
Miscellaneous
TZ2100
Socket 1-7/8”
Miscellaneous
TZ2727
Socket 2-1/4”
Miscellaneous
TZ2728
Socket 2-3/4”
Miscellaneous
TR0532
Square Drive Extension 8”
Miscellaneous
TR0533
Square Drive Extension 17”
Miscellaneous
TV1186
Extension 3-1/2”
Miscellaneous
TR0546
Sliding T-Handle
Miscellaneous
TZ2730
Adapter 1” x 1-1/2”
Miscellaneous
TZ2731
Adapter 3/4” x 1”
Miscellaneous
EF6721
Crowsfoot 7/8”
Miscellaneous
SG5488
Capscrew 1 1/8” - 7NC X 5 1/2”
Miscellaneous
VN9787
Flatwasher 1 1/8”
Miscellaneous
DUST CAPS Part Number
Description
Use
TA1981
Dust Plug
For Quick Connector
TF6987
Socket
For Quick Connector
M8-4
Special Tools
M08029
HYDRAULIC SYSTEM FLUSHING TOOLS Part Number
Description
58E-40-00190
Hose Assembly
Flush Steering Circuit
PC3074
Flushing Block (bypass hoist cylinders)
Flush Hoist Circuit
Part Number
Description
PB9067
Bulkhead Connector
M08029
Use
Use Battery Jumper
Special Tools
M8-5
MISCELLANEOUS SERVICE TOOLS
PAYLOAD DATA MANAGER
The following table lists more special tools that will be necessary for various service procedures: Part Number
Description
EJ2847
Pin Removal Tool
Rear Suspension Pin Removal
EJ2848
Cylinder
Rear Suspension Pin Removal
EJ2849
Hand Pump
Rear Suspension Pin Removal
EJ2850
Shackle
Rear Suspension Pin Removal
VN2707
Capscrew -
Description
Use
AK4720
Software
Analyze Payload Meter Data
Use
0.625-11UNC x 2.75
Rear Suspension Pin Removal
SS1143
Hoist Cylinder Quill Installation Tool
Hoist Cylinder Quill Installation
SS1158
Hoist Cylinder Quill Plug Tool
Hoist Cylinder Quill Plug Removal and Installation
VJ6567
Radiator Tube Installation Tool
Radiator Tube Installation
XA2307
Breaker Tool
Radiator Tube Removal
M8-6
Part Number
HYDRAULIC SYSTEM VACUUM PUMP Part Number XB0887
Special Tools
Description
Use
Vacuum Pump
To hold oil back while the system is open.
M08029
BRAKE PISTON TOOL Part Number XB3579
M08029
Description Special Spanner Wrench
Use Remove / install rear park brake piston cap
Special Tools
M8-7
SPINDLE PULLER TOOL PART NUMBER
DESCRIPTION
Make locally using dimensions shown below
Puller Tool
KC7095
Pusher Cap Screws, 1.25 x 8 in.
WA0366
Hardened Flatwashers, 1.25 in.
USE To separate front wheel spindle from suspension piston Use with puller tool.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly remove the spindles from the machine. NOTE: If a hydraulic ram will be used to separate the spindle from the suspension pistion: a. The round barrel is not needed, only a flat plate with the 19 holes drilled is required. b. A reaction plate and spacers are only used if a hydraulic ram will be used to separate the spindle from the
M8-8
Special Tools
M08029
ITEM NUMBER
QUANTITY
DESCRIPTION
USE
1
1
Reaction Plate
Use with puller tool and hydraulic ram
2
3
Spacer
Use with puller tool and hydraulic ram
If a hydraulic ram will be used to separate the spindle from the suspension piston, the reaction plate (1) and spacers (2) shown below are required. These tools are to be made locally (steel) using the dimensions shown. Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool, reaction plate and spacers to properly remove the spindles from the truck.
Material: T-1 Steel or equivalent.
M08029
Special Tools
M8-9
HIGH VOLTAGE TOOLS 0-2000 VDC CUSTOM METER KIT (58B-06-00800) Item Number
Part Number
Description
Use
1
58B-06-00700
2000 V Meter & Probe
Servicing control cabinet
2
58B-06-00730
Handle Extension
Servicing control cabinet
3
58B-06-00740
Hand Guard
Servicing control cabinet
4
58B-06-00720
Handle
Servicing control cabinet
5
58B-06-00710
RCDC Lead
Servicing control cabinet
6
58B-06-00750
Probe Tip
Servicing control cabinet
7
58B-06-00770
Power Supply (Tester)
Servicing control cabinet
8
58B-06-00780
Capicitor Discharge Sticks
Servicing control cabinet
9
58B-06-00760
Box w/Foam
Servicing control cabinet
10
58B-06-00790
Gloves
Servicing control cabinet
0-2000 VDC CUSTOM METER KIT (58B-06-00800)
M8-10
Special Tools
M08029
BODY PAD SPACER TOOL
Body Pad Shimming
REF
50.8
R
8.0
TYP
355.6
387.5
R
3.0
TYP
* NOTE INCH EQUIVALENT MATERIAL 2.00" PLATE
Spacer
20.0
XC2293
Use
40.0
Description
15.9
Part Number
XC2293 SPACER BLOCK DIMENSION
M08029
Special Tools
M8-11
NOTES:
M8-12
Special Tools
M08029
SECTION M19 RADIATOR SHUTTERS INDEX RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3 OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3 Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3 Electrical Circuit:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4 MAINTENANCE AND REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-5 Hydraulic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-8 Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-10
M19003 11/11
Radiator Shutters
M19-1
NOTES:
M19-2
Radiator Shutters
11/11 M19003
RADIATOR SHUTTERS The optional radiator shutters aid in maintaining proper engine coolant temperature, primarily in cold climate operations.
The shutter system contains the following components:
•Shutter assembly with hydraulic control actuator cylinder
•Hydraulic oil supply pressure reducing valves and cylinder control solenoid
•Solenoid control relays •Shutter enable/disable switch
OPERATION Hydraulic Circuit Hydraulic oil pressure to operate the shutter assembly actuator cylinder is supplied from the truck steering circuit. A hose (2, Figure 19-1) attached to a “T” fitting at the automatic lubrication system pump supply port routes oil to the pressure reducing valve (3). This valve reduces the steering circuit pressure, 24 132 kPa (3500 psi) to 10 342 kPa (1500 psi). The pressure is further reduced to 517 kPa (75 psi) by the pressure reducing valve (4) which supplies the shutter solenoid valve (5) to pressurize the head end of the shutter actuator cylinder (11), closing the shutters during engine warm-up. When the shutters are signalled to open, the solenoid valve will be de-energized and the spool will shift to direct oil to the rod end of the actuator cylinder. Oil returns to tank through the hose (10) routed to the hydraulic tank.
1. Radiator Shroud 2. Oil Supply 3. Pressure Reducing Valve 4. Pressure Reducing Valve 5. Shutter Solenoid Valve 6. To Cylinder Head End 7. To Cylinder Rod End 8. Electrical Harness (To RH Frame Junction Box) 9. To Shutter Disable Switch box 10. Oil Return to Tank Hose 11. Shutter Actuator Cylinder
FIGURE 19-1. SHUTTER ACTUATOR CYLINDER OIL SUPPLY VALVES
M19003 11/11
Radiator Shutters
M19-3
Electrical Circuit: A switch is located in a box (2, Figure 19-2) attached to the right upright structure beside the automatic lubrication system grease reservoir (4) that may be used to disable the shutters during warm weather. The shutters are normally activated by the engine ECM. The engine controller monitors coolant temperature and provides a signal to close the shutters when the temperature is too low. The engine ECM will provide a +24VDC signal (circuit 65S) to energize relay K5 located on relay board #8. See table 1 for specific temperatures where the ECM will send a signal to close the shutters. This will close the N.O. relay contacts fed by relay K3 which provides +24VDC when the key switch is ON. Current through K5 is fed through the shutter disable switch (closed for shutter operation) and will energize the shutter solenoid valve to direct oil to the head end of the shutter actuator cylinder to close the shutters. If the cab air conditioner is switched on, relay K3 will energize, opening the +24VDC circuit (712ST) supplying the shutter control solenoid, preventing the shutters from closing. Refer to the electrical schematic at the back of the shop manual for additional wiring information.
FIGURE 19-2. SHUTTER ENABLE SWITCH BOX 1. Right Upright Structure 2. Switch Box 3. Harness Wire to Shutter Solenoid Valve
4. Auto-Lube Grease Reservoir
MAINTENANCE AND REPAIR The solenoid valve (5, Figure 19-1) and pressure reducing valves (3 & 4) in the hydraulic circuit are factory set and not adjustable. If a valve is inoperative, remove and replace the complete valve and body assembly. Relays K3 and K5 are plug-in devices that may easily be replaced if defective. The relays are located on Relay board #8, located in the electrical cabinet. Its location may vary due the date the truck was manufactured. The shutter assembly should be inspected for physical damage and to be certain it opens and closes completely without binding. If necessary, adjust actuator cylinder linkage to ensure proper operation.
M19-4
Radiator Shutters
11/11 M19003
TROUBLESHOOTING All hydraulic testing is to be performed with hydraulic oil at normal operating temperature, and engine speed at low idle. Refer to Figure 19-3 for hydraulic schematic information. Refer to Table 1 for shutter open and close specifications for Komatsu Engines.
Ensure engine and key switch have been OFF for at least 90 seconds to allow accumulator pressure to bleed down. Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure. Hydraulic fluid escaping under pressure can have sufficient force to enter a person's body by penetrating the skin and cause serious injury and possibly death if proper medical treatment by a physician familiar with this type of injury is not received immediately.
FIGURE 19-3. HYDRAULIC SCHEMATIC 1. Oil Supply 2. Pressure Reducing Valve 3. Pressure Reducing Valve
4. Solenoid Valve 5. Shutter Cylinder 6. Hydraulic Reservoir
A. 24 132 kPa (3500 psi) B. 10 342 kPa (1500 psi) C. 517 kPa (75 psi)
TABLE I. Komatsu SSDA16V160 Engines Coolant Temperature
Intake Manifold Temperature
Fuel Temperature
Open 88 C (190 F) Close 85 C (185 F)
Open 60 C (140 F) Close 54 C (130 F)
Open 68 C (155 F) Close 66 C (150 F)
M19003 11/11
Radiator Shutters
M19-5
TABLE II. Troubleshooting 1. Testing operation of shutters
With engine at slow idle, connect a 24 VDC power source to solenoid valve (5, Figure 19-1)
Shutters close - GO TO STEP 11 Shutters stay open - GO TO STEP 2
2. Check hydraulic pressure to cylinder rod end
Install tee fittings (6, Figure 19-3) in lines (8 & 9). Connect pressure gauges with a 0-3500 kPa (0-500 psi) range to tee fittings. Disconnect wire harness (5) from solenoid valve. There should be 517 kPa (75 psi) pressure in hose (9), and NO pressure in hose (8).
In Spec - GO TO STEP 3 Out of Spec - GO TO STEP 4
3. Check hydraulic pressure to cylinder head end
Connect 24 VDC power source to solenoid valve. There should be 517 kPa (75 psi) pressure in hose (8), and NO pressure in hose (9).
In Spec - GO TO STEP 11 Out of Spec - GO TO STEP 4 If nothing changed as compared to Step 2 - GO TO STEP 7
4. Check hydraulic pressure between pressure reducing valve (3) and solenoid valve (4)
Install hose with tee fitting between pressure reducing valve (3) and valve (4). Connect pressure gauge with a 0-3500 kPa (0-500 psi) range to tee fitting. Pressure should be 517 kPa (75 psi).
In Spec - GO TO STEP 7 Out of Spec - GO TO STEP 5
5. Check hydraulic pressure between pressure reducing valve (2) and pressure reducing valve (3)
Install hose with tee fitting between pressure reducing valve (2) and pressure reducing valve (3). Connect pressure gauge with a 035000 kPa (0-5000 psi) range to tee fitting. Pressure should be 10,342 kPa (1,500 psi).
In Spec - GO TO STEP 6 Out of Spec - GO TO STEP 8
6. Pressure reducing valve (3) is defective
Replace pressure reducing valve (3).
GO TO STEP 5
7. Solenoid Valve (4) is defective
Replace solenoid valve (4).
8. Check oil supply pressure to pressure reducing valve (2)
Install tee fitting between oil supply hose (1) and pressure reducing valve (2). Connect pressure gauge with a 0-35000 kPa (0-5000 psi) range to tee fitting. Pressure should be 20,684 - 24,131 kPa (3000-3500 psi) the same as steering system standby pressure.
In Spec - GO TO STEP 9 Out of Spec - GO TO STEP 10
9. Pressure reducing valve (2) is defective
Replace pressure reducing valve (2).
GO TO STEP 8
10. Hydraulic supply to shutters is incorrect
Perform troubleshooting procedures in appropriate shop manual to correct truck hydraulic system.
GO TO STEP 8
M19-6
Radiator Shutters
11/11 M19003
TABLE II. Troubleshooting 11. Check for proper voltage on Relay Board 8
With the key switch ON, use a V.O.M. to check for 24 VDC in circuit 712R at relay K3.
In Spec - GO TO STEP 13 Out of Spec - GO TO STEP 12
12. Improper voltage on relay board 8
12. Perform troubleshooting procedures in appropriate shop manual to obtain proper voltage in circuit 712R with key switch ON.
After repair, GO TO STEP 11
13. Check relay K3 for proper voltage
13. Be certain there is 0 voltage in circuit 65T. If there is, turn off Air Conditioner switch or disconnect wire 65T. Then check for 24VDC in circuit 712ST on relay board 8.
In Spec - GO TO STEP 15 Out of Spec - GO TO STEP 14
14. K3 Relay is defective
14. Replace K3 relay.
After repair, GO TO STEP 13
15. Check relay K5 for proper voltage
15. Jumper 24VDC power source to circuit 65S. Then check for 24VDC in circuit 65T1 on relay board 8.
In Spec - GO TO STEP 17 Out of Spec - GO TO STEP 16
16. K5 Relay is defective
16. Replace K5 relay.
GO TO STEP 15
17. Check shutter disable switch
17. Check for 24VDC in circuit 65T1 inside shutter disable switch box.
In Spec - GO TO STEP 19 Out of Spec - GO TO STEP 18
18. Check for open circuit in circuit 65T1
18. Locate and repair open connection in circuit 65T1.
GO TO STEP 17
19. Check shutter disable switch
19. Check for 24VDC in circuit 65T2. If no voltage is detected, switch shutter disable switch.
In Spec - GO TO STEP 21 Out of Spec - GO TO STEP 20
20. Defective shutter disable switch
20. Replace shutter disable switch.
GO TO STEP 19
21. Check for 24VDC at solenoid valve (4, Figure 19-4)
21. Check for 24VDC at solenoid valve in circuit 65T2.
In Spec - GO TO STEP 23 Out of Spec - GO TO STEP 22
22. Check for open circuit in circuit 65T2
22. Locate and repair open connection in circuit 65T2.
GO TO STEP 21
23. Check for ground at solenoid valve
23. Check for ground at solenoid valve terminal. Repair as necessary.
M19003 11/11
Radiator Shutters
M19-7
Hydraulic Troubleshooting Cause
YES
11 Electrical problem
Remedy
Go to electrical troubleshooting
YES With engine at slow idle, connect a 24 VDC power source to solenoid valve (5, Figure 19-1). Shutters should close.
YES
NO
NO 2. Install tee fittings (6, Figure 194) in lines (8 & 9). Connect pressure gauges with a 03500 kPa (0-500 psi) range to tee fittings. Disconnect wire harness (5) from solenoid valve. There should be 517 kPa (75 psi) pressure in hose (9), and NO pressure in hose (8).
YES-3Connect 24 VDC power source to solenoid valve. There should be 517 kPa (75 psi) pressure in hose (8), and NO pressure in hose (9).
11 Electrical problem
Go to electrical troubleshooting
Solenoid Valve (4) is defective
Replace solenoid valve (4)
7 Solenoid Valve (4) is defective
Replace solenoid valve (4)
Pressure reducing valve (3) is defective
Replace pressure reducing valve (3)
NO CHANGES FROM PREVIOUS STEP
NO
NO
NO-4 Install hose with tee fitting between pressure reducing valve (3) and valve (4). Connect pressure gauge with a 03500 kPa (0-500 psi) range to tee fitting. Pressure should be 517 kPa (75 psi).
YES
YES
NO
NO-5 Install hose with tee fitting between pressure reducing valve (2) and pressure reducing valve (3). Connect pressure gauge with a 035,000 kPa (0-5000 psi) range to tee fitting. Pressure should be 10,342 kPa (1,500 psi).
NO
Continued on next page
M19-8
Radiator Shutters
11/11 M19003
Hydraulic Troubleshooting (Continued) Cause
YES
Install tee fitting between oil supply hose (1) and pressure reducing valve (2). Connect pressure gauge with a 0-35,000 kPa (0-5000 psi) range to tee fitting. Pressure should be 20,684 24,131 kPa (3000-3500 psi) the same as steering system standby pressure.
NO
M19003 11/11
Radiator Shutters
Pressure reducing valve (2) is defective
Hydraulic Supply to shutters is incorrect
Remedy Replace pressure reducing valve (2)
Perform troubleshooting procedures in appropriate shop manual to correct truck hydraulic system
M19-9
Electrical Troubleshooting
• Connect a 24VDC supply to terminal 65S on Relay Board 8, relay 5. (This signals the shutters to close by bypassing the engine ECM signal.)
• Be certain the A/C system is turned OFF, or disconnect wire 65T at relay 3. (If 24 VDC is present at terminal 65T, shutters will not close.)
Cause
YES
Use a V.O.M. to check for 24 VDC in circuit 65T2 at shutter solenoid valve.
YES
NO
• Turn keyswitch ON • Turn disable switch
Check for 24 VDC in circuit 65T1 at relay 5.
YES
NO
Check for 24 VDC in circuit 712ST at relay 5.
Repair hydraulic system
Open circuit between 65T1 & 65T2
Repair open circuit
YES
Relay 3 defective
NO
Radiator Shutters
Replace relay 5
Replace relay 3
Check for 24 VDC in circuit 712R at relay 3.
NO
M19-10
Hydraulic problem
Relay 5 defective
ON
Remedy
Open circuit in 712R from key switch
Repair circuit 712R.
11/11 M19003
SECTION M20 PAYLOAD METER III ™ INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6 Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7 Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8 Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9 OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10 Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11 Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
M20008 12/12
Payload Meter III
M20-1
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12 Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13 Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14 Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16 Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17 Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18 PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19 DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20 PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21 Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22 Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23 Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24 Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
M20-2
Payload Meter III
12/12 M20008
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25 Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26 Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27 Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28 Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29 Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30 Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31 Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32 TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33 Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34 Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35 No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36 No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37 No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38 Load Lights Donâ&#x20AC;&#x2122;t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39 Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40 Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
M20008 12/12
Payload Meter III
M20-3
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42 Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43 Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44 Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45 Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46 Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47 Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48 Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49 Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50 Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50 Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50 Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52 PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53 PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57 Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57 Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59
M20-4
Payload Meter III
12/12 M20008
OPERATION SECTION INTRODUCTION Payload Meter III (PLMIII) measures, displays and records the weight of material being carried by an offhighway truck. The system generally consists of a payload meter, a gauge display, deck-mounted lights, and sensors. The primary sensors are four suspension pressures and an inclinometer. Other inputs include a body up signal, brake lock signal, and speed. Data Summary 5208 haul cycles can be stored in memory. The following information is recorded for each haul cycle: • Payload • Operator ID number (0000-9999) • Distance traveled loaded and empty • The amount of time spent empty run/stop, loading, loaded run/stop, and dumping
Data Gathering Windows 95/98/NT software is available to download, store and view payload and fault information. The PC software will download an entire truck fleet into one Paradox database file. Users can query the database by date, time, truck type and truck number to produce reports, graphs and export the data. The software can export the data in '.CSV' format that can be easily imported into most spreadsheet applications. The Windows software is not compatible with the Payload Meter II system. It is important that each payload meter be configured for each truck using the PC software. The information for frame serial number and truck number is used by the database program to organize the payload data. In addition, the payload meter must be configured to make calculations for the proper truck model. Improper configuration can lead to data loss and inaccurate payload calculations.
• Maximum speed loaded and empty with time of day • Average speed loaded and empty • Empty carry-back load • Haul-cycle, loading, dumping start time of day. • Peak positive and peak negative frame torque with time of day • Peak sprung load with time of day • Tire ton-mph for each front and average per rear tires
The payload meter stores lifetime data that cannot be erased. This data includes: • Top 5 maximum payloads and time stamps. • Top 5 positive and negative frame torque and time stamps • Top 5 maximum speeds and time stamps
M20008 12/12
Payload Meter III
M20-5
COMPONENT DESCRIPTION System Diagram
Suspension Pressure Sensors
Operator Display
PLMIII uses a two-wire pressure sensor. The range for the pressure sensor is 281 kg/cm2 (4000 psi) and the overload limit is 700 kg/cm2 (10,000 psi). One wire to the sensor is the supply voltage and the other is the signal. The 0-4000 psi range is converted into an electrical current between 4-20 ma. The supply voltage for the sensor is nominally +18VDC. Each pressure sensor has an 3000 mm (118 in.) length of cable. The cable is specially shielded and reinforced to provide mechanical strength and electronic noise immunity.
The speedometer/display gauge is used as a speedometer and payload display. The top display is used for speed and can display metric (km/h) or English (mph) units. Grounding terminal #4 on the back of the speedometer will switch the meter to display metric units. Leaving terminal #4 unconnected will cause the gauge to display English units. The speedometer can be adjusted using a calibration potentiometer in the back just like existing speedometers.
Inclinometer The inclinometer is used to increase the accuracy of load calculations on an incline. The inclinometer uses three wires. For the sensor, red is the +18VDC supply voltage, black is ground and the white is the signal. The incline signal is a voltage between 1 and 4 volts. Zero degrees of incline is represented by 2.6VDC on the signal line. The voltage signal will be decreased by 0.103VDC for every degree of nose up incline.
M20-6
The payload meter uses the lower display for payload information. The normal display mode shows the current payload. The display can be changed to show the load and total tons counter or the Operator ID. Using the operator switch on the dash panel, the current suspension pressures and incline can be displayed. The units for display are set using the PC software. Payloads can be displayed in short tons, long tons or metric tons.
Payload Meter III
12/12 M20008
Operator Switch
Payload Meter
The payload operator switch is used to set, view and clear the total load counter and total ton counter. It is also used to enter the operator ID number (0-9999). This switch can also be used to view the suspension pressures and inclinometer. The payload meter operator switch is located on the dashboard. It is a twoway momentary switch. The top position is the SELECT position. The SELECT position is used step through the different displays. The lower position is the SET position. The SET position is used to set the operator ID or clear the load and total ton counters. Normally the inputs from the switch to the payload meter are open circuit. The switch momentarily connects the circuit to ground.
The payload meter is housed in a black aluminum housing. There is a small window on the face of the unit. Status and active alarm codes can be viewed through the window. During normal operation, a twodigit display flashes 0 back and forth. Active fault codes will be displayed for two seconds. These codes are typically viewed using the laptop computer connected to the serial communications port.
Speed Input
There is one 40-pin connector on the payload meter. A jack-screw is used to hold the payload meter and wire harness connector housings together. This screw requires a 4mm or 5/32 hex wrench. The correct tightening torque for this screw is 3 N¡m (25 in. lb). Four bolts hold the payload meter housing to its mounting bracket in the cab.
PLMIII uses a speed signal to calculate speed, distance, and other performance data. This input is critical to the proper operation of the system. PLMIII receives this signal from the speedometer/operator display on the dashboard. The same signal displayed to the operator is used by the system. Distance calculations are made based on the rolling radius of the tires for a particular truck.
The circuit board inside the payload meter housing is made from multi-layer, dual-sided surface-mount electronics. There are no field serviceable components inside. The electronics are designed to withstand the harsh operating environment of the mining industry. Opening the payload meter housing will result in voiding the warranty.
Body-Up Switch
The payload meter has two RS232 serial communications ports and two CAN ports. Connections for the two serial ports are available inside the payload meter junction box. The two CAN ports are available for future electronics systems.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame, forward the pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is down, the switch closes and completes the circuit to 71-control power. 24VDC indicates the body is down. Open circuit indicates that the body is up. Brake Lock Switch The brake lock is used to lock the rear brakes on the truck. It is necessary for the accurate calculation of swingloads during the loading process. Without the brake lock applied, the payload meter will not calculate swingloads during the loading process. Without the brake lock, the payload meter will assume that the truck was loaded using a continuous loader and flag the haul cycle record. All other functions will be normal regardless of brake lock usage. The brake lock input comes from the switch located on the dash panel. The brake lock switch connects the circuit to ground. Open circuit indicates brake lock off. Ground indicates brake lock on.
M20008 12/12
Communications Ports
Serial port #1 is used to communicate with the dashboard display. It is also used to connect to the laptop computer. The display gauge will remain blank when the PC is using the serial port. This port initially operates with serial settings at 9600,8,N,1. These settings change automatically to increase the communications rate when the PC is using the port. This serial port uses a 3-wire hardware connection. Serial port #2 is used to communicate to other onboard electronics like Modular Mining's DispatchÂŽ system or the scoreboard from Komatsu. This port uses a 3-wire hardware connection. Connections to this serial port need to be approved by Komatsu. Several protocol options are available and detailed technical information is available depending on licensing.
Payload Meter III
M20-7
Key Switch Input
Load Lights
PLMIII monitors the status of the key switch. 24VDC indicates that the key switch is on, open indicates the key switch is off. The payload meter does not receive its electrical power from the key switch circuit. The payload meter will remain on for several seconds after key switch is removed. When the key switch power is removed, payload meter performs a series of internal memory operations before turning itself off. To allow for these operations, the key switch should be turned off for at least 15 seconds before turning the key switch back on. The payload meter will automatically reset itself without error if not enough time is given for these operations. The display may blink briefly.
PLMIII uses load lights to indicate to the shovel operator the approximate weight of the material in the truck. The load lights are illuminated only when the brake lock is applied. The lights are controlled by the payload meter through a series of relays in the junction box. The payload meter controls the relays with 24VDC outputs. A 24VDC signal from the payload meter powers the relay coil and connects battery power to the load light. When the relay is not powered by the payload meter, a pre-warm resistor connects the load light to a reduced voltage. This circuit pre-warms the load light filaments and reduces the inrush current when the light is fully illuminated. This lengthens the operating life of the load lights.
Payload Meter Power
The load lights progressively indicate to the shovel operator the approximate weight of the material in the truck.
The payload meter receives its power from the battery circuit on the truck. Removing battery power from the payload meter before removing key switch and waiting 15 seconds may result in lost haul cycle data. The payload meter turns itself off approximately 15 seconds after the key switch power is removed. Some haul cycle data will be lost if battery power is removed before waiting 15 seconds. The payload meter system operates at a nominal voltage of 24VDC at 1 to 2 amps depending on options. The payload meter is designed to turn itself off if the supply voltage rises above 36VDC. The payload meter is also protected by a 5 amp circuit breaker located in the junction box. Power to the load lights comes from the same battery circuit. The load lights are powered through a relay. The key switch circuit controls the relay. The load lights are also protected by a 15 amp circuit breaker in the junction box.
M20-8
A flashing green light indicates the next swingload will make the measured load greater than 50% of rated load. A solid green light indicates that the current load is greater than 50% of rated capacity. A flashing amber light indicates the next swingload will make the measured load greater than 90% of rated load. A solid amber light indicates that the current load is greater than 90% of rated capacity. A flashing red light indicates the next swingload will make the measured load greater than 105% of rated load. A solid red light indicates that the current load is greater than 105% of rated capacity. The optimal loading target is a solid green and amber lights with a flashing red light. This indicates that the load is between 90% and 105% of rated load for the truck and the next swingload will load the truck over 105%.
Payload Meter III
12/12 M20008
Wiring and Termination Most of the PLMIII truck connections use a heavyduty cable. This yellow multi-conductor cable uses a 16AWG, finely stranded wire designed for continuous motion operations. The conductors are protected by a foil and braided shield for electronic noise immunity and physical strength. This wire is typically terminated with a #10 ring terminal. Most connections for the PLMIII system are made in the payload meter junction box.
TCI Outputs The GE drive system on the 930E/960E requires information from the payload meter regarding the loaded condition of the truck. There are three outputs from the payload meter to GE to indicate the relative load in the truck. 24VDC on the 73MSL circuit indicates that the load is 70% of rated load. 24VDC on the 73FSL circuit indicates the truck is 100% loaded. The 73OSL circuit is not currently used.
M20008 12/12
Payload Meter III
M20-9
OPERATOR’S DISPLAY AND SWITCH
Using the Operator ID
Reading the Speedometer The top window of the speedometer/display gauge is the speedometer section. The display shows the speed indicated by the frequency being received by the gauge. This can be adjusted using the potentiometer on the back of the gauge. In addition, the units for the display can be changed. Terminal #4 controls the displayed units. If #4 is grounded, the display will be metric. If terminal #4 is left open, the display will be in English units.
The current operator ID number is recorded with each haul cycle. The number can be between 0 and 9999. To set the Operator ID: 1. Press the “SELECT” switch until played.
Id= is dis-
2. Hold the “SET” button until 0000 is displayed. The first digit should be flashing. 3. Press the “SET” button again to change the digit. 4. Press the “SELECT” button once to adjust the second digit.
Reading the Load Display The lower display on the speedometer/display gauge is used for payload information. The SELECT position on the operator switch allows the user to scroll through a number of useful displays. The order for the displays is as follows:
5. Use the “SET” button again to change the digit. 6. Press the “SELECT” button once to adjust the third digit. 7. Use the “SET” button again to change the digit. 8. Press the “SELECT” button once to adjust the fourth digit. 9. Use the “SET” button again to change the digit
• • • • • • • • •
10. Press the “SELECT” button one more time to enter the ID.
PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer
If no buttons are pressed for 30 seconds, the display will return to normal operation. The number being entered will be lost and the ID number returns to the previous ID number.
Using the Load and Ton Counter
The display holds the displayed information until the SELECT switch is pressed again. The suspension pressures, inclinometer, and payload displays are based on current sensor inputs. Communications to the display use the same serial link as the download connection. Whenever another computer is connected to serial port #1 to download or configure the system, the lower display will blank. This is not the same connection used by mine dispatch systems.
PLMIII allows the truck operator to monitor and track the total tons hauled and the number of haul cycles during the shift. This display can be cleared at the beginning of each shift to allow the operator to record how many loads and tons have been hauled during the shift. Total Ton Counter The total ton counter records the number of tons hauled since the last time it was cleared. This display is in 100’s of tons. For example, if the display shows 432 the total tons is 43,200. This display can be cleared at the beginning of each shift to allow the operator to record how many tons have been hauled during the shift. The units are selected using the PC software. • To view the total ton counter press and release the “SELECT” switch until tL= is displayed on the gauge.
M20-10
Payload Meter III
12/12 M20008
Total Load Counter The total load counter records the number of loads hauled since the last time it was cleared. This display can be cleared at the beginning of each shift to allow the operator to record how many loads have been hauled during the shift. • To view the total load counter press and release the “SELECT” switch until LC= is displayed on the gauge.
Clearing the total ton counter or total load counter clears both records.
tL= or LC=
2. Hold the “SET” button until the display clears.
• Right Front Pressure - To display the pressure in the right-front suspension, press and release the “SELECT” switch until rf= is displayed.
“SELECT” switch until Lr= is displayed. • Right Rear Pressure - To display the pressure in the right-rear suspension, press and release the “SELECT” switch until rr= is displayed. • Inclinometer - To display the truck incline, press
Viewing Live Sensor Data The display can also be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The live displays cannot be cleared and the SET button will have no effect. The units for the display are controlled by the configuration of the payload meter. If the payload meter is set to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows 202 the actual value is 20.2 kg/ cm . If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). Multiply by 14.2 to convert kg/cm2 to psi. (example -1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect the units setting for the gauge without the PC software.
M20008 12/12
PL= does not
• Left Rear Pressure - To display the pressure in the left-rear suspension, press and release the
To clear the total ton and total load counter:
2
minute. Only the payload display, display this information.
• Left Front Pressure - To display the pressure in the left-front suspension, press and release the “SELECT” switch until Lf= is displayed.
Clearing the Counters
1. Press the “SELECT” switch until is displayed.
The inclinometer displays whole degrees of incline. Positive incline is truck nose up. The gauge will quickly display the type of information shown every 10 seconds. For example, if the left-front pressure is being displayed, Lf= will flash on the display every
and release the “SELECT” switch until displayed.
In= is
Other Display Messages On startup of the payload meter system, the gauge display will scroll the truck type that the PLMIII is configured for. For example, on a 930E, the gauge will scroll
---930E---.
If the PLMIII encounters memory problems, it will display ER88 ,where 88 is the specific memory error. In this very rare circumstance, the system should be turned off for 30 seconds and restarted.
Payload Meter III
M20-11
PAYLOAD OPERATION & CALCULATION Description of Haul Cycle States The typical haul cycle can be broken down into eight distinct stages or states. Each state requires the payload meter to make different calculations and store different data. â&#x20AC;&#x153;States" or stages of a typical haul cycle 1. Tare Zone 2. Empty 3. Loading 4. Maneuvering 5. Final Zone 6. Hauling 7. Dumping 8. After Dump Haul Cycle Description A new haul cycle is started after the load has been dumped from the previous cycle. The payload meter will stay in the after_dump state for 10 seconds to confirm that the load has actually been dumped. If the current payload is less than 20% of rated load, the payload meter will switch to the tare_zone and begin calculating a new empty tare. If, after dumping, the payload has not dropped below 20% of rated load the meter will return to the maneuvering or hauling states. In this case, the false_body_up flag will be recorded in the haul cycle record.
rated load for 10 seconds without the brake lock applied, the meter will switch to loading and record the continuous_loading flag in the haul cycle. The payload meter switches from loading to maneuvering as soon as the truck begins moving. The maneuvering zone is 160 m (0.1 miles) and is designed to allow the operator to reposition the truck under the shovel. More payload can be added anytime within the maneuvering zone. Once the truck travels 160 m (0.1 miles) the payload meter switches to the final_zone and begins calculating payload. If the body is raised while the payload meter is in the maneuvering state, the no_final_load flag will be recorded in the haul cycle record, no payload will be calculated, and the meter will switch to the dumping state. While in the final_zone moving faster than 5 km/h (3 mph), the payload meter calculates the loaded sprung weight of the truck. The same advanced algorithm is used to calculate the empty and loaded sprung weights. The payload meter will switch from the final_zone to the dumping state if the Body-Up signal is received. If the truck has moved for less than 1 minute in the final_zone, the payload meter will calculate the final payload using an averaging technique which may be less accurate. If this happens, the average_load flag will be recorded in the haul cycle. The payload meter switches to the dumping state when the dump body rises. The payload meter will switch from dumping to after_dump when the dump body comes back down.
While in the tare_zone state, and moving faster than 5 km/h (3 mph), the payload meter calculates the empty sprung weight of the truck. This tare value will be subtracted from the loaded sprung weight to calculate the final payload. The payload meter will switch from the tare_zone or empty to the loading state if swingloads are detected. By raising the dump body while in the empty state the payload meter can be manually switched back to the tare_zone to calculate a new tare.
From the after_dump, the payload meter will switch to one of three states:
From the empty state, the payload meter will switch to the loading state through one of two means. If the brake lock is applied, the payload meter will be analyzing the suspension pressures to detect a swingload. If a swingload is detected, the meter will switch to the loading state. The minimum size for swingload detection is 10% of rated load. Swingload detection usually takes 4-6 seconds. The second method to switch from empty to loading is through continuous loading. This can happen if the brake lock is not used during loading. If the load increases above 50% of
2. If the average payload is greater than 20% of rated load and the final payload has been calculated, the payload meter will switch back to the hauling state. The false_body_up flag will be recorded in the haul cycle record.
M20-12
1. If the average payload is greater than 20% of rated load and no final payload has been calculated, the payload meter will return to the maneuvering state. After the truck travels 160m (0.1 mile) the meter will switch to the final_zone and attempt to calculate the payload again. The false_body_up flag will be recorded in the haul cycle record.
3. If the average payload is less than 20% of rated load, the payload meter will switch to the tare_zone and begin to calculate a new empty tare.
Payload Meter III
12/12 M20008
SOURCES FOR PAYLOAD ERROR
Load Calculation The final load calculation is different from the last swingload calculation. The accuracy of the swing load calculation depends on loading conditions and the position of the truck during loading. The last swingload calculation is not the value recorded in memory as the final load. The final load is determined by a series of calculations made while the truck is traveling to the dump site.
Carry Back Carry back is calculated as the difference between the current truck tare and the clean truck tare. The clean truck tare is calculated using the PC software. When the suspensions are serviced or changes are made that may affect the sprung weight of the truck, a new clean truck tare should be calculated.
Measurement Accuracy Payload measurements are typically repeatable within 1%. Accuracy for a particular scale test depends on specific combinations of pressure sensors and payload meters as well as the specifics of each scale test. Comparisons from different scale tests are often made without considering the differences introduced by the specific installation and operation of the scales for each test. In addition, each pressure sensor and payload meter introduces it's own non-linearity. Each truck becomes an individual combination of sensors and payload meter. Errors from these sources can introduce up to a Âą7% bias in the payload meter calculations for a specific scale test, for an individual truck. Because the PLMIII calculates a new empty tare for each payload, a detailed scale test must weigh the trucks empty and loaded for each haul cycle. Using a simple average of 2 or 3 empty truck weights as an empty tare for the entire scale test will introduce significant error when comparing scale weights to PLMIII weights.
M20008 12/12
Payload Error The number one source of error in payload calculation is improperly serviced suspensions. The payload meter calculates payload by measuring differences in the sprung weight of the truck when it is empty and when it is loaded. The sprung weight is the weight of the truck supported by the suspensions. The only method for determining sprung weight is by measuring the pressure of the nitrogen gas in the suspensions. If the suspensions are not properly maintained, the payload meter cannot determine an accurate value for payload. The two critical factors are proper oil height and proper nitrogen charge. If the suspensions are overcharged, the payload meter will not be able to determine the empty sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives empty. The pressure in an overcharged suspension can push the suspension rod to full extension. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. If the suspensions are undercharged, the payload meter will not be able to determine the loaded sprung weight of the truck. The suspension cylinder must be able to travel up and down as the truck drives loaded. If the pressure in an undercharged suspension cannot support the load, the suspension will collapse and make metal-to-metal contact. In this case, the pressure inside the cylinder does not accurately represent the force necessary to support that portion of the truck. Low oil height can also introduce errors by not correctly supporting a loaded truck. This is why the correct oil height and nitrogen charge are the most critical factors in the measurement of payload. If the suspensions are not properly maintained, accurate payload measurement is not possible. In addition, suspension maintenance is very important to the life of the truck.
Payload Meter III
M20-13
Loading Conditions
HAUL CYCLE DATA
The final load calculation of the PLMIII system is not sensitive to loading conditions. The final load is calculated as the truck travels away from the shovel. Variations in road conditions and slope are compensated for in the complex calculations performed by the payload meter.
PLMIII records and stores data in its on-board flash memory. This memory does not require a separate battery. The data is available through the download software.
Pressure Sensors
PLMIII can store 512 alarm records in memory. When the memory is full, the payload meter will erase the oldest 312 alarm records and continue recording.
Small variations in sensors can also contribute to payload calculation error. Every pressure sensor is slightly different. The accuracy differences of individual sensors along the range from 0 to 4000 psi can add or subtract from payload measurements. This is also true of the sensor input circuitry within individual payload meters. These differences can stack up 7% in extreme cases. These errors will be consistent and repeatable for specific combinations of payload meters and sensors on a particular truck.
Swingloads Swingload calculations can be affected by conditions at the loading site. Parking the truck against the berm or large debris can cause the payload meter to inaccurately calculate individual swingloads. While the PLMIII system uses an advanced calculation algorithms to determine swingloads, loading site conditions can affect the accuracy.
PLMIII can store 5208 payload records. When the memory is full, the payload meter will erase the oldest 745 payload records and continue recording.
All data is calculated and stored in metric units within the payload meter. The data is downloaded and stored in metric units within the Paradox database on the PC. The analysis program converts units for displays, graphs and reports. The units noted in the Table 1 are the actual units stored in the data file. The value for the haul cycle start time is the number of seconds since January 1, 1970 to the start of the haul cycle. All other event times are referenced in seconds since the haul cycle start time. The PC download and analysis program converts these numbers into dates and times for graphs and reports.
Speed and Distance The payload meter receives the same speed signal as the speedometer. This signal is a frequency that represents the speed of the truck. The payload meter uses this frequency to calculate speeds and distances. The meter assumes a single value for the rolling radius of the tire. The rolling radius may change at difference speeds by growing larger at higher speeds. The actual rolling radius of the tire will also change between a loaded and empty truck. The payload meter does not compensate for these changes. NOTE: Earlier 730E and 830E models are subject to incorrect speed data due to electrical interference. The incorrect speeds are generated while the truck is stopped. An attenuator was added to newer production models to prevent this error from occurring. A kit was released to update older PLMIII systems with the attenuator. Consult your area service representative for details.
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The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA Data
Unit
Remark
Truck #
alphanumeric
Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the truck number.
Haul Cycle Start Date/Time
seconds
Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transitions from dumping to empty state after the previous haul cycle, download program converts seconds into date and time for display
Payload
tons
Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads
number
The number of swingloads detected by the payload meter
Operator ID
number
This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags
alpha
Each letter represents a particular warning message about the haul cycle, details are located on page 19.
Carry-back load
tons
The difference between the latest empty tare and the clean truck tare
Empty haul time
seconds
Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time
seconds
Number of seconds in the tare_zone and empty states with the truck stopped
Loading time
seconds
Number of seconds in the loading state
Loaded haul time
seconds
Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time
seconds
Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time
seconds
Number of seconds in the dumping state
Loading start time
seconds
Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading state
Dump start time
seconds
Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to dumping state
Loaded haul distance
m
Distance traveled while loaded
Empty haul distance
m
Distance traveled while empty
Loaded max speed
km/h
Maximum speed recorded while the truck is loaded
Loaded max speed time
seconds
Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed
km/h
Maximum speed recorded while the truck is empty
Empty max speed time
seconds
Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque
ton-meter
Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the operatorâ&#x20AC;&#x2122;s seat.
Peak frame torque time
seconds
Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display
Peak negative frame torque
ton-meter
Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed from the operator's seat.
Peak frame torque time
seconds
Number of seconds from the start of the haul cycle to the peak torque, download program converts to time for display
Peak sprung load
tons
Peak dynamic load calculation
Peak sprung load time
seconds
Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h
t-km/h
Tire ton-km/h for haul cycle
Front-right tire-ton-km/h
t-km/h
Tire ton-km/h for haul cycle
Average rear tire-ton-km/h
t-km/h
Tire ton-km/h for haul cycle
Truck Frame Serial Number
alpha
The truck serial number from the nameplate on the truck frame
Reserved 1-10
number
These values are internal calculations used in the continued development of the PLMIII system and should be ignored
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Payload Meter III
M20-15
Haul Cycle Warning Flags
F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in a particular way. When something unexpected takes place, the system records a warning flag. Several events within the haul cycle can cause a warning flag to be generated. Each one indicates an unusual occurrence during the haul cycle. They do not necessarily indicate a problem with the payload meter or payload calculation.
This message is generated when the payload meter senses a body-up while it is calculating the final payload indicating that the operator has dumped the load. It may also be generated if the body-up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is calculating the final payload. H: False Body Up
A: Continuous Loading This message is generated when the truck is loaded over 50% full without the payload meter sensing swingloads. This indicates that a continuous loading operation was used to load the truck. It may also indicate that the payload meter did not receive the brake lock input while the truck was being loaded. There may be a problem with the wiring or the brake lock was not used. The payload meter will not measure swingloads unless the brake lock is used during the loading process. B: Loading to Dumping Transition
This message indicates that the body was raised during the haul cycle without the load being dumped. The body-up signal indicated that the truck was dumping, but the weight of the truck did not fall below 20% of the rated load. I: Body Up Signal Failed This message indicates that the load was dumped without a body-up signal being received by the payload meter. The weight of the truck fell below 20%, but the payload meter did not receive a body-up signal from the sensor.
This message is generated when the payload meter senses a body up input during the loading process. This message is usually accompanied by a no_final_load flag.
J: Speed Sensor Failed
C: No Final Load
K: New Tare Not Calculated
This message is generated when the payload meter is unable to determine the final payload in the truck. Typically, this means that the payload meter switched from a loaded state to the dumping state before the load could be accurately measured.
The payload meter was not able to accurately calculate a new empty sprung weight for the truck to use as the tare value for the haul cycle. The tare value from the last haul cycle was used to calculate payload.
D: Maneuvering to Dumping Transition
L: Incomplete Haul Cycle
This message is generated when the payload meter senses a body-up input during the maneuvering or repositioning process indicating that the operator has dumped the load. It may also be generated if the body-up signal is not properly reaching the payload meter and the weight in the truck falls dramatically while the truck is maneuvering or repositioning.
The payload meter did not have proper data to start the haul cycle with after powering up. When the PLMIII powers off, it records the data from the haul cycle in progress into memory. This flag indicates that this data was not recorded the last time the payload meter was shut down. This can happen when the main battery disconnect is used to shut the truck down instead of the key switch. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.
E: Average Load or Tare Used This message indicates that the recorded payload may not be as accurate as a typical final load calculation. Typically, this is recorded when loading begins before an accurate tare is calculated or the load is dumped before the load can be accurately measured.
M20-16
This message indicates that the payload meter sensed the truck loading and dumping without receiving a speed signal.
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M: Haul Cycle Too Long
Sprung Weight Data
The haul_cycle_too_long flag indicates that the haul cycle took longer than 18.2 hours to complete. The times stored for particular events may not be accurate. This does not affect the payload calculation.
The payload meter is constantly monitoring the live payload calculation. This value naturally rises and falls for a loaded truck depending on road and driving conditions. The payload meter records the top 5 highest payload calculations and the time they occurred. This information is stored in permanent memory inside the meter.
N: Sensor Input Error An alarm was set for one of the 5 critical sensor inputs during the haul cycle. The five critical sensors are the four pressure sensors and the inclinometer. Without these inputs, the payload meter cannot calculate payload. A haul cycle with this warning flag should not be considered accurate. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display.
Frame Torque Data Payload meter records the top 5 peak positive and negative frame torque values and the time they occurred. The frame torque is a measure of the twisting action along the centerline of the truck. Positive frame torque is measured when the suspension forces on the front of the truck act to twist the frame in the clockwise direction as viewed from the operator's seat. Negative frame torque is measured when the forces from the suspensions act in the opposite direction.
Maximum Speed Data The payload meter records the top 5 highest speeds and the time they occurred. This information is stored in permanent memory inside the meter.
Alarm Records The payload meter stores alarm records to give service personnel a working history of the system. All codes are viewed using the PC connected to the payload meter. Active codes are also displayed on the two-digit display on the meter itself. Each code has a specific cause and should lead to an investigation for correction. Some failures can be overcome by the payload meter. Haul cycle data will indicate if an alarm condition was present during the cycle. Failures with the suspension or inclinometer sensors cannot be overcome.
For example, if the left front and right rear pressure rises as the right front and left rear pressure drops, the truck frame experiences a twisting motion along the longitudinal centerline. In this case, the payload meter will record a positive frame torque. The 5 highest values in the positive and negative direction are stored in permanent memory within the payload meter.
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Payload Meter III
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Fault Code Data
Table 2: Fault Code
Name
Description
1
Left front pressure high
Input current > 22 ma
2
Left front pressure low
Input current < 2 ma
3
Right front pressure high
Input current > 22 ma
4
Right front pressure low
Input current < 2 ma
5
Left rear pressure high
Input current > 22 ma
6
Left rear pressure low
Input current < 2 ma
7
Right rear pressure high
Input current > 22 ma
8
Right rear pressure low
Input current < 2 ma
9
Inclinometer high
Input voltage < 0.565 VDC
10
Inclinometer low
Input voltage > 5.08 VDC
11
Speed input failure
Not Used
12
Brake lock input failure
Not Used
13
Body-up input failure
Payload meter detected dumping activity without receiving a body up signal
16
Memory write failure
Indicates possible memory problem at power start up. Cycle power and recheck.
17
Memory read failure
Indicates possible memory problem at power start up. Cycle power and recheck.
18
Rear right suspension flat
Payload meter detected an undercharged suspension condition on the rear right suspension.
19
Rear left suspension flat
Payload meter detected an undercharged suspension condition on the rear left suspension.
20
Time change
Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates original time. The Alarm Clear time indicates the new time.
21
Tare value reset
The user manually forced the payload meter to reset the haul cycle empty (tare) sprung weight. This forced the meter into the tare_zone state and lost all data for the previous haul cycle.
22
Excessive carryback
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two consecutive haul cycles.
26
User switch fault - SELECT
Select switch on for more than 2 minutes, may indicate short to ground
27
User switch fault - SET
Set switch on for more than 2 minutes, may indicate short to ground
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PC SOFTWARE OVERVIEW
Installing the PLMIII Software
The PC software has several basic functions:
The CD ROM containing the Payload Data Management (PDM) Software will automatically begin installation when it is inserted into the drive on the PC. If this does not happen, the software can be installed by running the Setup.exe program on the CD ROM.
• Configure the PLMIII system on the truck. • Troubleshoot and check the PLMIII system. • Download data from the PLMIII system. • Analyze data from the payload systems.
Configuration, troubleshooting and downloading require a serial connection to the payload meter on the truck. Analysis can be done at any time without a connection to the payload meter. Payload data is downloaded from several trucks into one database on the PC. The database can be queried to look at the entire fleet, one truck or truck model. The data can be graphed, reported, imported or exported. The export feature can take payload data and save it in a format that spreadsheet programs like Excel or word processing programs can easily import.
The minimum PC requirements for running the software is a Pentium 133Mhz with 64 MB of ram and at least 300 MB of free hard drive space available. For improved performance, the recommended PC would be a Celeron, AMD K6-2 or better processor with 128 MB of ram running at 400 Mhz. The PDM Software uses a powerful database to manipulate the large amounts of data gathered from the PLMIII system. Using a more powerful computer and added memory to run the software can result in a significant improvement in performance. The software is written to use a minimum 800 x 600 screen resolution.
System Configuration PLMIII needs to be configured for operation when it is first installed on the truck. This process requires several steps and uses the laptop computer to make the necessary settings. The setup procedure can be broken down into several steps:
• Connecting the laptop to the PLMIII system. • Starting communications • Setting the time & date • Setting the truck type • Setting the truck ID • Setting the speedometer/display gauge units
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DOWNLOADING DATA PLMIII records many types of data. The PLMIII PC software is designed to download the data from a whole truck fleet. Instead of creating one data file for each truck, the PC software combines all the data from many trucks into one database on the hard drive of the computer. The software then allows users to query the database to create custom reports and graphs. Data for individual trucks or groups of trucks can be easily analyzed. This same data can be exported for use in other software applications like word processors and spreadsheet applications. As the database grows, performance of the PC software for analysis will slow down. It may be helpful to periodically export data. For example, query the database to show the oldest quarter, month, or half year and print out a summary report. Then export the data to a compressed format and save the file in a secure location. Once the data is exported, delete the entire query results from the database. If necessary, the data can easily be imported back into the main database for analysis at a future date. Removing this older data will improve performance.
To download the payload meter: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. The number of haul cycles and alarms will be displayed. 3. Select the "Begin Download" button. The PC will request the payload and alarm data from the payload meter and save it into the database. This may take several minutes. A progress bar at the bottom will show the approximate time left.
The PC software downloads the data from the payload meter into a single Paradox database. The data from all the trucks is added to the same database. Downloading the payload meter can take several minutes. The data is added to the database on the laptop used to download. To move the data to another computer, a query must be run to isolate the particular data for export. Do not press the operator switch on the dashboard while downloading
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PLM III SYSTEM CONFIGURATION
Short Tons: Payload is displayed in short tons, distances and speeds will be displayed in Miles
Starting Communications The PDM software allows users to download and configure the system.
Metric Tons: Payload is displayed in metric tons, distances and speeds are displayed in Kilometers Long Tons: Payload is displayed in long tons, distances and speeds are displayed in Miles Time Units Minutes and Seconds Example: Five minutes and thirty-two seconds = 5:32 Decimal Minutes Example: Five minutes and thirty-two seconds = 5.53 Connection Menu
Before connecting to the payload meter, select "Change Program Options" and confirm that the program has selected the correct laptop serial port. Most laptop computers use Comm 1 for serial communications. The units displayed for reports and graphs by the PC software can be set on this form. Click “Done” to return to the main menu.
The connection screen displays basic system information to the user.
From the main menu, click the "Connect to Payload Meter" button. The PC will try to connect to the payload meter and request basic information from the system. In the event of communications trouble, the PC will try 3 times to connect before "timing-out". This may take several seconds. Displayed Payload Units Three options are available for the display of units in the PC software, reports, and graphs:
• Frame S/N should agree with the truck serial number from the serial plate located on the truck frame. • Truck Number is an ID number assigned to the truck by the mine. • The Payload Meter Date / Time values come from the payload meter at the moment of connection. • Number of Haul Cycle Records is the number of haul cycles records stored in memory and available for download. • Number of Active Alarms shows how many alarms are currently active in the system at the time of connection. If there are active alarms, the "Display Active Alarms" button is available. • Number of Inactive Alarms shows how many alarms have been recorded in memory and are available for download. • PLM Software Version displays the current version of software in the payload meter. The information on the connection menu comes from the configuration of the payload system on the truck.
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There are also many configuration and download options available from this screen. The Connection Menu is updated only when the connection is first made. It does not update automatically. To view changes made while connected, the user must close the window and reconnect to the payload meter. The connection menu is displayed after a serial connection has been established and the PC software has connected to the payload meter.
Setting the Date and Time
The time shown on the form is the time transmitted from the payload when the connection was first established.
Connecting to the Payload Meter Communications to the PLMIII requires a laptop computer running the PDM software. The software connects to the payload meter through the meter's serial port #1. This is the same port used by the speedometer/display gauge. When the laptop is using the serial port, the lower display on the operator gauge on the dashboard will be blank. This does not affect the operation of the speedometer. â&#x20AC;˘ Connect the laptop to the system using the EF9160 or PC2525 communications harness. The download connector is typically located on the housing mounted in the cab to the back wall. The PLMIII system uses the same connection as the Payload Meter II system. Configure the Payload Meter Configuration of the payload meter requires a serial connection to the PLMIII system. Clicking the "Configure Payload Meter" button will bring up the Truck Configuration screen and menu. This screen displays the latest configuration information stored on the payload meter. When changes are made to the configuration, the "Save Changes" button must be pressed to save the changes into the payload meter. To confirm the changes, exit to the main menu and re-connect to the payload meter.
The date and time are maintained by a special chip on the PLMIII circuit board. The memory for this chip is maintained by a large capacitor when the power is removed from the payload meter. This will maintain the date and time settings for approximately 30 days. After this time, it is possible for the payload meter to lose the date and time setting. It is recommended that the system be powered every 20 days to maintain the date and time. If the date and time is lost, reset the information using this procedure. It takes approximately 90 minutes to recharge the capacitor. Changing the date and time will affect the haul cycle in progress and may produce unexpected results in the statistical information for that one haul cycle. NOTE: If the truck is equipped with KOMTRAX Plus, do not set the time or date in the PLM III controller. The PLM III clock is synchronized by the KOMTRAX Plus clock. To change the time: 1. Click on the digit that needs to be changed. 2. Use the up/down arrows to change or type in the correct value. 3. Press the "Save Changes" button to save the new time in the payload meter. To change the date: 1. Click on the digit that needs to be changed. 2. Type in the correct value or use the pull-down calendar to select a date. 3. Press the "Save Changes" button to save the new time in the payload meter.
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Setting the Truck Number
Setting the Truck Type
1. From the Truck Configuration screen, use the pull-down menu to select the truck type that the payload meter is installed on. 2. Press the "Save Changes" button to program the change into the meter.
Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Truck Number field. It is very important to enter a unique truck number for each truck using the PLMIII system. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters.
1. On the Truck Configuration screen, enter the truck number in the appropriate field.
Setting the Gauge Display Units The payload meter speedometer / display gauge displays the speed on the upper display. The units for the speed display are selected using a jumper on the rear of the case. The payload units on the lower display can be changed from metric to short tons or long tons using the Truck Configuration screen. This selection also switches between metric (kg/cm2) and psi (lbs/in2) for the live display of pressure on the gauge. 1. From the Truck Configuration screen, select the payload units to be used on the lower display of the speedometer/display gauge. 2. Press the "Save Changes" button to program the change into the payload meter. Setting the Frame Serial Number
2. Press the "Save Changes" button to program the change into the payload meter.
Setting the Komatsu Distributor This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. The field will hold 20 alpha-numeric characters.
1. On the Truck Configuration screen, enter the distributor name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
Setting the Komatsu Customer
The frame serial number is located on the plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. 1. On the Truck Configuration screen, enter the truck frame serial number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
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This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. The field will hold 20 alpha-numeric characters.
1. On the Truck Configuration screen, enter the customer name or number in the appropriate field. 2. Press the "Save Changes" button to program the change into the payload meter.
Payload Meter III
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5. Once the calibration is complete, confirm that the PLM module states “Empty” in the Haul Cycle State parameter. If the calibration is not complete or has failed, the Haul Cycle State parameter will state “Tare Zone”.
Clean Truck Tare Calibration
Inclinometer Calibration
The payload meter uses the clean truck tare value to calculate carry-back load for each haul cycle. The carry-back stored in the haul cycle record is the new empty tare minus the clean truck tare. This procedure should be performed after service to the suspensions or when significant changes are made to the sprung weight of the truck. Before performing this procedure, make sure that the suspensions are properly filled with oil and charged. It is critical to payload measurement that the proper oil height and gas pressure be used. Once the clean tare process is started, the payload meter will begin to calculate the clean empty sprung weight of the truck. This calculation continues while the truck drives to the next loading site. Once the procedure is started, there is no reason to continue to monitor the process with the PC. The truck does not need to be moving to start this procedure. 1. Clean all debris from the truck and dump body. 2. Ensure that there are no faults recorded in the system and all sensors are reading correctly. 3. Use the PDM software to connect to the payload meter. From the Truck Configuration screen, select "Clean Truck Tare". 4. Follow the on-screen instructions. NOTE: The truck must be driven continuously for ten minutes above 5 kph (3 mph). The PLM module does not calibrate while the machine is stopped. NOTE: Drive on actual haul roads and do not use the wheel brake lock during calibration. Otherwise, inaccurate payload readings may result.
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The inclinometer calibration procedure is designed to compensate for variations in the mounting attitude of the inclinometer. The inclinometer input is critical to the payload calculation. This procedure should be performed on relatively flat ground. The maintenance area is often an ideal location for this procedure. 1. Clean all debris from the truck and dump body. 2. Ensure that there are no faults recorded in the system and all sensors are reading correctly. 3. Use the PDM software to connect to the payload meter. From the Truck Configuration screen, select "Inclinometer". 4. With the truck stopped and the brake lock on, click on “Start”. This instructs the payload meter to sample the inclinometer once. 5. Turn the truck around. Drive the truck around and park in the exact same spot as before, facing the other direction. 6. With the truck stopped and the brake lock on, click on “Start”. This instructs the payload meter to sample the inclinometer again. The payload meter will average the two samples to determine the average offset. 7. Follow the on-screen instructions.
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DATA ANALYSIS PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the performance of the payload systems across the fleet. Analysis begins when the "View Payload Data" button is pressed. This starts an "all trucks, all dates, all times" query of the database and displays the results in the Payload Summary Form. The user can change the query by changing the dates, times, or trucks to include in the query for display. Haul cycles in the data grid box at the bottom can be double-clicked to display the detailed results of that haul.
Sorting on Truck Unit Number The truck unit number is the truck unit number entered into the payload meter when it was configured at installation. The query can be set to look for all trucks or one particular truck number. When the program begins, it searches through the database for all the unique truck numbers and creates a list to select from. Choosing one particular truck number will limit the data in the displays, summaries and reports to the one selected truck. To create reports for truck number 374, select 374 from the pull-down menu and hit the "Query Database and Display" button.
Creating a Query The program defaults to show all trucks, all types, all dates and all times for the initial query. The display can be narrowed by selecting which trucks or types to view and for what dates and times. The query items are added in the "AND" condition. If the user selects a truck # and date range, the query will sort the data for that truck number AND the date range.
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Sorting on Truck Type The truck type is the size of the truck from the family of Komatsu trucks. This allows the user to quickly view results from different types of trucks on the property. For example, a separate report can be generated for 830E and 930E trucks.
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Sorting on Date Range The default query starts in 1995 and runs through the current date on the PC. To narrow the range to a specific date, change the “From” and “To” dates. For example, to view the haul cycle reports from truck 374 for the month of July, 2000: 1. Select truck 374 from the Truck Unit pull-down menu. 3. Change the “To” date to January 8, 2000. 4. Change the “From” time to 06:00. 5. Change the “To” time to 18:00.
6. Press the "Query Database and Display" to view the results. 2. Change the “From” date to July 1, 2000. This query will display haul cycles from January 5 to January 8, from 6:00 AM to 6:00 PM. Date Time
Jan 5, 2000
Jan 6, 2000
Jan 7, 2000
Jan 8, 2000
Jan 9, 2000
0:00
6:00
3. Change the “To” date to July 31, 2000. 4. Press the "Query Database and Display" to view the results.
12:00
Sorting on Time Range The time range sorts the times of the day for valid dates. Changing the time range to 6:00AM to 6:00PM will limit the payloads displayed to the loads that occurred between those times for each day of the date range. Times are entered in 24:00 format. To view the haul cycle reports from the first shift for truck 374 from January 5, 2000 to January 8, 2000:
1. Select truck 374 from the Truck Unit pull-down menu.
18:00
24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 6:00 to 18:00
Haul Cycles Included in the Query
The shift times selected can extend the query past the original date. If the dates set for the query are January 5 to January 8 and the times were changed to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift, the results would extend into the morning of the 9th. This can been seen in the following example:
2. Change the “From” date to January 5, 2000.
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Creating Reports Date Time
Jan 5, 2000
Jan 6, 2000
Jan 7, 2000
Jan 8, 2000
Jan 9, 2000
0:00
6:00
Reports can be generated and viewed on the screen or printed. These reports are generated from the query displayed on the Payload Summary Screen. From the example in "Sorting on Time Range", the report printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM.
12:00
It is important to carefully select the query data and press the "Query Database & Display" button before printing a report. 18:00
24:00 Query : Date: 1/5/00 to 1/8/00 Daily Shift Time: 18:00 to 6:00
Haul Cycles Included in the Query
Payload Detail Screen The Payload Detail screen gives the details for any individual haul cycle. From the â&#x20AC;&#x153;Payload Summaryâ&#x20AC;? screen, double-click on any haul cycle to display the detail.
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Payload Meter III
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NOTE: Some haul cycles may contain the Sensor Input warning flag. This indicates that one of the four pressure sensors or inclinometer was not functioning properly during the haul cycle. Haul cycles with this warning are displayed in red on the Payload Summary window and are not included in the summary statistics for reports or display. Summary - one page report A summary of the queried data can be printed onto 1 page. The cycle data is summarized onto one sheet. Displayed is the speeds, cycle times, load statistics, frame and tire data.
Detailed - multi-page report The detail report starts with the summary report and follows with pages of data for each haul cycle. The detailed report prints date, time, payload, cycle times, and cycle distances, speeds and the number of swing loads.
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Exporting Data
Creating Graphs The PLMIII software can generate graphs that quickly summarize payload data. These graphs can be customized for printing. Just like the reports, the graphs are generated from the query displayed on the “Payload Summary” screen. From the "Sorting on Time Range" example, the graph that is printed would only contain data from truck 374 during the month of July 2000, from 8:00 AM to 5:00 PM. It is important to carefully select the query data and press the "Query Database & Display" button before creating a graph. 1. From the Payload Summary Screen select the “Graph” button at the bottom. The Histogram Setup screen will display
The data from the database can be exported for use with other software applications. The data is selected from the currently displayed query. The exported data can be put into a ".cvs" file or a compressed ".zip" file.
• The “.cvs” format allows data to be easily imported into spreadsheet applications and word processing applications. • The “.zip” format allows data to be transferred from one computer to the PDM Software database on another computer. This offers a compact way to transfer data from one computer to another.
CSV Export
2. Enter the "Lowest Value". This will be the lowest payload on the graph. Any payloads less than this value will be summed in the first bar. 3. Enter the "Highest Value". This will be the highest value on the graph. Payloads over this value will be summed in the last bar. 4. Enter the "Incremental Change". This will determine the number of bars and the distance between them. The program limits the number of bars to 20. This allows graphs to fit on the screen and print onto 1 page. 5. Press the “Create Graph” button. The graph will be displayed based on the query settings from the Payload Summary screen. The graph can be customized and printed.
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CSV stands for Comma Separated Value. This is an ASCII text file format that allows spreadsheet applications like Excel and Lotus 123 to import data easily. To export the data into a ".csv" file, press the "Export" button at the bottom of the payload summary screen and select "To CSV". The program will request a filename and location for the file.
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• •
Reserved 1-5, 7-10: These values are internal calculations used in the continued development of PLMIII and should be ignored. Reserved 6: This value is the payload estimate at the shovel just before the truck begins to move.
Two sets of data are exported. At the top of the file will be the haul cycle data. The columns, left to right are: • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
Truck number Haul cycle start date Haul cycle start time Payload Swingloads Operator ID Warning Flags Carry Back Total Haul Cycle time Empty Running Time Empty stop time Loading time Loaded running time Loaded stopped time Dumping time Loading start time Dumping start time Loaded haul distance Empty haul distance Loaded maximum speed Time when loaded maximum speed occurred Empty maximum speed Time when loaded maximum speed occurred Maximum + frame torque Time when the maximum + frame torque occurred Maximum - frame torque Time when the maximum - frame torque occurred Maximum sprung weight calculation Time when the maximum sprung weight calculation occurred Left Front Tire-kilometer-hour Right Front Tire-kilometer-hour Average Rear Tire-kilometer-hour Frame serial number
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The second series of data below the haul cycle data is the alarms. The alarm columns, left to right are: • • • • • •
The alarm type The date the alarm was set The time the alarm was set Alarm description The date the alarm was cleared The time the alarm was cleared
Compressed
This export function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck onto a diskette for analysis. The file format is a compressed binary form of the displayed query. The file can only be imported by another computer running the PDM Software.
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Deleting Haul Cycle Records
To export data in ZIP format: 1. Confirm that the data displayed is the query data that needs to be exported. 2. From the payload summary screen, press the "EXPORT" button and select "To ZIP". 3. The program will ask for a filename and location. Importing Data This import function allows the data from one laptop to be transferred to another computer. This can be useful when a service laptop is used to download multiple machines and transfer the data to a central computer for analysis. This can also be used to copy haul data from a particular truck from a diskette into a database for analysis. To import data, press the "IMPORT" button at the bottom of the “Payload Summary” screen. The program will ask for a ".zip" file to import, locate the file and press "Open". The program will only import ".zip" files created by another computer running the PDM Software.
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To delete haul cycle records from the main database, press the "Delete" button at the bottom of the “Payload Summary” screen. The program will display a summary of the records from the displayed query. To delete a record, select one at a time and press the "Delete" button. It is recommended that records be exported to a .zip file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the records from the current query and delete them.
NOTE: There is no recovery for records that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.
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Viewing Alarms From the Payload Summary screen, click the “Alarms” button to display the alarm screen. The alarms are sorted by the query settings from the Payload Summary screen. Alarms can be displayed as Active or Inactive.
Deleting Alarm Records To delete alarm records from the main database, press the "Delete" button at the bottom of the “Alarm Display” screen. The program will display a summary of the alarms from the query. To delete an alarm, select one at a time and press the "Delete" button. It is recommended that the query data be exported to a “.zip” file for archival purposes before deletion. Multiple records may be selected by holding down the Shift key. Pressing the "Delete All" button will select all the alarms from the current query and delete them.
NOTE: There is no recovery for alarms that have been deleted from the main database. It is highly recommended that all records be exported and archived in a compressed file format for future reference before being deleted.
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TROUBLESHOOTING SECTION TROUBLESHOOTING
Real-Time Data Display
Troubleshooting the PLMIII system is done through the PC software you can: • • • • •
View active alarms. View the sensor inputs using the Real-Time Data Display. Test the payload lights. Create log files of sensor inputs for further analysis. These activities require a connection to the PLMIII system.
Viewing Active Alarms Active alarms are alarms that have been set, but not yet cleared. Each alarm is set when the conditions for activation are held for 5 seconds. Each alarm is cleared when the condition has been returned to normal range for 5 seconds. For example, 5 seconds after the left-rear pressure sensor is disconnected, the LR-Pressure Lo alarm will be activated. This can be viewed using to the "Connect to Payload Meter" screen. 5 seconds after the pressure sensor is reconnected, the alarm will clear and be recorded in memory. Active alarms are recorded in memory as "cleared" when the key switch is turned off. When power is restored to the payload meter, the alarms will be reactivated if the conditions still exist for 5 seconds. To view active alarms: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. If there are active alarms, the "Display Active Alarms" button in the lower left corner will be available. If the button is not available, there are no active alarms at the time of connection. The screen does not automatically refresh. If a condition changes to cause an alarm, the user must exit and re-enter the "Connect to Payload Meter" screen.
The PC software can be used to view the 'live' input readings from the payload meter. The numbers displayed are 1-second averages. 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The data screen will pop up. The PC will request the payload meter to begin transmitting data. 4. To exit, press the “Close” button. The units for each measurement are determined by the setting in the Program Options for the PC software. The four suspension pressures and inclinometer are shown. The status of the Body-Up and BrakeLock inputs is also shown. The haul cycle state and speed is displayed. The current sprung weight is displayed. This differs from pure payload. The sprung weight is a measurement of the weight of the truck above the suspension. It does not include the tires, spindles, wheel motors, drive case, or anything below the suspensions. Testing the Payload Lights The real time data display also allows the user to individually power the payload lights. This can be useful for testing the lights. To turn on a particular color payload light: 1. Click the check box beside the color light to power. 2. Press the "Set Lights" button to turn on the light. 3. Uncheck the box and press "Set Lights" to turn off the light. The lights will return to their normal state when the real time data display is closed.
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Creating Log Files of Inputs
Daily Inspections
The PC software can create a text file of the live data stream from the payload meter. This can be very useful for diagnostic purposes. The data is written into a text data file in comma separated value format. The data is recorded in metric units at 50 samples per second. The data file can grow large very quickly. Each sample writes one line into the ASCII file in comma separated format.
An important part of maintaining the Payload Meter III (PLMIII) system is monitoring the basic inputs to the system. It is recommended that the truck operator walk around the truck and visually inspect the following: • Charging condition of the suspensions - not flat, not overcharged. • Pressures in the suspensions - check suspensions by using the operator gauge and the operator switch.
The order for each line of data in is: • Date • Time • Sprung Weight • LF Pressure • RF Pressure • LR Pressure • RR Pressure • Incline • Speed • Body Up State (1=up) • Brake Lock State (1=on) • Payload State • Status Flags • Spare
Periodic Maintenance It is recommended that the following items be checked every 500 hours: • Confirm the suspension pressures using external gauges. • Confirm proper suspension height. • Confirm suspensions do not collapse and make metal-to-metal contact when the truck is loaded. • Confirm that inclinometer indicates positive (+) values for truck nose up, and negative (-) values for truck nose down.
To create a log file: 1. Connect to the payload meter and start the PC software. 2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. 3. Select the "Real Time Data" button. The real time data screen will pop up. The PC will request the payload meter to begin transmitting data.
In addition, it may be useful to confirm proper operation of the suspensions by riding the truck during a complete haul cycle. Record the suspension pressures using the CSV log file tool in the Payload Data Manager software for the PC. The suspension pressures in this log file can be graphed to inspect for flat or overcharged suspensions.
4. Click the "Set File Name” button and enter a name and location for the text file. The default extension is ".txt". This data can be easily imported into spreadsheets as a comma separated value (.csv) format. 5. Once the filename has been entered, the Start Log and Stop Log buttons will be active. 6. Press the “Start Log” button to start taking data and recording into the file. Once a file is started, it cannot be stopped and started again. 7. Press the “Stop Log” button to stop recording data. Attempting to start the log file again will overwrite the previous file and erase the previous data. To gather more data, close the real time data window, start it again and create a new log file.
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Abnormal Displays at Power-Up The payload meter performs several internal memory system checks every time it powers-up. In case of error, the operator gauge may display an error code when power is applied to the PLMIII system. Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck configuration record from memory. Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing messages between the microprocessors on the circuit board. To resolve these errors:
â&#x20AC;˘ If these errors persist after reprogramming, the primary and secondary processors then the payload meter must be replaced.
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No Payload Display When Key Switch is Turned ON • Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground). • Check the 5A circuit breaker (CB A) in PLMIII junction box. • Check all connectors and terminal connectors in the power circuits to the payload meter. • If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display will show the code for each active alarm. The alarm codes are in the operation section.
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No Display on Speedometer No Display on Operator Display
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload Display When Key Switch is Turned ON”.
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No Communications With PC In a case where the laptop PC will not properly connect to the PLMIII system: • Confirm power to the payload meter. • Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program Options". Confirm that the selected serial port is correct and that it is available. • Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often, PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications use the serial connection. Close the synchronization software and retry the Payload Data Manager software. • Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between the payload meter and the junction box is functional. • Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.
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Load Lights Don’t Light During Loading • Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the payload meter will not properly recognize swingloads. • Confirm bulbs in payload lights by using lamp check mode. • Confirm 15A breaker CB-B in payload junction box. • To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data Manager software.
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Load Lights Remain ON Load Lights Remain ON During Dumping Display Doesn't Clear When The Load Is Dumped â&#x20AC;˘ Confirm the body up switch signal. When the body up signal is not properly received during dumping, the payload meter may maintain the lights after the body is lowered. â&#x20AC;˘ Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
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Calibration Problems • Confirm that the truck is empty and clean. • Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data Manager software. • The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when the truck is empty. This may be necessary after servicing the suspensions.
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Alarm 1 - Left Front Pressure High Alarm 2 - Left Front Pressure Low Troubleshoot Wiring to Left Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi). â&#x20AC;˘ Confirm 18V sensor supply at TB46-L in payload junction box. â&#x20AC;˘ Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload junction box TB46-F to payload meter connector R264, pin 39.
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Alarm 3 - Right Front Pressure High Alarm 4 - Right Front Pressure Low Troubleshoot Wiring to Right Front Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi). â&#x20AC;˘ Confirm 18V sensor supply at TB46-L in payload junction box. â&#x20AC;˘ Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
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Alarm 5 -Left Rear Pressure High Alarm 6 - Left Rear Pressure Low Troubleshoot Wiring to Left Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi). â&#x20AC;˘ Confirm 18V sensor supply at TB46-L in payload junction box. â&#x20AC;˘ Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
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Alarm 7 - Right Rear Pressure High Alarm 8 - Right Rear Pressure Low Troubleshoot Wiring to Right Rear Suspension These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma. The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi). â&#x20AC;˘ Confirm 18V sensor supply at TB46-L in payload junction box. â&#x20AC;˘ Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload junction box TB46-G to payload meter connector R264, pin 20.
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Alarm 9 - Inclinometer High Alarm 10 - Inclinometer Low Troubleshoot Inclinometer Wiring These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on signal 39FE should be greater than 0.5V and less than 5.0V as measured in the junction box between TB46-.
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Alarm 13 - Body Up Input Failure
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and the body down signal is received.
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Alarm 16 - Memory Write Failure Alarm 17 - Memory Read Failure These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recommended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds, then turn the battery disconnect OFF. Wait 1 minute before restoring power. In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram the payload meter. All current data in memory will be lost. This will effectively restart the payload meter. • See “Troubleshooting Abnormal Displays at Power-Up” for more information.
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Alarm 18 Payload meter detected an undercharged suspension condition on the rear right suspension. The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the suspensions.
Alarm 19 Payload meter detected an undercharged suspension condition on the rear left suspension. The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the suspensions.
Alarm 22 The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two consecutive haul cycles. Stop the truck and clean any stuck material from the truck body.
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Operator Switch Doesn't Work Alarm 26 - User Switch Fault - SELECT Alarm 27 - User Switch Fault - SET • Confirm power to the payload meter speedometer and display gauge. • Confirm that a laptop is not connected to the PLMIII system. • Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.
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Connector Map This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
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Connectors
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PLMIII CHECK OUT PROCEDURE 8. Return to the cab and check the speedometer/ display gauge. The gauge will display the current payload. With the EJ3057 harnesses attached at the sensor locations, the payload should be 0.
General Description The process consists of attaching dummy loads in place of the suspension pressure sensors and checking the pressures indicated by the payload meter. In addition, connecting to the payload meter using a laptop PC in order to confirm the latest software version and the rest of the inputs and outputs of the system. Tools Required • Payload Data Manager software • EF9160 or PC2525 - Download Harness
NOTE: The display can be used to quickly show the current readings from the four suspension pressure sensors and the inclinometer. This can be used during regularly scheduled service periods to check the state of the suspensions. These displays are live and will update as the values change. The display is changed by pressing the “SELECT” button on the dashboard. The sequence of displays is:
• EJ3057 - Harness Str, PLMIII test (4 needed). Checkout Procedure 1. Attach one EJ3057 harness to the left-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB42-A. The white alligator clip attaches to the 39FD circuit at TB42-B. The EJ3057 acts as a dummy load to simulate a suspension pressure sensor for the payload system. 2. Attach one EJ3057 harness to the right-front suspension connection box. The red alligator clip attaches to the 39F circuit at TB41-A. The white alligator clip attaches to the 39FC circuit at TB41-B. 3. Attach one EJ3057 harness to the left-rear suspension connection in the rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FB circuit at TB61-C. 4. Attach one EJ3057 harness to the right-rear suspension connection in the rear suspension connection box. The red alligator clip attaches to the 39F circuit at TB61-A. The white alligator clip attaches to the 39FA circuit at TB61-B. 5. In the PLMIII junction box, check the input voltage on circuit 39G between TB45-B and TB45X. This voltage should be 24VDC from the batteries. 6. Turn the key switch ON. The speedometer/display gauge on the dashboard will scroll the truck type across the lower display. The payload meter defaults to 930E. 7. In the PLMIII junction box, check the sensor supply voltage on circuit 39F between TB46-L and TB45-X. This voltage should be 18VDC ±1VDC.
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• • • • • • • • •
PL= Payload Id= Operator ID tL= Total Shift Tons LC= Shift Load Counter LF= Left Front Suspension Pressure rF= Right Front Suspension Pressure Lr= Left Rear Suspension Pressure rr= Right Rear Suspension Pressure In= Inclinometer
NOTE: The live displays cannot be cleared and the SET button will have no effect. NOTE: The units for the display are controlled by the configuration of the payload meter. The payload meter defaults to display metric units, the pressures will be displayed in tenths of kg/cm2. For example, if the display shows 202 the actual value is 20.2 kg/ cm2. If the payload meter is set to display short tons, the pressures will be displayed in psi (lbs/in2). To convert from kg/cm2 to psi, multiply by 14.2233. 14.2233 psi (lbs/in2) = 1 kg/cm2. NOTE: The inclinometer displays whole degrees of incline. Positive incline is when front of truck is pointing up. NOTE: The gauge will quickly display the type of information being displayed every 1 minute. For example, if the left-front pressure is being displayed, LF= will quickly display every minute. Only the payload display, PL= does not display this information.
Payload Meter III
M20-53
9. Press and hold the “SELECT” button on the dashboard. Id= will be displayed. Release the button and the Operator ID will be displayed. This value should be 0. 10. Press and hold the “SELECT” button on the dashboard. tL= will be displayed. Release the button and the total tons will be displayed. This value should be 0.
15. Press and hold the “SELECT” button on the dashboard. rr= will be displayed. Release the button and the right-rear pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model. 16. Press and hold the “SELECT” button on the dashboard. In= will be displayed. Release the button and the inclinometer value will be displayed. This value is in degrees. The incline will depend on how the truck is set during assembly. Values between ±3° are acceptable. It is not necessary to zero this reading by adjusting the attitude of the inclinometer in the buddy seat.
11. Press and hold the “SELECT” button on the dashboard. Lc= will be displayed. Release the button and the number of loads will be displayed. This value should be 0. 12. Press and hold the “SELECT” button on the dashboard. Lf= will be displayed. Release the button and the left-front pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model. 13. Press and hold the “SELECT” button on the dashboard. rf= will be displayed. Release the button and the right-front pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model.
17. Press and hold the “SELECT” button on the dashboard. PL= will be displayed. Release the button and the current payload will be displayed. 18. Connect a laptop to the PLMIII system. Typically an EF9160 or PC2525 download cable is used. Refer to Section D11 for the location of the payload meter connector. The laptop must have the Payload Data Manager software installed. 19. Run the PC software. 20. From the main menu, select "Connect to Payload Meter".
14. Press and hold the “SELECT” button on the dashboard. Lr= will be displayed. Release the button and the left-rear pressure will be displayed. This value should be displayed in metric units. Refer to Section H4, Suspension Oiling and Charging Procedures, for the nominal charging pressure. The acceptable pressure range varies according to truck model.
M20-54
Payload Meter III
12/12 M20008
21. The Connection Menu will be displayed. Select "Configure Payload Meter".
22. Confirm that the PLMIII software version matches the latest available version. As of 26June-06 the EJ0575-5 software version will display as "EJ0575-5". The latest version can be found at the Komatsu Extranet web site. If the version does not match the latest indicated on the internet, download the latest and update the PLMIII software using the Flashburn software. See Checkout Procedure Confirmation for more information. 23. Using the Truck Configuration menu, set the following:
24. Setting the Frame Serial Number.
NOTE: The frame serial number is located on a plate mounted to the truck frame. The plate is outboard on the lower right rail facing the right front tire. It is very important to enter the correct frame serial number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters. • On the Truck Configuration screen, enter the frame serial number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter. 25. Setting the Customer Unit Number. NOTE: Most mining operations assign a number to each piece of equipment for quick identification. This number or name can be entered in the Customer Unit Number field. It is very important to enter customer unit number. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If no truck number has been specified, enter the frame serial number. • On the Truck Configuration screen, enter the truck number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter. 26. Setting the Komatsu Distributor.
• • •
• •
Set the time. Set the Date to today’s date. Set the Gauge display units to Metric, Short Tons or Long Tons according to the final destination of the vehicle. If nothing has been specified, set to Metric Tons. Set the truck type to the proper truck model. Press the “Save Changes” button to program the change into the payload meter.
M20008 12/12
NOTE: This field in the haul cycle record can hold the name of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to each distributor. This number is used on all warranty claims. This Komatsu distributor number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the distributor is not known, enter "UNKNOWN". • On the Truck Configuration screen, enter the distributor name or number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter.
Payload Meter III
M20-55
27. Setting the Komatsu Customer. NOTE: This field in the haul cycle record can hold the name of the mine or operation where the truck is in service. Komatsu also assigns a customer number to each customer. This number is used on all warranty claims. This Komatsu customer number can also be put into this field. This number is one of the key fields used within the haul cycle database. The field will hold 20 alpha-numeric characters. If the customer is not known, enter "UNKNOWN" • On the Truck Configuration screen, enter the customer name or number in the appropriate field. • Press the "Save Changes" button to program the change into the payload meter. 28. Press "Save Changes" and close the Truck Configuration screen and the Connection Menu. 29. From the main menu select "Connect to Payload Meter". 30. From the Connection Menu select "Configure Payload Meter". Confirm that all previous changes have been saved and close the Truck Configuration form. 31. From the Connection Menu select "Real Time Data".
32. Confirm that the suspension pressures are within range. The nominal value should be 23.4 kg/cm2 (332 psi). Values between 17.6 and 29.2 kg/cm2 (250 and 416 psi) are acceptable. Record the values displayed. 33. Confirm that the inclinometer is within range and record the value. 34. Confirm that the body up input is working correctly. Place a steel washer on the body up switch. The real time data screen should indicate "No". Remove the washer and the real time data screen should indicate "Yes". The Haul Cycle State should change to "Dumping". 35. Confirm that the brake lock input is working correctly. Turn the brake lock on using the switch on the dashboard. The real time data screen should indicate ON. Turn the brake lock off. The real time data screen should indicate OFF. 36. Turn on the green payload lights by checking "Green Light" and pressing the "Set Lights" button. Check to be sure that only the green payload lights on the truck are illuminated. 37. Uncheck the green light and turn on the amber payload lights by checking "Amber Light" and pressing the "Set Lights" button. Check to be sure that only the amber payload lights are illuminated. 38. Uncheck the amber light and turn on the red payload lights by checking "Red Light" and pressing the "Set Lights" button. Check to be sure that only the red payload lights are illuminated. 39. Uncheck all the payload lights and press the "Set Lights" button. Confirm that all the lights are off.
NOTE: The weight shown on the real time data screen is the sprung weight and includes the weight of the truck. Given the suspension pressure dummy loads, the nominal value shown should be 101 metric tons (112 short tons).
M20-56
40. Use the procedure for speedometer calibration for the particular truck type to simulate a 40.2 km/h (25 mph) speed signal. Confirm that this value is displayed by the speedometer on the dashboard and the real time data screen. The value can be ±2 km/h (±1 mph). The brake lock must be off for the PLMIII to recognize speed input. 41. On the PC, close the Real Time Screen and the Connection Menu and return to the Main Menu.
Payload Meter III
12/12 M20008
42. Remove the EJ3057 harness from the left front suspension junction box, TB42-A and TB42-B.
PLMIII CHECKOUT PROCEDURE CONFIRMATION
43. Wait at least 1 minute, then remove the EJ3057 harness from the left rear connections in the rear junction box, TB61-B and TB61-C.
Flashburn Programming
44. Wait at least 1 minute, then remove the EJ3057 harness from the right-rear connections in the rear junction box, TB61-A and TB61-C. 45. Wait at least 1 minute, then remove the EJ3057 harness from the right front connections in the right-front junction box, TB61-B and TB61-C. 46. Wait at least 1 minute. 47. From the main menu of the PC software, press the "Connect to Payload Meter" button. 48. From the Connection Menu select "Display Active Alarms". Confirm that the four alarms displayed occurred in the proper order: Left-front suspension low
Before beginning, make sure that you have the .kms file required to program the product and you know where to find it on your computer. Programming will reset all the truck configuration information. NOTE: Before starting this procedure, record the Payload Meter configuration information. This information can be found using the Payload Data Manager software. After programming, it will be necessary to restore this information in the payload meter configuration.
1. Turn off power to the payload meter by turning the key switch OFF. 2. Start the Flashburn software installed on the laptop.
Left-rear suspension low Right-rear suspension low Right-front suspension low
Flashburn
49. Close all screens and disconnect the laptop from the PLMIII system.
1. Power OFF
Before programming, power must be turned off to the target device. Be sure the power is turned off before continuing.
2. Select Port 3. Select File 4. Power ON
< Back
Next >
Cancel
3. Confirm that the payload meter power is OFF and press â&#x20AC;&#x153;NEXT".
M20008 12/12
Payload Meter III
M20-57
4. Confirm the proper communications port for the programming laptop. This is usually COM 1. Press “NEXT”.
Flashburn
1. Power OFF
Flashburn
1. Power OFF 2. Select Port
2. Select Port
Select the serial communications port to use between the computer and the target device. For most computers this will be COM 1.
3. Select File
COM 1
4. Power ON
3. Select File
Turn on power to the target device. This will start the programming process. Comm Port:
COM 1
Filename:
071000A.KMS Status
Steps Connection:
Complete
Preparation:
Complete
Programming:
Complete
Verification:
4. Power ON
Complete 61 %
< Back
< Back
Next >
Cancel
Cancel
7. After successful programming, turn the key witch OFF. 5. Press “BROWSE” and select the ".kms" file to program into the payload meter. Press “NEXT”. Flashburn
1. Power OFF
Select the file that will be used to program the target device. This file will end with the ".KMS" extension.
2. Select Port
Comm Port: COM 1 Filename:
*.KMS
8. Wait 20 seconds and turn the key switch ON. 9. The payload meter will need to be configured as instructed in the manual using the Payload Data Manager software on the laptop computer.
Browse
3. Select File 4. Power ON
< Back
Next >
Cancel
6. When instructed, turn the key switch ON in order to power-up the payload meter. The PC will begin to reprogram the payload meter. This process takes approximately 5 minutes.
M20-58
Payload Meter III
12/12 M20008
Confirmation Checklist Use the Real Time Data Screen in order to verify the checklist items in the table below. Checklist Item
Value
Initials
PLMIII Software Version User switch and display works properly Left - Front Pressure Right - Front Pressure Left - Rear Pressure Right - Rear Pressure Inclinometer Green light works properly Amber light works properly Red light works properly Brake Lock input works properly Body Up input works properly Speed input works properly
Date Truck Signature
M20008 12/12
Payload Meter III
M20-59
NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM L.G. HAGENBUCH, holder of U.S. Patent Numbers 5,416,706; 5,528,499; 5,631,832; 5,631,835; 5,644,489; 5,650,928; 5,650,930; 5,742,914
M20-60
Payload Meter III
12/12 M20008
SECTION M31 RESERVE ENGINE OIL SYSTEM INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4 Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 Circuit Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7 SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31004 10/07
Reserve Engine Oil System
M31-1
NOTES
M31-2
Reserve Engine Oil System
10/07 M31004
RESERVE ENGINE OIL SYSTEM The reserve engine oil system is designed to add more oil capacity to the engine sump and to reduce frequent servicing of the engine oil. The constant circulation of oil between the engine sump and reserve tank (9, Figure 31-1) increases the total volume of working oil. This dilutes the effects of contamination and loss of additives and maintains the oil quality over longer periods. The system adds or removes oil from the engine as required to maintain a constant level which prevents over fills or under fills.
The normal reserve system capacity of oil carried in the tank can be one half or nearly the same (depending on tank size) volume inside the engine. In the process of continuous adjustment of the engine oil level, there is a constant circulation of oil between the engine and the reserve tank. The volume of oil in the tank becomes part of the working oil for the engine. Oil change intervals may usually be extended in proportion to the increased working oil volume. Extension beyond a proportional increase is often possible, but should be undertaken only as determined by oil sampling and analysis. Local conditions such as engine application, climate, and fuel quality should be taken into consideration before determining permissible oil life.
M31004 10/07
FIGURE 31-1. OIL RESERVE TANK 1. Suction Line 2. Remote Fill Line 3. Fill Valve 4. Engine Add Line 5. Fill Switch 6. Air Relief Valve 7. Tank Fill Line
Reserve Engine Oil System
8. Tank Fill Cap 9. Reserve Tank 10. Engine Add Line 11. Pumping Unit 12. Sight Gauge 13. Tank Add Line
M31-3
LED Monitor Light
Operation Engine oil is circulated between engine oil pan (1, Figure 31-2) and reserve tank (2) by two electrically driven pumps (pump 1 and pump 2) within a single pumping unit (4). The pumping unit is mounted on the side of the reserve tank. The pump unit is equipped with an LED monitor light on one side.
â&#x20AC;˘ Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. â&#x20AC;˘ Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. Irregular pulsing - Oil is at the correct running level.
Pump 1 draws oil from the engine oil pan (1) at a preset control point determined by the height of the suction tube (3). Oil above this point is withdrawn and transferred to the reserve tank. This lowers the level in the engine oil pan until air is drawn. Air reaching the pumping unit activates pump 2, which returns oil from reserve tank (2) and raises the engine oil level until air is no longer drawn by pump 1. Pump 2 then turns off. The running level is continuously adjusted at the control point by alternating between withdrawal and return of oil at the engine oil pan. The oil returning to the engine oil pan is below the normal operating level to prevent aeration of the oil.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC 1. Engine Oil Pan (Sump) 2. Oil Tank 3. Suction Tube
M31-4
4. Pumping Unit (1 & 2) 5. Air Relief Valve
Reserve Engine Oil System
A. Oil Suction Line B. Oil Return Line C. Engine Oil Level
10/07 M31004
Tank Fill Control (Optional) With the reserve oil system the engine oil level is held constant, with only the reserve tank needing routine filling. The fill system automatically controls the filling of remote tank from a convenient ground level position. Filling of the tank to the proper â&#x20AC;&#x153;fullâ&#x20AC;? level is fast and accurate and accomplished in 2 to 3 minutes. The reserve oil tank for the engine is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift using the dipstick. The oil level in the reserve tank should also be checked using the filler cap dipstick. If the engine oil has been drained from the engine oil pan, the new oil must be added through the engine fill tube. After an oil change, both engine and reserve tank must be at the full level of oil before starting the engine. NOTE: DO NOT use the oil in the reserve tank to fill the engine oil pan. System switch (2, Figure 31-3) is an illuminated push-pull POWER-ON switch that powers the fill system. Start switch (3) is a momentary push button switch that opens the fill valve mounted on the reserve tank to begin the automatic filling of the reserve tank. Supply oil under pressure flows through the fill valve and into the tank. Filling Procedure (Remote Fill Feature) NOTE: This procedure adds oil to the reserve tank. 1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open valve on supply hose to apply pressure.
FIGURE 31-3. RESERVE OIL TANK REMOTE FILL 1. Remote Control Box 2. System Switch 3. Start Switch
4. FULL Light 5. VALVE OPEN Light
2. Pull out on system switch (2, Figure 31-3) to turn the fill system on. 3. Push start switch (3). VALVE OPEN light (5) should illuminate and the filling process will begin. 4. When the tank is full, the VALVE OPEN light will turn off and FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press and hold start switch (3) for a couple of seconds to relieve oil pressure in the line. 7. Disconnect the new oil supply hose. 8. Push switch (2) in to turn fill system power off.
M31004 10/07
Reserve Engine Oil System
M31-5
SERVICE
Every 500 Hours
Between oil drains, the only normal servicing required is routine replenishment of oil at the reserve supply tank. Maintenance of running levels should be checked routinely; manually before starting the engine and with the LED system monitor on the reserve tank pumping unit (11, Figure 31-1) when the engine is running. There is also an in-line filter (screen) installed at the inlet of the fill valve (3, Figure 31-1). This filter requires no periodic maintenance, but it can be cleaned by removing it from the system and back flushing through the filter.
1. Change all engine filters, if applicable. 2. More system failures result from bad electrical connections than all other causes combined. Check electrical system connections for tightness, corrosion and physical damage. Check battery, alternator, oil pressure switch, junction boxes, remote control fill box and circuit breakers. 3. Examine electrical cables over their length for possible damage. 4. Small hose leaks can cause system malfunction. Examine all hoses, including those on the reserve tank and the ones leading to and from the engine for leaks, cracks or damage. Check all fittings for tightness, leakage or damage. Changing Oil
Always check the engine oil level before starting engine. Use the engine dipstick. Every 10 Hours, or once each shift:
1. Drain both the engine sump and the reserve tank. Refill both engine and reserve tank with new oil to proper levels. 2. Change engine oil filters as required.
1. Before starting engine, check oil level using the engine dipstick. Oil level should be in normal operating range. If not, check the reserve system for proper operation. 2. The engine oil quality will be best if the reserve tank is kept reasonably full. Check the oil level in the reserve tank. As a minimum guideline, if the oil is below the half-full level, fill the tank manually according to the filler cap dipstick or by using the automatic fill control method.
3. Start engine and check for proper operation. NOTE: Do not use the oil in the reserve tank to fill the engine sump. Both must be at proper level before starting engine. The engine oil level should be checked with the engine dipstick at every shift change. The oil level in the reserve tank must also be checked at every shift change using the fill cap dipstick.
3. After starting and warm-up, check engine oil level signal (LED) to verify that the engine is being maintained at the preset running oil level. The signal should alternate between periods of ‘steady on’ and ‘flashing’.
NOTE: Oil should always be visible in the lower sight gauge. If the tank is equipped with three sight gauges, oil should always be visible in the middle sight gauge.
M31-6
Reserve Engine Oil System
10/07 M31004
TROUBLESHOOTING It is important to understand the LED signal for the pumping unit. It is used primarily to verify that the system is maintaining the oil level at the level of the open end of the withdrawal tube in the engine oil pan. The signal is also a valuable tool in troubleshooting the system. When the signal is STEADY (not flashing), pump 1 is running and oil is being withdrawn from the engine and being transferred to the reserve tank. When the signal is FLASHING, pump 1 is drawing air from the suction tube which triggers operation of the pump 2 to operate and transfer oil back to the engine from the tank (the flashing is actually the pulses of pump 2). When the oil is at the correct level in the engine, air and oil are alternatively entering the suction tube, with pump 1 commanding operation of pump 2 with each portion of air that comes through the line. This is a complete test for proper operation of the pumping unit. This operation can be accomplished without running the engine by jumping the oil pressure switch that activates the system. 1. If the signal light is STEADY, pump 1 should be pumping oil. Verify by loosening the hose at pump 1 outlet to verify that oil is coming through (pump 1 is marked by a groove on its outlet). 2. Loosen the hose at the inlet of pump 1 to admit air. Pump 2 should then run and the signal should be flashing. Verify proper pumping of pump 2 by loosening the hose at its outlet to see that oil is coming through. 3. Re-tighten the inlet hose on pump 1. The pump should again receive oil and the flashing should stop.
M31004 10/07
NOTE: There is a condition that would show a level higher than the controlled point. If both the engine and reserve tank are overfilled, there is no room in the tank to draw the oil level down in the engine. In this case, the LED signal would never start FLASHING because pump 1 is never receiving air. It will continue to pump oil from the engine to the tank, but because the tank is full, the oil will be routed back to the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and engine: • When the tank is filled to “FULL” and the engine is overfilled. • When oil is added directly to the engine between oil changes. The system transfers the oil to the reserve tank until it can not receive any more and the engine remains overfilled. It is, therefore, important that oil should be added only to the reserve tank between oil changes (except if the engine oil level is extremely low).
Circuit Fuse The reserve system fill control unit is protected by a 15 amp fuse (Fuse Block 2, position 10) located in the auxiliary control cabinet. The pump unit is protected by a 15 amp fuse (Fuse Block 2, position 9) located in the auxiliary control cabinet. For circuit information, refer to the system schematic in the back of the shop manual.
Reserve Engine Oil System
M31-7
SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC 1. Fill Valve 2. Oil Level Sensor (top of reserve oil tank) 3. 15 Amp Fuse
M31-8
4. Auxiliary Control Box 5. Ground Wire 6. Remote Fill Control Box
Reserve Engine Oil System
10/07 M31004
SECTION M32 RETRACTABLE LADDER SYSTEM INDEX
RETRACTABLE LADDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6 GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6 LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6 LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6 Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8 Limit Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8 IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8 IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10 Digital Display Screen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10 Command Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10 IN-CAB CONTROL PANEL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12 Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12 Ladder System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12 Fault Code Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12 Ladder System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13 In-Cab Control Panel Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13 Automatic Raising. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13 Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13 USING THE IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14 Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14 Lowering the Ladder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-15 USING THE GROUND LEVEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16 Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16 Lowering the Ladder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
M32002
Retractable Ladder System
M32-1
POWER PACK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-17 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21 Safety During Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21 Unplanned Ladder Movements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21 Automatic Ladder Raising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21 Automatic Accumulator Recharging (Ladder in UP position) . . . . . . . . . . . . . . . . . . . . . . . .M32-22 PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23 Daily Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23 5000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23 SERVICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24 Check Reservoir Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24 Changing RLS Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24 Cleaning the RLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25 RLS DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25 Description of Diagnostics Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25 Continuous System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-26 Historic System Data Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27 Comms Integrity Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27 Log and Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27 System Event Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-28 SECURITY ACCESS LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29 Access Level 1 – NONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29 Access Level 2 – RESTRICTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29 Access Level 3 – COMPLETE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29 User Access Privileges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-30 USER ID – PASSWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31 Sequential Field Value Selection Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31 Password Character Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31 USER ID – NEW USER SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32
M32-2
Retractable Ladder System
M32002
SYSTEM FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32 Fault Type 1: Communications error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33 Fault Type 2: 10A/15A fuse blown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33 Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected . . . . . . . . . . . . .M32-34 Fault Type 8: Power pack recharge too long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-34 Fault Type 9: Inhibit relay fail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35 Fault Types 10, 11: Light/Siren relay failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35 Fault Type 12: Ladder came off upper limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36 Fault Type 13: Ladder did not reach limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36 Fault Type 14: Ladder stayed on limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37 Fault Type 15: Low oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37 Fault Type 16: System voltage over 18V during movement . . . . . . . . . . . . . . . . . . . . . . . . .M32-38 Fault Type 17: System voltage under 18V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-38 Fault Type 18: System voltage over 31V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-39 Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped). . . . .M32-39 Fault Type 21: Accumulator recharge > than once/hour . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40 Fault Type 22: System raised by park brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40 Fault Types 23, 24: Levels 1 and 2 service overdue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41 Fault Type 25: Levels 1 and 2 service complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41 DATA MANAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42 Log Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42 Generating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-43 MENU DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 Controller Config . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 Show Recent Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 System Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 Upload Logs to USB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49 Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
M32002
Retractable Ladder System
M32-3
NOTES:
M32-4
Retractable Ladder System
M32002
FIGURE 32-1. RETRACTABLE LADDER SYSTEM (LOWERED) (830E-1AC INSTALLATION SHOWN)
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Retractable Ladder System
M32-5
RETRACTABLE LADDER SYSTEM GENERAL SAFETY
LADDER SYSTEM DESCRIPTION
The following safety procedures, at a minimum, must be followed to ensure safe operation and use of the Retractable Ladder System (RLS).
The RLS is an electro-hydraulic ladder powered by the truck’s 24VDC electrical system. The RLS provides a safe means to mount and dismount the truck under normal and emergency conditions. The RLS consists of two main control components (Refer to Figure 32-2):
1. DO NOT run or jump on the ladder. 2. DO NOT overload the ladder. Use the ladder one person at a time.
1. The in-cab control panel is a microprocessor that controls, monitors, stores and reports ladder system operational data.
3. Hold onto the handrail when using the ladder. 4. Always face the ladder when ascending or descending.
2. The electro-hydraulic power pack is in a ground level stainless steel cabinet. It houses the main control hydraulics and electrical components that lower and raise the ladder.
5. DO NOT attempt to ride on the ladder while it is being raised or lowered or while the truck is in motion. 6. Always visually check the ladder before use to ensure the unit has not been damaged. 7. Ensure the ladder is in the fully down position before boarding. 8. Keep hands and fingers away from pinch points while the ladder is in motion. 9. Always check to ensure no personnel are on or in the immediate vicinity of the ladder while it is in motion. 10. The ladder must be kept clean and free of moisture, grease and oil 11. When in the truck’s cab, always use the in-cab control panel to raise the ladder. 12. Report defects immediately.
to
maintenance
personnel
The RLS also contains wiring harnesses and Deutsch-style plug connectors, hydraulic hoses and an emergency down valve.
LADDER SYSTEM OPERATION Normal Operation During normal operation, a person can lower or raise the RLS by using the: • In-cab control panel • Ground level control box located next to the battery isolation box • Control switches in the power pack. NOTE: The master disconnect switch located in the isolation box and the isolation switch in the power pack must both be in the ON position for the RLS to operate. As an added safety measure, the RLS uses a parking brake interlock that requires the parking brake to be set before the ladder can be operated under normal conditions. The RLS will automatically raise the ladder if the operator releases the parking brake and fails to press the [UP] button on the in-cab control panel before attempting to drive the truck.
M32-6
Retractable Ladder System
M32002
FIGURE 32-2. POWER PACK AND IN-CAB CONTROL PANEL
M32002
Retractable Ladder System
M32-7
Emergency Operation
Limit Switch Operation
In an emergency, the RLS ladder can be lowered by using the emergency down valve (1, Figure 32-3) mounted on the frame above the left hand side headlight assembly. The emergency down valve relieves ladder system hydraulic pressure and allows the ladder to smoothly lower to the ground.
The RLS uses an upper limit switch to monitor ladder position and to ensure the ladder stays in the UP position while the truck is moving. When the truck is in motion, the in-cab control panel display screen will indicate ladder position with text and graphic to the operator. If the ladder breaks contact with the limit switch for more than three seconds, the power pack will attempt to reposition the ladder. This can occur a maximum of three times per hour, but no less than eight minutes apart. These limits protect the power pack from unnecessary operation and inevitable burnout of the 24VDC electric motor. The fault alarm will be activated and the message “LADDER has come off limit switch” will be displayed on the in-cab control panel. The alarm must be acknowledged by pressing the [EXIT] or [ENTER] buttons on the in-cab control panel. If the ladder does not contact the limit switch within a preset time period of three seconds, the alarm will reactivate. NOTE: Depending on the reason for the ladder not contacting the upper limit switch (defective limit switch, physical damage to the ladder, etc.), even with a fault alarm, the ladder can still be raised enough for the vehicle to be driven without the risk of damaging the RLS. This enables maintenance or repairs to be done at a more convenient time. However, it is the sole responsibility of the operator to investigate the ladder’s condition before continuing to operate the truck. The RLS fault alarm is a reminder to the operator that a problem exists and requires attention at the earliest convenience.
FIGURE 32-3. EMERGENCY DOWN VALVE 1. Emergency Down Valve
IN-CAB CONTROL PANEL
2. Grille
To lower the ladder, rotate the handle on the emergency down valve clockwise. The ladder will lower smoothly until it reaches the ground.
In-cab control panel (1, Figure 32-4) is located on the left side of the dash and contains a microprocessor that controls, displays, monitors, stores and reports ladder system operational data. The in-cab control panel provides real time position of the ladder to the operator.
To reset the ladder, rotate the handle counterclockwise to its original position and, with power restored to the power pack, press the [UP] button to raise the ladder. NOTE: The handle on the emergency down valve must be in the original position before re-activating the ladder.
M32-8
Retractable Ladder System
M32002
FIGURE 32-4. CAB CONTROLS (OPERATOR VIEW) 1. In-cab Control Panel
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Retractable Ladder System
M32-9
IN-CAB CONTROL PANEL FEATURES The in-cab control panel features a digital display screen, command buttons ([UP], [DOWN], [ENTER], [EXIT], [LEFT], [RIGHT]) for operating the ladder and navigating through the various menu display screens, a USB key port and RS 232 port for downloading ladder system operational data to a laptop computer for troubleshooting. The control panel is connected to an electrical harness with a 15-pin harness plug. Refer to Figure 32-5.
Digital Display Screen In-cab control panel display screen (1, Figure 32-5) provides the user with system status, error/fault messages and a visual indicator of the ladderâ&#x20AC;&#x2122;s position (lowered, raised, in motion).
[DOWN] button (3, Figure 32-5) is a dual function control that is used to lower the ladder during normal operation and scroll through the menu displays. Pressing this button and holding it briefly will cause the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu display, and holding it will result in continuous menu scrolling.
[ENTER] button (6, Figure 32-5) is a multi-function button used for ladder system alarm acknowledgement and menu access when in Display Mode. This button is also used to confirm or accept changes shown on the display screen. Press this button to confirm or accept changes listed on the display screen.
Command Buttons [UP] button (2, Figure 32-5) is a dual function control that is used to raise the ladder during normal operation and scroll through the menu displays. Pressing this button and holding it briefly will cause the ladder to raise. Pressing and releasing this button one time will scroll up one line of menu display, and holding it will result in continuous menu scrolling.
M32-10
[EXIT] button (7, Figure 32-5) is a multi-function button used for ladder system alarm acknowledgement and menu access when in Display Mode. This button is also used to exit from the menu screens. Press this button to exit from menu screens.
Retractable Ladder System
M32002
FIGURE 32-5. IN-CAB CONTROL PANEL (FRONT VIEW) 1. Display Screen 2. [UP] Button 3. [DOWN] Button
M32002
4. [LEFT] Button 5. [RIGHT] Button 6. [ENTER] Button
Retractable Ladder System
7. [EXIT] Button 8. USB Port 9. 15-Pin Harness Plug
M32-11
[LEFT] button (4, Figure 32-5) is for scrolling left when entering a password.
Ladder System Status The in-cab control panel shows the ladder system status/position on the display screen. While the ladder is in motion, an animated ladder image indicates that the ladder is being lowered or raised.
[RIGHT] button (5, Figure 32-5) is for scrolling right when entering a password.
USB Port (8, Figure 32-5) is located on the side of the control panel and allows the user to access and download ladder operational data onto a USB key or flash drive for analysis.
The control panel is connected to the electrical system with 15-pin harness plug (9, Figure 32-5).
IN-CAB CONTROL PANEL FUNCTIONS
Fault Code Identification
The normal functions of the in-cab control panel are as follows:
The in-cab control panel displays system fault codes and messages and produces an audible alert signal when an error or problem has occurred. The system is programmed to diagnose 25 different types of fault codes and messages. System faults must be corrected to ensure uninterrupted ladder operation. Refer to the Diagnostics section later in this chapter for additional information.
Timing Control The in-cab control panel automatically controls the timing of the ladder raise and lower operations.
M32-12
Retractable Ladder System
M32002
Ladder System Configuration
Automatic Raising
The in-cab control panel allows only authorized persons to alter electro-hydraulic timing, boarding light time-out, screen display time-out, and date/time settings. Access is password protected to prevent unauthorized or accidental system changes.
The in-cab control panel automatically raises the ladder if the operator releases the parking brake and does not press the [UP] button on the control panel before driving the truck. This is a safety feature to avoid ladder system damage. Raising the ladder in this manner will cause a fault to be stored in system memory.
Diagnostics The in-cab control panel allows the viewing of the last 50 events on the display screen. In addition, a 3,000point data log capacity is built into the panelâ&#x20AC;&#x2122;s nonvolatile memory. Full ladder system diagnostics can be retrieved via data log download by using a USB key for analysis in MicrosoftÂŽ Excel.
In-Cab Control Panel Lockout To control the ladder operation from the ground level control only, the in-cab control panel can be locked out. This action is password protected to prevent unauthorized in-cab control panel lockout.
Maintenance The in-cab control panel monitors the ladder system oil level and counts the number of ladder system operation cycles. When maintenance is required, an audible warning will sound and an on-screen message will automatically be displayed on the control panel. Refer to the Servicing section later in this chapter for additional information.
M32002
Retractable Ladder System
M32-13
USING THE IN-CAB CONTROL PANEL
Raising the Ladder
While the ladder is in motion, the direction (up or down) can be changed by pressing the opposite direction ([UP] or [DOWN]) button on the control panel.
The ladder will typically be in the lowered position on a stationary truck. The in-cab control panel will indicate that the access is DOWN, as shown here:
If the IN CAB LOCKOUT message is displayed on the control panel screen, then the RLS can only be operated from the ground level control box mounted next to the battery isolation box. All other control panel functionality is still available including fault indication and audible alarms.
When in the operatorâ&#x20AC;&#x2122;s cab, always use the [UP] button on the control panel to raise the ladder instead of releasing the parking brake. The automatic operation of the ladder when the parking brake is released is an emergency feature only. DO NOT release the parking brake to raise the ladder as part of normal operation.
To raise the ladder, press and hold (temporarily) the [UP] button located on the in-cab control panel. The illustrated ladder on the screen will animate and begin to rise to the UP position and the UP arrow (on the control panel button) will flash. When the ladder is completely raised, the [UP] button will remain lit continuously. When the ladder has reached its raised travel position and strikes the limit switch, the control panel will indicate that the access is UP, as shown here:
M32-14
Retractable Ladder System
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The RLS power pack will continue to operate for three more seconds to charge hydraulic accumulator (15, Figure 32-9). During this time, the UP arrow will continue to flash until the cycle is complete. The RLS uses a limit switch to monitor ladder travel to the UP position. If the ladder fails to strike the limit switch or the limit switch fails to close, a fault alarm will activate after a short delay and the in-cab control panel will display this message, as shown here:
Lowering the Ladder NOTE: The parking brake must be applied before the ladder can be lowered. To lower the ladder, press and hold (temporarily) the [DOWN] button located on the in-cab control panel. The illustrated ladder on the screen will animate and begin to lower to the DOWN position and the [DOWN] button will flash. When the ladder has reached its lowered travel position, the control panel will indicate that the access is DOWN, as shown here:
NOTE: The fault alarm must be acknowledged by pressing the [EXIT] or [ENTER] buttons on the control panel. Once the alarm has been acknowledged, the fault message will be replaced by a FAULT IN SYSTEM message. A defective limit switch will prevent normal RLS operation and must be corrected immediately.
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When the ladder is completely lowered, the [DOWN] button will remain lit continuously.
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USING THE GROUND LEVEL CONTROL BOX Ground level control box (1, Figure 32-6) is located next to the battery isolation box and contains toggle switch (2) that lowers and raises the ladder. NOTE: The parking brake must be applied before the ladder can be lowered. If toggle switch (2) is held in either position for more than ten seconds, a fault will be activated and will need to be acknowledged by pressing either the [EXIT] or [ENTER] buttons located on the in-cab control panel.
Raising the Ladder To raise the ladder, push toggle switch (2, Figure 326) to the LADDER UP position and release. Ladder operation via this switch is the same as using the incab control panel. Any ladder movement will be shown on the in-cab control panel. Lowering the Ladder To lower the ladder, push toggle switch (2, Figure 326) to the LADDER DOWN position and release. Ladder operation via this switch is the same as using the in-cab control panel. Any ladder movement will be shown on the in-cab control panel.
FIGURE 32-6. GROUND LEVEL CONTROL BOX 1. Ground Level Control Box
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2. Toggle Switch
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POWER PACK OPERATION The power pack is a ground level stainless steel cabinet that houses the main control hydraulics and electrical components. It uses 24VDC from the truckâ&#x20AC;&#x2122;s electrical system to lower and raise the ladder. Refer to Figure 32-8 and Figure 32-9. When the ladder is raised, 24VDC motor (14, Figure 32-9) operates and directional control valve (5) moves to the UP position. RLS hydraulic pressure is controlled by pressure relief valves (13). Maximum system operating pressure is set at 17 000 kPa (2,466 psi), but the systemâ&#x20AC;&#x2122;s actual working pressure may be lower. RLS hydraulic fluid flows through directional control valve (5) and flow control valve (6) [metering out] to the UP side of the actuator and past a cavity plug. During this time, hydraulic fluid will charge accumulator (15) and a pressure switch as the ladder moves to the UP position.
When the ladder is lowered, directional control valve (5, Figure 32-9) will change to the DOWN position and 24VDC motor (14) begins to lower the ladder. The power pack will cut-off at a predetermined length of time and the ladder will continue to lower under its own mass controlled by flow control valve (6) [metering out]. An added feature of the power pack is a thermostatically-controlled heater installed on fluid reservoir (11) to heat RLS fluid in cold weather operation. Refer to Figure 32-7.
FIGURE 32-7. OIL HEATER
Hydraulic accumulator (15, Figure 32-9) keeps the ladder in the raised position and is automatically recharged if the accumulator pressure falls below 4 000 kPa (580 psi). If the hydraulic pressure in the accumulator falls below 4 000 kPa (580 psi), a pressure switch will start the hydraulic pump and recharge the system. This should only occur three times per hour and not more than once every eight minutes. If the ladder breaks contact with the limit switch, a fault alarm will activate and the in-cab control panel will display an error message that will have to be acknowledged. NOTE: The fault alarm must be acknowledged by pressing the [EXIT] or [ENTER] buttons on the control panel. Once the alarm has been acknowledged, the fault message will be replaced by a FAULT IN SYSTEM message.
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FIGURE 32-8. POWER PACK (EXPLODED VIEW)
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FIGURE 32-8. POWER PACK (EXPLODED VIEW) 1. Cover 2. Stauf 3. Electrical Cover Plate 4. Flat Washer 5. Nut 6. Mount Plate 7. Control Unit 8. Cap Screw 9. Rubber Mount 10. Solenoid 11. Washer 12. Screw 13. Bolt 14. Lifting Lug 15. Nut 16. Motor 17. Spline Coupling 18. Motor Mount 19. Bolt 20. Spring Washer 21. O-Ring 22. Shaft Seal 23. Pump Assembly
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24. Suction Cover 25. Flat Washer 26. Spring Washer 27. Cap Screw 28. Cap Screw 29. Hose Clamp 30. Suction Filter 31. Suction Pipe 32. Breather 33. Swivel 34. Set Screw 35. Flat Washer 36. P-Clamp 37. Flat Washer 38. Nut 39. Breather Hose 40. Swivel 41. Breather Flow 42. Bolt 43. Spring Washer 44. Cap Screw 45. Cap Screw 46. Manifold Assembly
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47. Pipe Kit 48. Return Pipe 49. O-Ring 50. Oil Heater 51. Sight Glass 52. Plug 53. Elbow 54. Hydraulic Tank
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FIGURE 32-9. POWER PACK (ASSEMBLED VIEW) 1. Power Pack 2. 24VDC Motor Solenoid 3. Hydraulic Node w/ Isolation Switch 4. Harness Cover Plate 5. Directional Control Valve 6. Pilot Stage Relief
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7. Test Points 8. Sight Glass 9. Mount Plate 10. Oil Heater 11. OIl Reservoir 12. Hydraulic Manifold 13. Adjustable Flow Regulator
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14. 24VDC Motor 15. Hydraulic Accumulator 16. Cabinet Door 17. Tank Breather 18. Accumulator Bleed Valve
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MAINTENANCE
4. Prevent dirt or debris from entering the system by plugging or capping disconnected lines.
Safety During Maintenance Before attempting to service or perform maintenance on the ladder system, all personnel must be familiar with the hazards and precautionary steps required. Servicing or maintaining the ladder must only be performed by qualified and authorized personnel.
5. DO NOT use the electrical harness or hydraulic lines as a step. 6. DO NOT activate the ladder system unless the relief valve is in place. 7. DO NOT use your hand to check for hydraulic leaks. Serious injury will result. If a high-pressure injection injury is suspected, seek medical treatment immediately. 8. Always wear proper eye protection while servicing or performing maintenance on this equipment.
Follow all applicable worksite isolation and tagout procedures before attempting to service or perform maintenance on this equipment. Failure to properly isolate the ladder’s energy sources, electricity and hydraulics may lead to personal injury or death. At a minimum, the following steps are to be followed while servicing or maintaining this equipment: 1. Always isolate the electrical power from the ladder system, unless it is required for testing or adjusting purposes, before attempting any electrical or mechanical work on the ladder. Failure to properly isolate the ladder’s electrical power can lead to serious injury. 2. DO NOT attempt to repair, loosen or open any part of the hydraulic system unless both the electrical power and hydraulic supply have been isolated and the hydraulic lines have been depressurized. Ensure the system is depressurized by checking a gauge connected to the immediate line or equipment by opening a test valve, or by noting that a line is already disconnected. DO NOT bleed a pressurized line by loosening a fitting. 3. Check the ladder’s electrical harness, wiring and hydraulic lines for damage or wear on a regular basis. Ensure replacement hydraulic lines are the same quality and length as the original.
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Unplanned Ladder Movements During maintenance, the RLS can automatically raise the ladder if the truck’s parking brake is released. This is normal operation for the ladder system. However, unplanned ladder movements pose potential risk of injury to maintenance personnel. NOTE: These circumstances would not apply to an RLS with its hydraulic system powered from the truck’s hydraulic system unless the truck’s system is pressurized.
Automatic Ladder Raising Inadvertent raising of the ladder will occur if the parking brake is released and: • Power has not been isolated from the RLS power pack, or • Power is restored to the RLS power pack after previously being isolated. To prevent this unplanned ladder movement, do the following: • Isolate electrical power from the RLS before releasing the parking brake. • Reset the parking brake electrical power to the RLS.
Retractable Ladder System
before
restoring
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Automatic Accumulator Recharging (Ladder in UP position) Hydraulic accumulator (1, Figure 32-10) ensures the ladder is held in the fully raised position. However, pressure loss can occur mainly due to external leaks in hydraulic lines and fittings. The RLS will automatically activate the power pack and recharge the accumulator. Refer to Figure 32-10.
While the RLS hydraulic pressure is low, the ladder may move a short distance from its upper limit. The RLS will sense this movement and reposition the ladder while the accumulator is being charged. Ladder movement is sudden and forceful. Accumulator recharging occurs normally when the truck is being operated. When the truck is stopped and the parking brake is applied, no recharging will occur. During maintenance, if the ladder must be in the UP position with power on and the ladder moves from its upper limit, the RLS will sense this movement and reposition the ladder if the parking brake is inadvertently released. NOTE: This unplanned ladder movement can be eliminated by ensuring that power has been isolated from the RLS before attempting maintenance on other parts of the truck.
FIGURE 32-10. HYDRAULIC ACCUMULATOR 1. Hydraulic Accumulator
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PREVENTIVE MAINTENANCE PROCEDURES Use the following maintenance procedures to ensure proper retractable ladder system operation. Daily Inspection 1. Visually inspect the ladder for mechanical damage. If movement is impaired in any way, the assembly must be removed for repair. 2. Visually inspect for cleanliness. Ensure the ladder is dry and free of grease and oil. 3. Ensure the correct oil level is maintained in the reservoir, approximately center of the sight glass. 4. Raise and lower the ladder. Check for loose parts or any adverse noise conditions.
6. Ensure the control box is properly sealed and free of moisture. 7. Check the truck electrical supply. With the engine on, the alternator supply voltage to the ladder system controls must not exceed 30VDC. With the engine off, the battery supply voltage must not fall below 21VDC. NOTE: If the battery voltage drops below 21VDC or exceeds 30VDC, damage to the systemâ&#x20AC;&#x2122;s electronic components may result. 24 to 28VDC is required for proper ladder system operation. 8. Check all electrical connections in the RLS circuit for security.
5. Ensure the movement alarm and both up and down LEDs operate properly. 6. Check for any change in equipment appearance, especially that which will effect the stability of the ladder system.
Ensure the area is clear of equipment and personnel prior to this check.
250 Hour Inspection 1. Check for loose or missing hardware, especially those securing the ladder to the truck. 2. Operate the ladder through its complete cycle two times and check for: a. Adverse noise conditions. b. Bent or misaligned structures, such as steps and sides, that may restrict the movement of the ladder. Inspect the operation of the ladder in a vertical plane (viewed from the front). The ladder must move up and down relative to the actuator box. 3. Inspect the actuator box and the ladder for deposits of foreign materials, such as dirt, mud, or debris, that could effect the proper operation of the ladder. 4. Check the range of functions of the ladder system, including remote switches and parking brake interlock. Ensure the LED on the remote switch, as well as the audible alarm, indicate correctly during each cycle. 5. Check the condition of all wiring and electrical harnesses, inside and outside of the stainless steel control box, for physical damage.
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9. Check the parking brake function by releasing the parking brake with the ladder in the DOWN position. The ladder must raise.
10. Visually inspect all hydraulic lines and fittings for leaks. Repair any leaks.
Ensure covers are used when maintenance is performed on the hydraulics system to prevent dirt and debris from entering the system. 11. Ensure the correct oil level is maintained in the reservoir. Refer to Check Reservoir Oil Level for more information. 5000 Hour Inspection 1. Complete the 250 Hour Inspection. 2. Drain, flush and re-fill the hydraulic oil reservoir. Refer to Changing RLS Fluid.
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SERVICING
Changing RLS Fluid
Check Reservoir Oil Level
Hydraulic oil becomes contaminated over time and this may impact RLS operation. Therefore, it is recommended that the oil in the RLS be changed at least once a year. During oil replacement, it is recommended that the reservoir be flushed to remove any debris that may have accumulated in order to avoid contaminating the new oil.
Ensure that all necessary safety guidelines have been observed before attempting to check the oil level in oil reservoir (4, Figure 32-11). In addition, ensure the ladder is in the fully lowered position. Visually check all hydraulic oil lines and fittings for leaks. DO NOT top-off the ladderâ&#x20AC;&#x2122;s oil reservoir if leaks are found. Replace defective parts and repair any leaks that are found. After all leaks have been repaired, service the reservoirâ&#x20AC;&#x2122;s oil level. NOTE: It is recommended that any hydraulic oil to be used for filling or adding to the hydraulic system should be routed through a 3-micron filter device prior to use.
To change the RLS hydraulic oil: 1. Remove the plug from fill port (2, Figure 32-11). 2. Remove oil heater (3) from reservoir (4) and allow the oil to drain into an acceptable container. DO NOT damage the heating end of the oil heater. 3. Flush the interior of the reservoir with a cleaning solvent and allow used solvent to drain into an acceptable container. 4. Re-install oil heater (3). DO NOT overtighten. 5. Re-fill the reservoir through fill port (2) with the correct quantity and type of clean, filtered hydraulic oil. 6. Re-install plug in the fill port. 7. Operate the ladder through two complete up and down cycles. 8. Re-check the oil level through sight glass (1). Top-off as needed. DO NOT overfill. NOTE: After changing the oil, the RLS should be operated through its full range of motion at least two times. This is to expel any air that may be present, which would otherwise destroy the seals in the hydraulic system.
FIGURE 32-11. POWER PACK RESERVOIR 1. Sight Glass 2. Fill Port
3. Oil Heater 4. Reservoir
To service the power pack reservoir: 1. Remove cap from fill port (2, Figure 32-11). 2. Use the MAX indicator mark on the sight glass to determine the correct oil level approximately center of the sight glass. 3. If necessary, add the correct quantity and type of hydraulic oil. DO NOT overfill. 4. Re-install plug.
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Cleaning the RLS Depending on the operating environment, the RLS should be cleaned frequently to extend the life of the equipment and to lessen the risk of personal injury during use.
Diagnostic information is accessible to the user in four ways: 1. Continuous System Monitoring Real time RLS status is available via the in-cab control panel display. Current ladder position (UP, DOWN, GOING UP or GOING DOWN) and system faults and/or errors are clearly displayed with visual and audible in-cab control panel indications. No user ID password is required for this function.
DO NOT aim high-pressure spray equipment at or near the RLS power pack, actuator box, bearings or electrical harnesses. Moisture introduced in the electrical harnesses may result in uncontrolled ladder movement. To clean the RLS: 1. Use an approved degreaser to remove or loosen unwanted debris from the ladder step surfaces. Use a nylon bristle brush to remove debris from the ladder steps if necessary. 2. Use high-pressure spray equipment to remove the degreaser and debris. DO NOT aim highpressure spray equipment at or near the RLS power pack, actuator box, bearings or electrical harnesses. Moisture introduced into the electrical harnesses may result in uncontrolled ladder movement.
RLS DIAGNOSTICS
2. Historic System Data Review The last 50 logged RLS events can be viewed directly from the in-cab control panel display. Each entry is time and date stamped for easy identification. No user ID password is required for this function.
Description of Diagnostics Features As mentioned earlier in this chapter, the in-cab control panel monitors, stores and reports RLS operational data. The in-cab control panel is designed to provide the user with RLS maintenance scheduling, system fault identification and the development of an information database for individual RLS reporting.
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3. Comms Integrity Monitoring The ‘Diagnostics’ menu option is accessed from the Controller Menu area of the In-Cab Display. A comprehensive list of system events can be viewed directly on the display providing additional fault finding capabilities. All events are listed as either active or inactive for ease of identification. This function also monitors system communications integrity between the InCab Control Panel and the Main Control Board in the Power Pack. The results are displayed as a percent value for various time periods up to 24 hours. For a healthy system, the percentages should be no lower than 80%. No User ID password is required.
4. System Event Logs A continuous data log of system events is stored in non-volatile memory for download to a USB key for transfer to a PC or laptop computer. The file can then be translated into a usable Microsoft Excel file using the Microsoft Excel interface provided on the USB key supplied with the RLS. The log is capable of storing up to 3,000 time and date stamped events. Set up in a rolling log format, the earliest data is overwritten when the log is full, providing a continuous bank of data available for review at any time. No User ID password is required for this function.
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Continuous System Monitoring Real time identification of the current ladder position is available via the animated ladder graphic and accompanying text on the in-cab control panel display. The following illustrations indicate a ladder in motion going up (raising) and going down (lowering). While the ladder is in motion, the applicable [UP] or [DOWN] button on the control panel will flash.
When the ladder has reached the raised or lowered positions, the animated graphic will stop moving and the text “UP” or “DOWN” will appear on the display screen. Once the ladder has completed its motion cycle and is either in the up or down position, the applicable [UP] or [DOWN] button on the control panel will remain lit continuously.
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Historic System Data Review
Comms Integrity Monitoring
To view up to 50 of the last logged events:
The Comms Integrity interface provides a simple health check for the communications between the incab control panel and the main controller in the power pack. To access this screen:
1. Press the [ENTER] or [EXIT] buttons on the incab control panel. 2. From the CONTROLLER MENU screen, use the [DOWN] button to scroll to “Show Recent Logs” and press the [ENTER] button. 3. To view each entry, use the [DOWN] button to scroll.
1. From the CONTROLLER MENU screen, use the [DOWN] button on the in-cab control panel to scroll down to Diagnostics and press the [ENTER] button. 2. Use the [DOWN] button to scroll to DIAGNOSTICS and press the [ENTER] button. A comprehensive list of system events are tagged as either ‘active’ or ‘inactive’ for quick identification of system faults that are currently active and need immediate attention. Comms Integrity is listed as a percent value. These percent values indicate communications integrity for the last 30 seconds, 15 minutes, 4 hours and 24 hours.
NOTE: The events are listed from the last time and date stamped event (1/50) through to the first in the series (50/50). Pressing and holding the DOWN or UP button will continuously scroll through the list until the button is released. NOTE: The In-Cab Control Node contains a rechargeable battery to maintain the clock. If the Date and Time set screens appear on start up the internal battery will require charging. Charge times are as follows: Standby Time (Fully Charged) – 3 Weeks Time to fully Charge – 5 Hours Minimum Charge Time – 1.5 Hours NOTE: This battery status only affects Time and Date settings. IT DOES NOT AFFECT NORMAL LADDER, STAIRWAY OR STEP OPERATION.
If intermittent, unreliable operation of the ladder, stairway or step access system is experienced, a check of the Comms Integrity entries is recommended. For a healthy system, the percentages should be no lower than 80%. If the percentages fall below this prescribed value, the possible symptoms will be: • Intermittent communications errors shown on the controller • Unreliable/unpredictable ladder operation • No ladder operation The possible causes are: • Poor/degraded wiring • Substantial electrical interference • An internal fault with the controller hardware
Log and Service Information
ues.
The DIAGNOSTICS screen provides additional information following the Comms Integrity displayed val-
These listings are:
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• When the logs were last cleared.
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• The percentage of the logging space currently being used. A total of 3,000 logging entries are available.
3. The message “Please insert a USB key” will then be displayed.
• The system software code version. • The number of operations remaining until the next level 1 or level 2 service is required. System Event Logs The data retrieval feature of the in-cab control panel allows the simple download of RLS operational data pertaining to the day-to-day operation of the RLS. All events, including raising and lowering of the ladder and fault indications, are time and date stamped to provide a sequential record of all RLS operations. To access the data log from the main display screen: 1. Press the [ENTER] or [EXIT] buttons on the incab control panel.
4. Insert a USB key in the slot on the right hand side of the in-cab control panel.
2. From the CONTROLLER MENU screen, use the [DOWN] button to scroll to “Upload Logs to USB” and press the [ENTER] button.
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5. The logged data will begin to download automatically once the USB key is inserted. Download progress is displayed as an incremental percentage value.
SECURITY ACCESS LEVELS The software program driving the In-Cab and Hydraulic Control Nodes is factory configured for proper RLS operation. If it becomes necessary to adjust any timing parameters through the In-Cab Control Panel access will be required to the Controller Config menu option. To avoid the possibility of accidental or detrimental changes to timing parameters, graded levels of security access can be initiated by the user. There are three levels of access available NONE, RESTRICTED and COMPLETE. The three access levels and their privileges are as follows: Access Level 1 – NONE No User ID is required for this level. Privileges:
6. When the download is complete, press the [ENTER] or [EXIT] buttons to confirm the data transfer and remove the USB key. Data can now be transferred to a PC or laptop computer for review.
• View ladder, stairway or step setup (System Settings) • Upload logs to USB • View recent log entries • Read Diagnostics • Clear Level 1 service prompt Access Level 2 – RESTRICTED A valid User ID is required for access. (012345 – Default password) See User ID-Access Privileges Table for access privileges. Access Level 3 – COMPLETE A Master User ID is required for access. See User ID-Access Privileges Table for access privileges.
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User Access Privileges PARAMETER
DESCRIPTION
ACCESS LEVEL
Vehicle ID
15 character vehicle identifier
RESTRICTED
Ladder type
SINGLE action or DOUBLE action ladder (Double – Swing Ladder only)
RESTRICTED
UP movement time for Ladder UP
Maximum length of time for Ladder UP movement (1-300 sec) Default – 18 secs
RESTRICTED
IN movement time for Ladder UP (Swing Ladder only)
Length of time for Ladder IN movement (1-300 sec) Default – 6 secs
RESTRICTED
DOWN movement time for Length of time for Ladder DOWN movement into cradle Ladder UP (1-300 sec) Default – 3 secs (Swing Ladder only)
RESTRICTED
UP movement time for Ladder DOWN (Swing Ladder only)
Length of time for Ladder UP movement out of cradle (1-300 sec) Default – 3 secs
RESTRICTED
OUT movement time for Ladder DOWN (Swing Ladder only)
Length of time for Ladder OUT movement (1-300 secs) Default – 6 secs
RESTRICTED
DOWN movement time for Ladder DOWN (Swing Ladder only)
Length of time for Ladder DOWN movement driven by power pack (1-300 sec) Default – 10 secs
RESTRICTED
DOWN movement time for Ladder DOWN
Length of time for Ladder DOWN movement driven by power pack (1-300 sec) Default – 2.5 secs
RESTRICTED
DOWN run-on time for Ladder DOWN
Length of time for Ladder DOWN movement without power pack (1-300 sec) Default – 4 secs
RESTRICTED
Wiring Set Up
Configure the switching status for the Park Brake – NO/NC E Stop – NO/NC Inhibit connected – Yes/No
RESTRICTED
Boarding Light
Length of time for boarding light to switch on after ladder movement initiated. Default – 30 secs
RESTRICTED
Menu timeout
Period of time without human input after which the display reverts to the main screen. Default – 300 secs
RESTRICTED
Screen timeout
Period of time without human input after which the display switches off and user information is cleared. Default – 600 secs
RESTRICTED
Buzzer time
Frequency of buzzer beeps for fault reminder. Default – 60 secs
RESTRICTED
Cabin Lockout
If set to ON, user can only initiate a ladder movement from a remote control switch panel. If OFF, user may initiate a ladder movement from the cabin controller.
RESTRICTED
Date and Time
Used for synchronizing data log
RESTRICTED
Power Pack Timings
Power Pack on-time for accumulator recharge (1-300 sec) Default – 3 secs
COMPLETE
Power Pack Timings
Power Pack on-time for accumulator recharge after ladder UP (1-300 sec) Default – 3 secs
COMPLETE
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PARAMETER
DESCRIPTION
ACCESS LEVEL
User Setup
In addition to the built-in Master User who has COMPLETE access, three additional users may be configured.
COMPLETE
Phone Number
15 character contact details
COMPLETE
Clear Logs
Clear the current log of system event data
COMPLETE
Set Defaults
Reset the current System configuration to default settings
COMPLETE
Level 1 Service Interval
Number of Access System operations before Level 1 service prompt is displayed on screen
COMPLETE
Level 2 Service Interval
Number of Access System operations before Level 2 service prompt is displayed on screen
COMPLETE
Overdue Interval
Number of operations after Level 1 and Level 2 service prompts appear before a Service Overdue fault is logged
COMPLETE
USER ID â&#x20AC;&#x201C; PASSWORD Allowance has been made for up to four, separate User ID accounts to be configured and managed in the RLS In-Cab Control Panel. A Master User ID is pre-configured to allow one user Complete Level 3 Access and a second User (User 1) Restricted Level 2 Access. As with all User ID access a valid password must be input before access is granted. To access this screen: 1. From the In-Cab Control Display Mode press either the [ENTER] or [EXIT] buttons to move to the CONTROLLER MENU as shown below.
2. Use the [DOWN] button to scroll to CONTROLLER CONFIG and press [ENTER]. A valid User ID can now be entered. A valid User ID should consist of up to 6 letters, numbers and/or characters from the options shown in the Password Character table. Use the [UP] and [DOWN] buttons to scroll through the list. After selecting the correct value for a password field, use the [RIGHT] button to scroll to the next field until complete. Use the [LEFT] button to scroll back through the fields. When the password fields are set, press [ENTER] to accept.
Sequential Field Value Selection Options Letters Alphabetical A to Z (Capitals) Numbers
Numerical 0 to 9
Characters
:;<=>?@
Password Character Table From Initial Field Marker: >_
<
Pressing UP
_0123456789 : ; < = > ? @ ABCDEFGHIJKLMNOPQRSTUVWXYZ
Pressing DOWN
_ZYXWVUTSRQPONMLKJIHGFEDCBA @ ? > = < ; : 9876543210
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USER ID – NEW USER SETUP
SYSTEM FAULTS
Once access to the CONTROLLER CONFIG options is complete a series of menu options will be available. To view currently set User ID’s (including the Master User) or add a new User ID:
The in-cab control panel is programmed to display, record, store and diagnose 25 different types of faults. Faults must be acknowledged and corrected to ensure uninterrupted ladder operation.
1. Use [DOWN] button to scroll to USER SET UP and press [ENTER]. To add a new User ID, use [DOWN] button to scroll to the next unassigned User ID (from new this will be User 2) and assign the password using the same method as that used to enter the password to access the CONTROLLER CONFIG interface.
In addition, every normal ladder request is logged. A maximum of 3,000 log entries may be stored before data is overwritten. Every detectable fault type is classified as either high or low priority.
2. After entering the new User ID password press [ENTER].
• A low priority fault will result in a buzzer sounding at regular intervals.
Another window will open with a prompt to either [SAVE] the changes or [EXIT] without saving. NOTE: The Master User password is fixed and can’t be changed. For added security the User 1 default password should be changed as the default is listed in this manual. Copies of any assigned passwords should be stored in a secure place to avoid loss as the result of personnel moving to new positions or mine sites.
• A high priority fault will result in a continuous alarm on the in-cab control panel.
All system faults (excluding high or low voltage detected with the ladder at rest) require user acknowledgement. A message will be displayed on the control panel display screen listing all faults in order of priority. All alarm conditions must be acknowledged by pressing the [EXIT] or [ENTER] buttons on the in-cab control panel. If a fault condition exists after being acknowledged (for example, the pump coil remains disconnected), a FAULT IN SYSTEM message will be displayed on the display screen and the buzzer will continue to sound. Refer to the next series of tables for the 25 faults that must be acknowledged to ensure uninterrupted ladder operation. NOTE: When an alarm indicates that a fault exists, it is the sole responsibility of the operator to investigate the condition of the ladder before placing the truck into service.
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Fault Type 1: Communications error Fault Type 1 Priority
High
Description
A communications error occurs when the communications link between the in-cab control panel and the power pack have had no positive transmissions for a period of two seconds or more.
Possible Cause(s)
May be caused by deteriorated or incorrect wiring, large amounts of electrical noise interference, or an electrical failure in the control system.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Any current ladder movement will be completed, new ladder movements cannot be initiated. Operator Acknowledgment Required?
Yes.
Fault Type 2: 10A/15A fuse blown Fault Type 2 Priority
High
Description Possible Cause(s)
Faulty wiring or a damaged coil can cause this also.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) If the 10A fuse is blown the ladder, stairway or step cannot operate. If the 15A fuse is blown the light/siren will not operate. Operator Acknowledgment Required?
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Yes.
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Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected (In/Out only relevant to Swing Ladder) Fault Types
3, 4, 5, 6, 7
Priority
High
Description
This fault occurs when an open or shorted circuit is detected on the corresponding output.
Possible Cause(s)
May be caused by a failure of the dĂŠtente solenoid coil driver or pump solenoid, or poor wiring.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Any current ladder movement will be stopped, new ladder movements cannot be initiated. 10A fuse in power pack may blow. Operator Acknowledgment Required?
Yes.
Fault Type 8: Power pack recharge too long Fault Type 8 Priority
High
Description
This fault occurs when the pump continues to run three seconds after the pump driver output has been deactivated.
Possible Cause(s)
May be caused by frozen contacts in the pump driver coil, or poor wiring.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) None. Operator Acknowledgment Required?
M32-34
Yes.
Retractable Ladder System
M32002
Fault Type 9: Inhibit relay fail Fault Type 9 Priority
High
Description Possible Cause(s)
May be caused by defective relay coil connected to the inhibit output or internal damage to the controller.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) None. Operator Acknowledgment Required?
Yes.
Fault Types 10, 11: Light/Siren relay failure Fault Types 10, 11 Priority
High
Description
This fault occurs when an open or shorted circuit is detected on the Light or Ladder Moving (a.k.a. Siren) output.
Possible Cause(s)
May be caused by a failure of the light/ladder moving apparatus, or poor wiring.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Boarding Light or Ladder Moving Contact will not be operated. 15A fuse may blow. Operator Acknowledgment Required?
M32002
Yes.
Retractable Ladder System
M32-35
Fault Type 12: Ladder came off upper limit Fault Type 12 Priority
High
Description
This fault occurs when the UP limit switch opens and the ladder is supposed to be in the fully raised position.
Possible Cause(s)
May be caused by a mechanical failure of the system, low pressure or a fault with the limit switch or poor wiring.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) The power pack will attempt to re-position the ladder to the fully raised position for the length of time defined by the â&#x20AC;&#x153;Power Pack Rechargeâ&#x20AC;? setting. Operator Acknowledgment Required?
Yes.
Fault Type 13: Ladder did not reach limit Fault Type 13 Priority
High
Description
This fault occurs when the UP movement of the RLS is completed due to a time-out rather than the system detecting a closure of the UP limit switch.
Possible Cause(s)
May be caused by the ladder having a mechanical obstruction that prevents it from closing within the allowed time, or a fault with the limit switch or poor wiring.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) None. Operator Acknowledgment Required?
M32-36
Yes.
Retractable Ladder System
M32002
Fault Type 14: Ladder stayed on limit Fault Type 14 Priority
High
Description
If the UP limit switch is detected to have remained closed at the completion of a DOWN ladder, stairway or step operation will continue and be controlled by preset timing parameters.
Possible Cause(s)
A fault with the limit switch or wiring to the limit switch.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Ladder, stairway or step operation continues but the UP limit switch is disregarded; all ladder movement is controlled with timers. Operator Acknowledgment Required?
Yes.
Fault Type 15: Low oil level Fault Type 15 Priority
High
Description
If the oil level input determines that the oil level is too low this error is flagged. The Park Brake must be set to ensure an accurate reading. When the park brake is released the system disregards the oil level input.
Possible Cause(s)
Reservoir oil level not maintained or an oil leak in the hydraulic system.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) None (until oil level is too low for operation). Operator Acknowledgment Required?
M32002
Yes.
Retractable Ladder System
M32-37
Fault Type 16: System voltage over 18V during movement Fault Type 16 Priority
Low
Description
This fault occurs when the RLS voltage is measured to be under 18VDC during a ladder movement.
Possible Cause(s)
Often caused when the truck is under an electrical load (for example, cranking for ignition) while the ladder is moving.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) As a continued fault, this may shorten the operational life of the RLS hydraulic pump or damage the RLS hydraulic pump. Operator Acknowledgment Required?
Yes.
Fault Type 17: System voltage under 18V Fault Type 17 Priority
Low
Description
This fault occurs when the RLS voltage is measured to be under 18VDC. The RLS should not be operated under these conditions, but the ladder is not locked-out to prevent use.
Possible Cause(s)
Often caused when the truck is under an electrical load (for example, cranking for ignition).
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
M32-38
No.
Retractable Ladder System
M32002
Fault Type 18: System voltage over 31V Fault Type 18 Priority
Low
Description
This fault occurs when the RLS voltage is measured to be over 31VDC. The RLS should not be operated under these conditions, but the ladder is not locked-out to prevent use.
Possible Cause(s)
May indicate the truckâ&#x20AC;&#x2122;s alternator is not functioning correctly.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
No.
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped) Fault Types 19, 20 Priority
Low
Description
This fault occurs when the upper remote access terminalâ&#x20AC;&#x2122;s toggle switch is held in either the UP or DOWN position for more than 10 seconds. The logged event and displayed error message will distinguish the actual location of the fault.
Possible Cause(s)
May be caused by a user holding the toggle switch for too long, an accumulation of dust/mud in the contact or mechanical damage to the unit.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) Current ladder movement will be completed normally. The toggle switch may not be used to initiate ladder movement until the fault has been cleared. Operator Acknowledgment Required?
M32002
Yes.
Retractable Ladder System
M32-39
Fault Type 21: Accumulator recharge > than once/hour Fault Type 21 Priority
Low
Description
This fault occurs when the accumulator requires recharging due to low pressure more than once per hour.
Possible Cause(s)
Often caused by a fault with the RLS hydraulic components.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
Yes.
Fault Type 22: System raised by park brake Fault Type 22 Priority
Low
Description
When the system is in the DOWN position and the park brake is released the ladder, stairway or step will automatically be raised. This is not the correct operation of the system so it is logged as a fault.
Possible Cause(s)
Use of the park brake instead of the in-cab Control Panel to raise the ladder, stairway or step.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer spaced at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
M32-40
Yes.
Retractable Ladder System
M32002
Fault Types 23, 24: Levels 1 and 2 service overdue Fault Types 23, 24 Priority
Low
Description
When the first, second and overdue service intervals have been exceeded by the operations count an error is logged and a user acknowledgement is requested.
Possible Cause(s)
Ladder, stairway or step has not been serviced within the acceptable number of operations. If the service has been completed then the service request has not been cleared from the system.
Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer spaced at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
Yes.
Fault Type 25: Levels 1 and 2 service complete Fault Type 25 Priority
Low
Description
Once the ladder, stairway or step has been serviced a user with the Master User ID must clear the service request. When the service request is cleared a Level 1 and/or 2 Service Complete entry will be logged.
Possible Cause(s) Operator Alerting System Response
The in-cab control panel will display a fault message and list all of the faults in order of priority. The in-cab control panel will sound a buzzer spaced at regular intervals.
Resulting Problem(s) None. Operator Acknowledgment Required?
M32002
Yes.
Retractable Ladder System
M32-41
DATA MANAGEMENT To review the downloaded log data from the in-cab control panel, there is a Microsoft Excel interface loaded on the USB key supplied with the RLS unit. The data is presented in summary view and as the complete log. The interface allows additional sorting of the complete log for custom report development. Log Files Even though the log files can be stored on the USB key supplied with the RLS unit, it is recommended that the log files be transferred to a laptop computer or PC for long-term file management. The standard file created on the USB key during data download has the following filename and format:
For example, a typical filename could be 08072302.RLS, which is the 2nd .RLS file created on July 23, 2008. It is important that the correct date and time are set on the in-cab control panel for the following reasons: • The year, month and day information used in the filename is taken from the on-board clock. • The logs are time and date stamped to provide an accurate real time record of ladder system events. To be of value in troubleshooting faults, the logs must correlate with the actual events.
YYMMDDIN.RLS, where • YY is the last two digits of the current year • MM is the current month • DD is the current day • IN is the file index. If multiple files are created on the same USB key, each subsequent file will be incrementally indexed. If the log is cleared via the in-cab control panel, the file index will begin again at 00 for the next download. • .RLS is the default RLS file format from the raw hexidecimal-encoded data used in the RLS operating system.
M32-42
Retractable Ladder System
M32002
Generating Reports Once the .RLS files have been retrieved, they need to be translated into a usable format. The Microsoft Excel file Komatsu_RLS_1V40.xls is loaded on the USB key supplied with the RLS unit. This interface will generate reports from the .RLS files.
1. Open the Komatsu_RLS_1V40.xls file directly from the USB key or from a stored location on a laptop computer or PC. NOTE: The file Komatsu_RLS_1V40.xls contains a macro which will generate a Windows Security Warning when opened. The Enable Macros option (Office 2003) or Enable this content option (Office 2007) will have to be chosen in order to continue.
The following sequence describes the generation of a report from a raw file to an Excel spreadsheet:
M32002
Retractable Ladder System
M32-43
2. The Microsoft Excel Home Page interface (in Office 2007) will then be displayed as shown below.
3. To load a file to view the logged data, click the [Load File] button in the Action box as shown below.
M32-44
Retractable Ladder System
M32002
4. After clicking the [Load File] button, the â&#x20AC;&#x153;Clear Data First?â&#x20AC;? message will appear. Click [Yes] to clear previously-loaded data from the spreadsheet.
5. From the File Open window, browse to the .RLS file location, choose the required file and double-click or click the [Open] button to open the file in the Komatsu_RLS_1V40.xls interface.
M32002
Retractable Ladder System
M32-45
6. The file should open at the Summary Report Page as shown in the figure below. This report presents a summary of the current RLS timing Settings, General system timings, RLS Error Counters (all events as indicated at the in-cab control panel) and time and date stamped Log Information.
M32-46
The tabs located at the bottom of the currently opened worksheet provide access to the three available worksheet data selections in the Komatsu_RLS_1V40.xls interface. These are the Home page, Report page and Log Data page as shown in the figure below.
Retractable Ladder System
M32002
7. To view the Log Data, click on the Log Data tab at the bottom of the worksheet as shown in the figure above. The page should appear as shown in the figure below.
M32002
Retractable Ladder System
M32-47
8. To preview specific events easily, use the Highlight Events drop-down list to choose an event type. Then select a color highlight and the [Highlight Events] button to highlight all the same events throughout the log in the same color. The [Clear Highlighting] button will remove the colored highlighting from all the entries and allow a further selection if required. The [Remove Events] button will remove all highlighted events from the log.
Use the [Remove Events] button with extreme caution as it completely removes events from the file. To retain the log file in its original state, use the â&#x20AC;&#x153;Save Asâ&#x20AC;? option after removing the events to ensure the original file remains intact.
M32-48
Retractable Ladder System
M32002
9. Events can also be sorted by selecting one of the four options in the Sort Log dialogue box. The logged events will then be re-arranged according the Sort Log selection chosen. By default, it is set to Log Type.
MENU DIAGRAMS The following pages contain diagrams to assist the user in navigating through the various menus of the in-cab control panel functions. Controller Config Figure 32-12 provides information for changing or updating RLS parameters such as ladder and power pack timing. Contact Information Figure 32-13 provides information for contacting Komatsu with technical-related issues regarding the RLS. Show Recent Logs Figure 32-14 provides information on viewing RLS operational data on the in-cab control panel. System Settings Figure 32-15 provides information on viewing current RLS system settings. Upload Logs to USB Figure 32-16 provides information on transferring RLS operational data to a USB key. The data can then be downloaded to a computer or database for analysis. Diagnostics Figure 32-17 provides a comprehensive list of system events and the Comms Integrity of the system displayed as a percentage.
M32002
Retractable Ladder System
M32-49
MAIN ACCESS DISPLAY Displays current ladder status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
System Settings Displays Currently Programmed System Settings
Use the [DOWN] button to scroll to Controller Config then press [ENTER]
Controller Config Password access to change the System Settings
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
Show Recent Logs Displays the 50 latest events time & date stamped
ENTER USER ID Enter password for access. Use the arrow keys to select. To change a Controller Configuration Option, use the [UP] and [DOWN] buttons to set an alpha numeric code or make a selection (the [LEFT] and [RIGHT] buttons will move the cursor across the fields). When complete, press [ENTER] to accept. CONTROLLER CONFIG OPTIONS Vehicle ID (SET VEHICLE ID) Ladder Type (SET LADDER TYPE - double action Swing Ladder only) Ladder Timing (Adjust LADDER TIMING UP drive time in 0.1 sec increments)
Upload Logs to USB Allows the download of the data log via USB Key
Wiring Setup (Set INHIBIT, E STOP, PARK BRAKE Relays) Inhibit (Yes/No), E Stop (NO/NC), Park Brake (NO/NC) Power Pack Timing (Adjust POWER PACK TIMING for Accumulator Recharge in 0.1 sec increments)
Diagnostics Displays a summary of Events and Comms Integrity
Ph: +555-555-1212 Displays Komatsu Contact Details
Boarding Light (Adjust BOARDING LIGHT ON TIMING in 1 sec increments) Display Options Set Menu Timeout (Adjust Menu Display Timeout in 10 sec increments) Set Screen Timeout (Adjust Screen Display Timeout in 10 sec increments) Set Beep Pause Time (Adjust Menu Display Timeout in 1 sec increments) In Cab Lock (Set IN CAB Lockout to ON or OFF) User Set Up (View Password Access for the Master User and Restricted User 1 plus set Password Access for additional Users 2 and 3) Set Date/Time (Set Date and Time for Data Log Synchronization) Set Phone Number (Change Phone Number for Komatsu Service) Clear Logs (Clear current data log - Press [ENTER] to clear or [EXIT] to escape) Set Defaults (Return all Settings to their Default Values) Servicing Setup (Set Service Interval Indicators) Set Level 1 Service Interval (0 to 30,000 operations) Set Level 2 Service Interval (0 to 30,000 operations) Set Service Overdue Interval (20 to 5,000 operations)
FIGURE 32-12. Control Panel Menu Structure - Controller Config
M32-50
Retractable Ladder System
M32002
MAIN ACCESS DISPLAY Displays current ladder status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
To view the Recent Logs, use the [UP] and [DOWN] buttons to scroll through the logged data for the last 50 entries. SHOW RECENT LOGS OPTION
System Settings Displays Currently Programmed System Settings
Controller Config Password access to change the System Settings
Show Recent Logs Displays the 50 latest events time & date stamped
Upload Logs to USB Allows the download of the data log via USB Key
Diagnostics Displays a summary of Events and Comms Integrity
CONTACT DETAILS For Technical assistance, call: +555-555-1212 Or visit www.abc123.com for contact details
The Contact Detail information is displayed as shown in the text box to the left. Should you require technical assistance you can call Komatsu using the displayed number.
Use the [DOWN] button to scroll to Ph Number then press [ENTER]
Ph: +555-555-1212 Displays Komatsu Contact Details
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
NOTE: The Technical Assistance contact phone number can be changed through Controller Config. Password access will be required to enter the Controller Config sub menu options. If Komatsu approved Technical Assistance is available locally, input that contact number.
FIGURE 32-13. Control Panel Menu Structure - Contact Information
M32002
Retractable Ladder System
M32-51
MAIN ACCESS DISPLAY Displays current ladder status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
System Settings Displays Currently Programmed System Settings
To view the current Recent Logs press the [UP] or [DOWN] buttons to scroll through the logged data for the last 50 entries
SHOW RECENT LOGS OPTIONS
Controller Config Password access to change the System Settings Use the [DOWN] button to scroll to Upload Logs then press [ENTER]
Show Recent Logs Displays the 50 latest events time & date stamped
50 LATEST EVENTS 1/50, 19/06/2008 14:31:34 Access Sys Raised by Command 2/50, 19/06/2008 16:55:23 Access Sys Lowered by Command
The Recent Log information is displayed as shown in the text box to the left with two time and date stamped vents being displayed simultaneously. Scrolling down will drop the top event and display the next two events.
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
Upload Logs to USB Allows the download of the data log via USB Key
Diagnostics Displays a summary of Events and Comms Integrity
Ph: +555-555-1212 Displays Komatsu Contact Details
NOTE: The log is a rolling log. When full, it overwrites the earliest logged data. The actual data log capacity is 3,000 data points and is stored in a non-volatile memory providing a continuous bank of time and date stamped data available for download to a USB Key.
FIGURE 32-14. Control Panel Menu Structure - Show Recent Logs
M32-52
Retractable Ladder System
M32002
MAIN ACCESS DISPLAY Displays current ladder status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
To view the current System Settings press the [UP] or [DOWN] buttons to scroll through the options
SYSTEM SETTINGS OPTIONS Use the [DOWN] button to scroll to Upload Logs then press [ENTER] ID (displays vehicle number if set) Single or Double Action System (double action Swing Ladder only) System Settings Displays Currently Programmed System Settings
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
Controller Config Password access to change the System Settings
Show Recent Logs Displays the 50 latest events time & date stamped
Upload Logs to USB Allows the download of the data log via USB Key
System IS - (Displays current ladder position â&#x20AC;&#x201C; Up or Down) In Cab Lock - On or Off (default set to OFF) Solenoid ON Times System UP UP (default set at 18 seconds) IN (default set at 3 seconds) (Swing Ladder Only) DOWN (default set at 3 seconds) (Swing Ladder Only) System DOWN UP (default set at 3 seconds) (Swing Ladder Only) OUT (default set at 3 seconds) (Swing Ladder Only) DOWN (default set at 4 seconds) RUN ON (default set at 10 seconds) Power Pack ON Times Acc Recharge (default set at 3 seconds) System UP (default set at 3 seconds) Boarding Light (default set at 30 seconds) Menu Timeout (default set at 300 seconds) Screen Timeout (default set at 600 seconds)
Diagnostics Displays a summary of Events and Comms Integrity
Buzzer Pause (default set at 60 seconds) NOTE: All System Settings are User adjustable - see Controller Config
Ph: +555-555-1212 Displays Komatsu Contact Details
FIGURE 32-15. Control Panel Menu Structure - System Settings
M32002
Retractable Ladder System
M32-53
MAIN ACCESS DISPLAY Displays current ladder status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
System Settings Displays Currently Programmed System Settings
Controller Config Password access to change the System Settings
Show Recent Logs Displays the 50 latest events time & date stamped
To Upload Logs to USB, a USB Key will be required and is placed in the port on the lower right hand side of the In Cap Control Panel. Only insert the USB Key once the on screen prompt indicates to do so.
UPLOAD LOGS TO USB OPTION
Transferring data to USB key: X% complete
USB Processing Complete Enter/Exit to confirm
USB Device found, Initializing transfer
After inserting the USB Key the data transfer is automatic through the following three screen displays. On completion, press the [ENTER] or [EXIT] buttons to confirm the download.
Please Insert a USB Key
USB data transfer Failed, General Error Error Code: 12 Enter/Exit to Confirm
After pressing the [ENTER] button the display above should appear. Insert the USB Key into the USB port.
If there is no response to this screen prompt, the option will time out and the error message above will appear.
Use the [DOWN] button to scroll to Upload Logs then press [ENTER]
Upload Logs to USB Allows the download of the data log via USB Key
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
Ph: +555-555-1212 Displays Komatsu Contact Details
NOTE: Once the above sequence is complete simply remove the USB Key from the Port.
FIGURE 32-16. Control Panel Menu Structure - Upload Logs to USB
M32-54
Retractable Ladder System
M32002
MAIN ACCESS DISPLAY Displays current ladder/stairway status
To access the CONTROLLER MENU press the [ENTER] or [EXIT] buttons
CONTROLLER MENU Displays Main Root Menu Options
System Settings Displays Currently Programmed System Settings
To view the current System Settings press the [UP] or [DOWN] buttons to scroll through the options
DIAGNOSTICS RECORDS OPTIONS Controller Config Password access to change the System Settings
Show Recent Logs Displays the 50 latest events time & date stamped
Upload Logs to USB Allows the download of the data log via USB Key
Active Events (A comprehensive list of system events indicated whether currently active or inactive). Comms Failed, 10A Fuse Blown, 15A Fuse Blown, Up Coil Failed, Down Coil Failed, In Coil Failed [Swing Ladder only], Out Coil Failed [Swing Ladder only], Pump Coil Failed, Power Pack Failed, Inhibit Relay Failed, Ladder Off Limit, Did Not Reach Limit, Stay on Limit, Low Oil Level [Future Inclusion], Under Voltage at Command, Under Volts, Over Volts, Top Remote UP Held, Top Remote DOWN Held, Low Remote UP Held, Low Remote DOWN Held, Pressure Recharge > 1 Hour, Raised by Park Brake, L1 Service Overdue, L2 Service Overdue. Comms Integrity (Monitors system communications integrity between the InCab Control Panel and the Main Control Board in the Power Pack. The results are displayed as a percent value for various time periods up to 24 hours. For a healthy system, the percentages should be no lower than 80%). Time intervals displayed are 30 seconds, 15 minutes, 4 hours and 24 hours. Log Last Cleared (Displays the date when the log was last cleared)
Use the [DOWN] button to scroll to Diagnostics then press [ENTER].
Diagnostics Displays a summary of Events and Comms Integrity
Total Log Space (Displays the log storage space remaining as a percent) Code Versions (Displays the current software code versions for the In-Cab and Hydraulic Control Nodes) Operations Until L1 Service Due (Displays the remaining access system operations before Service Level 1 Indicator is activated) Operations Until L2 Service Due (Displays the remaining access system operations before Service Level 2 Indicator is activated)
To return to MAIN ACCESS DISPLAY press the [EXIT] button.
Ph: +555-555-1212 Displays Komatsu Contact Details
FIGURE 32-17. Control Panel Menu Structure - Diagnostics
M32002
Retractable Ladder System
M32-55
NOTES:
M32-56
Retractable Ladder System
M32002
SECTION M33 CAMERA SYSTEM INDEX CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2 CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2 Camera Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-3 CAMERA MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-4 CAMERA CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5 Camera Controller Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5 CAMERA SWITCHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6 CAMERA SYSTEM SETUP AND CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . M33-7 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7 STEP 1 - Switch Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7 STEP 2 - Monitor Settings System Settings to DEFAULT: . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7 STEP 4 - Monitor Settings - System Settings Unique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-9 STEP 4 - Monitor Settings - System Settings Unique - Cameras . . . . . . . . . . . . . . . . . . . . M33-11 STEP 5 - Monitor Settings - System Settings Unique - On Screen Delay . . . . . . . . . . . . . . M33-13 STEP 6 - Monitor Settings - System Settings Unique - Standby Mode . . . . . . . . . . . . . . . . M33-14 STEP 7 - Integrated Functions Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-15
M33001
Camera System
M33-1
CAMERA SYSTEM CAMERA SYSTEM
Operation
General
With the key switch ON, the camera switch ON, the truck stopped and the directional control lever in PARK, the camera system will power up and immediately display the view from front center camera (1, Figure 33-1). The number 1 will be shown in the upper left corner of the camera monitor.
The camera system consists of four cameras mounted around the truck. There are three cameras on the front of the truck: at the right front corner (2, Figure 33-1), center (1) and left front corner (3). The fourth camera (4) is mounted on the rear axle housing looking behind the truck. A camera monitor (2, Figure 33-2) is located inside the cab to display camera images to the operator.
When the right hand turn signal is activated, the view on the camera monitor will display the view from right front camera (2). The number 2 will be shown in the upper left corner of the camera monitor.
FIGURE 33-1. CAMERA SYSTEM 1. Front Center Camera 3. Left Front Camera 2. Right Front Camera 4. Rear Camera
M33-2
Camera System
M33001
When the left hand turn signal is activated, the view on the camera monitor will display the view from left front camera (3). The number 3 will be shown in the upper left corner of the camera monitor. When the directional control lever is moved into the REVERSE position, the view on the camera monitor will display the view from rear mounted camera (4). The number 4 will be shown in the upper left corner of the camera monitor.
If the truck has been moving faster than 16 kph (10 mph), and then slows below that speed or stops, the camera monitor will still remain dark for at least 10 seconds. Within one minute, the camera monitor will display the view from the front center camera. When REVERSE is selected, the monitor displays the rear view from camera (4) regardless of truck speed or turn signal activation.
When the directional control lever is moved back to the PARK position (or FORWARD), the view will switch and the camera monitor will display the view from front center camera (1). When the truck is moving forward at a speed greater than 16 kph (10 mph) for about 30 seconds, the camera monitor screen will go dark. The camera monitor screen will stay dark until the truck speed decreases below 16 kph (10 mph) and stays below that speed for at least 10 seconds.
FIGURE 33-2. CAMERA MONITOR LOCATION 1. Overhead Panel 2. Camera Monitor Camera Switch Camera switch (Figure 33-3) is located on the lower right hand dash panel. It is a three-position rocker switch, but the third position (top) is only momentary. Pressing the top of the rocker switch to place the switch in the middle position turns the camera system on. Pressing the bottom of the switch turns the camera system off. To display the view from the rear camera, momentarily press the top of the rocker switch. Regardless of truck speed, the view from the rear camera will be displayed in the camera monitor for approximately 30 seconds.
M33001
Camera System
FIGURE 33-3. CAMERA SWITCH
M33-3
CAMERA MONITOR General The camera monitor has eight buttons to adjust various settings. Refer to Figure 33-5. Camera Selection Press button (1, Figure 33-5) once. The camera LED will blink, indicating that the manual camera override is active. Use the “plus” and “minus” buttons to select the desired camera. Press button (1) again to stop the manual override. The manual camera selection has priority over the scan function and the switching wires. Auto Backlight Control/Day/Night settings Push button (2) to switch between the Auto Backlight Control (ABC) modes, the LCD backlight day and the LCD backlight night settings. The ABC mode controls the backlight settings between minimum settings and 100%, depending on the amount of available ambient light. The day and night brightness settings can be manually adjusted by pushing the “plus” or “minus” button (settings will be saved).
Brightness Adjustment Press button (4) once to enter brightness adjustment mode. Use the “plus” and “minus” buttons to select the image brightness. Saturation Adjustment Press buttons (3) and (4) at the same time to enter saturation adjustment mode. Use the “plus” and “minus” buttons to select the image saturation. Single Scan / Return When pushed, button (5) generates a single sequence scan (not continuous) of the attached cameras. During setup, it also returns the monitor to the previous menu. Minus Press button (6) to go to the next menu option. Plus Press button (7) to go to the previous menu option. Enter Press button (8) to select or activate the selected option.
Contrast Adjustment Press button (3) once to enter contrast adjustment mode. Use the “plus” and “minus” buttons to select the image contrast.
FIGURE 33-5. CAMERA MONITOR AND BUTTONS 1. Camera Selection 2. Backlight Selection 3. Contrast
M33-4
4. Brightness 5. Single Scan / Return 6. Minus
Camera System
7. Plus 8. Enter
M33001
CAMERA CONTROLLER
Installation
General Camera controller (1, Figure 33-6) is located inside the cab in the overhead compartment. camera controller (1) determines which camera is displayed on the camera monitor based on inputs from the turn signal, truck speed and the position of the directional control lever. The camera controller is pre-programed with software that contains the proper logic. If the device fails, it must be replaced with a new unit. There is no software to install or update for the camera controller.
Removal 1. Remove mounting hardware and allow the overhead console (3) to swing down. 2. Disconnect wire connector (4) from camera controller (1). 3. Remove mounting hardware (2) and remove the camera controller.
1. Place new camera controller (1, Figure 33-6) into position and securely fasten it with mounting hardware (2). 2. Connect harness connector (4) to camera controller. 3. Close the overhead console and fasten it to the cab with hardware that was removed earlier. Camera Controller Connector Pins 1. Ground 2. Front Camera Command (Output) 3. Right Side Camera Command (Output) 4. Left Side Camera Command (Output) 5. Rear Camera Command (Output) 6. Reverse Operator Manual Switch (Input) 7. Reverse Directional Selector (Input) 8. Right Turn Signal (Input) 9. Left Turn Signal (Input) 10. Vehicle Speed Positive (Input) 11. Vehicle Speed Negative (Input) 12. 12VDC Supply Power
FIGURE 33-6. CAMERA CONTROLLER 1. Camera Controller 3. Overhead Console 2. Hardware 4. Connector
M33001
Camera System
M33-5
CAMERA SWITCHER General Camera switcher (1, Figure 33-7) is located in the front compartment of the cab, below the windshield. The camera switcher electronically switches the camera monitor between the four different cameras on the truck. The signal to switch between different cameras comes from the camera controller. Removal 1. Remove the mounting hardware and the front cover from the front of the cab. 2. Disconnect the four camera cables from camera switcher (1, Figure 33-7). 3. Remove mounting hardware (2) and remove the camera switcher. FIGURE 33-7. CAMERA SWITCHER INSTALLATION
Installation 1. Place camera switcher (1, Figure 33-7) into position and fasten it with mounting hardware (2). 2. Connect the four camera cables to the camera switcher. The camera switcher has four connections and they are marked as follows: MON - Monitor cable C1 - Front Center Camera C2 - Front Right Camera C3 - Front Left Camera
M33-6
1. Camera Switcher 2. Hardware 3. Camera Monitor Cable
Camera System
4. Camera Cable (C1) 5. Camera Cable (C2) 6. Camera Cable (C3)
M33001
SETUP AND CHECKOUT PROCEDURE
STEP 2 - Monitor System Settings to Default
General This procedure will set up the camera monitor so it will work properly. During the checkout procedure, the truck must be outside in a safe area where it can be driven forward and in reverse.
STEP 1 - Switch Function 1. Turn the key switch to the RUN position. 2. Press the camera switch (Figure 33-8) to the bottom position. Verify dash that the switch is lighted green on the bottom.
The purpose of this step is to place the monitor into a known default state for all settings. There are many settings which may be adjusted within the monitor. This step will ensure that the settings that are configurable are placed to a default value. However, this does not completely set everything as required for the operation of the camera installation on the truck. Additional steps are required to complete the setup.
1. Place the camera monitor into Service Menu Mode by pressing buttons (1, 6 and 7, Figure 33-10) at the same time. The monitor will now show a screen similar to Figure 33-11.
FIGURE 33-10. MONITOR BUTTONS 1. Camera Selection 2. Backlight Selection 3. Contrast 4. Brightness
FIGURE 33-8. CAMERA SWITCH
5. Single Scan / Return 6. Minus 7. Plus 8. Enter
3. Press the camera switch to the middle (power ON) position. Verify that the switch is lighted amber on top.
M33001
Camera System
M33-7
4. Navigate the highlighted bar downward to the row named "Default settings" using the minus button. If on the last row, pressing the minus again will place the highlight to the top row. Note that there are more rows below that are indicated by the triangle symbol at the bottom. Similarly, when more lines are above the first row, a triangle symbol will also be shown at the top. Press the enter button to obtain the menu "Default Settings" as shown in Figure 33-13.
FIGURE 33-11.
2. Navigate the highlighted bar to the row named "System settings" by using minus button, (6, Figure 33-10). If on the last row, pressing the minus again will place the highlight to the top row. 3. Press enter button (8) to go to the system settings menu. Now the menu should be similar to Figure 33-12.
FIGURE 33-13.
5. Verify that â&#x20AC;&#x153;select defaultsâ&#x20AC;? shows a value of "1". If it does not, then press the enter button which will then highlight the entry area in green color. Press the plus or minus button to change the entry number. When the number "1" is shown, then press the enter button to select the option number 1 for the system. This only selects which default version will be enacted if a restore is activated, but does not change any settings.
FIGURE 33-12.
M33-8
Camera System
M33001
6. Navigate the highlight bar to the row named "Restore defaults" and press the enter button. This will activate the default set number 1 which was selected. The screen menu will then return to the System settings screen shown in Figure 33-14.
STEP 4 - Monitor Settings - System Settings Unique The purpose of this step is to configure unique settings that are required for the camera monitor.
1. Place the camera monitor into Service Menu Mode by pressing buttons (1, 6 and 7, Figure 33-10) at the same time. The monitor will now show a screen similar to Figure 33-15.
FIGURE 33-14.
7. Press the enter button twice to move out of the service mode menus. Now the system is at default settings level and ready for the next step of this procedure.
FIGURE 33-15. 2. Navigate the highlighted bar to the row named "System settings" by using the minus button. 3. Press the enter button to go to the â&#x20AC;&#x153;System Settingsâ&#x20AC;? menu. The monitor will display a screen as shown in Figure 33-16.
FIGURE 33-16.
M33001
Camera System
M33-9
4. Navigate the highlighted bar downward to the row named "Camera Switch" (Figure 33-17) using the minus button. Press the enter button to cause the setting for this row to become highlighted in green color. Use the plus button or the minus button as needed to cycle to option "4C" in the available settings. When "4C" is shown, select this option by pressing the enter button. Now the complete row should be highlighted in yellow and the text "4C" is shown as the selected option. NOTE: The other options are also shown in Figure 33-17, and they are QUA, 2C, 3C AND OFF.
FIGURE 33-17. 5. Now Navigate the highlighted bar downward to the row named "Frontcam", then press the enter button. This will have a default setting screen similar to Figure 33-18. Set â&#x20AC;&#x153;Enable Frontcamâ&#x20AC;? to OFF.
FIGURE 33-18.
M33-10
Camera System
M33001
6. Navigate the highlighted bar to the "AUX wire function" line and press the enter button. This will highlight the setting with green color. Use the plus button or the minus button as needed to cycle to the â&#x20AC;&#x153;OFFâ&#x20AC;? option in the available settings. When "OFF" is shown, select the option by pressing the enter button. Now the complete row should be highlighted in yellow and "OFF" is shown as the selected option.
STEP 4 - Monitor Settings - System Settings Unique - Cameras The purpose of this step is to configure unique settings to the camera monitor required for the truck.
1. Place the camera monitor into Service Menu Mode by pressing buttons (1, 6 and 7, Figure 33-10) at the same time. The monitor will now appear as shown in Figure 33-19.
NOTE: Both must show "OFF" for setting: Enable Frontcam = OFF Aux wire function = OFF 7. Press the return button several times to exit the service mode of the monitor.
FIGURE 33-19. 2. Navigate the highlighted bar to the row named "Camera Settings" by using the minus button and then pressing the enter button. The monitor screen will then be similar to Figure 33-20.
FIGURE 33-20.
M33001
Camera System
M33-11
There are markers showing the status for each option of the camera. Enabled is a check mark symbol located on a square box. Non-enabled is a simply a blank square box.
NOTE: The default setting done in Step 1 of this procedure puts camera 1 (forward camera), into a mirror mode function, but it must be placed into normal mode. 3. Using the plus or minus buttons, navigate the highlight bar to the "C1" column as shown in Figure 33-20. Press the enter button. This will cause the highlight bar to move down a line in the column to the desired setting place for the mirror.
9. When completed, press the return button to return to the previous menu state as shown in Figure 33-20. The setting should remain as set. 10. Using the plus or minus buttons, navigate the highlight bar to the "C3" column. Press the enter button. This will cause the highlight bar to move down a line in the column to the desired setting place for the mirror. 11. Navigate to the setting "switch delay" for C3. Press the enter button to select the function as disabled, which should be a blank box symbol. C3 needs to be set as switch delay disabled. 12. When completed, press the return button to return to the previous menu state as shown in Figure 33-20. The setting should remain in the disabled state.
NOTE: Now the plus or minus buttons will navigate the highlight upward and downward within the settings of the column for this camera.
13. Using the plus or minus buttons, navigate the highlight bar to the "C4" column. Press the enter button. This will cause the highlight bar to move down a line in the column to the desired setting place for the mirror.
4. Navigate to the setting "Mirror" for C1. Press the enter button to select the mirror function as disabled, which should be a blank box symbol. C1 needs to be set as mirror disabled.
14. Navigate to the setting "Mirror" for C4. Press the enter button to select the mirror function as enabled, which should be a check mark symbol. C4 needs to be set as mirror enabled.
5. Navigate to the setting "switch delay" for C1. Press the enter button to select the function as disabled, which should be a blank box symbol. C1 needs to be set as switch delay disabled.
15. Navigate to the setting "switch delay" for C4. Press the enter button to select the function as disabled, which should be an empty square box symbol. C4 needs to be set as switch delay disabled.
6. When completed, press the return button to return to the previous menu state as shown in Figure 33-20. The setting should remain in the disabled state. 7. Using the plus or minus buttons, navigate the highlight bar to the "C2" column as shown in Figure 33-20. Press the enter button. This will cause the highlight bar to move down a line in the column to the desired setting place for the mirror. 8. Navigate to the setting "switch delay" for C2. Press the enter button to select the function as disabled, which should be a blank box symbol. C2 needs to be set as switch delay disabled.
M33-12
16. When completed, press the return button to return to the previous menu state as shown in Figure 33-20. The settings should remain as set.
TABLE 1: CAMERA SETTINGS Setting C1 C2 C3 C4 Mirror
Switch Delay
Camera System
M33001
3. Navigate the highlighted bar downward to the row named "On Screen display" using the minus button. Press the enter button to go to the screen shown in Figure 33-23.
STEP 5 - Monitor Settings - System Settings Unique - On Screen Delay
1. Place the camera monitor into Service Menu Mode by pressing buttons (1, 6 and 7, Figure 33-10) at the same time. The monitor will now appear as shown in Figure 33-21.
FIGURE 33-23.
4. Navigate the highlighted bar to "OSD timeout" using the minus button. 5. Press the enter button which will highlight the setting in green.
FIGURE 33-21.
2. Navigate the highlighted bar to the row named "System settings" by using the minus button and then press the enter button. The monitor screen will then be similar to Figure 33-22.
6. Obtain the setting of "ON" by using the minus or plus buttons. 7. Press the enter button which will then cause the highlight of green to return to yellow, entering the setting into the monitor. This setting causes the display to have text constantly shown to indicate which camera is being used. 8. Press the return button three times to exit the setup program.
FIGURE 33-22.
M33001
Camera System
M33-13
STEP 6 - Monitor Settings - System Settings Unique - Standby Mode
1. Place the camera monitor into Service Menu Mode by pressing buttons (1, 6 and 7, Figure 33-10) at the same time. The monitor will now appear as shown in Figure 33-24.
FIGURE 33-25. 3. Navigate the highlighted bar downward to the row named "Power Settings" using the minus button. Press the enter button to go to a screen similar to Figure 33-26. 4. Navigate the highlighted bar to "Standby mode" using the minus button. 5. Press the enter button which will highlight the setting in green.
FIGURE 33-24.
6. Obtain the setting of "IMM" by using the minus or the plus buttons.
2. Navigate the highlighted bar to the row named "System settings" by using the minus button and then press the enter button. The monitor screen will then be similar to Figure 33-25.
7. Press the enter button which will cause the highlight of green to return to yellow, entering the setting into the monitor. This setting causes the display to immediately go into the automatic standby mode when initially powered on. 8. Press the return button three times to exit the setup program.
FIGURE 33-26.
M33-14
Camera System
M33001
STEP 7 - Integrated Functions Check This step is a verification of the automated functions of the system. This requires the truck to be mobile for the last few item checks. Ensure there is enough room available to safely drive the truck forward and in reverse.
1. With the key switch ON, truck stopped and the directional control lever in PARK, the camera system should power up and immediately show the front center camera. The number "1" should be shown on the upper left of the monitor. 2. Activate the right hand turn signal by moving the turn signal level upward. The view of the monitor should now show the view as seen from the right front camera. The number “2” should be shown in the upper left of the monitor. 3. Activate the left hand turn signal by moving the turn signal level downward. The view of the monitor should now show the view as seen from the left front camera. The number “3” should be shown in the upper left of the monitor.
6. Operate the truck forward to a speed of 16 kph (10 mph) for 60 seconds. The monitor should revert to a darkened screen upon being over 16 kph (10 mph) at about 30 seconds. Once darkened, activate the turn signals both ways to verify that the monitor remains darkened (no view). 7. While still moving faster than 16 kph (10 mph), press the camera switch to the top position and hold for one second. The switch should return to the middle position. The monitor should show the rear camera view and remain for about 30 seconds, then return to a darkened blank screen. 8. Stop the truck. Verify that the monitor remains darkened for more than 10 seconds but less than one minute while stopped. The monitor should then show the front camera view. 9. Place the directional control lever into REVERSE and drive at a speed over 16 kph (10 mph) for 30 seconds. The monitor should continuously show the rear camera view.
4. Firmly press down on the brake pedal. Place the directional control lever into REVERSE. The monitor should now show the rear camera view with the number "4" in the upper left of the monitor. 5. Return the directional control lever to PARK. The monitor view should switch back to the forward camera view.
Movement of the truck is required for the next few steps. Take all necessary precautions required for movement of the machine in a safe manner.
M33001
Camera System
M33-15
NOTES:
M33-16
Camera System
M33001
SECTION N OPERATOR CAB INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01020
Index
N1-1
NOTES
N1-2
Index
N01020
SECTION N2 TRUCK CAB AND COMPONENTS INDEX TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5 CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6 Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7 Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8 Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9 Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13 Replacing the Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Replacing the Door and Door Hinge Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14 Removing the Door Opening Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15 GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Adhesive-bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16 WINDSHIELD & REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
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NOTES:
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TRUCK CAB AND COMPONENTS TRUCK CAB Description The truck cab is a fully insulated design incorporating an integral ROPS structure for maximum operator comfort and safety. All gauges, switches, and controls have been designed to simplify operation and are placed within easy reach of the operator. Servicing of cab and associated electrical systems is simplified by use of heavy-duty connectors on the various wiring harnesses. Hydraulic components are located outside of the interior and are accessed through covers (2, Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to the ROPS structure without written approval from the manufacturer. Unauthorized repairs to the ROPS structure will void certification. If modification or repairs are required, contact the servicing Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY 1. Mounting Pad 2. Access Covers 3. Filter Cover 4. Windshield Wiper Arms 5. Stop Light (Service Brakes Applied)
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6. Retard Light (Retarder Applied) 7. Lifting Eye 8. Rear, Side Glass 9. Front, Side Glass
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7. Close heater shutoff valves located at the water pump inlet housing on the right side of the engine and at the water manifold. Disconnect heater hoses at each valve and drain coolant into a container.
Prior to cab removal or repair procedures, it may be necessary to remove the body to provide clearance for lifting equipment to be used. If body removal is not required, the body should be raised and the safety cables installed at the rear of the truck.
8. Remove clamps and heater hoses from fittings underside of deck, below heater.
Do not attempt to work in deck area until body safety cables have been installed.
Removal NOTE: The following procedure describes removal of the cab as a complete module with the hydraulic brake cabinet attached. All hoses and wire harnesses should be marked prior to removal for identification to ensure correct reinstallation:
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An approved recovery/recycle station must be used to remove the refrigerant from the air conditioning system. 9. Evacuate the air conditioning system as follows: a. Attach a recycle/recovery station at the air conditioning compressor service valves. (Refer to "Heater/Air Conditioning System" in this section for detailed instructions.)
1. Turn the key switch to the OFF position and allow at least 90 seconds to bleed the steering accumulator. Turn the steering wheel to be sure no pressure remains.
b. Evacuate air conditioning system refrigerant.
2. Block truck securely, and open the brake accumulator bleed down valves on the accumulators located in the cabinet mounted on the rear of the cab. Allow sufficient time for accumulators to bleed down completely.
c. Remove the air conditioner system hoses routed to the cab from the receiver/drier and compressor. Cap all hoses and fittings to prevent contamination. 10. Attach a lifting device to the lifting eyes provided on top of the cab.
3. Disconnect the batteries by activating the battery disconnect switches located at one end on the battery box. 4. Disconnect hydraulic hoses routed to frame from fittings at rear of cab under brake cabinet (3, Figure 2-2). (It is not necessary to disconnect hoses (4) attached to, and routed under the cab.) Cap all fittings and plug hoses to prevent contamination.
The cab assembly weighs approximately 2270 kg (5000 lbs). Be sure lifting device is capable of lifting the load. 11. Remove the cap screws and washers from each mounting pad (1, Figure 2-1) at the corners of the cab.
5. Disconnect the wire harnesses at connectors (5) located under hydraulic cabinet. 6. Remove cable and hose clamps as needed for cab removal
NOTE: The tool group shipped with the truck contains the following tools which may be used to remove the inner cap screws, as clearance is limited: â&#x20AC;˘ TZ3535 - 1-1/2" offset wrench â&#x20AC;˘ TZ2733 - Tubular Handle â&#x20AC;˘ TZ2734 - 3/4" torque wrench Adaptor
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FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS 1. Cab 2. Steering Control Valve 3. Hydraulic Components Cabinet
4. Hoist Valve Hoses 5. Electrical Harness Connectors
12. Check for any other hoses or wiring which may interfere with cab removal. 13. Lift the cab assembly off the truck and move to an area for further service. 14. Place blocking under each corner of the cab to prevent damage to floor pan and hoses before cab is lowered to the floor.
2. After cab is positioned, measure the gap between each cab mounting pad and the frame. Insert 1 mm (0.040 in.) shims as required so gap at each pad is less than 1 mm (0.040 in.). 3. Insert the remaining cap screws and hardened washers. (32 total). Tighten the cap screws to 1017 N·m (750 ft lb) torque.
1. Lift the cab assembly and align the mounting pad holes with tapped pads. Insert at least one cap screw and hardened washer at each of the four pads prior to lowering cab onto the truck.
4. Route the wire harnesses to the electrical connectors on the rear corner of the cab (5, Figure 2-2). Align cable connector plug key with receptacle key and push plug onto receptacle. Carefully thread retainer onto receptacle and tighten securely. Install clamps if removed during cab removal.
NOTE: The tool group shipped with the truck contains the following tools which may be used to install the inner cap screws, as clearance is limited:
5. Remove the caps from the hydraulic hoses and tubes and reinstall the hoses and tubes. Reinstall any hose clamps as required.
Installation
• PB8326 - 1-1/2" offset wrench • TZ2733 - Tubular Handle • TZ2734 - 3/4" torque wrench Adaptor
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5. Insert a lifting sling through the door and attach it to a hoist. Remove the capscrews (a swivel socket works best) that secure the door hinge to the cab. Lift the door from the cab.
6. Install the heater hoses and clamps on the fittings on the underside of the cab. Connect the other end of each hose to the fittings at the shutoff valves on the engine. Open the heater shutoff valves. Connect the air cleaner restriction indicator hoses.
6. Place the door on blocks or on a work bench to protect the window glass and allow access to internal components for repair.
7. Remove the caps and reinstall the air conditioning system hoses to the compressor and receiver/drier. Refer to â&#x20AC;&#x153;Heater/Air Conditioning Systemâ&#x20AC;? for detailed instructions about evacuation and recharging with refrigerant. 8. Close the brake accumulator bleed down valves.
Installation 1. Attach a lifting sling and hoist to the door assembly. Lift the door up to the deck and position the door hinges on the cab.
9. Deactivate the battery disconnect switches. 10. Service the hydraulic tank and engine coolant as required.
2. Align the door hinges with the cab and install the capscrews that secure the door to the cab.
11. Start the engine and verify proper operation of all controls.
3. Attach the travel limiting strap with the bolt and clip that were removed previously. Some straps may have extra loops at the end to allow adjustment of how wide the door swings open.
12. Ensure that the air conditioning system is properly recharged.
4. Connect the door harness to the receptacle mounted in the cab floor. Ensure the harness is routed through the bottom loop of the door strap.
CAB DOOR
5. Verify proper operation of the power window and door latch adjustment.
The cab door assemblies are similar except for the hinge side. Each is hinged on the rear edge with a heavy duty hinge. For repairs on the door latches or window controls it is usually better, but not necessary, to remove the door from the cab and lower it to the floor for service.
6. Install the door panel. 7. If an adjustment is necessary to ensure tight closure of the door, refer to "Door Jamb Bolt Adjustment". 8. A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to keep out dirt and drafts. This sealer strip should be replaced if it becomes damaged.
Removal 1. If overhead space is available, raise the body to allow access to the door with an overhead hoist. Secure the body in the raised position with safety cables. 2. Lower the door glass far enough to allow insertion of a lifting sling when the door is removed. 3. Remove the door panel for access to the power window motor harness connector. Disconnect the door harness from the floor. 4. Remove the retainer clip and bolt clip from the travel limiting strap.
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Door Adjustment If adjustment is necessary to insure tight closure of door, loosen striker bolt in the door jamb, adjust, and retighten. A rubber sealer strip is mounted with adhesive around the perimeter of the door assembly to exclude dirt and drafts. This sealer strip should be kept in good condition and replaced if it becomes torn or otherwise damaged.
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4. The door seal should firmly grip the paper all along the top, front, and bottom edge of the door. If the paper is loose all around, REPEAT STEP 2. If the paper is firmly gripped, but can be removed without tearing it, open door and tighten the jamb bolt completely without affecting the adjustment.
Door Jamb Bolt Adjustment Over a period of time, the door latch mechanism and door seals may wear and allow dirt and moisture to enter the cab. To insure proper sealing of the door seals, the door jamb bolt may need to be adjusted periodically.
5. If the paper slips out from the door seal easily along the top and not at the bottom, the door itself will have to be "adjusted". Or if the paper slips out easier at the bottom than at the top, the door will have to be "adjusted". â&#x20AC;˘ If seals are tight at bottom of door, but not at top, place a 4 x 4 block of wood at the bottom edge of the door, below the handle. Close the door on the wood block and press firmly inward on the top corner of the door. Press in one or two times, then remove the wood block and check seal tension again using the paper method. Seal compression should be equal all the way around the door. If seal is still loose at the top, repeat procedure again until seal compression is the same all the way around.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT 1. Washer 2. Striker Bolt
â&#x20AC;˘ If seal compression is greater at the top than at the bottom of the door, place a 4 x 4 block of wood at the top corner of the cab door. Then press firmly inward on the lower corner of the door. Press in one or two times, then remove the wood block and check seal compression again. Seal compression should be equal all the way around the door. If seal is still loose at the bottom, repeat procedure again until seal compression is uniform all the way around.
3. Frame 4. Seal
Step A. If the door closes, but not tightly enough to give a good seal between the seal on the door and the cab skin: 1. Mark the washer location (1, Figure 2-3) portion of the door jamb bolt with a marker, pen, or pencil by circumscribing the outside edge of the washer onto the jamb. 2. Loosen the door jamb bolt (2) and move straight inwards 1/16" and retighten.
Step B. If the door springs back when trying to close it, the striker bolt (2, Figure 2-4) has probably loosened and slipped down from where the catch can engage with the bolt.
3. Hold a piece of paper such as a dollar bill between where the door seal (4) will hit the skin of the cab and firmly close the door ensuring that it latches on the second catch. (The door latch mechanism has a double catch mechanism.)
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1. Open the door and close both claws (3 & 5, Figure 2-4) on the catch until they are both fully closed.
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2. Transfer the center of this opening onto the skin of the cab nearest where the door jamb bolt is located. Use a T-square or other measuring equipment and mark on the cab with a pencil. NOTE: Release the door catch before trying to close the door.
Door Handle Plunger Adjustment If the door handle becomes inoperative, it can either be adjusted or replaced. The following is a procedure for adjusting the exterior door handle plunger. 1. Determine the amount of free play in the door release plunger by pushing in on the plunger until it just contacts the door release mechanism. Measure the distance that the plunger travels (Figure 2-5) from this position to where the plunger is fully released.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF PLUNGER
2. Remove the door panel as follows: a. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closest to the door.
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT 1. Washer 2. Striker Bolt
3. Frame 4. Seal
3. Loosen and vertically align (center) the door jamb bolt with this mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close door (4) and determine whether this adjustment has helped the â&#x20AC;&#x153;springingâ&#x20AC;? problem. If the door latches but not firmly enough, follow the procedure in Step 1. If the door latch does not catch, move the bolt outward and try again. When corrected, follow the adjustment procedures in Step 1 to ensure a good seal.
b. Remove two cap screws (3), which hold the door strap bracket to the door. c. Disconnect wiring harness (4) to the window regulator. d. Open the door as far as possible in and remove the internal door panel. e. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5).
By design, if both seals are in good condition, proper adjustment of the outside seal will ensure good contact on the inside seal to prevent dust and moisture from entering the cab.
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NOTE: Remove panel screws across the top last.
Replace Door Glass 1. Remove hair pin clip (1, Figure 2-6) and bolt (2) from the door check strap closes to the door.
NOTE: Door glass and internal door panel will drop when door panel screws are removed.
f. Carefully lower the door panel a few inches. Hold glass at top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 2-7) from the track on the bottom of the glass. Slide the panel away from the cab to disengage the other top roller and lower roller from its tracks. Place the panel out of the way after removal. g. Lift door glass and support at the top of the frame. h. Remove 2 screws (Figure 2-8) holding the roller track to the bottom of the door glass. 3. Remove the cap screw and nut from inside release lever (1, Figure 2-14).
FIGURE 2-6.
4. Remove the four mounting screws that holds the latch mechanism in the door (2).
1. Hair Pin Clip 2. Door Strap Bolt 3. Strap Bracket
5. Remove door latch mechanism (4). Check to see if door latch mechanism works properly by performing the following test. a. Close latch mechanism pawls
4. Wiring Harness 5. Panel Screws 6. Window Regulator Mounting Screw
2. Remove 2 M8X12 cap screws (3), which hold the door strap bracket to the door.
b. Operate inside door release lever to see if pawls open. If pawls do not open, replace assembly.
3. Disconnect wiring harness (4) to the window regulator. 4. Open the door as far as possible in order to remove the internal door panel.
c. Close pawls again. d. Press the outside door button to see if pawls open. e. If mechanism operates properly go on to STEP 6. If mechanism does not work properly, replace with a new door latch assembly then continue with STEP 6. 6. Remove mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counter clock wise to increase the height of the door handle release button. Lock the plunger cap screw with locking nut. Apply lock tight to prevent screw from working loose.
Door glass and internal door panel will drop when door panel screws are removed.
7. Reassemble the door assembly by reversing the previous steps.
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5. Before removing all door panel mounting screws, support the panel to prevent the assembly from dropping. Remove 15 mounting screws (5).
7. Remove two screws (Figure 2-8) holding the roller track to the bottom of the door glass.
NOTE: Remove panel screws across the top last. 6. Carefully lower the door panel a few inches. Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 2-7) from the track on the bottom of the glass. Slide the panel away from the cab to disengage the other top roller and lower roller from its tracks. Place the panel out of the way after removal.
FIGURE 2-8.
8. Support the glass in the door frame with support block (1, Figure 2-9) as shown. Remove screws (2) that hold the adapter for the window regulator track.
FIGURE 2-7.
FIGURE 2-9. 1. Support Block
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2. Screws
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11. Lift door glass up in window frame (1, Figure 212) so that it is near the top. While holding the glass in place, tilt frame out at the top. Lift the frame and glass straight up and out of door.
Bracket (2, Figure 2-12) at bottom of glass must clear the door frame, if still on glass.
FIGURE 2-10. 1. Screws
2. Rubber Felt Insert
9. Remove the screw at the lower end of the window channels. It is necessary to pull the rubber felt insert (2, Figure 2-10) out of the channel in order to be able to remove the screws. 10. Remove the trim material covering the screws holding the window frame to the door. Remove screws (1, Figure 2-11) holding window frame to the door. NOTE: The screws along the bottom of the window frame may be shorter than the screws along the top and sides. FIGURE 2-12. 1. Window Frame
2. Window Bracket
12. Move the window glass and frame to a work area where the glass can be removed. Slide the glass down and out of the window channels. 13. Before installing new window glass, inspect the window frame. In each corner there is an â&#x20AC;&#x153;Lâ&#x20AC;? shaped bracket (1, Figure 2-13) with two screws in it to hold the corners of the frame together. Check the screws to ensure that they are tight. Also ensure that rubber felt insert (2, Figure 210) in the window channels is in good condition. Replace it if necessary. FIGURE 2-11. 1. Screws
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17. Install screws (1, Figure 2-10) that secure the window frame to the door frame.
14. Slide the new window glass into the window frame glass channels. Move the glass to the top of the frame. 15. While holding the glass at the top of the frame, lift the window frame and lower the assembly into the door.
The screws along the outer bottom of the window frame may be shorter than the ones along the sides and top. These screws must be used in this area to prevent the window glass from being scratched or cracked. See Figure 2-11. 18. Install the trim material over the top of screws that hold the window frame to the door. Use a flat blade screwdriver to assist with installing the trim material. See Figure 2-15. NOTE: Be careful not to cut the retainer lip on the trim material.
FIGURE 2-13. 1. â&#x20AC;&#x153;Lâ&#x20AC;? Shaped Brackets
Ensure the one channel (5, Figure 2-14) which is next to the door latch passes to the inside of the latch assembly (4). 16. Lower the glass in the frame and support it with a support block as shown in Figure 2-9. FIGURE 2-14. 1. Cap Screw & Nut 3. Mounting Screw - Out2. Mounting Screws side Door Handle Latch 4. Latch Assembly 5. Window Frame
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23. Lift up the door panel, regulator and glass to align the screw holes in the panel with the holes in the door frame. Install the screws that secure the panel to the door frame.
19. Install the two screws that were removed in Step 8. Ensure that the rubber felt insert is back in place after the screws are installed. 20. Install the window regulator track bracket as shown in Figure 2-7. Ensure that the nylon bushings and gaskets are installed properly to prevent damage to the glass.
24. Hook up the electrical connector for the window regulator. Install the two capscrews that hold the door strap bracket to the door frame. 25. Align the door check strap opening with the holes in the bracket and install the bolt. Install the hair pin clip. See Figure 2-6.
21. Lift the window glass in the frame and install the window regulator roller track onto the bracket installed in Step 20. See Figure 2-8. 22. While holding the window glass as shown in Figure 2-9 (a few inches from the top), install the lower and upper regulator rollers in their tracks. Start by moving the door panel (with the window regulator) away from the cab just far enough to allow the rollers to enter their tracks. Then, with the rollers in the tracks, slide the panel toward the cab. Move the panel just far enough to allow the upper regulator roller to go into the track on the bottom of the glass.
Replace Door Window Regulator 1. Perform Steps 1 through 6 in the procedure “Replacing the Door Glass”. 2. Move the inner panel assembly to a work area. 3. Remove four mounting screws (6, Figure 2-6). 4. If replacing the motor assembly of the window regulator, ensure that the worm gear on the motor is engaged properly into the regulator gear. Also, the regulator should be in the UP position before replacing the motor assembly. Ensure that the motor mounting screws are tight. 5. If replacing the window regulator assembly, the new regulator should be in the UP position before being mounted. 6. Mount the window regulator to the inner panel with the four mounting screws that were removed in Step 3. Ensure that the screws are tight. 7. Perform Steps 22 through 25 in the procedure “Replacing the Door Glass”.
FIGURE 2-15.
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Replacing the Door and Door Hinge Seal
Replacing the Door Handle or Latch Assembly The cab doors are equipped with serviceable latch handle assemblies (inner and outer). If they become inoperative, they should be replaced. The outer latch handle assembly on each door has a key-operated lock. 1. Perform Steps 1 through 6 in the procedure “Replacing the Door Glass”. 2. Remove cap screw and nut (1, Figure 2-14) from the inside door handle. 3. Remove four mounting screws (2) for the latch. Remove the latch assembly. 4. If replacing the latch assembly, proceed to Step 5. If replacing the outside door handle, remove three screws (3) that secure the handle to the door panel.
1. The door assembly seal has only three members to it (sides and top) and is glued on the door. This seal can be replaced by peeling the seal away from the door frame. Then use a suitable cleaner to remove the remaining seal and glue material. 2. The area where the door seal mounts should be free of dirt and oil. Spread or spray a glue which is quick drying and waterproof onto the area where the seal is to installed. 3. Install the seal so that the corners of the seal fit up into the corners of door frame (3, Figure 216). 4. Door hinge seal (2, Figure 2-17) is glued to the hinge. Use the same procedure as above for this seal.
Note: Only one screw is shown. The other two are behind the latch assembly. 5. Install a new latch assembly and align the mounting holes. Install four mounting screws (2, Figure 2-14). Ensure that they are tight. 6. Align the inside door handle and install capscrew and nut (3). 7. Perform Steps 22 through 25 in the procedure “Replacing the Door Glass”.
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Removing the Door Opening Seal 1. Starting at the lower center of the door opening, pull up on one end of the seal. The seal should pull loose from the cab opening lip. Pull the seal loose all the way around opening (1, Figures 216 and 2-17). 2. Inspect the cab opening lip for damage, dirt, and oil. Repair or clean the cab opening as necessary. Remove all dirt and old sealant Ensure that the perimeter of the opening is clean and free of burrs.
Installation 1. Install the seal material around the door opening in the cab. Start at the bottom center of the cab opening and work the seal lip over the edge of the opening. Go all the way around the opening. Ensure that the seal fits tightly in the corners. A soft face tool may be used to work the seal up into the corners.
FIGURE 2-16. 1. Door Opening Seal
3. Door Assembly Seal
2. Continue going all the way around the opening. When the ends of the seal meet at the bottom center of the cab opening, it may be necessary to trim off some of the seal. NOTE: The ends of the seal material need to be square-cut to assure a proper fit. 3. Fit both ends so that they meet squarely. Then while holding the ends together, push them firmly into the center of the opening.
FIGURE 2-17. 1. Door Opening Seal
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2. Door Hinge Seal
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GLASS REPLACEMENT
Replacement Procedure
Adhesive-bonded Windows
Recommended Tools/Supplies • Cold knife, pneumatic knife, or a piano wire cutting device, long knife. Cutout tools are available at an auto glass supply store.
The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass.
• Heavy protective gloves
1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window.
• Safety eyeglass goggles
2. Carefully clean and remove all broken glass chips from any remaining window adhesive. The surface should be smooth and even. Use only clean water.
• Windshield adhesives, proper cleaners, primers & application gun • SM2897 glass installation bumpers (6 - 7 per window)
NOTE: Removal of all old adhesive is not required; just enough to provide an even bedding base.
• Window glass (Refer to Parts Catalog) Recommended adhesives • SikaTack Ultrafast or Ultrafast II (both heated). Vehicle can be put into service in 4 hours under optimum conditions. Heated adhesives require a Sika approved oven to heat adhesive to 80° C (176° F).
3. Use a long knife to cut the remaining urethane from the opening, leaving a bed 2 - 4 mm (0.08 0.15 in.) thick. If the existing urethane is loose, completely remove it. Leave the installation bumpers in place, if possible.
• Sikaflex 255FC or Drive (unheated). Vehicle can be put into service in 8 hours under optimum conditions.
4. Clean the metal with Sika Aktivator. Allow it to dry for ten minutes. Then paint on a thin coat of Sika Primer 206G+P and allow it to dry for ten minutes.
Sika Corporation 30800 Stephenson Hwy. Madison Heights, MI 48071 Toll Free Number: 1-800-688-7452 Fax number: 248-616-7452 http://www.sika.com or http://www.sikasolutions.com
5. Using only the new side window(s) which are to be bonded in place, center the new glass over the opening in the cab. Use a permanent marker to mark on the cab skin along all the edges of the new glass that is to be installed. All edges must be marked on the cab in order to apply the adhesive in the proper location. 6. Use Sika Primer 206G+P to touch up any bright metal scratches on the metal frame of the truck. Do not prime the existing urethane bed. Allow it to dry for ten minutes.
Due to the severe duty application of off-highway vehicles, the cure times listed by the adhesive manufacturer should be doubled before a truck is moved. If the cure time is not doubled, vibration or movement from a moving truck will weaken the adhesive bond before it cures, and the glass may fall off the cab. If another adhesive manufacturer is used, be certain to follow that manufacturer's instructions for use, including the use of any primers, and double the allowances for proper curing time.
N2-16
Truck Cab
7. Use a clean, lint free cloth to apply Sika Aktivator to the black ceramic Frit surrounding the new window. Use a clean, dry cloth and wipe off the Sika Aktivator. Allow it to dry for ten minutes.
4/10 N02019
8. For the side windows, use six or seven glass installation bumpers (SM2897). Space them equally around the previously marked glass perimeter, approximately 19 mm (0.75 in.) inboard from where the edge of the glass will be when it is installed.
NOTE: Do not allow the truck to move until double the cure time for the adhesive has passed. Otherwise, vibration or movement from a moving truck will weaken the adhesive bond and the glass may fall off the cab.
NOTE: Be careful not to place the adhesive too far inboard, as it will make any future glass replacement more difficult. 9. Apply a continuous, even bead of adhesive (approximately 10 mm (0.38 in.) in diameter) to the cab skin at a distance of 13 - 16 mm (0.50 0.63 in.) inboard from the previously marked final location of the glass edges from Step 4. 10. Immediately install the glass. Carefully locate the glass in place with the black masking side toward the adhesive. Press firmly, but not abruptly, into place to ensure that the glass is properly seated. Do not pound the glass into place.
Be certain to follow all the adhesive manufacturer's instructions for use, including full allowances for proper curing time. The curing time may be as long as 48 hours (24 hours for some adhesives, then double it) before a truck can be driven. 12. Remove tape or prop from glass after the cure time has expired.
11. Use a wooden prop and duct tape to hold the glass in place for at least two hours or double the adhesive manufacturerâ&#x20AC;&#x2122;s curing time, whichever time is longer.
N02019 4/10
Truck Cab
N2-17
WINDSHIELD & REAR GLASS
Installation
NOTE: Two people are required to remove and install the windshield or rear glass. One person inside the cab, and the other person on the outside.
1. If the weatherstrip that was previously removed is broken, weathered, or damaged in any way, install a new rubber weatherstrip.
Special tools are available from local tool suppliers that are helpful in removing and installing automotive glass.
NOTE: Using a non-oily rubber lubricant on the weatherstrip material and cab opening will make the following installation easier: a. Install weatherstrip (3, Figure 2-18 or 2-19) around the window opening. Start with one end of the weatherstrip at the center, lower part of the window opening and press the weatherstrip over the edge of the opening.
Removal 1. If the windshield is to be replaced, lift the windshield wiper arms out of the way.
b. Continue installing the weatherstrip all around the opening. When the ends of the weatherstrip meet at the lower, center part of the window opening, there must be 12.7 mm (0.5 in.) of overlapping material.
2. Starting at the lower center of the glass, pull out weatherstrip locking lip (2, Figure 2-18 or 2-19). Use a non-oily rubber lubricant and a screwdriver to release the locking lip. 3. Remove glass (1) from weatherstrip (3) by pushing it out from inside the cab. 4. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the window opening is clean and free of burrs.
NOTE: The ends of the weatherstrip material need to be square-cut to assure a proper fit. c. Lift both ends so that they meet squarely. Then, while holding the ends together, force them back over the lip of the opening. 2. Lubricate the groove of the weatherstrip where the glass is to be seated. 3. Lower the glass into the groove along the bottom of the window opening. 4. Two people should be used for glass installation. Have one person on the outside of the cab pushing in on the glass against the opening, while one person on the inside uses a soft flat tool (such as a plastic knife) to work the weatherstrip over the edge of the glass all the way around.
FIGURE 2-18. Front Windshield 1. Glass 2. Locking Lip
N2-18
3. Weatherstrip Material 4. Sheet Metal
Truck Cab
4/10 N02019
5. After the glass is in place, go around the weatherstrip and push in on the locking lip (2, Figure 2-18 or 2-19) to secure the glass in the weatherstrip. 6. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window 1. Glass 2. Locking Lip
N02019 4/10
3. Weatherstrip Material 4. Sheet Metal
Truck Cab
N2-19
NOTES:
N2-20
Truck Cab
4/10 N02019
SECTION N3 CAB COMPONENTS INDEX CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4 WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5 OPERATOR SEAT (STANDARD SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7 Replacing the Seat Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8 PASSENGER SEAT (STANDARD SEAT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13 SEAT BELT REPLACEMENT (STANDARD SEATS - PC3230) . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14 SEAT BELT REPLACEMENT (STANDARD SEATS - 58E-57-00500) . . . . . . . . . . . . . . . . . . . . . N3-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-16 OPERATOR SEAT (OPTIONAL SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18 Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18 PASSENGER SEAT (OPTIONAL SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19 Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19
N03032 1/13
Heater/Air Conditioner
N3-1
SEAT BELT REPLACEMENT (OPTIONAL SEATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20
N3-2
Heater/Air Conditioner
1/13 N03032
CAB COMPONENTS WINDSHIELD WIPERS The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable intermittent delay or a constant low or high speed by the switch mounted on the turn signal lever.
WIPER MOTOR
3. While holding the linkage stationary, remove nut (10, Figure 3-1) and disconnect the linkage from the motor. 4. Remove three cap screws (6) with washers attaching the wiper motor to plate (5). Remove the motor assembly. Installation
Removal 1. Remove the large access panel from the front of the cab. 2. Disconnect the wiper motor harness connector.
1. Place wiper motor (1, Figure 3-1) into position on plate (5). 2. Install three cap screws (6) with flat washers (7) and lock washers (8). Tighten the cap screws to 8 - 9 N¡m (71 - 79 in. lb). 3. Align the motor output shaft with the wiper linkage. Install nut (10) and while holding the linkage stationary, tighten the nut to 22 - 24 N¡m (16 - 18 ft lb). 4. Reconnect the wiper motor harness connector. 5. Verify the wipers operate properly and park in the proper position. Refer to Figure 3-3.
WIPER ARM Removal 1. Note the parked position of wiper arm (1, Figure 3-2). 2. Lift the wiper arm cover and remove nut (2) and washer (3). 3. Disconnect the washer hose, and remove wiper arm (1).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Cap Screw 3. Flat Washer 4. Lock Washer 5. Plate
N03032 1/13
6. Cap Screw 7. Flat Washer 8. Lock Washer 9. Linkage 10. Nut
FIGURE 3-2. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer
Heater/Air Conditioner
4. Cap 5. Washer 6. Nut
N3-3
WIPER LINKAGE
Installation 1. Place wiper arm (1, Figure 3-2) into the position noted during removal. Install washer (3) and nut (2). Tighten the nut to 16 - 20 N·m (142 - 177 in. lb). Close the cover. 2. Connect the washer hose to the wiper arm. 3. Ensure the wipers arms operate properly and park in the proper position after installation is complete. Refer to Figure 3-3.
Removal 1. Remove the wiper arms. Refer to Wiper Arm Removal in this section. 2. Remove wiper retainer (8, Figure 3-3) and disconnect the wiper linkage from the wiper motor drive arm. 3. Remove nut (6, Figure 3-2) and washer (5) from each wiper shaft. 4. Remove cap screws (3, Figure 3-3) with washers. 5. Remove wiper assembly from cab.
Installation 1. Place the wiper assembly into position in the wiper compartment. 2. Install cap screws (3, Figure 3-3) with lock washers (4) and flat washers (5) and tighten cap screws. 3. Install washer (5, Figure 3-2) and nut (6) on each wiper shaft and tighten finger-tight. Tighten the nuts to 18 - 20 N·m (160 - 177 in. lb). DO NOT overtighten. The threads on the shafts are easily stripped when improperly tightened. Install cap (4) over nut (6). 4. Align the linkage and attach to the wiper motor drive arm using retainer (8, Figure 3-3). NOTE: When the motor is parked, the drive arm will be in the 3 o’clock position as shown in Figure 3-3. FIGURE 3-3. PARK POSITION A. Park Position (7°) 1. Wiper Motor 2. Wiper Blade 3. Cap Screw 4. Lock Washer
N3-4
5. Flat Washer 6. Wiper Arm 7. Nozzle 8. Retainer 9. Hose
5. Install the wiper arms. Refer to Wiper Arm Installation. Ensure the wipers arms operate properly and park in the proper position after installation is complete.
Heater/Air Conditioner
1/13 N03032
WINDSHIELD WASHER Operation The windshield washer, mounted on the right side of the hydraulic components cabinet behind the cab, has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4) with a 24 volt electric pump (2). The washer is controlled by the windshield wiper switch mounted on the turn signal lever. When the switch is activated, washing solution is pumped through outlet hose (3) and fed to a jet located in each of the windshield wiper arms. Service If windshield washer maintenance is required, check the strainer opening for obstructions and inspect the hoses for damage. Check the voltage to the pump from the control switch. If the pump is inoperable, replace it with a new pump assembly. Note: The pump is only available as an assembly and cannot be repaired.
FIGURE 3-4. WINDSHIELD WASHER FLUID RESERVOIR AND PUMP 1. Reservoir 2. Pump
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Heater/Air Conditioner
3. Outlet Hose 4. Filler Cap
N3-5
OPERATOR SEAT (STANDARD SEAT) The operator's seat provides a fully adjustable cushioned ride for driver comfort and easy operation. Adjustment The following adjustments must be made while sitting in the seat. Refer to Figure 3-5. 1. Headrest - Move headrest (1) up, down, fore, or aft to the desired position. 2. Seat Height - Push and hold switch (2) to adjust the height of the seat. Release the switch when the desired height is reached. Optimum ride height is obtained when the suspension is at the middle of its stroke. To properly adjust, raise the seat to its highest level. Then, lower the seat approximately 51 mm (2 in.) to the middle of the suspension stroke.
9. Seat Cushion Tilt - Lift and hold lever (9) and tilt the seat cushion to a comfortable position. Release the lever to lock the position adjustment. 10. Fore/Aft Location of Seat - Lift and hold lever (10) and move the seat to a comfortable height. Release the lever to lock the height adjustment. NOTE: The seat compressor must be allowed to cool down for ten minutes for every one minute of continuous operation. The compressor must not be operated continuously for more than three minutes.
3. Lumbar Support - Move dial (3) to adjust the lumbar support to the desired position. 4. Armrest Tilt - Rotate adjusting knob (4) until the armrest is in desired position. 5. Seat Belt - The operator must always have seat belt (5) buckled and properly adjusted whenever the truck is being operated. 6. Backrest Recline - Lift handle (6) to select the desired backrest recline. Release the handle to set the position. 7. Fore/Aft Location of Seat Cushion - Lift and hold lever (7) and move the seat cushion to a comfortable position. Release the lever to lock the position adjustment. 8. Suspension Dampener - Adjust suspension dampener (8) to obtain the desired stiffness of the adjustable shock absorber. Move the lever upward to stiffen the absorbency of the shock. Move the lever downward to soften the ride. Five detented settings are available. NOTE: This seat contains a fixed rate shock absorber in addition to the adjustable shock absorber that is controlled by the suspension dampener.
N3-6
FIGURE 3-5. OPERATORâ&#x20AC;&#x2122;S SEAT ADJUSTMENT CONTROLS 1. Headrest 2. Seat Height 3. Lumbar Support 4. Armrest Tilt 5. Seat Belt 6. Backrest Recline
Heater/Air Conditioner
7. Seat Cushion Fore and Aft 8. Suspension Dampener 9. Seat Tilt 10. Fore and Aft
1/13 N03032
Inspection 1. Inspect the seat for wear or damage. Replace worn or damaged parts on the seat. 2. Inspect the seat belts and buckles for proper operation. Also check for worn or frayed fabric. Replace all worn or damaged parts. 3. Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt.
2. Install cap screws (2), flat washers (3) and lock washers (4) that secure the riser to the floor. Tighten the cap screws to the standard torque. 3. Connect seat harness (7). 4. Fasten seat belt tethers (6) to eye bolts in the cab floor. Install cotter pins (5). 5. If the door was removed, install the door. Refer to the index in this chapter for door installation instructions.
4. Inspect the seat tethers. If worn or damaged, replace the tethers.
Do not remove the handrail from the deck to allow room to remove the operator seat from the cab. Remove the cab door to gain clearance for seat removal. There is a risk to personnel of falling if the handrail is removed. Removal 1. Disconnect the door stop strap so the door can swing open wider. If necessary, remove the door from the cab to allow room to remove the seat. Refer to the index in this chapter for door removal instructions. 2. Remove cotter pins (5, Figure 3-6) so that seat belt tethers (6) can be disconnected from the eye bolts in the cab floor. 3. Disconnect seat harness (7) at the cab floor. 4. Remove cap screws (2), flat washers (3) and lock washers (4) that secure the riser to the floor. 5. The seat weighs approximately 58 kg (128 lb). Remove the seat from the cab. Then use a suitable lifting device to lift the seat from the deck down to the ground. Do not lift the seat by using the arm rests, as they could be damaged. Installation
FIGURE 3-6. SEAT INSTALLATION
1. The seat weighs approximately 58 kg (128 lb). Use a suitable lifting device to lift the seat from the ground up to the deck. Place seat assembly in position in the cab.
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1. Seat Assembly 2. Cap Screw 3. Flat Washer 4. Lock Washer
Heater/Air Conditioner
5. Cotter Pin 6. Seat Belt Tether 7. Seat Harness
N3-7
Replacing the Seat Compressor NOTE: The following procedure assumes the operator seat has been removed from the cab.
1 72638
1
1
2
FIGURE 3-9.
2
1. Nut
72636
FIGURE 3-7. 1. Cap Screw
3. Remove front bearing shaft nut (1, Figure 3-9).
2. Nut
1. Remove four nuts (2, Figure 3-7) and two cap screws (1) from rear of seat assembly. Release the fore and aft lever from the front of the seat. Slide the top portion of the seat forward off the suspension assembly and set it aside.
2 1
72639
FIGURE 3-10. 1. Block
1
1
2
72637
FIGURE 3-8. 1. Plastic Clip
2. Boot
2. Dampener Switch
4. Raise the suspension, then use a block or propping device (1, Figure 3-10) to hold the suspension at the top of its stroke. Release the air pressure from the suspension using suspension dampener switch (2) located at the front of the suspension assembly.
2. Remove 28 plastic clips (1, Figure 3-8) from suspension boot (2), then remove the boot from the seat suspension.
N3-8
Heater/Air Conditioner
1/13 N03032
1
1 72640
72642
FIGURE 3-11.
FIGURE 3-13.
1. Front Bearing Shaft
1. Rear Bearing Shaft
5. Remove front bearing shaft (1, Figure 3-11) from the suspension assembly.
7. Remove rear bearing shaft (1, Figure 3-13) from the suspension assembly.
1 2 1
72641
72643
FIGURE 3-12.
FIGURE 3-14.
1. Nut
1. Shock Cable
2. Upper Housing
6. Remove rear bearing shaft nut (1, Figure 3-12). 8. Remove upper housing (2, Figure 3-14), invert it and set it next to the suspension. Leave shock cable (1) connected.
N03032 1/13
Heater/Air Conditioner
N3-9
1
72644
1
72646
FIGURE 3-15.
FIGURE 3-17.
1. Harness Connector
1. Cap Screw
9. Disconnect wire harness connector (1, Figure 3-15) from the compressor.
11. Remove two compressor mounting cap screws (1, Figure 3-17).
1
2
1
72645
1
FIGURE 3-16. 1. Air Hose
1. Compressor
10. Disconnect two air hoses (1, Figure 3-16) from the compressor fitting by pushing in on the fitting collet and pulling out on the air line.
N3-10
72647
FIGURE 3-18. 2. Clamp
12. Remove compressor (1, Figure 3-18) and clamp (2) from the seat suspension assembly.
Heater/Air Conditioner
1/13 N03032
2
1
2
1
72648
FIGURE 3-19. 1. Compressor
72650
FIGURE 3-21.
2. Clamp
1. To Air Bladder
13. Assemble new clamp (2, Figure 3-19) over new compressor (1) as shown.
2. To Supply
15. Place the new compressor in position inside the suspension assembly, then connect the air hoses to the compressor fittings as shown in Figure 3-21.
2
1
1
72649
FIGURE 3-20. 1. Cable Tie
2. Harness Jumper
14. Attach wire harness jumper (2, Figure 3-20) to the compressor. Ensure the orange wire is connected to the compressor terminal on the valve side of the compressor. Secure wire harness jumper (2) to the clamp using cable tie (1) as shown.
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72651
FIGURE 3-22. 1. Cap Screw
16. Install mounting cap screws (1, Figure 3-22) and tighten to 3 N¡m (30 in. lb). NOTE: Ensure the air line does not become pinched between the compressor clamp and the suspension assembly.
Heater/Air Conditioner
N3-11
17. Connect compressor harness (1, Figure 3-23) to the main harness and secure it with cable ties (2) as shown in Figure 17. 18. Reassemble the suspension assembly in the reverse order of disassembly. Connect to power supply and actuate the seat compressor prior to installing suspension assembly in the cab. 19. Test the air hose connections by spraying them with soapy water to check for leaks. If no leaks are present, continue with the assembly process.
1
2
72652
FIGURE 3-23. 1. Harness Connector
N3-12
2. Cable Tie
Heater/Air Conditioner
1/13 N03032
PASSENGER SEAT (STANDARD SEAT)
3. Fasten seat belt tethers (2) to eye bolts in the cab floor. Install cotter pins (3).
Inspection
4. Install the door stop strap. The strap has three holes on each end for adjustment of how wide the door can swing open. Install the pin in the door stop strap where desired.
1. Inspect the seat for wear or damage. Replace worn or damaged parts on the seat. 2. Inspect the seat belts and buckles for proper operation. Also check for worn or frayed fabric. Replace all worn or damaged parts. 3. Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt.
5. If disconnected, route power window wires through the loop in the bottom of the door stop strap.
4. Inspect the seat tethers. If worn or damaged, replace the tethers. Removal 1. Disconnect the door stop strap so the door can swing open wider. 2. Remove cotter pins (3, Figure 3-24) so that seat belt tethers (2) can be disconnected from the eye bolts in the cab floor. 3. Remove cap screws (4), flat washers (6) and lock washers (5) that secure the riser to the floor. 4. The seat weighs approximately 55 kg (121 lb). Remove the seat from the cab. Then use a suitable lifting device to lift the seat from the deck down to the ground.
Installation 1. The seat weighs approximately 55 kg (121 lb). Use a suitable lifting device to lift the seat from the ground up to the deck. Place seat assembly in position in the cab. 2. Install cap screws (4), flat washers (6) and lock washers (5) that secure the riser to the floor. Tighten the cap screws to the standard torque.
N03032 1/13
FIGURE 3-24. PASSENGER SEAT INSTALLATION 1. Seat Assembly 2. Seat Belt Tether 3. Cotter Pin
Heater/Air Conditioner
4. Cap Screw 5. Lock Washer 6. Flat Washer
N3-13
SEAT BELT REPLACEMENT (STANDARD SEATS - PC3230)
Installation
Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt. Removal 1. Remove cap screw, flat washer and nut (4, Figure 3-25). Then remove shoulder belt retractor (1). 2. Recline back of seat forward. Remove screws (5, Figure 3-26). Then remove pad (4).
1. Install tether and seat belt buckle (11, Figure 326) to seat with cap screw (12). Tether belt is to be positioned at 45 degree angle. Tighten cap screw (12) to 68 N·m (50 ft lb). 2. If required, install bracket (3, Figure 3-25) with cap screws (2) and nuts. Tighten cap screws to 47 N·m (35 ft lb). 3. Install seat belt retractor (10, Figure 3-26) and tether (9) using flat washer (7) and cap screw (8). Tether belt is to be positioned at 45 degree angle. Tighten cap screw (8) to 68 N·m (50 ft lb).
3. Remove nut (6), cap screw (2) and then spacer (3). Place loose shoulder belt on seat cushion. 4. Remove cap screw (8), seat belt retractor (10), flat washer (7) and tether (9) and from seat. It may be necessary to also remove cap screws (2, Figure 3-25) and nuts and bracket (3). Remove seat belt and shoulder belt from seat. 5. Remove cap screw (12, Figure 3-26) and remove seat belt buckle (11) and the other tether.
FIGURE 3-25. SHOULDER BELT 1. Shoulder Belt Retractor 2. Cap Screw
N3-14
FIGURE 3-26. SEAT BELTS
3. Bracket 4. Cap Screw, Nut, Flat Washer
1. Seat 2. Cap Screw 3. Spacer 4. Pad 5. Screws 6. Nut
Heater/Air Conditioner
7. Flat Washer 8. Cap Screw 9. Tether 10. Seat Belt Retractor 11. Seat Belt Buckle 12. Cap Screw
1/13 N03032
4. While installing the top shoulder belt bracket, ensure that the seat belt is not twisted. Install the top shoulder belt bracket to upright support with cap screw (2) and nut (6), with spacer (3) inside the support. Tighten nut to 68 N¡m (50 ft lb). 5. Install top pad (4) to support bar with screws (5).
N03032 1/13
6. Ensure the shoulder belt is not twisted. Slowly extend the shoulder belt and install shoulder belt retractor (1, Figure 3-25) to bracket (3). Install cap screw, nut and flat washer (4). Tighten nut to 68 N¡m (50 ft lb). 7. Test the seat belt function by buckling and unbuckling the seat belt, and fully extending it. Also, rapidly pull on the shoulder belt to check the locking function. Remove the cardboard warning tag from the belt.
Heater/Air Conditioner
N3-15
SEAT BELT REPLACEMENT (STANDARD SEATS - 58E-57-00500) Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt.
Installation 1. Install tether (3, Figure 3-27) and seat belt buckle (1) to seat with cap screw and flange nut (2). Tether belt is to be positioned at 45 degree angle. Tighten flange nut to 68 N¡m (50 ft lb). 2. Connect the harness and secure with clip (4), if equipped.
Removal 1. Remove carriage bolt, flat washer and locknut (8, Figure 3-28). Then remove shoulder belt retractor (9). 2. Recline back of seat forward. Remove two nuts (1). Then remove adjuster (2) from mount. Place loose shoulder belt on seat cushion. 3. Remove cap screw (5), seat belt retractor (4), flat washer and tether (6) and from seat. It may be necessary to also remove cap screw, flat washer and locknut (10) and bracket (7). Remove seat belt and shoulder belt (3) from seat. 4. Disconnect the harness and remove from clip (4), if equipped. 5. Remove cap screw and flange nut (2, Figure 327). Then remove seat belt buckle (1) and tether (3).
FIGURE 3-28. SHOULDER BELT
FIGURE 3-27. SEAT BELT BUCKLE 1. Seat Belt Buckle 2. Cap Screw and Flange Nut
N3-16
3. Tether 4. Clip
1. Nut 2. Adjuster 3. Shoulder Belt 4. Seat Belt Retractor 5. Cap Screw 6. Tether
Heater/Air Conditioner
7. Bracket 8. Carriage Bolt, Washer, Locknut 9. Shoulder Belt Retractor 10. Capscrew, Washer, Locknut
1/13 N03032
3. If required, install bracket (7, Figure 3-28) with cap screw, flat washer and locknut (10) and bracket (7). Tighten locknut to 47 N路m (35 ft lb). 4. Install seat belt retractor (4) and tether (6) using flat washer and cap screw (5). Tether belt is to be positioned at 45 degree angle. Tighten cap screw (5) to 68 N路m (50 ft lb). 5. While installing adjuster (2), ensure that shoulder belt (3) is not twisted. Install adjuster (2) onto mount with two nuts (1). Tighten nuts to 68 N路m (50 ft lb).
N03032 1/13
6. Ensure the shoulder belt is not twisted. Slowly extend the shoulder belt and install shoulder belt retractor (9) to bracket (7). Install carriage bolt, flat washer and locknut (8). Tighten locknut to 68 N路m (50 ft lb). 7. Test the seat belt function by buckling and unbuckling the seat belt, and fully extending it. Also, rapidly pull on the shoulder belt to check the locking function. Remove the cardboard warning tag from the belt.
Heater/Air Conditioner
N3-17
OPERATOR SEAT (OPTIONAL SEAT) The operator's seat provides a fully adjustable cushioned ride for driver comfort and easy operation. Seat Belts • On both driver and passenger seats, check the seat belt fabric, buckle, all belt retractors and hardware for damage or wear. Replace any worn or damaged parts immediately.
comfortable position. Release the lever to lock the position adjustment. 9. Seat Tilt: Lift seat slope lever (9) and hold to adjust the slope of the seat. Release the lever to lock the adjustment. Armrests: Rotate adjusting knob (10) until the armrest is in the desired position.
• Even if there are no signs of damage, replace both driver and passenger seat belts 5 years after seat belt manufacture, or every 3 years after start of use, whichever comes first. The passenger seat belt date of manufacture label is sewn into the seat belt near the buckle. The driver seat belt date of manufacture label is sewn into the shoulder harness belt, near the retractor end. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: (1, Figure 3-29) will move up, down, fore, or aft by moving headrest to desired position. 2. Backrest Angle: Lift backrest adjustment handle (2) to release and select the backrest angle. Release the control handle to set. 3. Seat Belt: The operator must have seat belt (3) buckled in place and properly adjusted whenever vehicle is in motion. 4. Air Lumbar Support: Each rocker switch (4) controls an air pillow. One switch controls the lower air pillow and the other switch controls the upper air pillow. To inflate, press on top of the rocker switch and hold for desired support, then release. To deflate, press on the bottom of the rocker switch and hold for desired support, then release. Adjust each pillow for desired support. 5. Suspension Dampener: Press rocker switch (5) on top to increase ride firmness. Press on lower part of rocker switch to decrease ride firmness. 6. Fore/Aft Location of Seat: Lift fore and aft lever (6) and hold. Bend knees to move seat to a comfortable position. Release the control lever to lock the adjustment. 7. Seat Height: Press rocker switch (7) on top to increase ride height. Press on lower part of rocker switch to decrease ride height.
FIGURE 3-29. OPERATOR’S SEAT CONTROLS 1. Headrest 2. Backrest Angle 3. Seat Belt 4. Lumbar Support 5. Suspension Dampener
6. Fore and Aft 7. Seat Height 8. Seat Cushion Fore and Aft 9. Seat Tilt 10. Armrest Tilt
8. Fore/Aft Location of Seat Cushion - Lift and hold lever (8) and move the seat cushion to a
N3-18
Heater/Air Conditioner
1/13 N03032
PASSENGER SEAT (OPTIONAL SEAT) The passenger seat provides a fully adjustable cushioned ride for passenger comfort and easy operation. Seat Belts • On both driver and passenger seats, check the seat belt fabric, buckle, all belt retractors and hardware for damage or wear. Replace any worn or damaged parts immediately.
8. Seat Belt: The operator must have seat belt (3) buckled in place and properly adjusted whenever vehicle is in motion. 9. Backrest Angle: Lift backrest adjustment handle (2) to release and select the backrest angle. Release the control handle to set.
• Even if there are no signs of damage, replace both driver and passenger seat belts 5 years after seat belt manufacture, or every 3 years after start of use, whichever comes first. The passenger seat belt date of manufacture label is sewn into the seat belt near the buckle. The driver seat belt date of manufacture label is sewn into the shoulder harness belt, near the retractor end. Adjustment The following adjustments must be made while sitting in the seat. 1. Headrest: (1, Figure 3-30) will move up, down, fore, or aft by moving headrest to desired position. 2. Seat Height: Press rocker switch (7) on top to increase ride height. Press on lower part of rocker switch to decrease ride height. 3. Fore/Aft Location of Seat Cushion - Lift and hold lever (8) and move the seat cushion to a comfortable position. Release the lever to lock the position adjustment. 4. Seat Tilt: Lift seat slope lever (9) and hold to adjust the slope of the seat. Release the lever to lock the adjustment. 5. Fore/Aft Location of Seat: Lift fore and aft lever (6) and hold. Bend knees to move seat to a comfortable position. Release the control lever to lock the adjustment. 6. Suspension Dampener: Press rocker switch (5) on top to increase ride firmness. Press on lower part of rocker switch to decrease ride firmness. 7. Air Lumbar Support: Each rocker switch controls an air pillow. One switch controls the lower air pillow and the other switch controls the upper air pillow. To inflate, press on top of the rocker switch and hold for desired support, then release. To deflate, press on the bottom of the rocker switch and hold for desired support, then release. Adjust each pillow for desired support.
N03032 1/13
FIGURE 3-30. PASSENGER’S SEAT CONTROLS 1. Headrest 2. Seat Height 3. Seat Cushion Fore and Aft 4. Seat Tilt 5. Fore and Aft
Heater/Air Conditioner
6. Suspension Dampener 7. Lumbar Support 8. Seat Belt 9. Backrest Angle
N3-19
SEAT BELT REPLACEMENT (OPTIONAL SEATS)
2. Remove seat belt buckle bolt (1, Figure 3-32) and discard bolt and buckle.
General Inspect the date of manufacture on the seat belt. If the seat belt is over five years old, replace the seat belt. Or, if the seat belt has been in service for more than three years, replace the seat belt.
Follow the instructions to install the new seat belts. The instructions are the same for operator or passenger seats except where noted. Required Tools: • Rubber mallet • Rivet press • box end wrench - 17 mm • Torx - T40
FIGURE 3-32.
• Torx - T45
1. Bolt
• Allen Head - 6 mm • Allen Head - 5mm • Torque wrench
3. Remove two screws (2, Figure 3-33) from upper seat belt cover (1).
Removal 1. Lift up tilt handle (2, Figure 3-31). Remove lower seat belt bolt (1) and discard.
FIGURE 3-33. 1. Cover
2. Screws
FIGURE 3-31. 1. Bolt
N3-20
2. Tilt Handle
Heater/Air Conditioner
1/13 N03032
4. Remove upper seat belt bolt (1, Figure 3-34) or (2) while holding the nut on the backside with a wrench.
6. Remove seat belt retractor bolt (2, Figure 3-36). Discard bolt and seat belt (1).
NOTE: Both operator and passenger seats are shown in Figure 3-34.
FIGURE 3-36. 1. Seat Belt
2. Bolt
FIGURE 3-34. 1. Bolt
2. Bolt
5. Remove rear cover (1, Figure 3-35) by pushing out the center of the four plastic rivets.
7. Separate the plastic cover from the tongue of the seat belt by unlatching two inside tabs (1, Figure 3-37). The plastic cover will then slide off.
FIGURE 3-35. 1. Cover
FIGURE 3-37. 1. Tabs
N03032 1/13
Heater/Air Conditioner
N3-21
8. Align new seat belt retractor (2, Figure 3-38) with the upper seat belt mount (1). Install seat belt retractor with a 16 mm long bolt (3) and tighten to 35 ± 5 N·m (26 ± 4 ft lb).
10. Select new seat belt buckle (1 or 2, Figure 340), spacer (5), washer (4) and bolt (3). Align the bolt, washer, spacer and buckle in the correct order as shown. Add grease to bolt below its head.
FIGURE 3-38. 1. Belt 2. Seat Belt Retractor
FIGURE 3-40. 3. Bolt
9. Push the seat belt through the upper mount. Reinstall upper seat belt bolt (1, Figure 3-39) and tighten to 35 ± 5 N·m (26 ± 4 ft lb) while holding the nut on the back side with a wrench. Reinstall the upper seat belt cover and tighten screws to 4 N·m (3 ft lb). Reattach the plastic bezel to the tongue.
1. Seat Belt Buckle 2. Seat Belt Buckle 3. Bolt
4. Washer 5. Spacer
11. Secure tether and seat belt (1, Figure 3-41) with new bolt and tighten to 70 N·m (52 ft lb). Note that the washer must be aligned with lip (2) on the buckle.
FIGURE 3-39. 1. Bolt
2. Cover FIGURE 3-41. 1. Seat Belt
N3-22
Heater/Air Conditioner
2. Lip
1/13 N03032
12. Using a 22 mm long bolt (1, Figure 3-42), attach seat belt to opposite side with the tether (2) underneath the belt anchor. Tighten the bolt to 35 N¡m (26 ft lb).
14. Remove cardboard note (1, Figure 3-44) from the seat belt. Install rear cover (2) to the seat frame using the four plastic rivets previously removed.
FIGURE 3-44. 1. Cardboard Cover
FIGURE 3-42. 1. Bolt
2. Cover
2. Tether
13. If installing a driver buckle, push seat belt minder cord (1, Figure 3-43) between the seat cushions and the side frame to the back of the seat. Wire tie the cord to the hoses in the back. Connect the minder cord to the wire harness in the cab, if equipped.
FIGURE 3-43. 1. Seat Belt Minder Cord
N03032 1/13
Heater/Air Conditioner
N3-23
NOTES
N3-24
Heater/Air Conditioner
1/13 N03032
SECTION N4 OPERATOR COMFORT INDEX OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3 Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-3 N4-3 N4-3 N4-4
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4 Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-4 N4-4 N4-4 N4-5 N4-5 N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8 Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9 AIR CONDITIONER SYSTEM COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10 Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-10 N4-10 N4-10 N4-10 N4-11 N4-11 N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Compressor Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12 Trinaryâ&#x201E;¢ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13 SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14 SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15 Recovery/Recycle Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installing Manifold Gauge Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N04041
Operator Comfort
N4-15 N4-15 N4-16 N4-16 N4-17 N4-18 N4-18
N4-1
SYSTEM PERFORMANCE TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19 SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20 Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21 REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Reclaimed Refrigerant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22 SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Soap and Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 RECOVERING AND RECYCLING THE REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23 Performing the Recovery Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Performing the Recycling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24 System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25 COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Hoses and Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27 EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28 CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31 TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32 PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36
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OPERATOR COMFORT HEATER / AIR CONDITIONER The heater/air conditioner compartment contains heater/air conditioner controls and some of the heater/air conditioner components, such as the blower motor assembly and the heater coil. Optimum cab air climate can be selected by using the following controls in various combinations. Fan Speed Control Knob Fan speed control knob (1, Figure 4-1) is provided to control the cab air fan motor. The fan motor is a 3speed motor (low, medium and high). Speeds are selected by rotating the control knob clockwise to the desired position. OFF is in the full counter-clockwise position. The control knob must be switched ON for the air conditioner to function. Temperature Control Knob Temperature control knob (2, Figure 4-1) allows the operator to select a comfortable air temperature. The control knob determines the operation of the air conditioning and heater modes. Rotating the control knob counter-clockwise (blue zone (3)) will cause the A/C compressor to operate and result in cooler air temperatures. Full counterclockwise position is the coldest air setting. Rotating the control knob clockwise (red zone (4)) will affect coolant flow through the heater core and result in warmer air temperatures. The full clockwise position is the warmest heater setting. Air Flow Directional Knob Air flow directional knob (5, Figure 4-1) controls the direction of airflow as follows: Provides airflow to floor vents, only.
FIGURE 4-1. A/C & HEATER CONTROLS
Provides airflow to upper vents and floor vents. Provides airflow to upper vents, only. Defrost - Provides dehumidified air to the windshield.
1. Fan Speed Control Knob 2. Temperature Control Knob 3. Blue Zone
4. Red Zone 5. Air Flow Directional Knob 6. Vents
Defrost - Provides dehumidified air to the windshield as well as to floor vents.
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Heater/Air Conditioner Vents
Relays
Heater/air conditioner vents (6, Figure 4-1) may be rotated 360°. There are three vents in the heater/air conditioner compartment, four vents across the top of the instrument panel, and one vent each in the RH and LH instrument panels. There are also an additional four vents under the instrument panel. Air flow through the vents is controlled by manually opening, closing or turning the louvers.
Three relays (8, Figure 4-2) control the damper doors, A/C compressor clutch, temperature control switch, water (heater) valve and the actuator motors.
COMPONENTS Figure 4-2 and Figure 4-4 illustrate both the heater system and air conditioning system parts contained in the cab mounted enclosure. Refer to the air conditioning system topics later in this section for additional information regarding air conditioning system components, maintenance and repair.
Heater Core Heater core (2, Figure 4-4) receives engine coolant through water valve (33) when heat is selected. If temperature control knob (2, Figure 4-1) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked. If temperature control knob (2) and water valve (33, Figure 4-4) appear to be working properly, yet no heat is apparent in heater core (2), the core may be restricted. Remove and clean or replace the core.
Fuse and Circuit Breaker Before attempting to troubleshoot the electrical circuit in the heater enclosure, turn the key switch ON and verify that the fuse is not burned out. Refer to the electrical schematic for more detailed information.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS 1. Enclosure 2. Water (Heater) Valve 3. A/C Refrigerant Hoses 4. Water Outlet (To Engine) 5. Water Inlet (From Engine Water Pump 6. Evaporator Core 7. Heater Core 8. Relays
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Fan Motor And Speed Control
Cab Air Filter
Fan speed is controlled by the position of the fan speed control knob (1, Figure 4-1).
Recirculation air filter (5, Figure 4-4) and fresh air filter (2, Figure 4-3) in the front access panel of the cab need periodic cleaning to prevent restrictions in air circulation. Restricted filters will decrease the performance of the heater and air conditioner. The recommended interval for cleaning and inspection is 250 hours, but in extremely dusty conditions the filters may need daily service and inspection, especially the outer panel filter on the cab shell. The filter elements should be cleaned with water and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours, or sooner if inspection indicates a clogged or damaged filter.
If blower assembly (3, Figure 4-4) does not operate at any of the speed selections, verify that battery voltage is available at the switches and relay. Refer to the electrical schematic in Section R. If voltage is present, the blower assembly is probably defective and should be removed and replaced.
Actuators Two rotary actuator motors (9, Figure 4-4) are installed inside the heater housing and are used to actuate the damper doors for the following: â&#x20AC;˘
Defroster outlet
â&#x20AC;˘
Bi-level or floor outlets
A failure to switch one of the above modes of operation may be caused by a faulty actuator. Visually inspect damper doors (35, 36) and the linkage for the function being diagnosed. Ensure that the damper door is not binding or obstructed, preventing movement from one mode to the other. Verify that 24 VDC is present at the actuator when air flow directional knob (5, Figure 4-1) is moved through its various positions of operation. If the correct voltages are present during operation of the switch, disconnect the actuator from the damper door and verify that actuator force is comparable to a known (new) actuator. If it is not, install a new actuator. FIGURE 4-3. CAB FILTER LOCATION 1. Access Cover
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2. Cab Filter
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FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY 1. Evaporator Core 2. Heater Core 3. Blower Assembly 4. Outer Recirculation Grille 5. Recirculation Filter 6. Inner Recirculation Grille 7. Expansion Block Valve 8. Relay 9. Actuator
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10. Louver 11. Thermostat 12. LH Seal 13. Front Seal 14. Top Seal 15. Screw 16. Screw 17. Cover 18. Knob 19. Seal 20. Foam
21. Foam 22. Bracket 23. Case 24. Bracket 25. Control Panel Harness 26. Main Unit Harness 27. Seal 28. Screw 29. Screw 30. Bulb 31. Pivot Bushing
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32. Punched Strip 33. Water Valve 34. Drive Adapter 35. Damper Door (Up) 36. Damper Door (Side) 37. Punched Strip 38. Punched Strip 39. Blower Retainer 40. Control Panel 41. Grommet 42. Duct Adapter
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FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor
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7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container
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13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser 18. Accumulator
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ENVIRONMENTAL IMPACT OF AIR CONDITIONING Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion. Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of R-12 refrigerant be discontinued after 1995. Therefore, a more environmentally-friendly hydro-flouro-carbon. (HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging procedure is prohibited. These restrictions require the use of equipment and procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete recovery of refrigerants, which will not only help to protect the environment, but through the recycling of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the system's cooling capacity. The compressor, condenser, evaporator units, hoses and fittings must be installed clean and tight and be capable of withstanding the strain and abuse they are subjected to on off-highway vehicles. Equipment downtime costs are high enough to encourage service areas to perform preventative maintenance at regular intervals on vehicle Air Conditioning (A/C) systems. (Cleaning, checking belt tightness, and operation of electrical components).
PRINCIPLES OF REFRIGERATION A brief review of the principles of air conditioning is necessary to relate the function of the components, the technique of troubleshooting and the corrective action necessary to put the A/C unit into top operating efficiency. Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function properly unless it is operated within a completely controlled cab environment. The circulation of air must be a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be kept free of dust and dirt which, if picked up in the air system, will clog the intake side of the evaporator coil.
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation problems for air conditioning systems. Off-highway equipment, in general, is unique enough that normal automotive or highway truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered. The cab tightness, insulation, and isolation from heat sources is very important to the efficiency of the system. It is advisable to close all vents, even the intakes of pressurization systems, when there are high humidity conditions.
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Air Conditioning Air conditioning is a form of environmental control. As applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In the broad sense, a heating unit is as much an air conditioner as is a cooling unit. The term “air conditioner” is commonly used to identify an air cooling unit. To be consistent with common usage, the term “air conditioner” will refer to the cooling unit utilizing the principles of refrigeration; sometimes referred to as the evaporator unit.
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Refrigeration - The Act Of Cooling • There is no process for producing cold; there is only heat removal. • Heat always travels toward cooler temperatures. This principle is the basis for the operation of a cooling unit. As long as one object has a temperature lower than another, this heat transfer will occur. •
Temperature is the measurement of the intensity of heat in degrees. The most common measuring device is the thermometer.
• All liquids have a point at which they will turn to vapor. Water boiling is the most common example of heating until vapor is formed. Boiling is a rapid form of evaporation. Steam is a great deal hotter than boiling water. The water will not increase in temperature once brought to a boil. The heat energy is used in the vaporization process. The boiling point of a liquid is directly affected by pressure. By changing pressure, we can control the boiling point and temperature at which a vapor will condense. When a liquid is heated and vaporizes, the gas will absorb heat without changing pressure. • Reversing the process, when heat is removed from water vapor, it will return to the liquid state. Heat from air moves to a cooler object. Usually the moisture in the cooled air will condense on the cooler object. • Refrigerant - Only R-134a should be used in the new mobile systems which are designed for this refrigerant.
Ambient air, passing through the condenser removes heat from the circulating refrigerant resulting in the conversion of the refrigerant from gas to liquid. The liquid refrigerant moves on to the receiver drier where impurities are filtered out, and moisture removed. This component also serves as the temporary storage unit for some liquid refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve. This valve meters the amount of refrigerant entering the evaporator. As the refrigerant passes through the valve, it becomes a low temperature, low pressure liquid and saturated vapor. This causes the refrigerant to become cold. The remaining low pressure liquid immediately starts to boil and vaporize as it approaches the evaporator, adding to the cooling. The hot, humid air of the cab is pulled through the evaporator by the evaporator blower. Since the refrigerant is colder than the air, it absorbs the heat from the air producing cool air which is pushed back into the cab. The moisture in the air condenses upon movement into the evaporator and drops into the drain pan from which it drains out of the cab. Refrigerant leaving the evaporator enters the accumulator. The accumulator functions as a sump for liquid refrigerant in the system. Because of its design, the accumulator only allows vaporized refrigerant to return to the compressor, preventing compressor slugging from occurring. Desiccant is located at the bottom of the accumulators to remove moisture that is trapped in the system. The cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side.
The Refrigeration Cycle In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the system, the refrigerant undergoes predetermined pressure and temperature changes.
This simplified explanation of the principles of refrigeration does not call attention to the fine points of refrigeration technology. Some of these will be covered in the following discussions of the components, controls, and techniques involved in preparing the unit for efficient operation.
The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through the discharge valve (high side) on to the condenser.
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AIR CONDITIONER SYSTEM COMPONENTS Compressor (Refrigerant Pump) The compressor is where the low pressure side of the system changes to high pressure. It concentrates the refrigerant returning from the evaporator (low side) creating high pressure and a temperature much higher than the outside air temperature. The high temperature differential between the refrigerant and the outside air is necessary to aid rapid heat flow in the condenser from the hot refrigerant gas to much cooler outside air. To create high pressure concentration, the compressor draws in refrigerant from the evaporator through the suction valve and during compression strokes, forces it out through the discharge valve to the condenser. The pressure from the compressor action moves the refrigerant through the condenser, receiver-drier and connecting hoses to the expansion valve. The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted on the compressor drive shaft.
Service Valves Quick-connect hose end fittings with integral service valves attach to system service ports for servicing the unit. A manifold gauge set is connected into the system at the service valve ports and all procedures, such as discharging, evacuating and charging the system, are performed through the service valves.
Condenser The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and condenses it to high pressure, hot liquid. It is designed to allow heat movement from the hot refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid. Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is achieved by air flowing from the radiator fan along with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow unless travel speed is at least 25 mph.
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Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and tubes of the condenser. The condenser is usually located in front of the radiator or on the roof of the truck. Condensing of the refrigerant is the change of state of the refrigerant from a vapor to a liquid. The action is affected by the pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure in an A/C system is the controlled pressure of the refrigerant which affects the temperature at which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
Receiver-Drier The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture and foreign matter present which may have entered the system. The receiver section of the tank is designed to store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and is dependent on the demand of the expansion valve. A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is held in place within the receiver between two screens, which also act as strainers. The receiver-drier is also equipped with a sight glass and a moisture indicator. The sight glass can give a good indication of the charge of the system. If the sight glass is not clear, the system is low on refrigerant. The moisture indicator is a device to notify service personnel that the drier is full of moisture and must be replaced. The indicator is blue when the component is free from moisture. When the indicator turns beige or tan, the drier must be replaced.
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Expansion Block Valve The expansion block valve controls the amount of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used. The expansion valve is located near the inlet of the evaporator and provides the functions of throttling, modulating, and controlling the liquid refrigerant to the evaporator coil. The refrigerant flows through a restriction creating a pressure drop across the valve. Since the expansion valve also separates the high side of the system from the low side, the state of the refrigerant entering the valve is warm to hot high pressure liquid; exiting it is low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect. The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position, seeking a point between for proper metering of the refrigerant. As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this controlling action that provides the proper pressure and temperature control in the evaporator. This system uses an internally equalized, block type expansion valve. With this type valve, the refrigerant leaving the evaporator coil is also directed back through the valve so the temperature of the refrigerant is monitored internally rather than by a remote sensing bulb. The expansion valve is controlled by both the temperature of the power element bulb and the pressure of the liquid in the evaporator. NOTE: It is important that the sensing bulb, if present, is tight against the output line and protected from ambient temperatures with insulation tape.
Accumulator As the accumulator receives vaporized refrigerant from the evaporator, moisture and/or any residual liquid refrigerant is collected at the bottom of the component. The moisture is absorbed by the desiccant where it is safely isolated from the rest of the system.
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The storage of the liquid refrigerant is temporary. When the liquid vaporizes into a gas it will be pulled from the bottom of the accumulator into the compressor. This process not only allows the accumulator to act as a storage device, but also protects the compressor from liquid slugging. The low side service port is also located on the accumulator.
Evaporator The evaporator cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only draws heat laden air into the evaporator, but also forces this air over the evaporator fins and coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of the evaporator into the cab. Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged between the air and the refrigerant. A high heat load condition, as is generally encountered when the air conditioning system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant. The change of state of the refrigerant in and going through the evaporator coil is as important as that of the air flow over the coil. All or most of the liquid that did not change to vapor in the expansion valve or connecting tubes boils (expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss from the air to the evaporator coil surface is taking place, any moisture (humidity) in the air condenses on the cool outside surface of the evaporator coil and is drained off as water. At atmospheric pressure, refrigerant boils at a point lower than water freezes. Therefore, the temperature in the evaporator must be controlled so that the water collecting on the coil surface does not freeze on and between the fins and restrict air flow. The evaporator temperature is controlled through pressure inside the evaporator, and temperature and pressure at the outlet of the evaporator.
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ELECTRICAL CIRCUIT
Compressor Clutch
The air conditioner's electrical circuit is fed from an accessory circuit and is fused with a 30-ampere circuit breaker.
An electromagnetic clutch is used in conjunction with the thermostat to disengage the compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or blower is turned off.
The blower control is a switch which provides a range of blower speeds from fast to slow. When the blower switch is turned on, current is available at the compressor clutch. Once the blower is turned on, fan speeds may be changed without affecting the thermostat sensing level. The thermostat reacts to changing temperatures which cause electrical contacts to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the contacts are closed, current flows to the clutch field and energizes the clutch, causing the swash plate inside the compressor to turn which starts the refrigeration cycle. When the temperature of the evaporator coil drops to a predetermined point, the contacts open and the clutch disengages. When the clutch is disengaged, the blower remains at the set speed. After the evaporator temperature rises about twelve degrees above the cutout point, the contacts in the thermostat close and the refrigeration cycle resumes.
Thermostat An electromagnetic clutch is used on the compressor to provide a means of constant temperature control of the cab. The clutch is controlled by a thermostat in the evaporator which is set initially by the driver to a predetermined point. Evaporator temperature is then maintained by the cycling action of the clutch.
The stationary field clutch is the most desirable type since it has fewer parts to wear. The field is mounted to the compressor by mechanical means depending on the type field and compressor. The rotor is held on the armature by a bearing and snap rings. The armature is mounted on the compressor body. When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free to rotate on the armature, which remains stationary on the crankshaft. When the thermostat or switch is closed, current is fed to the field. This sets up a magnetic force between the field and armature, pulling it into the rotor. When the armature becomes engaged with the rotor, the complete unit rotates while the field remains stationary. This causes the compressor crankshaft to turn, starting the refrigeration cycle. When the switch or thermostat is opened, current is cut off. The armature snaps back out and stops while the rotor continues to turn. Pumping action of the compressor is stopped until current is again applied to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are abnormal.
The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is closed; when cold, it is open. Most thermostats have a positive OFF position as a means to turn the clutch off regardless of temperature. The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in turn closes the contacts at a predetermined temperature.
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Trinary™ Switch This switch is mounted on the receiver-drier and has three functions, as implied by the name: 1. Disengage the compressor clutch when system pressure is too high. 2. Disengage the compressor clutch when system pressure is too low. 3. Engage and disengage the radiator fan drive clutch during normal variation of system pressure. The Trinary™ switch performs three distinct functions to monitor and control refrigerant pressure in the system. This switch is installed on the receiverdrier. The switch functions are: Terminals 1 & 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.
• Fan Clutch - The mid-range function actuates the engine fan clutch, if installed. • High Pressure - This switch opens and disengages the compressor clutch if system pressure rises above the 2068-2413 kPa (300350 psi) range. After system pressure drops to 1448-1724 kPa (210-250 psi), the switch contacts will close and the clutch will engage. The switch functions will automatically reset when system pressure returns to normal. OPENS
CLOSES
Low Pressure
103-207 kPa (15-30 psi) descending pressure
276 kPa (40 psi) rising pressure
High Pressure
2068-2413 kPa (300-350 psi)
1448-1724 kPa (210-250 psi)
241-414 kPa (35-60 psi) below closing pressure
1379-1586 kPa (200-230 psi) rising pressure
Fan Clutch
The pressures listed above are typical of pressures at the receiver-drier. Due to normal system flow losses and the distance between the service port and the receiver-drier, it is expected that actual system pressure displayed on the gauge will normally be approximately 20 psi higher. This factor should be observed when checking for proper operation of the switch. Terminals 3 & 4 are connected internally through a normally open switch that is used to control the clutch that drives the radiator fan. This switch closes and causes the cooling fan clutch to engage when system pressure rises to 1379-1586 kPa (200-230 psi). When pressure falls to 965-1344 kPa (140-195 psi), the switch contacts open, and the cooling fan clutch disengages. • Low Pressure - This switch opens and disengages the compressor clutch if system pressure drops into the 103-207 kPa (15-30 psi) range. When pressure rises above 276 kPa (40 psi), the switch contacts close, and the clutch engages the compressor. Since temperature has a direct effect on pressure, if the ambient temperature is too cold, system pressure will drop below the low range, and the pressure switch will disengage the clutch.
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NOTE: One other pressure controlling device is installed within the compressor. A mechanical relief valve is located on the back of the compressor. The relief valve will open at 3447-3792 kPa (500 - 550 psi). The purpose of this valve is to protect the compressor in the event that pressure should be allowed to rise to that level. Damage to the compressor will occur if pressure exceeds 550 psi.
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SYSTEM SERVICING Servicing an air conditioning system really means closely monitoring refrigerant flow. For this reason, the following procedures deal extensively with the proper use, handling, care and safety factors involved in the R-134a refrigerant quality and quantity in an air conditioning system. Because the refrigerant in an air conditioning system must remain pressurized and sealed within the unit to function properly, safety is a major consideration when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their importance before learning the correct procedures. Read, remember, and observe each warning before beginning actual system servicing. NOTE: If the mine operates a fleet with some trucks using R-12 and others using R-134a refrigerant, it is essential that servicing tools that come into contact with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type refrigerant only, to prevent cross contamination.
Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping in mind refrigerant is heavier than air and will fall to low-lying areas. When exposed to flames or sparks, the components of refrigerant change and become deadly phosgene gas. This poison gas will damage the respiratory system if inhaled. NEVER smoke in an area where refrigerant is used or stored. Never direct a steam cleaning hose or torch in direct contact with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. Do not heat or store refrigerant containers above 49° C (120° F). Do not flush or pressure test the system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.
.
Federal regulations prohibit venting R-12 and R-134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to remove refrigerant from the A/C system. Refrigerant is stored in a container on the unit for recycling, reclaiming, or transporting. In addition, technicians servicing A/C systems must be certified they have been properly trained to service the system.
Trucks operating in cold weather climates must continue to keep the A/C system charged during cold weather months. Keeping the system charged helps prevent moisture intrusion into system oil and desiccants.
Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed when servicing A/C systems: Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant. A drop of the liquid refrigerant on your skin will produce frostbite. Wear gloves and exercise extreme care when handling refrigerant. If even the slightest trace of refrigerant enters in your eye, flood the eye immediately with cool water and seek medical attention as soon as possible.
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SERVICE TOOLS AND EQUIPMENT Recovery/Recycle Station Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 4-6, performs both recovery and recycle procedures which follows the new guidelines for handling used refrigerant. The recovered refrigerant is recycled to reduce contaminants, and can then be reused in the same machine or fleet.
Mixing different types of refrigerant will damage equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to avoid equipment damage. DISPOSAL of the gas removed requires laboratory or manufacturing facilities.
To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and particulate matter found in a used refrigerant.
Test equipment is available to confirm the refrigerant in the system is actually the type intended for the system and has not been contaminated by a mixture of refrigerant types.
NOTE: To be re-sold, the gas must be â&#x20AC;&#x153;reclaimedâ&#x20AC;? which leaves it as pure as new, but requires equipment normally too expensive for all but the largest refrigeration shops.
Recycling equipment must meet certain standards as published by the Society of Automotive Engineers (SAE) and carry a UL approved label. The basic principals of operation remain the same for all machines, even if the details of operation differ somewhat.
Equipment is also available to just remove or extract the refrigerant. Extraction equipment does not clean the refrigerant - it is used to recover the refrigerant from an A/C system prior to servicing.
Leak Detector The electronic detector (Figure 4-7) is very accurate and safe. It is a small hand-held device with a flexible probe used to seek refrigerant leaks. A buzzer, alarm or light will announce the presence of even the smallest leak. Some leak detectors are only applicable to one type of refrigerant. Ensure the leak detector being used applies to the refrigerant in the system.
FIGURE 4-6. RECOVERY/RECYCLE STATION
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FIGURE 4-7. TYPICAL ELECTRONIC LEAK DETECTOR
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FIGURE 4-9. VACUUM PUMP
FIGURE 4-8. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect
3. Service Hose nection
Co Vacuum Pump
Service Valves Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging or evacuation. Connecting the applicable hoses from the manifold gauge set to the compressor service valves enables each of these to be readily performed.
The vacuum pump (Figure 4-9) is used to completely evacuate all of the refrigerant, air, and moisture from the system by deliberately lowering the pressure within the system to the point where water turns to a vapor (boils) and together with all air and refrigerant is withdrawn (pumped) from the system.
New and unique service hose fittings (Figure 4-8) have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The service ports on the system are quick disconnect type with no external threads. They do contain a Schrader type valve. The low side fitting has a smaller diameter than the high side attachment. Protective caps are provided for each service valve. When not being used these caps should be in place to prevent contamination or damage to the service valves.
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Manifold Gauge Set A typical manifold gauge set (Figure 4-10) has two screw type hand valves to control access to the system, two gauges and three hoses. The gauges are used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air conditioner, to remove air and moisture, and to put in, or remove, refrigerant from the system. Shutoff valves are required within 12 inches of the hose end(s) to minimize refrigerant loss. A gauge set for R-134a will have a blue hose with a black stripe for the low side, a red hose with a black stripe for the high side, and a yellow hose with a black stripe for the utility (center) hose. The hoses use a 1/2 in. ACME female nut on the gauge end. Special quick disconnect couplings are normally combined with a shutoff valve on the high and low side hoses. The free end of the center hose contains a 1/2 in. ACME female nut and a shutoff device within 12 inches of the hose end. These special hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant in a system.
NOTE: When hose replacement becomes necessary, the new hoses must be marked â&#x20AC;&#x153;SAE J2916 R134a.â&#x20AC;?
Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations.
FIGURE 4-10. MANIFOLD GAUGE SET
Low Side Gauge The low side gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from 0 to 30 inches of mercury (in. Hg). The pressure side of the scale is calibrated to 150 psi.
Never open the hand valve to the high side at anytime when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury. High Side Gauge The high side gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated from 0 to 500 psi.
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Installing Manifold Gauge Set Before attempting to service the air conditioning system, a visual inspection of both the engine and A/C system components is recommended. Particular attention should be given to the belts, hoses, tubing and all attaching hardware as well as the radiator cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect service equipment when the engine is running.
4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator, as shown in Figure 411. (High side to compressor discharge valve and low side to accumulator.) Do not open the service valves at this time.
This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a recovery station or individual gauges, the connections are the same. The procedures performed next will vary depending what type of equipment is being used. If a recovery/recycling station is being used, complete servicing can be accomplished. Using only a set of gauges will limit the servicing to only adding refrigerant or observing pressures.
1. Be sure all valves on the manifold are closed all the way (turn them clockwise). 2. Check the hose connections on the manifold for tightness. 3. Locate the low and high side system service fittings and remove their protective caps.
Purging Air From Service Hoses The purpose of this procedure is to remove all the air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of the service end. These valves are required to ensure only a minimal amount of refrigerant is lost to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the high and low sides. The center hose also requires a valve. The initial purging is best accomplished when connected to recovery or recycle equipment. With the center hose connected to the recovery station, service hoses connected to the high and low sides of the system, we can begin the purging. The manifold valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a few minutes of time. The hose is the only area that is being placed in a vacuum and this will not require a lengthy process. Closing the valve will then insure the hose is purged. It is now safe to open the other manifold valves.
FIGURE 4-11. SERVICE HOSE HOOK-UP
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SYSTEM PERFORMANCE TEST This test is performed to establish the condition of all components in the system. Observe these conditions during testing: 1. Place a fan in front of the condenser to simulate normal ram air flow and allow the system to stabilize.
8. Feel the hoses and components on the low side. They should be cool to the touch. Check connections near the expansion valve; the inlet side should be warm and the outlet side cold. 9. After a minimum of 10 minutes has elapsed and the system has stabilized, observe the gauge readings. Compare the readings to the specifications in Table 1.
2. Install a thermometer into the air conditioning vent closest to the evaporator. 3. Start the engine and operate at 1000 rpm. 4. Evaluate the readings obtained from the gauges to see if they match the readings for the ambient temperature. 5. Set air conditioning system at maximum cooling and maximum blower speed operation. 6. Close all windows and doors to the cab. 7. Carefully feel the hoses and components on the high side. All should be warm-hot to the touch. Check the inlet and outlet of receiver-drier for even temperatures, if outlet is cooler than inlet, a restriction is indicated.
NOTE: Pressures may be slightly higher in very humid conditions and lower in very dry conditions. Pressures listed in Table 1 are during compressor clutch engagement.
10. Check the cab vents for cool air. Outlet air temperature should be approximately 16 - 22° C (30 - 40° F) below ambient air temperature. 11. If pressures and temperatures are not within the specified ranges, the system is not operating properly. Refer to Preliminary Checks near the end of this chapter for tips on diagnosing poor system performance.
Use extreme caution when placing hands on high side components and hoses. Under most normal conditions these items can be extremely hot.
TABLE 1. NOMINAL R-134a PRESSURE RANGES Ambient Air Temperature
High Side Pressure
Low Side Pressure
21° C (70° F)
820 - 1300 kPa (120 - 190 psi)
70 - 138 kPa (10 - 20 psi)
27° C (80° F)
950 - 1450 kPa (140 - 210 psi)
70 - 173 kPa (10 - 25 psi)
32° C (90° F)
1175 - 1650 kPa (170 - 240 psi)
105 - 210 kPa (15 - 30 psi)
38° C (100° F)
1300 - 1850 kPa (190 - 270 psi)
105 - 210 kPa (15 - 30 psi)
43° C (110° F)
1450 - 2075 kPa (210 - 300 psi)
105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining proper refrigerant charge.
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SYSTEM OIL
Handling and Reusing PAG Oil
R-134a air conditioning systems require the use of Polyalkylene Glycol (PAG) lubricating oil. This is the only oil recommended for use in this system. Komatsu PAG oil is the only oil that is furnished in the system on Komatsu trucks. Two different compressors have been installed on the trucks at the factory. Compressor A is shown in Figure 4-12. Compressor B is shown in Figure 4-13. Ensure that the correct oil type and quantity is used depending on the compressor being serviced.
• Avoid skin contact and inhalation of PAG oil, as these are normal precautions with any chemical. • PAG oil removed from new or old components must not be retained for re-use. It must be stored in a marked container and properly sealed. PAG oil is an environmental pollutant and must be properly disposed of after use. • PAG oil in containers or in an air conditioning system must not be left exposed to the atmosphere any longer than necessary. PAG oil absorbs moisture very rapidly, and therefore, any absorbed moisture could cause damage to an air conditioning system.
Oil Quantity It is critical to keep the correct amount of lubricant in the air conditioning system at all times. Failure to do so could result in damage to the compressor. FIGURE 4-12. COMPRESSOR A 207 ML - (7 oz.) PC2212 PAG OIL
Damage to the compressor can be a result from not only a lack of oil, but from too much oil, also. A lack of oil will cause excess friction and wear on moving parts. Excessive oil can result in slugging the compressor. This condition occurs when the compressor attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed, damage to internal parts results.
FIGURE 4-13. COMPRESSOR B 300 ml - (10.1 oz.) PC2279 PAG OIL
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Checking System Oil
The receiver-drier and accumulator must be replaced each time the system is opened. 1. Remove the compressor from the truck. With the compressor positioned horizontally, remove the drain plug, and capture the oil in a clear graduated container. Rock the compressor back and forth, and rotate the shaft to facilitate oil removal.
Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result, leading to premature compressor failures. 2. Inspect the oil for any foreign particles. If particles are found, further investigation and service are necessary to determine the source. After repair, the system will need to be flushed. Refer to System Flushing. If no particles are found, proceed to the next step. 3. Add 207 ml (7oz.) of PAG oil to the compressor sump. Add the oil through the drain port, and install the drain plug. It is important to only add the specified amount to ensure optimal system performance. Too much oil will result in a reduction in cooling. Too little oil will result in compressor failure. 4. Determine the correct amount of additional oil to add to the system by using the Replacing Oil listed in Table 2. Add this extra oil to the inlet side of the receiver drier or accumulator. NOTE: If truck is being assembled for the first time, add 207 ml (7oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator. EXAMPLE - If only the accumulator and receiver drier were replaced, then add 120 ml (4 oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator. If the evaporator was also replaced at this time, then add 150 ml (5 oz.) of PAG oil to the inlet side of the receiver-drier or to the accumulator.
When installing a new compressor, the compressor must be completely drained of its oil before installation. Add the correct amount of new PAG oil to the compressor to ensure proper system oil level. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance. Additionally, a new receiver-drier and accumulator must be installed and oil added to both of these components.
TABLE 2. REPLACING OIL Component
Oil to add
Condenser
60-90 ml (2-3 ounces)
Evaporator
30 ml (1 ounce)
Receiver-Drier
60 ml (2 ounces)
Accumulator
60 ml (2 ounces)
Compressor A (Figure 4-12)
207 ml (7 ounces) PC2212
Compressor B (Figure 4-13)
300 ml (10.1 ounces) PC2279
Block Valve (Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount removed
5. Connect all hoses and components in the system. Lubricate O-Rings with clean mineral oil before assembly. NOTE: Do not use PAG oil to lubricate O-rings or fittings. PAG oil will attract moisture and will corrode fittings when used externally. Use only clean mineral oil to lubricate fittings and O-rings during assembly. 6. Evacuate the system. Refer to Evacuating The System.
NOTE: The proper quantity of oil may be injected into the system during charging as an alternate method of adding oil.
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REFRIGERANT Recycled Refrigerant Recycled refrigerant has been extracted from a mobile air conditioning system using a recovery unit. The refrigerant is cleaned by the recovery unit as it passes through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has passed through the filtering process has only been cleaned of contaminants that are associated with mobile systems. Therefore, recycled refrigerant from mobile systems is only acceptable for reuse in mobile systems. Reclaimed Refrigerant Reclaimed refrigerant has been filtered through a more thorough filtering process and has been processed to the same standards of purity as virgin refrigerant. Because of this, reclaimed refrigerant is acceptable for use in all systems, not just mobile. The reclaiming equipment used for this process is expensive, and therefore, not common among normal maintenance shops. Equipment such as this is more commonly found in air conditioning specialty shops.
If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight 3.4 kg (7.4 lb). This is not only the recommended procedure, but it is also the best way to ensure that the system is operating with the proper charge and providing optimum cooling. Using the sight glass to determine the charge is not an accurate method.
An unclear sight glass on R-134a systems can indicate that the system may be low on refrigerant. However, the sight glass should not be used as a gauge for charging the system. Charging the system must be done with a scale to ensure the proper amount of refrigerant has been added.
R-134a Refrigerant Containers Two basic, readily available containers are used to store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canisters (Figure 4-14). Always read the container label to verify the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.
Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to this recommendation may result in premature wear or damage to air conditioning system components and poor cooling performance.
Refrigerant Quantity If not enough refrigerant is charged into the system, cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures, and in some cases, may damage system components. Exceeding the specified refrigerant charge will not provide better cooling. FIGURE 4-14. R-134a CONTAINERS 1. 14 kg (30 lb) Cylinder
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2. 28 kg (60 lb) Cylinder
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SYSTEM LEAK TESTING
Electronic Leak Detector
Refrigerant leaks are probably the most common cause of air conditioning problems, resulting from improper or no cooling, to major internal component damage. Leaks most commonly develop in two or three places. The first is around the compressor shaft seal, often accompanied by an indication of fresh refrigerant oil. If a system is not operated for a while (winter months), the shaft seal may dry out and leak slightly. The centrifugal force of the clutch pulley spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak may stop. Such leaks can often be located visually, or by feeling with your fingers around the shaft for traces of oil. (The R-134a itself is invisible, odorless, and leaves no trace when it leaks, but has a great affinity for refrigerant oil.)
(Refer to Figure 4-7). As the test probe is moved into an area where traces of refrigerant are present, a visual or audible announcement indicates a leak. Audible units usually change tone or speed as intensity changes.
A second common place for leaks is the nylon and rubber hoses where they are crimped or clamped to the fittings, or where routing allows abrasion. Other threaded joints or areas where gaskets are used should be visually and physically examined. Moving your fingers along the bottom of the condenser and evaporator, particularly near the drain hole for the condensate will quickly indicate the condition of the evaporator. Any trace of fresh oil here is a clear indication of a leak.
Soap and water can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks.
Usually, a 50% charged system is enough to find most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 1.6 kg (3.5 lbs) of refrigerant into the system.
Use extreme caution when leak testing a system while the engine is running. In its natural state, refrigerant is a harmless, colorless gas, but when combined with an open flame, it will generate toxic fumes (phosgene gas), which can cause serious injuries or death. NOTE: The refrigerant is heavier than air and will move downward when it leaks. Apply pickup hose or test probe on the under-surface of all components to locate leaks.
Tracer Dyes Tracer dyes are available that can be added to the system as refrigerant is added. The system is then operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point of leakage, which is then detected using an ultraviolet light (black light), revealing a bright fluorescent glow. Soap and Water
After determining the location or source of leak(s), repair or replace leaking component(s). NOTE: The length of the hose will affect the refrigerant capacity. When replacing hoses, always use the same hose length, if possible.
Before system assembly, check the compressor oil level and fill to specifications.
RECOVERING AND RECYCLING THE REFRIGERANT Draining Oil from the Previous Recovery Cycle 1. Place the power switch and the controller on the recovery unit in the OFF position. 2. Plug in the recovery station to the correct power source. 3. Drain the recovered oil through the valve marked â&#x20AC;&#x153;oil drainâ&#x20AC;? on the front of the machine. 4. Place the controller knob in the ON position. The low pressure gauge will show a rise. 5. Immediately switch to the OFF position and allow the pressure to stabilize. If the pressure does not rise to between 34-69 kPa (5-10 psi), switch the controller ON and OFF again.
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6. When the pressure reaches 34-69 kPa (5-10 psi), open the “oil drain” valve, collect the oil in an appropriate container, and dispose of container as indicated by local, state or federal regulation. The oil is not reusable due to contaminants absorbed during use. Performing the Recovery Cycle 1. Be sure the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having drained it, it should be zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity.
Performing the Recycling Procedure The recovered refrigerant contained in the cylinder must undergo the recycle procedure before it can be reused. The recycle or clean mode is a continuous loop design and cleans the refrigerant rapidly. Follow the equipment manufacturer's instructions for this procedure. Evacuating and Charging the A/C System Evacuate the system once the air conditioner components are repaired or replacement parts are secured, and the A/C system is reassembled. Evacuation removes air and moisture from the system. Then, the A/C system is ready for the charging process, which adds new refrigerant to the system.
4. Confirm that all shut-off valves are closed before connecting to the A/C system. 5. Attach the appropriate hoses to the system being recovered. 6. Start the recovery process by operating the equipment as per the manufacturer's instructions. 7. Continue extraction until a vacuum exists in the A/C system. 8. If an abnormal amount of time elapses after the system reaches 0 psi and does not drop steadily into the vacuum range, close the manifold valves and check the system pressure. If it rises to 0 psi and stops, there is a major leak. 9. Check the system pressure after the recovery equipment stops. After five minutes, system pressure should not rise above “0” gauge pressure. If the pressure continues to rise, restart and begin the recovery sequence again. This cycle should continue until the system is void of refrigerant. 10. Check the sight glass oil level to determine the amount of oil that needs to be replaced. (The amount of oil that was lost during the recovery cycle must be replaced back into the system). 11. Mark the cylinder with a “RECOVERED” (red) magnetic label to reduce the chance of charging a system with contaminated refrigerant. Record the amount of refrigerant recovered.
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SYSTEM REPAIR The following service and repair procedures are not any different than typical vehicle service work. However, A/C system components are made of soft metals (copper, aluminum, brass, etc.). Comments and tips that follow will make the job easier and reduce unnecessary component replacement.
All of the service procedures described are only performed after the system has been discharged. Never use any lubricant or joint compound to lubricate or seal any A/C connections. NOTE: To help prevent air, moisture or debris from entering an open system, cap or plug open lines, fittings, components and lubricant containers. Keep all connections, caps, and plugs clean.
Never leave A/C components, hoses, oil, etc. exposed to the atmosphere. Always keep sealed or plugged until the components are to be installed and the system is ready for evacuation and charging. PAG oil and receiver-drier desiccants attract moisture. Leaving system components open to the atmosphere will allow moisture to invade the system, resulting in component and system failures.
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System Flushing If any contaminants are found in system hoses, components or oil, the entire system must be flushed. Major components such as the compressor are extremely susceptible to foreign particles and must be replaced. If contaminated, the evaporator and condenser must also be replaced. The evaporator and condenser are multi-pass units, and they can not be properly cleaned by flushing.
Only SAE and/or Mobile Air Conditioning Society (MACS) approved flushing methods with the appropriate refrigerants are to be performed when removing debris from the system. Other methods may be harmful to the environment, as well as air conditioning components.
2. Inspect all other components such as the condenser, evaporator, hoses and fittings. If any of these items are damaged or highly contaminated, replace the components. 3. Flush the remaining hoses with a flushing unit. Use only R-134a as a flushing agent. 4. After flushing, blow out the system with dry shop air for 5 to 10 minutes. 5. If the expansion valve has been removed of all foreign contamination, it may be re-installed back into the system. If contamination is still present, replace the valve. 6. Install a new compressor, receiver-drier, and accumulator. 7. Add oil to the system as outlined in Checking System Oil.
1. Remove the compressor, receiver-drier, expansion valve, and accumulator.
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COMPONENT REPLACEMENT
Receiver-Drier
Hoses and Fittings
The receiver-drier can not be serviced or repaired. It must be replaced whenever the system is opened for any service. The receiver-drier has a pressure switch to control the clutch, and should be removed and installed onto the new unit.
When replacing hoses, be sure to use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, be sure these are in position or secured. Lines Always use two wrenches when disconnecting or connecting A/C fittings attached to metal lines. Copper and aluminum tubing can kink or break very easily. When grommets or clamps are used to prevent line vibration, be certain these are in place and secure.
It is important to always tighten the fittings to the proper torque. Failure to do this may result in improper contact between mating parts and leakage may occur. Refer to the following torque chart for tightening specifications.
Fitting Size
Foot Pounds
Newton Meters
6
10 - 15 ft.lbs.
14 - 20 Nm
8
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
Installation torque for the single M10 or 3/8 in. cap screws securing the inlet and outlet fittings onto the compressor ports is 15-34 N¡m (11-25 ft lbs).
Expansion Valve
NOTE: Do not use PAG oil to lubricate O-Rings or fittings. PAG oil will attract moisture and will corrode fittings when used externally. Use only clean mineral oil to lubricate fittings and O-Rings during assembly.
Thermostat A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature sensing element (capillary tube) may be broken or kinked closed and therefore unable to sense evaporator temperature. When thermostat contact points are stuck open or the sensing element can not sense temperature in the evaporator, the clutch will not engage (no A/C system operation). Causes are a loss of charge in the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat contact points may be fused (burned) closed and the clutch will not disengage. Causes are a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on the evaporator fins and blocked air flow. There will also be below normal pressure on the low side of the system. Side effects can be compressor damage caused by oil accumulation (refrigeration oil tends to accumulate at the coldest spot inside the system) and lower than normal suction pressure that can starve the compressor of oil.
When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.
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Compressor The compressor can fail due to shaft seal leaks (no refrigerant in the system), defective valve plates, bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted and the clutch pulley is properly aligned with the drive pulley. Use a mechanic's stethoscope to listen for noises inside the compressor.
When installing a new compressor, the compressor must be completely drained of its oil before installation. To ensure proper system oil level, refer to System Oil in this section to determine the correct type and amount of oil to use in the system. Failure to adjust the amount of oil in the compressor will lead to excessive system oil and poor A/C performance.
Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result, leading to premature compressor failures.
Accumulator The accumulator can not be serviced or repaired. It must be replaced whenever the system is opened for any service.
The fast way to check electrical failure in the lead wire or clutch coil is to hot wire the coil with a fused lead. This procedure enables you to bypass clutch circuit control devices. Clutch pulley bearing failure is indicated by bearing noise when the A/C system is off or the clutch is not engaged. Premature bearing failure may be caused by poor alignment of the clutch and clutch drive pulley. Sometimes it may be necessary to use shims or enlarge the slots in the compressor mounting bracket to achieve proper alignment.
NOTE: Some compressors may be discarded because it is suspected that internal components within the compressor have seized. Ensure that the compressor clutch is working properly before discarding a compressor for internal seizure. The normal compressor life span should be about twice as long as the normal life span of the compressor clutch. It is important to note that often times a weak clutch coil may be mistaken for a seized compressor. When a coil’s resistance has increased over time and the magnetic field weakens, the coil may not be able to pull the load of the compressor. Failure of the coil to allow the compressor shaft to be turned, may appear as though the compressor is locked up. Before a compressor is dismissed as being seized, a check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked for proper electrical resistance. The coil should fall within the following range for compressor B (Figure 4-13): 17.6 ± 0.6 Ohms @ 20° C (68° F)
Clutch Clutch problems include electrical failure in the clutch coil or lead wire, clutch pulley bearing failure, worn or warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be replaced or the whole assembly replaced. If the clutch shows obvious signs of excessive heat damage, replace the whole assembly.
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The temperatures specified above are roughly typical of a summer morning before first start-up.
Operator Comfort
N4-27
EVACUATING THE SYSTEM Evacuating the complete air conditioning system is required in all new system installations, and when repairs are made on systems requiring a component replacement (system opened), or a major loss of refrigerant has occurred. All these conditions will require that a vacuum be pulled using a vacuum pump that completely removes any moisture from the system. Once properly evacuated, the system can be recharged again.
2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side gauge. The pump should pull the system into a vacuum. If not, the system has a leak. Find the source of the leak, repair, and attempt to evacuate the system again. 3. Allow the vacuum pump to run for at least 45 minutes.
Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the pump. The pump does this by reducing the point at which water boils (100°C, 212°F at sea level with 14.7 psi). In a vacuum, water will boil at a lower temperature depending upon how much of a vacuum is created. As an example, if the ambient air outside the truck is 24°C (75°F) at sea level, by creating a vacuum in the system so that the pressure is below that of the outside air (in this case, at least 749.3 mm (29.5 in.) of vacuum is needed), the boiling point of water will be lowered to 22°C (72°F). Thus any moisture in the system will vaporize and be drawn out by the pump if the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning systems.
FIGURE 4-15. VACUUM PUMP HOOKUP Do not attempt to use the air conditioning compressor as a vacuum pump or the compressor will be damaged. NOTE: Refer to Table 3 for optimal vacuum specifications at various altitudes. 1. With the manifold gauge set still connected (after discharging the system), connect the center hose to the inlet fitting of the vacuum pump as shown in Figure 4-15. Then open both hand valves to maximum.
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4. Close both valves on the manifold gauge set. Turn the vacuum pump off and observe the gauges. The system should hold the vacuum within 5 cm Hg (2.0 in. Hg) of the optimal vacuum for 5 minutes. If the vacuum does not hold, moisture may still be present in the system. Repeat the previous step. If the vacuum still does not hold, a leak may be present in the system. Find the source of the leak, repair, and evacuate the system, again.
NOTE: In some cases, 45 minutes of evacuation may not be sufficient to vaporize all of the moisture and draw it out of the system. If it has been verified that no system leaks exist and gauge readings increase after 45 minutes, extend the evacuation time to ensure total moisture removal.
TABLE 3. ALTITUDE VACUUM VARIATIONS Altitude
Optimal Vacuum
Meters (Feet) Above Sea Level
Cm Hg. (In. Hg.)
0
76.0 (29.92)
305 (1000)
73.5 (28.92)
610 (2000)
70.7 (27.82)
914 (3000)
68.1 (26.82)
1219 (4000)
65.6 (25.82)
1524 (5000)
63.3 (24.92)
1829 (6000)
60.8 (23.92)
2134 (7000)
58.5 (23.02)
2438 (8000)
56.4 (22.22)
2743 (9000)
54.2 (21.32)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.
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Operator Comfort
N4-29
CHARGING THE A/C SYSTEM The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant from the system. The charging refrigerant should then be weighed on a scale to ensure the proper amount is charged into the system. Most recovery units include a scale within the apparatus, thus making it very easy to charge the correct amount every time. If equipment such as this is not available, a common scale can be used to determine the weight of charge. Simply weigh the charging tank, subtract the weight of the proper charge, and charge the system until the difference is shown on the scale. On certain types of equipment, it is also possible to add any necessary lubricant when charging the system.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of R-134a refrigerant. NOTE: Charging is to be performed with the engine and compressor operating. Charge the A/C system through the low side service port. Trucks equipped with accumulators may charge the refrigerant as a liquid or as a vapor. 2. Check the system for leaks. Refer to System Leak Testing. 3. If no leaks are found, verify the systemâ&#x20AC;&#x2122;s cooling capacity meets requirements. Refer to System Performance Testing.
If a scale is not used when charging R-134a into a system, it is difficult to tell if the correct charge has been achieved. The sight glass can provide some indication, but it is not a reliable tool for determining proper charge.
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TROUBLESHOOTING Preliminary Checks If the system indicates insufficient cooling, or no cooling, the following points should be checked before proceeding with the system diagnosis procedures. NOTE: If the truck being serviced is a model 830EAC or a 930E, be certain the rest switch in the cab is ON. Place the GF cutout switch in the CUTOUT position. Some simple, but effective checks can be performed to help determine the cause of poor system performance. Check the following to ensure proper system operation. • Compressor belt - Must be tight, and aligned. • Compressor clutch - The clutch must engage. If it does not, check fuses, wiring, and switches. • Oil leaks - Inspect all connection or components for refrigeration oil leaks (especially in the area of the compressor shaft). A leak indicates a refrigerant leak. • Electrical check - Check all wires and connections for possible open circuits or shorts. Check all system fuses. • Cooling system - Check for correct cooling system operation. Inspect the radiator hoses, heater hoses, clamps, belts, water pump, thermostat and radiator for condition or proper operation. • Radiator shutters - Inspect for correct operation and controls, if equipped. • Fan and shroud - Check for proper operation of fan clutch. Check installation of fan and shroud.
• Cab filters - Ensure the outside air filter and inside recirculation filter are clean and free of restriction. • Condenser - Check the condenser for debris and clogging. Air must be able to flow freely through the condenser. • Evaporator - Check the evaporator for debris and clogging. Air must be able to flow freely through the condenser.
Diagnosis Of Gauge Readings And System Performance Successfully servicing an air conditioning system, beyond the basic procedures outlined in the previous section, requires additional knowledge of system testing and diagnosis. A good working knowledge of the manifold gauge set is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is usually the quickest way to diagnose an internal problem. When correctly done, diagnosis becomes an accurate procedure rather than guesswork. The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems. Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full understanding of the system malfunction. Refer to information listed under “Suggested Corrective Action” for service procedures.
• Heater/water valve - Check for malfunction or leaking. With the heat switch set to COLD, the heater hoses should be cool. • System ducts and doors - Check the ducts and doors for proper function. • Refrigerant charge - Make sure system is properly charged with the correct amount of refrigerant.
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TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is only slightly cool. Possible Causes
Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be slightly lower than normal.
Check for leaks by performing leak test. If No Leaks Are Found: Recover the refrigerant and use a scale to charge the proper amount into the system. Check system performance. If Leaks Are Found: After locating the source of the leak, recover the refrigerant, and repair the leak. Evacuate the system and recharge using a scale. Add oil as necessary. Check A/C operation and performance test the system.
PROBLEM: Little or No Cooling Indications: Low side pressure - VERY LOW High side pressure - VERY LOW Discharge air is warm. No bubbles observed in sight glass, may show oil streaks. Possible Causes
Suggested Corrective Actions
- Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.
N4-32
Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check A/C operation and do system performance test.
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PROBLEM: Extremely Low Refrigerant Charge in the System Indications: Low side pressure - LOW. High side pressure - LOW. Discharge air is warm. The low pressure switch may have shut off the compressor clutch.
Possible Causes - Extremely low or no refrigerant in the system. Possible leak in the system.
Suggested Corrective Actions Check for leaks by performing leak test. No Leaks Found: Recover refrigerant from the system. Recharge using a scale to ensure correct charge. Check A/C operation and performance. Leaks Found: Add refrigerant (make sure system has at least 50% of its normal amount) and leak test system. It may be necessary to use a jumper wire to enable the compressor to operate, if the compressor has shut down due to faulty pressure sensing switch. Repair any leaks and evacuate the system if necessary, Replace the receiver-drier if the system was opened. Recharge the system using a scale and add oil as necessary. Check AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - Normal High side pressure - Normal Discharge air is only slightly cool. (In a cycling type system with a thermostatic switch, the switch may not cycle the clutch on and off, so the low pressure gauge will not fluctuate.) Possible Causes Leaks in the system.
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Suggested Corrective Actions Test for leaks, especially around the compressor shaft seal area. When the leak is found, recover refrigerant from the system and repair the leak. Replace the receiver-drier or accumulator because the desiccant may be saturated with moisture. Check the compressor and replace any refrigerant oil lost due to leakage. Evacuate and recharge the system with refrigerant using a scale. Check A/C operation and performance.
Operator Comfort
N4-33
PROBLEM: Air and/or Moisture in the System Indications: Low side pressure - HIGH High side pressure - HIGH Discharge air is only slightly cool. Possible Causes
Suggested Corrective Actions
- Leaks in system.
Test for leaks, especially around the compressor shaft seal area. After leaks are found, recover refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor and replace any oil lost due to leakage. Evacuate and recharge the system using a scale to ensure proper quantity. Check A/C operation and performance.
PROBLEM: Expansion Valve Stuck or Plugged Indications: Low side pressure - VERY LOW or in a Vacuum High side pressure - HIGH Discharge air only slightly cool. Expansion valve body is frosted or sweaty. Possible Causes
Suggested Corrective Actions
An expansion valve malfunction could mean the valve is stuck in the closed position, the filter screen is clogged (block expansion valves do not have filter screens), moisture in the system has frozen at the expansion valve orifice, or the sensing bulb is not operating. If the sensing bulb is accessible, perform the following test. If not, proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your hand, or very carefully with a heat gun. Activate the system and watch to see if the low pressure gauge rises. Next, carefully spray a little nitrogen, or any substance below 32° F, on the capillary coil (bulb) or valve diaphragm. The low side gauge needle should drop and read at a lower (suction) pressure on the gauge. This indicates the valve was partially open and that your action closed it. Repeat the test, but first warm the valve diaphragm or capillary with your hand. If the low side gauge drops again, the valve is not stuck. Repair Procedure: Inspect the expansion valve screen (except block type valves). To do this, remove all refrigerant from the system. Disconnect the inlet hose fitting from the expansion valve. Remove, clean, and replace the screen. Reconnect the hose and replace the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check AC operation and performance. If the expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other procedure described did not correct the problem, the expansion valve is defective. Replace the valve.
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PROBLEM: Expansion Valve Stuck Open Indications: Low side pressure - HIGH High side pressure - Normal Air from vents in the cab seems warm or only slightly cool. Possible Causes The expansion valve is stuck open and/or the capillary tube (bulb) is not making proper contact with the evaporator outlet tube. Liquid refrigerant may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb heat normally. In vehicles where the expansion valve sensing bulb is accessible, check the capillary tube for proper mounting and contact with the evaporator outlet tube. Then perform the following test if the valve is accessible. If it is not, proceed to the Repair Procedure.
Suggested Corrective Actions Test: Operate the A/C system on it's coldest setting for a few minutes. Carefully spray nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low pressure (suction) side gauge needle should now drop on the gauge. This indicates the valve has closed and is not stuck open. Repeat the test, but first warm the valve diaphragm by warming with hands. If the low side gauge shows a drop again, the valve is not stuck. Clean the surfaces of the evaporator outlet and the capillary coil or bulb. Make sure the coil or bulb is securely fastened to the evaporator outlet and covered with insulation material. Operate the system and check performance. Repair Procedure: If the test did not result in proper operation of the expansion valve, the valve is defective and must be replaced. Recover all refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and recharge the system with refrigerant using a scale. Check A/C operation and performance.
PROBLEM: High Pressure Side Restriction Indications: Low side pressure - LOW High side pressure - Normal to HIGH Discharge air is only slightly cool. Look for sweat or frost on high side hoses and tubing. The line will be cool to the touch near the restriction.
Suggested Corrective Actions
Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.
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Repair Procedure: After you locate the defective component containing the restriction, recover all of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge the system with refrigerant, then check A/C operation and performance.
Operator Comfort
N4-35
PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes
Suggested Corrective Actions Repair Procedure: If the belt is worn or loose, replace or tighten it and recheck system performance and gauge readings. If inspection of the compressor is required, all of the refrigerant must be recovered and the compressor disassembled to the point that inspection can be performed. Replace defective components or replace the compressor. If particles of desiccant are found in the compressor, flushing of the system will be required. It will also be necessary to replace the receiver-drier. Always check the oil level in the compressor, even if a new unit has been installed. Rotary compressors have a limited oil reservoir. Extra oil must be added for all truck installations. Tighten all connections and evacuate the system. Recharge the system with refrigerant using a scale. Check system operation and performance.
- Defective reed valves or other internal components.
PROBLEM: Thermostatic Switch Malfunction Indications: Low side pressure - Normal High side pressure - Normal Low side pressure may cycle within a smaller range as the compressor clutch cycles more frequently than normal. This may indicate the thermostat is set too high.
Possible Causes - Thermostat malfunctioning possibly due to incorrect installation.
Suggested Corrective Actions Replace the thermostatic switch. When removing the old thermostat, replace it with one of the same type. Take care in removing and handling the thermostat and the capillary tube that is attached to it. Use care not to kink or break the tube. Position the new thermostat capillary tube at or close to the same location and seating depth between the evaporator coil fins as the old one. Connect the electrical leads
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PROBLEM: Condenser Malfunction or System Overcharge Indications: Low Side High High Side High Discharge air may be warm. High pressure hoses and lines are very hot.
Possible Causes
Suggested Corrective Actions
- Lack of air flow through the condenser fins
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Repair Procedure: Check the engine cooling system components, fan and drive belt, fan clutch operation, and the radiator shutter. Inspect condenser for dirt, bugs, or other debris, and clean if necessary. Be sure the condenser is securely mounted and there is adequate clearance (about 38 mm) between it and the radiator. Check the radiator pressure cap and cooling system, including the fan, fan clutch, drive belts and radiator shutter assembly. Replace any defective parts and then recheck A/C system operation, gauge readings, and performance. If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a scale to recharge the system using the correct amount. Recheck A/C system operation, gauge readings and performance. If the gauge readings do not change, all of the refrigerant should be recovered and the system flushed. The condenser may be partially blocked -replace condenser. The receiver-drier must also be replaced. Evacuate the system, recharge, and check operation and performance.
Operator Comfort
N4-37
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM Truck Serial Number_________________________
Last Maintenance Check:_____________________
Site Unit Number____________________________
Name of Service Technician________________
Date:____________Hour Meter:________________
Maintenance Interval COMPONENT
NOTE: Compressor should be run at least 5 minutes (40°F minimum ambient temperature) every month, in order to circulate oil and lubricate components.
(months) 3
6
12
Maintenance Interval Done
COMPONENT
1. Compressor Check noise level Check clutch pulley Check oil level Run system 5 minutes Check belt tension (80-100) lbs; V-belt
3 5. Expansion Valve
Check mounting bracket (tighten bolts)
Check solder joints on inlet/ outlet tubes (leakage)
Check clutch alignment w/ crankshaft pulley (within 0.06 in.)
Inspect condensation drain
2. Condenser Clean dirt, bugs, leaves, etc. from coils (w/compressed air) Verify engine fan clutch is engaging (if installed) Check inlet/outlet for obstructions or damage 3. Receiver-Drier
12
Done
X
6. Evaporator Clean dirt, bugs, leaves, etc. from fins (w/ compressed air)
Verify clutch is engaging
6
Inspect capillary tube (if used) for leakage, damage, looseness
Inspect shaft seal for leakage
Perform manifold gauge check
(months)
7. Other Components Check discharge lines (hot to touch) Check suction lines (cold to touch) Inspect fittings/clamps/hoses Check thermostatic switch for proper operation Outlets in cab: 40°F to 50° F Inspect all wiring connections Operate all manual controls through full functions
Check inlet line from condenser (should be hot to touch) Replace, if system is opened 4. Accumulator Check the inlet line from the evaporator. It should be cool to cold. Replace the accumulator each time the system is opened.
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SECTION N5 OPERATOR CAB CONTROLS INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5 STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6 STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8 PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Dynamic Retard Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10 GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11 OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12 CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13 Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14 Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15 Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
N05101
Operator Controls
N5-1
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 12V Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Fire Suppression Control Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Communication Radio Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 KOMTRAX Plus Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Drive System Or Modular Mining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Drive System Controller (DSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16 HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18 Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Status Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Coolant Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Speedometer/Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Fuel Level Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Drive System Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20 Hazard Warning Light Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Pre-Shift Brake Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21 Engine Warm Up Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Camera System Switch (Optional)
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Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22 Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Digital Display Contrast Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
N5-2
Operator Controls
N05101
Turn Signal Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Fog Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23 Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 Headlight/Panel Illumination Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24 STATUS INDICATOR LIGHT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25 Status Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25 DIGIT DISPLAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28 Toggling Through Main Level Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28 Toggling Through Warning Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29 Entering Payload Meter Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30 KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31 Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33 Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33 KOMATSU WIRELESS BRIDGE (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34 Communication Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34 Switching to the KWB_SETUP Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34 Setting the Computer Subnet Mask and IP Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35 Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35 Setting Up the KWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36 Adding Encryption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36 Final Computer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36 Data Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37 Resetting the KWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37 KWB Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37
N05101
Operator Controls
N5-3
NOTES:
N5-4
Operator Controls
N05101
OPERATOR CAB AND CONTROLS
9
10
8
12
13
15
9
11
14
7
5
1
2
4
3
6
84047
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW 1. Steering Wheel 2. Service Brake Pedal 3. Retard Pedal 4. Throttle/Accelerator Pedal 5. Heater/Air Conditioner Controls
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6. Recirculation Filter 7. Instrument Panel 8. Grade/Speed Retard Chart 9. Radio Speakers 10. Warning Alarm Buzzer
Operator Controls
11. Windshield Wipers 12. AM/FM Radio / CD Player 13. Air Cleaner Vacuum Gauges 14. Heater/Air Conditioner Vents 15. Camera Monitor (Optional)
N5-5
STEERING WHEEL AND CONTROLS
Multi-Function Turn Signal Switch
Steering wheel (1, Figure 5-2) can be telescoped "in" and "out" and the lilt angle can be adjusted to provide a comfortable steering wheel position for most operators.
Horn Button Horn (2, Figure 5-2) is actuated by pushing the button in the center of the steering wheel. Ensure that the horn operates before moving the truck. Observe all local safety rules regarding the use of the horn as a warning signal device before starting the engine and moving the vehicle.
Multi-function turn signal switch (4, Figure 5-2) is used to activate the turn signal lights, the windshield wipers, and to select either high or low beam headlights. Turn Signal Operation Move the lever upward to signal a right turn.
Tilt / Telescope Lever The steering column can be telescoped or the wheel tilted with lever (3, Figure 5-2). Adjust the tilt of the steering wheel by pulling the lever toward the steering wheel and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. Adjust the telescope function by pushing the lever forward to unlock. After positioning as desired, release the lever to the lock position.
An indicator in the top, center of the instrument panel will illuminate to indicate turn direction selected. Refer to Instrument Panel and Indicator Lights in this section. Move the lever downward to signal a left turn. NOTE: The turn signal does not automatically cancel after the turn has been completed. High Beam Headlight Operation Pulling the lever inward (toward the rear of the cab) changes the headlights to high beam. When the high beams are selected, the indicator in the top center of the instrument panel will illuminate. Moving the switch back to the original position will return the headlights to low beam.
FIGURE 5-2. STEERING WHEEL & CONTROLS 1. Steering Wheel 2. Horn Button
N5-6
3. Tilt/Telescope Lever 4. Multi-Function Turn Signal Switch
Operator Controls
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Windshield Wiper Operation Windshield Wipers OFF Intermittent - Long Delay Intermittent -Medium Delay Intermittent -Short Delay Low Speed High Speed Depressing the button at the end of the lever will activate the windshield washer.
STEERING COLUMN Removal 1. Shut the engine off by turning the key switch to OFF and allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure no pressure remains. 2. Open the battery disconnect switch. 3. Remove the access cover (15, Figure 5-3) from the front of the cab. If steering control unit is OK, DO NOT disconnect any hydraulic lines. 4. Loosen cap screws (10) on steering control unit (7) and move it out of the way. 5. Disconnect wire harness(es) from the steering column. 6. Remove screws retaining trim cover (14) where steering column enters the instrument panel and remove cover. 7. Remove four cap screws (4). Access to these screws is from the front of the cab through the access opening. Also remove cap screws (12). 8. Lift the steering column out of the instrument panel.
FIGURE 5-3. STEERING COLUMN INSTALLATION 9. Bracket R.H. 1. Steering Wheel 10. Cap Screw 2. Button Horn 11. Lock Washer 3. Steering Column 12. Cap Screw 4. Cap Screw 13. Nut 5. Flat Washer 14. Trim Cover 6. Lock Washer 7. Steering Control Unit 15. Access Cover 8. Bracket L.H. Steering Column Inspection Whenever the steering column or steering control unit is removed for service, the steering column shaft splines must be inspected for excessive wear. 1. With steering column assembly removed from truck, thoroughly clean splines on steering column shaft and inspect for damage or excessive wear. 2. Using an outside micrometer or dial caliper, measure the outside diameter of the male splines on the steering column shaft. â&#x20AC;˘ Minimum diameter: 24.13 mm (0.950 in.) 3. If splines are smaller than minimum diameter specification, replace steering column.
N05101
Operator Controls
N5-7
STEERING WHEEL
Installation 1. Insert cap screw (10, Figure 5-3) with lockwashers (11) and flatwashers (5) through brackets (8 & 9) and then through steering column flange. Add second flat washer (5) and nut (13) to each cap screw to hold parts together. Tighten nuts securely. 2. Slide the entire assembly down the tapered blocks until the brackets (8 & 9) contact the mounting surface in the cab. Install cap screws (4) and (12) with washers (5) and (6). Only tighten cap screws (4). 3. Inspect brackets (8 & 9) to see if they contact the mounting surface evenly, and are flat and inline with the surface. If so, then tighten cap screws (12). If brackets are not quite parallel, then install flat washers (as needed) between brackets and mounting surface to eliminate any gaps. Tighten cap screws (12) to standard torque. 4. After cap screws (4 & 12) are tightened to standard torque, remove nuts (13) and flatwashers (5) that were holding the steering column to the two brackets. DO NOT remove cap screws (10) from the brackets. 5. Lubricate the male splines on the end of the steering column shaft.
NOTE: There is no lower end bearing in this new steering column assembly, therefore the male end of the shaft will have to be guided into the mating female part of the steering control unit (7). 6. Without removing cap screws (10) from the holes, move the steering control unit (7) into place and start each of the cap screws.
Removal 1. Turn off the battery disconnect switch to remove battery power from the horn circuit. 2. Use a pocket screwdriver to pry horn button (4, Figure 5-4) from steering wheel (1). 3. Disconnect horn wire (3) and set the horn button aside. 4. Remove nut (2). 5. Pull the steering wheel from the column. If the steering wheel will not slide off the shaft it may be necessary to install a puller into the tapped holes (5/16" - 24NF) in the steering wheel.
Installation 1. A new, more relable horn contact is available. Some trucks may have the previous horn contact, which is a stick design (1, Figure 5-5). The new horn contact uses a roller (2). Install the new horn contact as shown in Figure 5-6. 2. Place steering wheel (1, Figure 5-4) into position on the steering column shaft while guiding horn wire (3) through the access hole in the steering wheel. Align the serrations and push the steering wheel onto the shaft. 3. Install nut (2). Tighten the nut to 81 ± 7 N·m (60 ± 5 ft lb). 4. Connect horn wire (3) to horn button (4). 5. Install the horn button onto the steering wheel. Turn on the battery disconnect switch and verify that the horn functions properly.
7. Tighten four cap screws (10). 8. Check for proper steering wheel rotation without binding. Ensure wheel returns to neutral after rotating 1/4 turn left and right. 9. If disconnected, re-connect the hoses to the steering control unit. 10. Connect the steering column wire harness(es) to the harness(es) in the cab. 11. Install access cover (15) and trim cover (14).
FIGURE 5-4. STEERING WHEEL RETAINER NUT 1. Steering Wheel 2. Nut
N5-8
Operator Controls
3. Horn Wire 4. Horn Button
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FIGURE 5-5. HORN CONTACTS 1. Stick Contact
2. Roller Contact
FIGURE 5-6. INSTALLATION LOCATION
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Operator Controls
N5-9
PEDALS
Dynamic Retard Pedal
Service Brake Pedal
Dynamic retard pedal (3, Figure 5-1) is a foot operated pedal which allows the operator to slow the truck and maintain a safe productive speed without the use of the service brakes. For normal truck operation, only dynamic retarding must be used to slow and control the speed of the truck. The Grade/Speed Retard Chart (8, Figure 5-1) must always be followed to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck. Service brakes must be applied only when dynamic retarding requires additional braking force to slow the truck speed quickly or to bring the truck to a complete stop.
The service brake pedal (2, Figure 5-1) is a foot operated pedal which applies the service brakes. Service brakes must only be applied when dynamic retarding requires additional braking force to slow the truck speed quickly. They must also be used to bring the truck to a complete stop once the speed is less than 4.8 kph (3 mph). Dynamic Retarding Dynamic retarding is a braking torque (not a brake) produced through electrical generation by the wheelmotors when the truck motion (momentum) is the propelling force. For normal truck operation, dynamic retarding must be used to slow and control truck speed. Dynamic retarding is available in FORWARD/ REVERSE at all truck speeds above 0 kph/mph; however, as the truck speed slows below 4.8 kph (3 mph), the available retarding force may not be effective. Use the service brakes to bring the truck to a complete stop. Dynamic retarding will not hold a stationary truck on an incline.Use the parking brake or wheel brake lock for this purpose. Dynamic retarding is available in NEUTRAL only when truck speed is above 4.8 kph (3 mph). When dynamic retarding is in operation, engine rpm will automatically go to an advance retard speed setting. This rpm will vary depending on temperature of several electrical system components.
When dynamic retarding is in operation, the engine rpm will automatically go to an advance rpm retard speed setting (usually 1250 rpm). Dynamic retarding will be applied automatically, if the speed of the truck reaches the predetermined overspeed retard setting. Dynamic Retarding is available in FORWARD/ REVERSE at all truck speeds above 0 kph/mph, but is available in NEUTRAL only when truck speed is above 4.8 kph (3 mph). Accelerator Pedal Throttle/accelerator pedal (4, Figure 5-1), and shown below, is a foot-operated pedal which allows the operator to control engine rpm depending on pedal depression. It is used by the operator to request torque from the motors when in forward or reverse. In this mode, the propulsion system controller commands the correct engine speed for the power required. In NEUTRAL, this pedal controls engine speed directly.
Dynamic retarding will be applied automatically if the speed of the truck obtains the maximum speed setting programmed in the control system software. When dynamic retarding is activated, an indicator light in the overhead display will illuminate. The grade/speed retard chart must always be used to determine safe downhill speeds. Refer to Grade/ Speed Retard Chart in this section.
N5-10
Operator Controls
N05101
GRADE/SPEED RETARD CHART Grade/Speed Retard Chart (8, Figure 5-1), and shown below, provides the recommended MAXIMUM retarding limits at various truck speeds and grades with a fully loaded truck. This decal in the truck may differ from the decal below due to optional truck equipment such as: wheel motor drive train ratios, retarder grids, tire sizes, etc. Always refer to this decal in the operator's cab and follow these recommendations for truck operation. The operator must reference this chart before descending any grade with a loaded truck. Proper use of dynamic retarding will maintain a safe speed. Two speed lists are provided, one for continuous retarding, and the second for short term retarding. Both lists are matched to the truck at maximum Gross Vehicle Weight (GVW). The two ratings are guidelines for proper usage of the retard function on downhill grades.
The "short term" numbers listed on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for a short duration before system components reach the maximum allowable temperature during retarding. These speeds are faster than the "continuous" values, reflecting the thermal capacity of various system components. System components can accept heating at a higher-than-continuous rate for a short period of time. Beyond this short duration of time, the system would become overheated. If the vehicle is operated at "short term" grade and speed limits for a period of time, it is possible to exceed the thermal capacity of the drive system components. The Drive System Controller (DSC) will then gradually reduce the retarding effort from "short term" to "continuous". The "retard @ continuous" indicator light will flash for 15 seconds, then illuminate steadily alerting the operator of the reduction in retarding performance and the need for a reduction in speed. The operator must control the speed of the truck in accordance to the â&#x20AC;&#x153;continuous speedsâ&#x20AC;? on the grade/ speed chart. The operator must use the service brakes to quickly slow the truck to the maximum "continuous" retarding limits (or less) based on the grade the truck is currently on.
DO NOT LIGHTLY apply the service brakes when attempting to slow the truck on a downhill grade. Overheating of the brakes will result. FULLY apply the brakes (within safe limits for road conditions) in order to quickly slow the truck to maximum "continuous" retarding limits or less. The "short term" rating will successfully accommodate most downhill loaded hauls. If actual time on the grade exceeds the allowable limits, the grade will need to be negotiated at the "continuous" speed. The "continuous" numbers on the chart indicate the combination of speeds and grades which the vehicle can safely negotiate for unlimited time or distance during retarding. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck.
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Operator Controls
N5-11
OVERHEAD PANEL AND DISPLAYS
Air Cleaner Vacuum Gauges
The items listed below are located on the overhead panel. Refer to Figure 5-1 for the location of each item. A brief description of each component is documented below.
Air cleaner vacuum gauges (14, Figure 5-1) provide a continuous reading of the maximum air cleaner restriction reached during operation. The air cleaner(s) must be serviced when the gauge(s) shows the maximum recommended restriction of 635 mm (25 in.) of H2O vacuum.
Radio Speakers Radio speakers (9, Figure 5-1) for the AM/FM Radio / CD Player are located at the far left and right of the overhead panel.
NOTE: After service, push the reset button on face of gauge to allow the gauge to return to zero. Warning Alarm Buzzer Warning alarm buzzer (10, Figure 5-1) will sound when activated by any one of several truck functions. Refer to Instrument Panel and Indicator Lights in this section for a detailed description of functions and indicators that will activate this alarm.
Cab Radio This panel will normally contain AM/FM Radio / CD Player (12, Figure 5-1). Refer to Section 70 for a more complete description of the radio and its functions. Individual customers may use this area for other purposes, such as a two-way communications radio.
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Camer Monitor (Optional) The camer monitor (15, Figure 5-1) displays the images from one of four different cameras. Three cameras are mounted on the front of the truck (left corner, center, right corner) and one camera facing rearward. Once the truck speed reaches 16 km/h (10 mph), the camera monitor will go dark automatically. Once truck speed is reduced to less than 16 km/h 10 mph for more than 30 seconds, it will display camera images again.
Operator Controls
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CENTER CONSOLE
Directional Control Lever Directional Control Lever (2, Figure 5-7) is mounted on a console to the right of the operator's seat. It is a four position lever that controls the park, reverse, neutral, and forward motion of the truck. Before moving the directional control lever, apply the service brakes to completely stop the truck. Depress the button on the side to release the detent lock, then move the control lever to the desired position. When the control lever is in the center N position, it is in NEUTRAL. When the control lever is in the P position, it is in PARK, and the parking brake will be applied. The parking brake is spring applied and hydraulically released. It is designed to hold the truck stationary when the engine is off and the key switch is turned OFF. The truck must be completely stopped before moving the control lever to PARK, or damage may occur to the park brake. When the key switch is ON, and the control lever is in PARK, the parking brake indicator light will be illuminated.
FIGURE 5-7. CENTER CONSOLE 1. Center Console 2. Directional Control Lever 3. Override/Fault Reset Switch 4. Engine Stop Switch 5. L.H. Window Control Switch 6. R.H. Window Control Switch 7. Hoist Control Lever 8. Retard Speed Control Dial 9. RSC Switch 10. Data Store Button 11. 12V Auxiliary Power Outlets 12. Fire Suppression Control Outlet 13. Communication Radio Outlet
The directional control lever must be in PARK to start the engine. NOTE: DO NOT move the directional control lever to the PARK position at the shovel or dump. The operator can select FORWARD drive by moving the control lever to the F position. The operator can select REVERSE drive by moving the control lever to the R position. DO NOT allow the control lever to travel too far and go into the PARK position when REVERSE is desired. NOTE: The truck must be completely stopped before the control lever is moved to a drive position or into PARK. A GE fault will be recorded if the control lever is placed into the PARK position while the truck is still moving. NOTE: The center console contains an access hole for a wiring harness resistor. This resistor is to reduce the current flow to the directional control lever contacts, increasing their service life.
N05101
Operator Controls
N5-13
Override/Fault Reset Switch
R.H. Window Control Switch
Switch (3, Figure 57) is spring-loaded to the OFF position. When pushed in and held, this switch may be used for several functions.
Switch (6, Figure 5-7) is spring-loaded to the OFF position. • Pushing the front of the switch raises the right side cab window. • Pushing the rear of the switch lowers the window.
1. This switch permits the operator to override the body-up limit switch and move the truck forward when the directional control lever is in FORWARD, the dump body is raised, and the brakes are released.
Hoist Control Lever Hoist control (7, Figure 5-7) is a four position handoperated lever located between the operator seat and the center console (see Figure 5-8).
Use of the override switch for this purpose is intended for emergency situations only! 2. The push button deactivates the retard pedal function when the speed of the truck is below 4.8 kph (3 mph). 3. The override switch is also used to reset an electric system fault when indicated by a red warning light. Refer to Overhead Status/Warning Indicators in this section.
Engine Stop Switch Switch (4, Figure 5-7) is used to stop the engine. Pull the switch up to stop the engine. Push the switch back down to enable engine operation. Use this switch to stop the engine if the key switch fails to operate, or to stop the engine without turning off the 24 VDC electrical circuits. A ground level engine stop switch is also located at the right front corner of the truck.
FIGURE 5-8. HOIST LEVER POSITIONS 1. Raise 2. Hold
3. Float 4. Lower
Raising The Dump Body 1. Pull the lever to the rear to actuate hoist circuit. (Releasing the lever anywhere during "hoist up" will place the body in HOLD at that position.)
L.H. Window Control Switch
2. Raise engine rpm to increase hoist speed.
Switch (5, Figure 5-7) is spring-loaded to the OFF position.
3. Reduce engine rpm as the last stage of the hoist cylinders begin to extend and then let the engine go to low idle as the last stage reaches half-extension.
• Pushing the front of the switch raises the left side cab window. • Pushing the rear of the switch lowers the window.
4. Release hoist lever as the last stage reaches full extension. 5. After material being dumped clears the body, lower the body to frame. Refer to Operating Instructions - Dumping, for more complete details concerning this control
N5-14
Operator Controls
N05101
Dial (8, Figure 5-7) allows the operator to vary the downhill truck speed that the retard speed control system will maintain when descending a grade. This function can be overridden by either the accelerator or retard pedal.
With RSC switch on and dial adjusted, the system will function as follows: As truck speed increases to the "set" speed and throttle pedal released, dynamic retarding will apply. As truck speed tries to increase, the amount of retarding effort will automatically adjust to keep the selected speed. When truck speed decreases, the retarding effort is reduced to maintain the selected speed. If truck speed continues to decrease to approximately 4.8 kph (3 mph) below "set" speed, dynamic retarding will turn off automatically. If truck speed must be reduced further, the operator can turn the adjust dial to a new setting or depress the foot operated retard pedal.
When the dial is rotated counterclockwise toward this symbol, the truck will descend a grade at lower speeds.
If the operator depresses the foot operated retard pedal and the retard effort called for is greater than that from the automatic system, the foot pedal retard will override RSC.
Lowering The Dump Body Move hoist lever forward to DOWN position and release. Releasing the lever places hoist control valve in the FLOAT position allowing the body to return to frame. Retard Speed Control (RSC) Adjust Dial
When the dial is rotated clockwise toward this symbol, the truck speed will increase. Retard Speed Control (RSC) Switch Always refer to the Grade/Speed Retard Chart in the operator's cab and follow the recommendations for truck operation. DO NOT exceed these recommended MAXIMUM speeds when descending grades with a loaded truck.
Switch (9, Figure 5-7) turns the system on and off. Push the knob in for OFF and pull the knob out to turn the system ON.
Throttle pedal position will override RSC setting. If operator depresses throttle pedal to increase truck speed, dynamic retarding will not come on unless truck overspeed setting is reached or foot operated retard pedal is used. When throttle pedal is released and RSC switch is on, dynamic retarding will come on at, or above, the RSC dialed speed and will adjust truck speed to, and maintain, the dialed speed. To adjust RSC control, pull switch (9) ON and start with dial (8) rotated toward fastest speed while driving truck at desired maximum speed. Relax throttle pedal to let truck coast and turn RSC adjusting dial slowly counterclockwise until dynamic retarding is activated. Dynamic retarding will now be activated automatically anytime the "set" speed is reached, the RSC switch is on, and throttle pedal is released.
N05101
Operator Controls
N5-15
Data Store Button Button (10, Figure 5-7) is for use by qualified maintenance personnel to record in memory a â&#x20AC;&#x153;snap-shotâ&#x20AC;? of the AC drive system. It will also trigger the KOMTRAX Plus system to store a snap-shot of the truck operating system. Light (11, Figure 5-7) will stay illuminated while the KOMTRAX Plus system is recording the snap-shot.
Drive System Or Modular Mining Drive system controller (DSC) or Modular Mining diagnostic port (4) is used to access diagnostic information for the Drive System Controller (DSC) or for Modular Mining controller. Drive System Controller (DSC) Diagnostic Port
12V Auxiliary Power Outlets
Diagnostic port (5) is used to access diagnostic information for the Drive System Controller (DSC).
Outlets (11, Figure 5-7) can be used to provide 12VDC power for tools and accessories.
Engine Diagnostic Port (CENSE)
Fire Suppression Control Outlet
Diagnostic port (6) is a three pin connector used to access diagnostic information for the engine monitoring system.
Outlet (12, Figure 5-7) can be used to provide power for an optional fire suppression control system with the key switch ON. Communication Radio Outlet Outlet (13, Figure 5-7) can be used to provide power for any optional 2-way communication radio with the keyswitch ON.
Engine Diagnostic Port (QUANTUM) Diagnostic port (7) is a nine pin connector used to access diagnostic information for the engine control system.
7 DIAGNOSTIC PORTS
6
The diagnostic ports shown in Figure 5-9 are located on the back wall of the cab next to the D.I.D. Panel.
5
KOMTRAX Plus Diagnostic Port
4
Diagnostic port (1, Figure 5-9) is used to download truck operation data from the KOMTRAX Plus controller.
3
Interface Module (IM) Diagnostic Port
1
84049
FIGURE 5-9. DIAGNOSTIC PORTS
Diagnostic port (2) is used to connect the interface module to a computer for installing software. Payload Meter Diagnostic Port Diagnostic port (3) is used to download data from the payload meter system. Refer to Section 60, Payload Meter III, for a more complete description of the payload meter and its functions.
N5-16
2
1. KOMTRAX Plus Diagnostic Port 2. IM Diagnostic Port 3. Payload Meter Diagnostic Port 4. Drive System / MM Diagnostic Port
Operator Controls
5. DSC Diagnostic Port 6. Engine Diagnostic Port (CENSE) 7. Engine Diagnostic Port (QUANTUM)
N05101
HEATER / AIR CONDITIONER
Heater/Air Conditioner Vents
The heater/air conditioner compartment contains heater/air conditioner controls and some of the heater/air conditioner components, such as the blower motor assembly and the heater coil. Optimum cab air climate can be selected by using the following controls in various combinations.
Heater/air conditioner vents (6, Figure 5-10) may be rotated 360°. There are three vents in the heater/air conditioner compartment, four vents across the top of the instrument panel, and one vent each in the RH and LH instrument panels. There are also an additional four vents under the instrument panel. Air flow through the vents is controlled by manually opening, closing or turning the louvers.
Fan Speed Control Knob Fan speed control knob (1, Figure 5-10) is provided to control the cab air fan motor. The fan motor is a 3speed motor (low, medium and high). Speeds are selected by rotating the control knob clockwise to the desired position. OFF is in the full counter-clockwise position. The control knob must be switched ON for the air conditioner to function. Temperature Control Knob Temperature control knob (2, Figure 5-10) allows the operator to select a comfortable air temperature. The control knob determines the operation of the air conditioning and heater modes. Rotating the control knob counter-clockwise (blue zone (3)) will cause the A/C compressor to operate and result in cooler air temperatures. Full counterclockwise position is the coldest air setting. Rotating the control knob clockwise (red zone (4)) will affect coolant flow through the heater core and result in warmer air temperatures. The full clockwise position is the warmest heater setting. Air Flow Directional Knob Air flow directional knob (5, Figure 5-10) controls the direction of airflow as follows: Provides airflow to floor vents, only. Provides airflow to upper vents and floor vents. (Blue Icon) Provides dehumidified air to the upper vents and the floor vents. Defrost - Provides dehumidified air to the upper vents only. Defrost - Provides dehumidified air to the upper vents and the floor vents.
FIGURE 5-10. A/C & HEATER CONTROLS 1. Fan Speed Control Knob 2. Temperature Control Knob 3. Blue Zone
N05101
Operator Controls
4. Red Zone 5. Air Flow Directional Knob 6. Vents
N5-17
INSTRUMENT PANEL Control Symbols The operator must understand the function and operation of each instrument and control. Many control functions are identified with international symbols that the operator must learn to recognize immediately. This knowledge is essential for proper and safe operation. Items that are marked optional do not apply to every truck. The following symbols are general indicators and may appear in multiple locations and combinations on the instrument panel. Most switches have two LED lights inside them, one amber and one green in color. The amber is located in the top portion of the switch and indicates that function has been activated. The green LED is located in the lower portion of the switch and indicates that function has not been activated.
This symbol when it appears on an indicator or control identifies that this indicator or control is NOT used.
This symbol identifies a rotary control or switch. Rotate the knob clockwise or counterclockwise for functions.
This symbol identifies a switch used to test or check a function. Press the switch on the side near the symbol to perform the test.
â&#x20AC;˘ To activate a function, push on the top portion of the switch. At this time, the amber LED will be illuminated, and the green LED will be OFF. â&#x20AC;˘ To de-activate a function, push on the lower portion of the switch. At this time, the green LED will be illuminated, and the amber LED will be OFF. NOTE: The green LED light in the hazard light switch, head light switch and the ladder light switch will be illuminated when battery power is connected to the truck. The LED lights in the other switches will illuminate when the key switch is turned to the ON position.
N5-18
Operator Controls
N05101
1
2
3
4
5
6
7
8 !
9 10
26
25
24 23
22 21
20
19
18
17
16
15
14
13
12
11 84048
FIGURE 5-11. PANEL GAUGES, INDICATORS, AND CONTROLS 1. Heater/Air Conditioner Vents 2. Status Indicator Light Panel 3. Hydraulic Oil Temperature Gauge 4. Coolant Temperature Gauge 5. Speedometer / Digital Display 6. Fuel Level Gauge 7. Drive System Temperature Gauge 8. Hazard Lights Switch 9. Brake Test Switch 10. Wheel Brake Lock Switch 11. AC Drive System Rest 12. Engine Warm Up Switch (Optional) 13. Heated Mirrors (Optional)
N05101
14. Rotating Beacon Switch (Optional) 15. Camera System Switch (Optional) 16. Key Switch 17. Warning Light 18. Digital Display Contrast Buttons 19. Turn Signal Indicators 20. Panel Lights Dimmer Switch 21. Mode Switch #1 22. Mode Switch #2 23. Fog Light Switch (Optional) 24. Backup Light Switch 25. Ladder Light Switch 26. Headlight/Panel Illumination Switch
Operator Controls
N5-19
Cab/Air Conditioner Vents
Speedometer/Digital Display
Vents (1, Figure 5-11) may be directed by the operator to provide the most comfortable cabin air flow.
Speedometer/digital display (5) displays the following information:
Status Indicator Light Panel
• The analog speedometer indicates the truck speed in miles per hour (mph) or in kilometers per hour (kph).
Status indicator light panel (2) contains an array of indicator lights to provide the operator with important status messages concerning selected truck functions. Refer to STATUS INDICATOR LIGHTS for a detailed description of these indicators.
Hydraulic Oil Temperature Gauge
Fuel level gauge (6, Figure 5-11) indicates how much diesel fuel is in the fuel tank.
Green indicates normal operation. As the needle approaches the red zone, minimum engine idle speed will increase to help cool the oil. Red indicates high oil temperature in the hydraulic tank. Continued operation could damage components in the hydraulic system. If this occurs, the operator should safely stop the truck, move directional control lever to PARK and operate the engine at 1200 - 1500 rpm to reduce system temperature.
If temperature gauge does not move into the green range after a few minutes, and the red overhead indicator light does not go out, stop the engine and notify maintenance personnel immediately.
Gauge (4, Figure 5-11) indicates the temperature of the coolant in the engine cooling system. The temperature range after engine warm-up and truck operating under normal conditions must be:
• The digital display also shows warning messages and fault codes indicating abnormal operating conditions and critical problems. See DIGITAL DISPLAY OPERATION for more information.
Fuel Level Gauge
Hydraulic oil temperature gauge (3, Figure 5-11) indicates oil temperature in the hydraulic tank. There are two colored bands: green and red.
Coolant Temperature Gauge
• The digital display shows payload meter information.
When there is only 10% of total fuel tank capacity remaining, the amber low fuel level indicator on the gauge will illuminate. The fuel tank capacity is 4542 liters (1,200 gallons).
Drive System Temperature Gauge
Drive system temperature gauge (7, Figure 5-11) indicates the status of the highest measured temperature range in the drive system.
Hazard Warning Light Switch
Switch (8, Figure 5-11) flashes all the turn signal lights. Pressing the top side of the rocker switch activates these lights. When these lights are on, a red LED light will be illuminated inside the switch. Pressing on the lower side of the rocker switch turns these lights off, and a green LED light will be illuminated.
85°-97°C (185°-207°F)
N5-20
Operator Controls
N05101
Pre-Shift Brake Test Switch
Rest Switch
Pre-shift brake test switch (9, Figure 5-11) is used to initiate a brake test. Press on the momentary switch to enter the brake test mode. If certain conditions are met, the operator can enter a brake test sequence.
Rest switch (11, Figure 5-11) is a rocker switch with a locking device. A safety tab on the switch must be pushed to unlock the switch before the top of the switch can be depressed to activate the rest mode.
The amber light in the top of the switch is used to indicate when the truck is in brake test mode, and is referred to as the brake check light. When illuminated, a brake test is ready. When flashing, the brake test is at the validation point, or the retard system test is finished.
When activated, an internal amber lamp will illuminate. The switch should be activated to deenergize the AC drive system whenever the engine is to be shutdown or parked for a length of time with the engine running.
Wheel Brake Lock Control
Switch (10, Figure 5-11) must be used when the engine is running during dumping and loading operations only. The brake lock switch actuates the hydraulic brake system which locks the rear wheel service brakes only. When pulling into shovel or dump area, stop the truck using the foot-operated service brake pedal. When truck is completely stopped and in loading position, move the directional control lever to NETURAL, then apply the brake lock by pressing the top of the rocker switch. To release the brake, press the bottom of the rocker switch. NOTE: The wheel brake lock will not function if the directional control lever is in the PARK position.
The directional control lever must be in PARK or NEUTRAL and the vehicle not moving to enable this function. This will allow the engine to continue running while the AC drive system is de-energized.
Activation of the rest switch alone DOES NOT completely ensure that the drive system is safe to work on. Refer to the Safety Chapter for more information on servicing an 830E truck. Check all "link-on", or "link energized", indicator lights to verify the AC drive system is de-engergized before performing any maintenance on the drive system. DO NOT activate the rest switch while the truck is moving! The truck may unintentionally enter the â&#x20AC;&#x153;restâ&#x20AC;? mode after stopping.
DO NOT use this switch to stop the truck unless the foot-operated treadle valve is inoperative. Use of this switch applies rear service brakes at a reduced, unmodulated pressure. DO NOT use the brake lock for parking. With the engine stopped, hydraulic pressure will bleed down, allowing the brakes to release. Use at shovel and dump only to hold the truck in position. NOTE: The wheel brake lock will not apply when the directional control lever is placed in the PARK position, or when the key switch is OFF, or when the engine is not running.
N05101
Operator Controls
N5-21
Engine Warm (Optional)
Up
Switch
Camera (Optional)
Engine warm up switch (12, Figure 5-11) ) is a rocker switch. When in the ON position, this feature is used to keep the engine warm in cold conditions because it puts a small amount of load on the engine.
System
Switch
This feature can also be used in cold climates to warm up, or to maintain heat in the engine coolant while the truck is parked.
Switch (15, Figure 5-11) is a three position rocker switch, but the third position is only momentary. Pressing the top of the rocker switch to place the switch in the middle position turns the camera system on. Pressing the bottom of the switch turns the camera system off. To display the view from the rear camera, momentarily press the top of the rocker switch. Regardless of truck speed, the view from the rear camera will be displayed in the camera monitor for approximately 30 seconds.
Heated Mirror Switch (Optional)
Key Switch
This energy is created by passing a load through one bank of the grid resistors in the retarding grid.
Heated mirror switch (13, Figure 5-11) controls the operation of the heated mirrors.
Rotating Beacon Light Switch (Optional)
Rotating beacon switch (14, Figure 5-11) controls the operation of the rotating beacon. Starting
Key switch (16, Figure 5-11) is a four-position switch (ACC, OFF, RUN, START). The ACC position is not currently used. When the switch is rotated one position clockwise, it is in the RUN position and all electrical circuits except START are activated. 1. With the directional control lever in PARK, rotate key switch fully clockwise to the START position, and hold this position until the engine starts. The START position is spring-loaded to return to RUN when the key is released. If the engine is equipped with a prelube system, a noticeable delay will occur before engine cranking begins.
N5-22
Operator Controls
N05101
2. After engine has started, place rest switch (4, Figure 5-11) in the OFF position, which will deactivate the rest mode of operation. Refer to the discussion of rest switch later in this section.
NOTE: The electric cranking motors have a 30 second time limit. If the 30 second limit is reached, cranking will be prohibited for two minutes. After two minutes, cranking will be allowed. If the 30 second limit is reached seven consecutive times, the key switch must be turned to the OFF position. This will allow the interface module to power down and reset, which requires seven minutes to complete.
Panel Light Dimmer
Panel light dimmer (20, Figure 5-11) is a rheostat which allows the operator to vary the brightness of the instruments and panel lights.
â&#x20AC;˘ Rotating the knob to the full clockwise position turns the panel lights on to the brightest condition. â&#x20AC;˘ Rotating the knob counterclockwise continually dims the lights until OFF position is reached at full counterclockwise rotation.
Mode Switches
Warning Light
Mode switches (21) and (22) are two-way momentary rocker switches. The arrows are used to toggle through the different options and messages on the digital display.
Red warning light (17, Figure 5-11) will come on to indicate that a truck function requires immediate action by the operator. Safely stop the truck and notify maintenance personnel. A warning message will appear on the digital display.
Digital Display Contrast Buttons
Cold ambient operating temperatures may affect the contrast of the digital display. If necessary, use buttons (18, Figure 5-11) to increase or decrease the contrast of the digital display to make it easier to read.
The OK position is used to acknowledge and clear warnings and faults and set certain Payload Meter III settings. Refer to DIGITAL DISPLAY OPERATION for more information about using the digital display.
Turn Signal Indicators
Fog Light Switch (Optional)
Indicators (19, Figure 5-11) illuminate to indicate that the right or left turn signals are operating when the turn signal lever on the steering column is moved upward or downward. Moving the lever to its center position will turn the indicator off.
Pressing the top of fog light switch (23, Figure 5-11) turns the lights on. Pressing the bottom of the switch turns the lights off.
N05101
Operator Controls
N5-23
Manual Backup Switch
Headlight/Panel Illumination Light Switch
Backup light switch (24, Figure 511) allows the backup lights to be turned on for added visibility and safety when the directional control lever is not in the REVERSE position.
The instrument panel lights, clearance lights, and the headlights are controlled by this three-position rocker type switch (26).
Ladder Light Switch
OFF is selected by pressing the bottom of the switch. Press the top of the switch until it reaches the first position to select the panel lights, clearance lights and tail lights only. Press the top of the switch again until it reaches the second position to select headlights, panel lights, clearance lights and tail lights.
Ladder light switch (25) turns the ladder lights and deck lights on or off after or before using ladder. Pressing the top of the rocker switch turns the lights on. Pressing the bottom of the switch turns the lights off. Another switch is mounted at the front left of truck near the base of ladder.
N5-24
Operator Controls
N05101
STATUS INDICATOR LIGHT PANEL
FIGURE 5-12. STATUS INDICATOR LIGHT PANEL 1. Body Up 7. Not Used This Application 13. Not Used This Application 2. Parking Brake 8. Wheel Brake Lock 14. Service Brake 3. Propulsion System Not Ready 9. Traction Control 15. Dynamic Retarding 4. No Propel 10. Repair Monitor 16. No DC Link Voltage 5. Engine Warm-Up 11. Snapshot In Progress 6. Engine Delay 12. Not Used This Application Parking Brake Status Indicator Light Panel
When illuminated, these amber (yellow) status lights alert the operator that the indicated truck function requires some precaution. Refer to the following descriptions for explanations of the symbols.
Body Up
The body up indicator (1, Figure 512) will illuminate when the body is not completely down on the frame. The truck must not be driven until body is down and the light is off.
N05101
The parking brake indicator (2) will illuminate when the parking brake is applied. The parking brake is applied by placing the directional control lever in the PARK position. If the directional control lever is in the PARK position and the interface module (IM) detects any parking brake abnormalities, this light will not illuminate. The red warning light on the dash will flash, the warning buzzer will sound intermittently and an error code will be displayed. If the red warning light and buzzer are active, the operator must not leave the cab. Notify maintenance personnel immediately.
Operator Controls
N5-25
Propel System Not Ready
Not Used
Propulsion system not ready indicator (3) will illuminate during start-up much like the hour glass icon on a computer screen.
This indicator light (7) is not used in this application.
This light indicates the computer is in the process of performing the self-diagnostics and set-up functions at start-up. Propulsion will not be available at this time.
Wheel Brake Lock
The wheel brake lock indicator (8) will illuminate when the wheel brake lock is on.
No Propel
The no propel indicator (4) will illuminate when the rest switch is placed in the ON position. It will also illuminate when a fault has occurred which has eliminated the propulsion capability. If this condition occurs, the operator must safely stop the truck, move directional control lever to PARK, shut down the engine, and notify maintenance personnel immediately.
Traction Control
The traction control feature is always ON. The traction control indicator (9) will only illuminate if the traction control feature has been disabled because a problem has been detected within the system.
Engine Warm Up
Repair Monitor
Engine warm up indicator (5) will illuminate when the engine warming switch is turned on.
The repair monitor indicator (10) will illuminate if a “repair” fault is detected, which must be corrected after the operator’s shift is done.
Engine Shutdown Delay Snapshot In Progress
When the key switch has been turned OFF, and certain conditions have been met, this indicator (6) light will illuminate to indicate that the shutdown timing sequence has started. The engine could operate for up to three minutes.
The indicator (11) will illuminate when the KOMTRAX Plus system is in the process of recording a “snapshot” of certain vehicle conditions.
• If the directional control lever is moved out of PARK, the engine will stop immediately. • If the key switch is turned back ON, the engine stop sequence will be terminated, and the engine will remain running.
N5-26
Operator Controls
N05101
Not Used
Dynamic Retarding
This indicator (12) light is not used in this application.
The dynamic retarding indicator (15) will illuminate whenever the retarder pedal is operated, or the automatic overspeed retarding circuit is energized. It indicates that the dynamic retarding function of the truck is being used.
Not Used
This indicator (13) light is not used in this application.
Service Brake
No DC Link Voltage
The no DC link voltage indicator (16) will illuminate when the rest switch in ON, or whenever the DC link in the control cabinet is not providing voltage to the propulsion system.
The service brake indicator (14) will illuminate when the service brake pedal is applied.
N05101
Operator Controls
N5-27
DIGIT DISPLAY OPERATION Toggling Through Main Level Screens
N5-28
Operator Controls
N05101
Toggling Through Warning Screens
Warning Screens
OK
Note: If a switch having no defined function for the current mode is actuated, the message "INVALID ENTRY" will be displayed on the screen while the switch is being pressed.
< Switch 1
Switch 2
200 ST
MULTIPLE WARNINGS
BATT CHARGING FLT A155
PRESS OK
CLEARED - 0 ACTIVE
1000 rpm
1000 rpm SC 20 mph
200 ST
SC 20 mph
A warning becomes active.
HOT HYD OIL LR A196
Last active standard display with added warning reminder
ˆ 1000 rpm
MULTIPLE WARNINGS 200 ST
PRESS OK
PRESS OK
STOP: PARK: RUN ENG
<
HOT HYD OIL LR A196
A new lower severity fault with a lower priority operator action becomes active.
The highest priority fault becomes inactive.
1 of 1
STOP: PARK: RUN
MULTIPLE WARNINGS
MULTIPLE WARNINGS
A new higher severity warning with a higher priority action becomes active.
PRESS OK
CIRCUIT BREAKER FLT A100
SC 20 mph
OK
MULTIPLE WARNINGS
A new fault becomes active.
This newest fault becomes inactive before being displayed.
PRESS OK
STOP: PARK: RUN ENG
STOP: PARK: RUN ENG
PRESS OK
PRESS OK
GO TO SHOP NOW
STOP: PRK:
LOW STRG PRES A111
OK
OK
2 of 2
STOP: PARK
Notice that this one OK acknowledges both faults simultaneously
All warnings have now been OK'd.
STOP: PARK
OK LOW STRG PRES A111 2 of 2
STOP: PARK
CIRCUIT BREAKER FLT A100
This warning becomes inactive.
LOW STRG PRES A111 CLEARED - 1 ACTIVE
STOP: PARK: RUN ENG
1 OF 2 Continue to display inactive fault warning for 10 seconds or until OK'd. New operator action is shown.
Both faults clear.
CIRCUIT BREAKER FLT A100
ˆ HOT HYD OIL LR A196
HOT HYD OIL LR A196
1 of 2
STOP: PARK
CLEARED - 1 ACTIVE
1 of 1
GO TO SHOP NOW
STOP: PARK: RUN
2x
A new lower severity warning with a lower priority action becomes active.
PRESS < FOR STANDARD DISPLAY
SNAPSHOT IN PROG A234
N05101
CLEARED - 0 ACTIVE
HIGH FUEL TEMP C261
The last remaining fault becomes inactive.
MULTIPLE WARNINGS
HOT HYD OIL LR A196
PRESS OK
CLEARED - 0 ACTIVE
CLEARED - 0 ACTIVE
Load = 240 t
STOP: PARK: RUN ENG
<
Display each warning that went inactive without being displayed with the "FAULT CLEARED" message. They are displayed in the order in which they became inactive.
LC = 25
A new warning with a lower priority action becomes active.
3560.9 h
Operator Controls
TT = 6000 t
SC = 20 mph
83443
N5-29
Entering Payload Meter Data
Data Entry Detail (Sublevel 2) Note: If a switch having no defined function for the current mode is actuated, the message "INVALID ENTRY" will be displayed on the screen while the switch is being pressed.
OK < Switch 1
Switch 2
If the back switch is actuated before accepting a new driver ID, the old ID will remain in effect.
Payload Data OK to View
Screen 5
OK
ˆ DRIVER ID: 123
OK
0123456789
5x
0123456789
ˆ
PRESS OK TO CHANGE
OK
0123456789
5_
Screen5, subscreen 0
Screen5, subscreen max.
3x
3x
0123456789
OK
5_
0123456789
0123456789
ˆ
54_
OK
54_
0123456789
ˆ
547_
9x
0123456789
OK
547_
0123456789
548_
N5-30
0123456789
3x
0123456789
54_
OK
54_
Operator ID = 548
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Press OK to enter ID
Operator Controls
Payload Data OK to View
OK
0123456789
ˆ
548_
83444
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KOMTRAX PLUS Operation
This system uses the KOMTRAX Plus system to gather data about the operation of the truck from sensors and other controllers installed on the truck. The data stored in KOMTRAX Plus controller (2, Figure 5-14) is collected by a laptop personal computer (PC) or transmitted directly by communications satellite (utilizing the ORBCOMM controller). This data is then compiled at the Komatsu computer server. Based on this information, the servicing Komatsu distributor will suggest improvements and provide information aimed at reducing machine repair costs and downtime. NOTE: A contract is necessary before KOMTRAX Plus can be used. Contact your Komatsu distributor for more information.
The KOMTRAX Plus system uses wireless components that transmit via radio waves. It is necessary to conform to local laws when using this system. Proper operation of the system is dependent on good reception. Operating in tunnels, mountain ranges and covered areas may prevent communication of the system. Contact your Komatsu distributor before selling or exporting a truck equipped with KOMTRAX Plus. It may be necessary to remove the system before transfer of ownership. Contact your Komatsu distributor before installing equipment that may interfere with the KOMTRAX Plus system.
DO NOT disassemble, repair, or modify the KOMTRAX Plus system without proper authorization. Changes to the system may cause machine failures and fire.
Komatsu is not responsible for any failures that result from neglecting KOMTRAX Plus system precautions and instructions.
DO NOT touch the KOMTRAX Plus system components during machine operation. DO NOT pull on KOMTRAX Plus system wiring harnesses, connectors, or sensors. This may cause short circuits or open circuits and lead to machine failure or fire. DO NOT allow water, dirt, or oil onto system components. The ORBCOMM satellite requires the installation of a pole and antenna, adding to the overall height of the machine. The height increase is 410 mm (16.2 in.). With the guard installed, the overall height increases another 260 mm (10.2 in.). Use caution when operating in areas with height restrictions.
Anyone with a pacemaker must remain a minimum of 22 cm (9 in.) from the communications antenna. Radio waves from the antenna can interfere with pacemaker operation.
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ORBCOMM is a two-way radio communication device. Wireless signals from the system can interfere with other wireless signals in the area. This interference can cause a malfunction in a blast zone resulting in an unintended detonation. Know the locations of blast zones in the area and keep a safe distance to avoid unintentional blasts. If the machine is operating within a distance of 12m (40 ft) of a blast zone, disconnect the ORBCOMM harness. Failure to do so could result in serious injury or death. This warning does not supersede requirements or regulations of the area or country where this machine is in operation. The following specifications are provided to ensure compliance with all of the applicable requirements or regulations: Transmit power: 5-10 Watts Operating Frequency Range: 148 - 150 MHz
Operator Controls
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NOTE: The ORBCOMM modem installed from the factory on all new trucks may not be approved for use in certain countries of the world. Local regulation may prohibit the use of the ORBCOMM modem/ satellite communicator. Depending on local regulation, you may need to either remove the modem or disconnect it and remove the antenna. Check with KAC service for assistance and preferred action in your area. The following is a list of "at risk" countries: China, Russia, Serbia, Tanzania, Senegal, Zambia, Botswana and Namibia.
When the data-store button (1, Figure 5-13) is pressed on the back side of the center console, it will store a “snapshot” of the Statex III drive system. It will also trigger the KOMTRAX Plus system to store a “snapshot” of the truck operating system. A light on the status indicator light panel will stay illuminated while the KOMTRAX Plus system is recording the “snapshot”, which lasts for 7.5 minutes.
During normal truck operation, the red LED digits on the KOMTRAX Plus controller will count from 00-99 continuously. When the key switch is turned OFF, the KOMTRAX Plus controller will remain on while it finishes processing internal data and saves the recent data into permanent memory. When the data has been safely stored, the two digit LED display will turn OFF. This process could take up to three minutes to complete.
If 24V power is disconnected (using the battery disconnect switches) from the KOMTRAX Plus controller before it has completed it’s shut down procedure, the KOMTRAX Plus controller will lose all data gathered since the key switch was last turned ON. Do not disconnect battery power until the KOMTRAX Plus controller has completed the shut down procedure and has turned the LED digits off.
The KOMTRAX Plus system is turned on by the truck key switch. Immediately after receiving 24V power from the key switch, the KOMTRAX Plus controller (2, Figure 5-14) begins the power-up initialization sequence. This sequence takes about three seconds, during which time the red LED digits display a circular sequence of flashing LED segments.
1
2
84050
FIGURE 5-14. KOMTRAX PLUS COMPONENT LOCATION 1. ORBCOMM Controller 2. KOMTRAX Plus Controller
FIGURE 5-13. CENTER CONSOLE, REAR VIEW 1. Data Store Button
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Operator Controls
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The ORBCOMM controller (1, Figure 5-14) transmits data through antenna (1, Figure 5-15) mounted on top of the cab. The antenna coaxial cable is routed through the cab structure to protect it from damage. If the antenna or coaxial cable is damaged, replace the parts.
Basic Precautions
• When using this truck, there is no particular need to operate the KOMTRAX Plus system. • Never disassemble, repair, or modify the KOMTRAX Plus system. This may cause failure or fire on the machine or this system. • Do not touch the system when operating the machine. • Do not pull on the wiring harnesses, connectors. or sensors of this system. This may cause short circuits or disconnections that lead to failure or fire on the machine or this system. • Do not get water, dirt or oil on the system controllers. • If there is any abnormality with the KOMTRAX Plus system, please consult the servicing Komatsu distributor.
FIGURE 5-15. ORBCOMM ANTENNA 1. ORBCOMM Antenna 2. Magnetic Base Interface Module
The interface module (located in the Auxillary Control Box) receives data from the sensors installed on the truck and sends this information to the KOMTRAX Plus controller. There is a small green LED light on the face of the controller. With the key switch ON, the light must be blinking. If the light is continuously illuminated, there is a problem in the controller.
FIGURE 5-16. DIAGNOSTIC PORTS (D.I.D. PANEL AT REAR OF CAB) 1. IM Diagnostic Port 2. KOMTRAX Plus Diagnostic Port
When a new interface module controller is installed on the truck, new software has to be installed inside the controller. IM-Diag connector (1, Figure 5-16) is used to connect the interface module to a laptop PC for installing software.
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Operator Controls
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KOMATSU WIRELESS BRIDGE (Optional)
Switching to the KWB_SETUP Network
General Information
The Komatsu wireless bridge allows for the transfer of information from the KOMTRAX Plus controller to a laptop computer with wireless network capabilities. The information that is downloaded through the KWB (Komatsu wireless bridge) is the same information that is gathered during a manual download from the KOMTRAX Plus system. Downloads can be performed with the laptop computer located on or near a stationary truck, or the computer can be located close to a path of moving trucks. Total download time is approximately 10 seconds. If only a portion of the data is downloaded while the truck is passing by a laptop computer, the remaining information will be downloaded the next time a data download occurs.
The computer should be on the same network as the KWB. It will be necessary to "create a profile" for the new network. Check the wireless adaptor's manual for details. 3. Configure the new profile as follows: • Set the profile name to KWB_SETUP. • Set the SSID to KWB_SETUP. • Select the wireless network type as "ad hoc." • In the security settings, select "no encryption" or a similar setting. • Select channel 11 (most adaptors automatically select a channel).
Some wireless adaptor software allows the setting of a static IP address and subnet mask for each profile. If this option is available, complete the following steps:
The wireless bridge transmits data using an antenna.
a. Set the IP address to 192.168.0.xxx, where xxx is any number between 1 and 255. Number 123 is recommended if only one computer will be used to interact with the KWB. If multiple computers are used, each must be set to a different IP address.
Communication Setup
A computer running a Microsoft® operating system (with a wireless network adaptor) is required to download data from the KWB. The individual steps required are different depending upon the computer operating system and each computer’s specific wireless adaptor. Please refer to the computer and/or adaptor manuals for further details.
will
Set the subnet mask to 255.255.0.0. If asked for a default gate-way, this may be assigned the same IP address as the computer.
1. Ensure that the KWB: • shows power and function (LEDs illuminated) • has not been previously setup • is within range of the computer 2. Use the computer to scan for any available wireless networks. The computer should find a network with KWB_SETUP as its SSID (SSID = Service Set Identifier). If this SSID is present the KWB is transmitting correctly. Switch to the KWB_SETUP network. If the KWB_SETUP SSID is not detected, verify all connections to the KWB. If all connections are correct, the KWB will need to be reset. Reset the KWB by pushing the reset button (2, Figure 5-17) next to the connector plug. NOTE: A KWB_SETUP SSID could be transmitted by another laptop computer and not by the desired KWB. Power down any other wireless sources with an SSID of KWB_SETUP.
N5-34
Operator Controls
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Setting the Computer Subnet Mask and IP Address
If the adaptor software does not allow for setting an IP address, then this must be done manually. The Windows TCP/IP settings must be modified for the correct subnet mask and an adequate IP address. The steps to reach the point where the TCP/IP settings can be modified vary according to the operating system and are described below. The actual steps for making the changes to the settings are described for the following operating systems.
Windows Vista: 1. Click on the Windows menu, right click on "Network" then select "Properties." A window will open with the option "Manage network connections" as one of the options on the left side. Select that option. 2. A new window showing all available networks will open. Right click on the wireless network to be used to connect to the KWB and select "Properties." Vista will inquire if this was an intentional selection; select "Continue." Continue to the topic of “Properties”.
Windows 2000: 1. Click on the start menu, select settings and then "Network and Dial-up Connections." 2. Right click on the wireless network adaptor and select "properties." Skip instructions for other Operating Systems and continue to the topic of “Properties”. Windows XP: 1. Click on the start menu, right click on "My Networks" and select "Properties." A window with all available networks will be shown. 2. Right click on the wireless network and select "Properties." Skip instructions for Windows Vista and continue to the topic of “Properties”.
Properties
Once the window with the list of available protocols is shown, the TCP/IP should then be selected. Click on "Properties" and bring up a window for setting the IP address and the subnet mask (alternatively, double click on TCP/IP). Before making any changes, write down the current settings. These settings will be needed to restore the original computer settings if needed. 3. Select "Use the following IP address," then set the IP address to 192.168.0.xxx, where xxx represents any number between 1 and 255. Number 123 is generally used. However, no two computers should use the same IP address). The subnet mask should now be set to 255.255.0.0. If a gateway address is requested, this is set to the same as the IP address. This prepares the computer to communicate with the KWB and to interact with the automatic download software. NOTE: The previous steps are not necessary if the software that comes with the computer/adaptor allows an IP address and mask to be assigned to each profile. This is done automatically by selecting the profile. It may be necessary to repeat these steps to restore the computer settings when connecting to another network.
FIGURE 5-17. RESET LOCATION 1. Komatsu Wireless Bridge
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2. Reset Button Hole
Operator Controls
N5-35
Setting Up the KWB
Adding Encryption
The KWB is preset from the factory. It is recommended that the SSID be changed at setup to establish a unique identity from other KWBs. No previously installed KWBs should show up as KWB_SETUP. Changing the network channel may be necessary. For example, if another network in the vicinity uses channel 11 for transmission, the KWB may interfere with this network. If the information downloaded from the KOMTRAX Plus controller is considered sensitive and private, then the KWB data should be encrypted.
It is recommend that encryption be added.
Once the computer has been setup correctly the KWB may be setup using a web browser as follows:
NOTE: If a more secure encryption method is desired, consult a network professional to setup WPA encryption.
1. On the KWB, label locate the IP address. 2. Type the KWB IP address into the address bar of a web browser (just the numbers and the periods). 3. When prompted to enter a User Name and Password, enter "dpac" for both. 4. The initial screen that is displayed will show the current status of the KWB. Select "Network" from the top right corner. 5. Change the SSID to any name. (for example, "KOMTRAX controller"). The SSID is used to separate networks. If one computer will be used to download data from excavators, one from haul trucks, and one from dozers, then the KWB that will be installed on these machines could have their SSID set to "KOMTRAX_dig," "KOMTRAX_haul," and "KOMTRAX_push" respectively. This would make excavators and haul trucks invisible to the computer setup to download data from dozers. All KWBs that are to be in the same network should be set to the same SSID. If the default channel (11) is used by another network in the vicinity, change the channel. It is preferable to assign channels that are at least three channels apart.
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1. On "Wireless Security Mode," select WEP128. In "WEP key 1", using only numbers and the letters from "A" to "F," input a 26 character long passkey, for example "0123456789ABCDEF0123456789" (a more complex combination should be used). All KWBs that are to be in the same network should have the same WEP key, SSID, and be on the same channel. 2. Keep a record of the key.
3. If the "DHCP Client Name" is blank, input the KWB IP address in this field before pressing the "Save" button at the bottom of the page. No further network settings are required. 4. Once the KWB is reset, all the settings will be applied. Reset the KWB when prompted or, if you prefer to review the settings, click on "Networks" and, when reviewing is complete, click on "Reset." Both of these options are in the blue bar under "KWB-1".
Final Computer Settings
Once the KWB SSID is changed, the KWB is no longer in the KWB_SETUP network. In order to establish communications with the KWB, the computer must be setup to have the same settings as the KWB. Follow steps 1 through 3 beginning in “Communication Setup”, but use the new settings to create a different network profile. Once all setting are complete, typing the KWB IP address in the browser's address bar should open the KWB settings page. This confirms that the KWB and the computer are on the same network. Once the steps described above have been performed, the computer will have two network profiles in the program that manages the network adaptor. The KWB_SETUP profile should remain in the list in order to setup other KWBs in the future. The other profile will be the one used to communicate with the existing KWB. For both networks, the computer IP address can remain the same. Therefore, Step 3 as described in “Switching to the KWB_SETUP Network” is not required. If the computer is also used to connect to the internet, select "obtain IP address automatically" when connecting to the internet.
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Data Downloading
Resetting the KWB
To obtain the software for data downloading from the KOMTRAX Plus controller, go to the Komatsu Extranet (https://www.komatsuamerica.net).
It may be necessary to reset the KWB. For example, if the WEP key was incorrectly typed when setting up the KWB, it will not be possible to connect to that KWB without the correct key.
1. Select KOMTRAX / VHMS / PLM. 2. Select VHMS / PLM, then select SOFTWARE. 3. Select KWB - Komatsu Wireless Bridge (Wireless Download Software). Load and install the software. The icon "VHMS Controller Auto Download Tool" will be created during the download process. Running the software for the first time will offer the opportunity to choose a login name and password; "user" should be used for "User Name" and "1" for "Password." This may change this the next time the software is run. Clicking "OK" will start the download tool. If any KWBs are within range and are connected to the VHMS controller, the tool will automatically download all the data from each VHMS controller. The auto-download software will not download from KOMTRAX Plus controllers that have not had the vehicle data setup (this is a consideration only when replacing a KOMTRAX Plus Controller or installing a KOMTRAX Plus Controller for the first time nor will any KWB that is not connected to a KOMTRAX Plus controller show up in the list of available download sources. Once the data from one vehicle has been downloaded, the tool will not perform another download for that vehicle until 20 hours have passed. It is possible to force a download by right clicking on a vehicle in "View." Vehicles in "View" are shown in the top list; vehicles that have been previously in "View" are shown in the lower list.
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1. Remove the power by turning OFF the key or by disconnecting the harness from the KWB. 2. Lightly insert, press and hold a paperclip into the hole on the connector face. To prevent damage to the internal switch do not use sharp objects. 3. Restore power to the KWB while keeping the reset switch depressed. The LEDs should begin to flash. The KWB is now reset. NOTE: After a reset, the KWB will revert to the KWB_SETUP SSID.
4. Switch to the KWB_SETUP SSID network. The IP address after a reset will be 192.168.1.0. 5. When setting the KWB, the IP address must be changed from the reset IP address. Use the address on the KWB label.
KWB Lights
Name
Table 1: KWB LIGHTS Description
CONN
Reserved for future use.
LINK
When ON, the KWB is operational. When OFF, the KWB may not be set for Ad-Hoc, or it may be damaged. An ON condition is not an indication that the antenna or antenna cable is in good condition or that the antenna is connected.
CFG
When ON, the KWB has an IP address. When OFF, the KWB may be configured for DHCP (DHCP should not be selected for ad-hoc mode).
POST
When ON, the KWB is receiving power and is operational. When OFF, the KWB may not be powered or it may be defective.
Operator Controls
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NOTES:
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Operator Controls
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SECTION P LUBRICATION AND SERVICE INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024
Index
P1-1
NOTES
P1-2
Index
P01024
SECTION P2 LUBRICATION AND SERVICE INDEX LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 830E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3 COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Coolant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4 RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 Inline Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5 QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6 LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7 10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8 INITIAL 50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . .P2-11 INITIAL 100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . P2-12 250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13 500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17 1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . P2-19 2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20 5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
P02064 7/11
Lubrication and Service
P2-1
NOTES:
P2-2
Lubrication and Service
7/11 P02064
LUBRICATION AND SERVICE Recommended preventive maintenance will contribute to the long life and dependability of the truck and its components. The use of proper lubricants and the performance of checks and adjustments at the recommended intervals is most important. Lubrication requirements are referenced to the lube key found in the Lubrication Chart (page P2-5). For detailed service requirements for specific components, refer to the shop manual section for that component (i.e. Section H for suspensions, Section L for hydraulic system, etc.). Refer to the manufacturer's shop manual when servicing any components of the General Electric system.
Refer to the engine manufacturer's service manual when servicing the engine or any of its components. The service intervals presented here are in hours of operation. These intervals are recommended in lieu of an oil analysis program which may determine different intervals. However, if the truck is being operated under extreme conditions, some or all, of the intervals may need to be shortened and the service performed more frequently. The 830E truck is equipped with an automatic lubrication system. The initial setup for this system provides for nominal amounts of lubricant to be delivered to each serviced point. The lubrication injectors can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication intervals is normally adjustable. For adjustments to these devices, refer to Automatic Lubrication System later in this manual.
HYDRAULIC TANK SERVICE There are two sight gauges on the side of the hydraulic tank. With the engine stopped, key switch OFF, hydraulic system bled down and body down, oil should be visible in the top sight gauge. If hydraulic oil is not visible in the top sight gauge, follow Adding Oil instructions below. Adding Oil
Keep the system open to the atmosphere only as long as absolutely necessary to lessen the chances of system contamination. Service the tank with clean Type C-4 hydraulic oil only. All oil being put into the hydraulic tank must be filtered through filters rated at three microns. 1. Ensure that the engine is stopped, key switch is OFF, hydraulic accumulators depressurized, and body is down. 2. Remove fill cap (2, Figure 2-1) and add hydraulic oil until the oil level is visible in the center of the top sight gauge. 3. Install the fill cap. 4. Start the engine. Raise and lower the dump body three times. 5. Check the hydraulic oil level again with the engine stopped, key switch OFF, hydraulic accumulators depressurized, and body down. 6. Repeat Steps 1 - 5 until the oil level is maintained in the center of the top sight gauge.
830E SERVICE CAPACITIES Crankcase: (including 4 oil filters) Komatsu SDA16V160 or SSDA16V160 Engines
Liters
U.S. Gallons
280
74
Cooling System: Komatsu SDA16V160 or SSDA16V160 Engine
522
138
Hydraulic System: Refer to â&#x20AC;&#x153;Hydraulic Tank Serviceâ&#x20AC;?
947
250
Wheel Motor: (each side)
38
10
Fuel Tank (Diesel Fuel Only)
4542
1200
Retractable Ladder System Hydraulic Oil Reservoir: (if equipped)
8
2
P02064 7/11
FIGURE 2-1. HYDRAULIC TANK SERVICE 1. Sight Gauges
Lubrication and Service
2. Fill Cap
P2-3
COOLANT LEVEL CHECK
Coolant Specifications
Inspect the coolant sight gauge. If coolant cannot be seen in the sight gauge, it is necessary to add coolant to the system before truck operation. Refer to the procedure below for the proper filling procedure. Radiator Filling Procedure
• For ambient temperatures of -32° C (-25° F) and above, use a standard 50/50 anti-freeze-to-water mixture. • For arctic climates with ambient temperatures between -32° C (-25° F) and -54° C (-65° F), use a 60/40 anti-freeze-to-water mixture. NOTE: Do not use propylene glycol coolant in arctic climates. Only use ethylene glycol coolants.
The cooling system is pressurized due to thermal expansion of coolant. Do not remove the radiator cap while the engine and coolant are hot. Severe burns may result. NOTE: If coolant is added using the Wiggins service center, the radiator cap must still be removed before adding coolant.
Engine coolant must always be visible in the sight gauge before truck operation. 1. With the engine and coolant at ambient temperature, remove the radiator cap (2, Figure 2-2). 2. Fill the radiator with the proper coolant mixture until coolant is visible in the sight gauge (1). 3. Install the radiator cap. 4. Run the engine for five minutes, then check the coolant level. 5. If coolant is not visible in the sight gauge, repeat Steps 1 - 4. Any excess coolant will be discharged through the vent hose after the engine reaches normal operating temperature.
Unacceptable Practices
• Use of high-silicate anti-freeze. • Under concentration or over concentration of Extended Service Additive (SCA). • Use of anti-freezes/coolants that are not fully formulated for extended service intervals. • Use of sealing additives (stop-leak) in the cooling system. • Use of soluble oils in the cooling system. • Use of poor-quality water. See the engine manufacturer’s specifications for water quality requirements. • Use of anti-freeze, Extended Service Additive (SCA) or coolant filter(s) that do not meet the engine manufacturer’s specifications. • Use of Treated Water coolant. • Use of coolants with less than 40 percent antifreeze.
WHEEL MOTOR SERVICE Due to differences in gear ratio and component evolution/design, wheel motor service intervals may be unit number and/or mine specific. Because of the wide variety of factors involved, it is necessary to consult your area Komatsu representative for all wheel motor service intervals and instructions. General intervals for oil service and sampling are listed in the interval charts.
FIGURE 2-2. COOLING SYSTEM SERVICE 1. Sight Gauge
P2-4
2. Radiator Cap
Lubrication and Service
7/11 P02064
RESERVE ENGINE OIL SYSTEM (Optional) The reserve oil tank for the engine is designed to add more oil capacity to the engine to reduce the frequent servicing of the engine oil. The engine oil level must still be checked every shift using the dipstick. If engine oil level is not correct, check for proper operation of the reserve oil system. Never add oil to the engine unless it has been drained. If the engine oil has been drained from the oil pan, the new oil must be added to the engine oil pan before starting. DO NOT use the oil in the reserve tank to fill an empty engine with oil. After an oil change, both the engine and reserve tank must be full of oil before starting the engine. With the engine running, check the operation of the red LED light on the pump. • Continuously on - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. • Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. • Irregular pulsing - Oil is at the correct running level.
Oil should always be visible in the bottom sight gauge. If not, add oil to the reserve oil tank until oil is visible in the top sight gauge. • Never add oil to the engine unless it has been completely drained. • If the engine oil has been drained from the oil pan, new oil must be added to the oil pan. Do not use the oil in the reserve oil tank to fill an empty engine oil pan. After an oil change, both the engine and reserve oil tank must be full of oil before starting the engine. Reserve Oil Tank Filling Procedure (Remote fill)
1. Connect the pressure supply hose from the new oil supply to the quick coupler on the truck. Open valve on supply hose to apply pressure. 2. Pull out on switch (2, Figure 2-3) to turn the system on. 3. Push start switch (3). The VALVE OPEN light (5) should illuminate and the filling process will begin. 4. When tank is full, the VALVE OPEN light will turn off and FULL light (4) will illuminate. 5. Close the oil supply valve in the fill hose. 6. Press and hold start switch (3) for a couple of seconds. 7. Disconnect the new oil supply hose. 8. Push switch (2) in to turn system power OFF.
Inline Screen
There is an inline screen located at the inlet of the fill valve. This screen does not require periodic maintenance, but it can be cleaned by removing the screen and back flushing.
FIGURE 2-3. CONTROL PANEL 1. Remote Control Box 4. “FULL” Light 2. System Switch 5. “VALVE OPEN” Light 3. Start Switch
P02064 7/11
Lubrication and Service
P2-5
QUICK FILL SERVICE CENTER The service center can be located on either side of the machine (Figure 40-4) and is used to fill system fluids. Table 1 on page 6 shows the maximum recomended fill pressures for the service center.
TABLE 1: MAXIMUM FIll PRESSURES Fill System
kPa
psi
Engine Crankcase
345
50
Reserve Tank
862
125
Hydraulic Tank
345
50
Coolant
345
50
Grease
10 342
1,500
103
15
Fuel
FIGURE 40-4. SERVICE CENTER 1. Hydraulic Oil 2. Radiator Coolant
P2-6
3. Engine Oil 4. Grease
Lubrication and Service
7/11 P02064
LUBRICATION CHART P02064 7/11
Lubrication and Service
P2-7
10 HOUR (DAILY) INSPECTION Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks, worn parts, and damage. Repair as necessary. 2. TURBOCHARGERS - Check for leaks, vibration or unusual noise. 3. RADIATOR - Check the coolant level and fill with the proper mixture as shown in the Cooling System Recommendation Chart in this chapter. Refer to the engine manual for proper coolant additives. 4. ENGINE a. Check the oil level. To obtain an accurate measurement, remove the dipstick and wipe it off. Then reinsert the dipstick and remove it again to check the oil level. Refer to the engine manual for oil recommendations. (Lube Key “A”). NOTE: If the truck is equipped with a reserve engine oil tank, check the oil level with the reserve tank dipstick. If necessary, add oil to the reserve tank. Also, with the engine running, check operation of the LED indicator light. See below for description of LED light signals. Refer to Figure 2-1.
LED Light Signals: • Steady - Pump 1 is withdrawing oil from the engine sump and bringing down the oil level. • Regular pulsing - Pump 2 is returning oil to the engine sump and raising the oil level. • Irregular pulsing - Oil is at the correct operating level. b. Inspect exhaust piping for integrity. c. Check for abnormal noises and fluid leaks. d. Eliminator Filter - Check operating indicator. 5. HYDRAULIC TANK - Check the oil level in the tank. Add oil if necessary. Refer to Hydraulic Tank Service Adding Oil. Oil should be visible in the top sight glass. - DO NOT overfill. Lube Key “B”. 6. WHEELS AND TIRES a. Inspect tires for proper inflation and wear. b. Check for embedded debris in tread and remove. c. Inspect for damaged, loose, or missing wheel mounting nuts and studs.
P2-8
Lubrication and Service
7/11 P02064
10 HOUR (DAILY) INSPECTION (Continued) Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
7. COOLING AIR DUCTWORK - Inspect ductwork from the blower to the rear drive case. Ensure that ductwork is secure, free of damage, and unrestricted. 8. AIR CLEANERS - Check the air cleaner vacuum gauges in the operator cab, Figure 2-6. The air cleaner(s) must be serviced if the gauge(s) shows the following maximum restriction: Komatsu SDA16V160 or SSDA16V160 Engines: . . . . . . . . . . . . . . . 625 mm (25 in.) of water vacuum. Refer to Section C in the shop manual for servicing instructions for the air cleaner elements. NOTE: After air filter service, push the reset button on face of gauge to allow the gauge to return to zero.
9. WIPER & WASHER - Inspect the wiper blades for wear or damage. Replace if necessary. Check the windshield washer fluid level. If below 1/2 full, add windshield washer fluid.
FIGURE 2-5.
P02064 7/11
Lubrication and Service
P2-9
10 HOUR (DAILY) INSPECTION (Continued) Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
10. FUEL FILTERS (Fuel Separators) - Drain water from the bottom drain valve on each fuel separator. 11. AUTOMATIC LUBE SYSTEM • Check the grease reservoir; fill as required. Lube Key “D”. • When filling the reservoir, check the grease filter indicator. Clean or replace the grease filter if the indicator detects a problem. • Inspect the system and check for proper operation. Ensure the following important areas are receiving adequate amounts of grease. Lube Key “D”. Steering Linkage Final Drive Pivot Pin Rear Suspension Pin Joints - Upper & Lower Body Hinge Pins - Both Sides Hoist Cylinders Pins - Upper & Lower Anti-sway Bar - Both Ends 12. RETRACTABLE LADDER SYSTEM (If equipped) • Check the hydraulic oil reservoir; fill as required. • Operate the ladder. Check for loose parts and adverse noise conditions.
P2-10
Lubrication and Service
7/11 P02064
INITIAL 50 HOUR LUBRICATION AND MAINTENANCE CHECKS Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
*1. FUEL FILTERS - Change the fuel filters, (fuel separators). Refer to engine manufacturer's maintenance manual for fuel filter replacement instructions. *2. HYDRAULIC SYSTEM FILTERS - Replace filter elements only, after the initial 50, 100, and 250 hours of operation; then at each 500 hours of operation thereafter. *3 FAN DRIVE ASSEMBLY - Check torque for the six fan mounting cap screws: 237 N·m (175 ft lb). See Figure 2-6. *These checks are required only after the initial 50 hours of operation (such as: the commissioning of a new truck, or after a new or rebuilt component installation).
FIGURE 2-6.
P02064 7/11
Lubrication and Service
P2-11
INITIAL 100 HOUR LUBRICATION AND MAINTENANCE CHECKS Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
*1. HYDRAULIC SYSTEM FILTERS - Replace filter elements only, after the initial 100 and 250 hours of operation; then at each 500 hours of operation thereafter.
*These checks are required only after the initial 100 hours of operation (such as: the commissioning of a new truck, or after a new or rebuilt component installation).
P2-12
Lubrication and Service
7/11 P02064
250 HOUR LUBRICATION AND MAINTENANCE CHECKS The 10 hour lubrication and maintenance checks should also be performed at this time. NOTE: “Lube Key” references are to the lubrication chart. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
1. ENGINE - Refer to the engine manufacturer’s Operation & Maintenance manual for complete specifications regarding engine lube oil specifications. NOTE: If the engine is equipped with the *Centinel™ oil system and/or the Eliminator™ filter system, engine oil and filter change intervals are extended beyond 250 hours. Take an engine oil sample for analysis. Refer to engine Operation & Maintenance manual for specific oil and filter change intervals.
* The Centinel™ system is a duty-cycle-dependent lubrication management system whereby oil is blended with the fuel and burned and an extension of oil change intervals can occur. a. Change engine oil. Lube Key “A”. b. Replace engine oil filters. NOTE: When installing spin-on filter elements, follow the instructions as specified by the filter manufacturer. The tightening instructions are normally printed on the outside of the filter. Do not use a wrench or strap to tighten filter elements.
c. Check the torque on the cooling fan (1, Figure 2-6) mounting cap screws. Tighten cap screws (2) to 237 N·m (175 ft lb). (CONTINUED NEXT PAGE)
P02064 7/11
Lubrication and Service
P2-13
250 HOUR LUBRICATION AND MAINTENANCE (Continued) TASK
2.
COMMENTS
CHECKED INITIALS
COOLING SYSTEM a. COOLANT MIXTURE - Check for proper coolant mixture. Add coolant as required. b. COOLANT FILTERS - Change coolant filters. c. COOLING SYSTEM HOSES - Check cooling system hoses for damage and signs of deterioration. Refer to the engine maintenance manual for coolant filter replacement instructions and proper coolant mixture instructions.
3.
FUEL FILTERS - Change the fuel filters (fuel separators). Refer to engine Operation & Maintenance manual for specific filter replacement instructions.
4.
FUEL TANK - Drain water and sediment from the fuel tank. Refer to Shop Manual, Section B, Fuel Tank Cleaning.
5.
STEERING LINKAGE - Check the torque on pin retaining nuts (1, Figure 2-7) on the steering linkage 712 N·m (525 ft lb). Check the torque on tie rod retaining nuts (2) - 420 N·m (310 ft lb).
6.
CAB RECIRCULATION AIR FILTER - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean the filter element with mild soap and water. Rinse completely clean and allow to air dry before use.
7.
CAB AIR FILTER - Under normal operating conditions, clean every 250 hours. In extremely dusty conditions, service as frequently as required. Clean the filter element with mild soap and water. Rinse completely clean and air dry with a maximum of 275 kPa (40 psi). Reinstall the filter. Refer to Figure 2-8.
FIGURE 2-7.
P2-14
FIGURE 2-8. 1. Filter Cover 2. Cab Filter
Lubrication and Service
7/11 P02064
250 HOUR LUBRICATION AND MAINTENANCE (Continued) TASK
COMMENTS
8.
HYDRAULIC PUMP DRIVESHAFT & U-JOINTS Add one or two applications of grease to each grease fitting. Use non - moly grease only. Check that each bearing of the cross & bearing assembly is receiving grease. Replace bearings if any wear is detected.
9.
MOTORIZED WHEEL GEAR CASE - Refer to the G.E. Planned Maintenance Manual and specific motorized wheel shop manual. Check for correct oil level. Lube key “C”.
CHECKED INITIALS
*10. HYDRAULIC SYSTEM FILTERS - Replace filter elements only after the initial 250 hours of operation; then at each 500 hours of operation thereafter. Check oil level. Add oil as necessary. Lube Key “B”. 11. BATTERIES - Check the electrolyte level and add water if necessary. 12. BODY-UP & HOIST LIMIT SWITCHES - Check operation of the switches. Clean the sensing areas of any dirt accumulation and inspect the wiring for any signs of damage. 13. DUMP BODY PADS - Check the pads, shims and mounting hardware for wear and proper tightening. 14. A/C DRIVE BELT - Check the belt for wear, cracks, glazing, tears or cuts. Refer to engine Operation & Maintenance manual for specific instructions. 15. BATTERY CHARGING ALTERNATOR DRIVE BELT Check the belt for wear, cracks, glazing, tears or cuts. Refer to engine Operation & Maintenance manual for specific instructions. 16. AUTOMATIC LUBE SYSTEM - Perform 250 hour checks as outlined in Automatic Lubrication System, Section P, in this manual. 17. FRONT WHEELS - Check the oil level. Position the fill plug at the 12 o’clock position. The floating ball in the sight gauge must be at its highest position. Add oil as necessary. Remove and inspect magnetic plug for contamination, if equipped. Use Lube key E. 18. G.E. PREFILTER BLOWER (If equipped) - Add one to two applications of grease to the grease fitting. Lube key “D”. 19. WHEEL MOTOR BLOWER (If equipped) - Grease motor blower shaft bearings. Lube key “D”.
P02064 7/11
Lubrication and Service
P2-15
250 HOUR LUBRICATION AND MAINTENANCE (Continued) TASK
COMMENTS
20.
AIR INTAKE PIPING - Check all mounting hardware, joints, and connections. Ensure no air leaks exist and all hardware is properly tightened. Figure 2-5.
21.
RETRACTABLE LADDER SYSTEM (If equipped) -
CHECKED INITIALS
Check the ladder system for: a. Loose or missing hardware. b. Bent or misaligned structures. c. Foreign materials such as dirt, mud, etc., that could effect proper operation of ladder. d. Damaged wiring and harnesses. e. Power pack box free of moisture and is properly sealed. f. System voltage of 21VDC (off) to 30VDC max (operating). Operate the ladder system through two complete cycles and check for: a. Adverse noise conditions. b. Proper movement in a vertical plane (viewed from front of ladder); the ladder must move up and down central to the actuator box. c. Range of functions, including switches and park-brake interlock.
remote
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or after a new or rebuilt component installation).
FIGURE 2-9.
P2-16
Lubrication and Service
7/11 P02064
500 HOUR LUBRICATION AND MAINTENANCE CHECKS Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the lubrication chart. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
1. FINAL DRIVE CASE BREATHERS - Remove the breather elements for the motorized wheels. Clean or replace the elements. 2. HYDRAULIC SYSTEM OIL FILTERS - Replace the high pressure filter elements. Check the hydraulic tank oil level. Add oil as necessary. Lube Key “B”. 3. HYDRAULIC TANK BREATHER - Replace the breather elements. 4. HYDRAIR® SUSPENSION - Check for the proper piston extension (front and rear). Refer to Section H4 in the shop manual for more information on proper suspension extension and maintenance procedures. 5. THROTTLE AND BRAKE PEDAL - Lubricate the treadle roller and hinge pins with lubricating oil. Lift the boot from the mounting plate and apply a few drops of lubricating oil between the mounting plate and the plunger. 6. HOIST ACTUATOR LINKAGE - Check operation. Clean, lubricate, and adjust as necessary. 7. PARKING BRAKE - Refer to Section J, Parking Brake Maintenance. Perform the recommended inspections. 8. RESERVE ENGINE OIL SYSTEM (OPTION) a. Check electrical system connections for tightness, corrosion and physical damage. Check the battery, oil pressure switch, junction boxes, remote control fill box and the circuit breakers. b. Examine all electrical cables over their entire length for possible damage. c. Examine all hoses, including those on the reserve tank and the ones leading to and from the engine. Check for leaks, cracks or other damage. Check all fittings for tightness, leakage or damage. 9. ACCUMULATOR PRECHARGE - Check all steering and brake system accumulator pre-charge pressures. Refer to Sections J and L for details.
P02064 7/11
Lubrication and Service
P2-17
500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)
Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
COMMENTS
CHECKED INITIALS
10. WHEEL MOTOR OIL SAMPLING - Refer to shop manual Section G5, Wheel Motor, for oil sampling information. Refer to G.E. Motorized Wheel Service & Maintenance manual, Planned Maintenance section for additional required service tasks. (Initial 500 hours only) 11. WHEEL MOTOR OIL Change or filter wheel motor gear oil only after initial 500 hours of operation.
12. HVAC a. Ensure the air conditioner cab drains are clear of any obstructions. b. Also wash the air conditioner condensor with a low pressure hose. Check for any obstructions to airflow, clean as required. 13. FRONT BRAKE DISC - Measure the thickness of the disc. If 20 to 25% of the disc wear surface is worn below 28.7 (1.13 in.), the disc must be replaced. Refer to the shop manual, Parking Brake, Section J, for additional information. 14. FRONT WHEELS - Take an oil sample of the front wheel bearing oil. Refer to Section G in this shop manual for detailed instructions. 15. COOLING SYSTEM - Wash the radiator fins with a low pressure hose. Check for any obstructions to airflow, clean as required. 16. FUEL SYSTEM - Wash the fuel cooler, located on the front side of the radiator, with a low pressure hose. Check for any obstructions to airflow, clean as required. 17. FRAME AND AXLE BOX INSPECTION - Wash the truck, clean all of the weld joints, and visually inspect the entire frame and axle box for cracking or damage. 18. KOMTRAX Plus DATA DOWNLOAD - Using a laptop PC with the VHMS Technical Analysis Tool Box program, perform a data download from the KOMTRAX Plus controller. Send the data to WebCARE using the FTP feature. Refer to shop manual, Section D for more detailed instructions.
P2-18
Lubrication and Service
7/11 P02064
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the lubrication chart. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1.
COMMENTS
CHECKED INITIALS
HYDRAULIC TANK - Drain the hydraulic tank and clean the inlet strainer. Refill the tank with new oil; approximate capacity 901 l (238 gal). Use Lube Key “B”. NOTE: Oil change interval can be extended to 2,500 hours if oil is sampled at every 250 hour intervals and no abnormalities are detected.
2.
RADIATOR - Clean the cooling system with a quality cleaning compound. Flush with water. Refill the system with anti-freeze and water solution. Check the Coolant Specifications in this section for the correct mixture. Refer to the engine Operation and Maintenance Manual for the correct additive mixture.
3.
FUEL TANK - Remove the breather and clean in solvent. Dry with pressurized air and reinstall.
4.
OPERATOR'S SEAT - Apply grease to the slide rails. Lube Key “D”.
5.
AUTOMATIC BRAKE APPLICATION - Ensure the brakes are automatically applied when brake pressure decreases below the specified limit. Refer to the appropriate Shop Manual, Section J, Brake Checkout Procedure.
6.
FRONT ENGINE MOUNT TRUNION - Add one or two applications of grease at fitting. Lube key “D”.
7.
AUTOMATIC LUBE SYSTEM PUMP - Check pump housing oil level using dipstick on top of the pump unit. If necessary, add SAE 10W-30 motor oil.
8.
ELIMINATOR FILTER - Clean and check centrifuge. Refer to engine manufacture’s Operation & Maintenance Manual. (Service interval is dependent on duty cycle, oil quality, etc.).
P02064 7/11
Lubrication and Service
P2-19
2500 HOUR MAINTENANCE CHECKS Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: Lube Key references are to the lubrication chart. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1.
COMMENTS
CHECKED INITIALS
FRONT WHEELS - Drain and refill with oil. Refer to the shop manual, Section G for detailed instructions on changing the oil. Lube key “E”. NOTE: Oil may need to be changed more frequently, depending on mine conditions and the results of the oil sample tests.
5000 HOUR MAINTENANCE CHECKS Maintenance for every 10, 250, 500 1,000 & 2,500 hour Lubrication and Maintenance Checks should also be performed at this time. NOTE: “Lube Key” references are to the lubrication chart. Truck Serial Number______________________ Site Unit Number_______________ Date_______________ Hourmeter_____________ Name of Service Technician___________________________________ TASK
1.
COMMENTS
CHECKED INITIALS
AIR CLEANERS - Clean the Donaclone tubes in the pre-cleaner section of the air filter. Use low pressure cold water or low pressure air to clean the tubes. Refer to Section C, Air Cleaners. NOTE: Do not use a hot pressure washer or high pressure air to clean the tubes. Hot water/high pressure causes the pre-cleaner tubes to distort.
2.
FRONT WHEELS If oil sampling is done every 500 hours - And the contamination trends are not rising, do not replace the wheel bearings. Refer to Section G of the shop manual for more detailed instructions on oil sampling. If oil samples are not taken - Drain oil and completely disassemble the front wheel bearings and check all parts for wear or damage. Refer to Section G of the shop manual for disassembly and assembly procedures. Refill with oil. Check the oil level at the oil level plug on wheel hub. Lube key “E”.
3.
RETRACTABLE LADDER SYSTEM (If equipped) Drain, flush and re-fill the hydraulic oil reservoir.
P2-20
Lubrication and Service
7/11 P02064
SECTION P3 AUTOMATIC LUBRICATION SYSTEM INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3 SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Vent Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Over Pressure Cut Off Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Grease Pressure Failure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Interface Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 Relief Valve (unloader valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5 SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6 Lubricant Required For System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7 LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8 Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
P03037
Automatic Lubrication System
P3-1
INJECTORS (SL-1 Series “H”) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9 INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10 PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11 SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 Lubrication Cycle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12 SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
P3-2
Automatic Lubrication System
P03037
AUTOMATIC LUBRICATION SYSTEM GENERAL DESCRIPTION The automatic lubrication system is a pressurized lubricant delivery system which delivers a controlled amount of lubricant to designated lube points. The system is controlled by an electronic timer which signals a solenoid valve to operate a hydraulic motor powered grease pump. Hydraulic oil for pump operation is supplied by the truck steering circuit. Grease output is proportional to the hydraulic motor input flow. A pump control manifold, mounted on top of the hydraulic motor, controls input flow and pressure. A 24VDC solenoid mounted on the manifold turns the pump on and off. The pump is driven by the rotary motion of the hydraulic motor, which is then converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump cylinder to move up and down. The pump is a positive displacement, double-acting type as grease output occurs on both the up and the down stroke.
During the down stroke, the pump cylinder is extended into the grease. Through the combination of shovel action and vacuum generated in the pump cylinder chamber, the grease is forced into the pump cylinder. Simultaneously, grease is discharged through the outlet of the pump. The volume of grease during intake is twice the amount of grease output during one cycle. During the upstroke, the inlet check valve closes. One half of the grease taken in during the previous stroke is transferred through the outlet check and discharged to the outlet port.
Over-pressurizing the system, modifying parts, using incompatible chemicals and fluids, or using worn or damaged parts may result in equipment damage and/or serious personal injury.
• DO NOT exceed the stated maximum working pressure of the pump or the lowest rated component in the system.
• Do not alter or modify any part of this system unless approved by the factory.
• Do not attempt to repair or disassemble the equipment pressurized.
while
the
system
is
• Make sure that all fluid connections are securely tightened equipment.
before
using
this
• Always
read and follow the fluid manufacturer's recommendations regarding fluid compatibility and the use of protective clothing and equipment.
• Check all equipment regularly. Repair or
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS 1. Hose From Filter 8. Pipe Plug 2. Filter 9. Dip Stick 3. Hydraulic Motor 10. Flow Control Valve 4. Pressure Reducing 11. Pressure Cutt OffValve Switch 5. Solenoid Valve 12. Grease Reservoir 6. Override Switch 13. Vent Hose 7. Vent Valve
P03037
replace worn or damaged parts immediately. This equipment generates very high grease pressure. Extreme caution must be used when operating this equipment as material leaks from loose or ruptured components can inject fluid through the skin and into the body causing serious bodily injury including possible need for amputation. Adequate protection is recommended to prevent splashing of material onto skin or into the eyes. If any fluid appears to penetrate the skin, get emergency medical care immediately! Do not treat as a simple cut. Tell attending physician exactly what fluid was injected.
Automatic Lubrication System
P3-3
FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION 1. L.H. Suspension, Bottom Bearing 2. L.H. Hoist Cylinder, Top Bearing 3. L.H. Hoist Cylinder, Bottom Bearing 4. L.H. Anti-Sway Bar Bearing 5. L.H. Suspension, Top Bearing 6. L.H. Body Pivot Pin 7. R.H. Body Pivot Pin 8. Grease Supply From Pump 9. R.H. Suspension, Bottom Bearing 10. R.H. Hoist Cylinder, Top Bearing 11. R.H. Hoist Cylinder, Bottom Bearing 12. Rear Axle Pivot Pin
P3-4
13. R.H. Anti-Sway Bar Bearing 14. R.H. Suspension, Top Bearing 15. Grease Reservoir 16. Vent Hose 17. Pipe Plug (Oil Level) 18. Pressure Switch, N.O. - 20 684 kPa (3,000 psi) 19. Grease Pump 20. Vent Valve 21. Filter 22. Grease Supply to Injectors 23. Injectors 24. Pressure Switch, N.O. - 13 790 kPa (2,000 psi)
Automatic Lubrication System
P03037
SYSTEM COMPONENTS
Flow Control Valve
Filter
Flow control valve (10, Figure 3-1), mounted on the manifold, controls the amount of oil flow to the hydraulic motor. The flow control valve has been factory adjusted and the setting should not be disturbed.
Filter assembly (21, Figure 3-2), mounted on the grease reservoir, filters the grease prior to refilling the reservoir from the shop supply. A bypass indicator alerts service personnel when the filter requires replacement.
Solenoid Valve
Solenoid valve (5, Figure 3-1), when energized, allows oil to flow to the hydraulic motor.
Hydraulic Motor and Pump
Rotary hydraulic pump (3, Figure 3-1) is a fully hydraulically operated grease pump. An integrated pump control manifold is incorporated with the motor to control input flow and pressure. NOTE: The pump crankcase oil level must be maintained to the level marked on dipstick (9, Figure 3-1). If necessary, add 10W-30 motor oil.
Vent Valve
With vent valve (7, Figure 3-1) closed, the pump continues to operate until maximum grease pressure is achieved. As this occurs, the vent valve opens and allows the grease pressure to drop to zero, so the injectors can recharge for their next output cycle. Over Pressure Cut Off Switch
Hydraulic oil supply inlet pressure must not exceed 24 132 kPa (3500 psi). Exceeding the rated pressure may result in damage to the system components and personal injury.
Grease Reservoir
Grease reservoir (12, Figure 3-1) has an approximate capacity of 41 kg (90 lb) of grease. When the grease supply is replenished by filling the system at the service center, the grease is passed through the filter to remove contaminants before it flows into the reservoir. Pressure Reducing Valve
Pressure reducing valve (4, Figure 3-1), located on the manifold, reduces the hydraulic supply pressure (from the truck steering circuit) to a suitable operating pressure for the hydraulic motor used to drive the lubricant pump. The pressure control valve has been factory adjusted and the setting should not be disturbed unless grease output pressure is outside the recommendations. A pressure gauge can be installed where pipe plug (8, Figure 3-1) is located. The pressure gauge will indicate hydraulic oil pressure to the inlet of the hydraulic motor. Normal pressure is 2 241 - 2 413 kPa (325 - 350 psi).
P03037
Pressure switch (18, Figure 3-2) is a normally open switch set at 20 684 kPa (3,000 psi). This switch deenergizes the pump solenoid relay if the grease line pressure reaches the switch pressure setting, turning off the motor and pump. Grease Pressure Failure Switch
Pressure switch (24, Figure 3-2) is a normally open switch set at 13 789 kPa (2,000 psi). If the appropriate grease pressure is not achieved during the normal pump cycle, the warning system will be activated, illuminating the warning lamp in the overhead display to notify the operator a problem exists in the lube system. Injectors
Each injector (23, Figure 3-2) delivers a controlled amount of pressurized lubricant to a designated lube point. Refer to Figure 3-2 for locations. Interface Module
The interface module provides a 24 VDC timedinterval signal to energize the solenoid valve, providing oil flow to operate the grease pump motor. This interface module is mounted in the auxiliary control cabinet. Relief Valve (unloader valve)
Relief valve (14, Figure 3-3) protects the pump from high pressures. This relief valve is set at 27 580 kPa (4,000 psi).
Automatic Lubrication System
P3-5
SYSTEM OPERATION Normal Operation
1. During truck operation, the lubrication cycle timer will energize the system at a preset time interval. 2. The iterface module provides 24VDC to energize the pump solenoid valve (3, Figure 33), allowing hydraulic oil provided by the truck steering pump circuit to flow to the pump motor and initiate a pumping cycle. 3. The hydraulic oil from the steering circuit is directed through the pressure reducing valve (4) and flow control valve (6) before entering the motor. Pump pressure can be read on optional pressure gauge (5) mounted on the manifold. 4. With oil flowing into the hydraulic motor, the grease pump will operate, pumping grease from the reservoir to the injectors (13), through a check valve (10) and to the vent valve (11). 5. During this period, the injectors will meter the appropriate amount of grease to each lubrication point.
6. When grease pressure reaches pressure switch (18, Figure 3-2) setting, the switch contacts will close and energize the relay RB7-K5, removing power from the hydraulic motor/pump solenoid and the pump will stop. The relay will remain energized until grease pressure drops (pressure switch opens again) and the timer turns off. 7. After the pump solenoid valve is de-energized, hydraulic pressure in the manifold drops and vent valve (11, Figure 3-3) will open, releasing grease pressure in the lines to the injector banks. When this occurs, the injectors are then able to recharge for the next lubrication cycle. 8. The system will remain at rest until the lubrication cycle timer turns on and initiates a new grease cycle. 9. During the normal lubrication cycle, if grease pressure fails to reach 13 790 kPa (2,000 psi) within 120 seconds at the pressure switch located on the rear axle housing, an amber indicator light will illuminate on the overhead panel.
FIGURE 3-3. HYDRAULIC SCHEMATIC 1. Hydraulic Oil Return 2. Hydraulic Oil Supply 3. Pump Solenoid Valve 4. Pressure Reducing Valve 5. Motor Pressure Gauge
P3-6
6. Flow Control Valve 7. Hydraulic Motor 8. Grease Pump 9. Pressure Switch (N.O.) 10. Check Valve
Automatic Lubrication System
11. Vent Valve 12. Orifice 13. Injector Bank 14. Relief Valve
P03037
GENERAL INSTRUCTIONS Lubricant Required For System
Grease requirements will depend on ambient temperatures encountered during truck operation:
• Above 32°C (90°F) - Use NLGI No. 2 multipurpose grease (MPG).
• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1 multipurpose grease (MPG).
• Below -32°C (-25°F) - Refer to local supplier for extreme lubricant requirements.
cold
weather
Filter Assembly
Filter element (5, Figure 3-4) must be replaced if bypass indicator (2) shows excessive element restriction.
FIGURE 3-4. FILTER ASSEMBLY 1. Housing 2. Bypass Indicator 3. O-Ring 4. Backup Ring 5. Element
P03037
Automatic Lubrication System
6. Spring 7. Bowl 8. O-Ring 9. Plug
P3-7
LUBRICANT PUMP Pump Housing Oil Level
The pump housing must be filled to the proper level with SAE 10W-30 motor oil. Check the oil level at at the 1000 hour maintenance interval. To add oil, remove dipstick (4, Figure 3-5) on top of the pump housing and fill the housing to the proper level marked on the dipstick. NOTE: If the pump is not equipped with dipstick (4), remove oil level plug (5) and fill the housing to the bottom of the plug hole. Pump Pressure Control
High pressure hydraulic fluid from the truck steering system is reduced by the pressure reducing valve located on the manifold on top of the pump motor. This pressure can be read if pipe plug (3) is removed, and a gauge is installed on the manifold.
FIGURE 3-5. AUTO LUBE PUMP CONTROLS 1. Pump Pressure Control 2. Override Switch 3. Pipe Plug (Gauge Port)
P3-8
Automatic Lubrication System
4. Dipstick 5. Oil Level Plug 6. Flow Control Valve
P03037
INJECTORS (SL-1 Series “H”) Injector Specifications
• Each lube injector services only one grease point. In case of pump malfunction, each injector is equipped with a covered grease fitting to allow the use of external lubricating equipment.
• Injector output volume: Maximum output = . . . . . 1.31 cc (0.08 in3). Minimum output = . . . . 0.13 cc (0.008 in3).
• Operating Pressure: Minimum - . . . . . . . 12 755 kPa (1,850 psi) Maximum - . . . . . . . 24 133 kPa (3,500 psi) Recommended - . . .17 238 kPa (2,500 psi)
• Maximum Vent Pressure - (Recharge) . . . . . . . . . . . . . . . . . . . 4 137 kPa (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 1.31 cc (0.008 - 0.08 in3) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. This travel is in turn controlled by an adjusting screw in the top of the injector housing. Turn adjusting screw (1, Figure 3-6) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount. When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise until the indicating pin just touches the adjusting screw. At the maximum delivery point, about 9.7 mm (0.38 in.) adjusting screw threads should be showing. Decrease the delivered lubricant amount by turning the adjusting screw clockwise to limit injector piston travel. If only half the lubricant is needed, turn the adjusting screw to the point where about 4.8 mm (0.19 inch) threads are showing. The injector will be set at minimum delivery point with about 0.22 mm (0.009 in.) thread showing.
FIGURE 3-6. TYPE SL-1 INJECTOR 1. Adjusting Screw 2. Locknut 3. Piston Stop Plug 4. Gasket 5. Washer 6. Viton O-Ring 7. Injector Body Assy. 8. Piston Assembly 9. Fitting Assembly 10. Plunger Spring
11. Spring Seat 12. Plunger 13. Viton Packing 14. Inlet Disc 15. Viton Packing 16. Washer 17. Gasket 18. Adapter Bolt 19. Adapter 20. Viton Packing
NOTE: The piston assembly (8) has a visible indicator pin at the top of the assembly to verify injector operation.
NOTE: The above information concerns adjustment of injector delivery volume. The timer adjustment should also be changed, if overall lubricant delivery is too little or too much. Injector output should not be adjusted to less than 1/4 capacity.
P03037
Automatic Lubrication System
P3-9
INJECTOR OPERATION STAGE 1.
The injector piston (2) is in its normal or â&#x20AC;&#x153;restâ&#x20AC;? position. The discharge chamber (3) is filled with lubricant from the previous cycle. Under the pressure of incoming lubricant (6), the slide valve (5) is about to open the passage (4) leading to the measuring chamber (1) above the injector piston (2). STAGE 2.
When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston (2) which forces lubricant from the discharge chamber (3) through the outlet port (7) to the bearing.
STAGE 3.
As the injector piston (2) completes its stroke, it pushes the slide valve (5) past the passage (4), cutting off further admission of lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and slide valve (5) remain in this position until lubricant pressure in the supply line (6) is vented. STAGE 4.
After venting, the injector spring expands, causing the slide valve (5) to move, so that the passage (4) and discharge chamber (3) are connected by a valve port (8). Further expansion of the spring causes the piston to move upward, forcing the lubricant in the measuring chamber (1) through the passage (4) and valve port (8) to refill the discharge chamber (3). Injector is now ready for the next cycle.
P3-10
Automatic Lubrication System
P03037
PREVENTIVE MAINTENANCE PROCEDURES Use the following maintenance procedures to ensure proper system operation. Daily Lubrication System Inspection
1. Check the grease reservoir level after each shift of operation. Grease usage should be consistent from day-to-day operations. Lack of lubricant usage would indicate an inoperative system. Excessive usage would indicate a broken supply line. 2. Check the filter bypass indicator when filling the reservoir. Replace the element if bypassing. 3. Check all grease hoses from the SL-1 Injectors to the lubrication points. a. Repair or replace all damaged feed line hoses. b. Ensure that all air is purged and all new feed line hoses are filled with grease before returning the truck to service. 4. Inspect the key lubrication points for a bead of lubricant around the seal. If a lubrication point appears dry, troubleshoot and repair the problem. 250 Hour Inspection
1. Check all grease hoses from the SL-1 Injectors to the lubrication points (see Figure 3-2). a. Repair or replace all worn or broken hoses. b. Ensure that all air is purged and all new feed line hoses are filled with grease before returning the truck to service. 2. Check all grease supply line hoses from the pump to the SL-1 injectors. a. Repair or replace all worn or broken supply lines. b. Ensure that all air is purged and all new supply line hoses are filled with grease before returning the truck to service. 3. Check the grease reservoir level. a. Fill the reservoir if the grease level is low. Check the filter bypass indicator when filling the reservoir. Replace the element if bypassing. b. Check the reservoir for contaminants. Clean the reservoir, if required.
4. Inspect all bearing points for a bead of lubricant around the bearing seal. NOTE: It is good practice bearing point at the grease Injector. This will indicate frozen or plugged bearings, bearings of contaminants.
to manually lube each fitting provided on each whether there are any and it will help flush the
5. System Checkout a. Remove all SL-1 injector cover caps to allow visual inspection of the injector cycle indicator pins during system operation. b. Start the engine. c. Actuate lube system override switch (6, Figure 3-1). The hydraulic motor and grease pump should operate. d. With the grease under pressure, check each SL-1 injector assembly. The cycle indicator pin should be retracted inside the injector body. e. When the system is at 16 203 - 17 237 kPa (2,350 - 2,500 psi), the pump should shut off and the pressure in the system should drop to zero, venting back to the grease reservoir. f. After the system has vented, check the SL-1 injector indicator pins. All of the pins should be visible. Replace or repair any defective injectors. g. Install all injector cover caps. h. Check the lubrication timer operation. NOTE: Turning the key switch to the ON position will not initiate a lube cycle. To initiate a lube cycle while the truck is stationary, select manual lube using the dash display panel, or use the switch on the lubrication pump. The system should build 13 790 kPa (2,000 psi) at the rear axle during normal pump cycle.
â&#x20AC;˘ If the system is working properly, the machine is ready for operation. â&#x20AC;˘ If the system is malfunctioning, refer to the troubleshooting chart. 1000 Hour Inspection
1. Check the pump housing oil level using the dipstick on top of the pump unit. If necessary, add SAE 10W-30 motor oil.
c. Ensure that all filler plugs, covers and breather vents on the reservoir are intact and free of contaminants.
P03037
Automatic Lubrication System
P3-11
SYSTEM CHECKOUT To check system operation proceed as follows: 1. Remove the dust covers from the injectors. 2. Start the engine. 3. Actuate the manual override button at the pump assembly and observe pin movement at each injector. 4. Check for pump, hose or injector damage or leakage with the system under pressure. 5. After checking system, stop the engine. Observing normal precautions regarding high voltage present in the propulsion system before attempting to repair lube system. 6. Re-install the injector dust covers.
Main Level Screens Screen 1
Load = 240 t LC = 25
2100 rpm
ˆ Screen 2
OK
TT = 6000 t
<
SC = 20 mph
ˇ
Switch 1
Switch 2
Load = 240 t LC = 25
TT = 6000 t
10,000 m
ˆ
Screen 3
SC = 20 mph
ˇ
Load = 240 t LC = 25
TT = 6000 t
3560.9 h
ˆ
SC = 20 mph
ˇ
Screen 4
<
1 Active Warnings Press < to View
Lubrication Cycle Operation
The time between lube events is determined by the setting selected in the dash panel. Refer to Figure 37 for lubrication menu screens. With the key switch ON, scroll through the display menu screens and select either 8, 15, 24 or 30 minutes between lube cycles. The default setting is 15 minutes. NOTE: Turning the key switch to the ON position will not initiate a lube cycle. To initiate a lube cycle while the truck is stationary, select manual lube using the dash display panel, or use the switch on the lubrication pump. The truck must be moving before the lube system will initiate lube cycles based on the time interval selected.
Advance to screen 1 if moving and no realtime data.
ˇ
Advance to screen 4 .
ˆ Screen 5
Realtime Data OK to View (future development) Advance to screen 5 OR screen 4 OR screen 3. Screen 6
ˆ
ˇ
Advance to screen 1 if moving.
Payload Data OK to View
ˆ
Screen 7
ˇ
1 Repair Item OK to View
ˆ
Screen 8
ˇ
2 Maintenance Items OK to View
ˆ
Screen 9
ˇ
System Controls Press OK to View
Manual Lube
OK
ˆ
Press OK to Start Screen 9, subscreen 0
Screen 9, subscreen max. Screen 10
English Español Français OK Portuguese
ˆ
Screen 11
ˇ
Configure System Press OK to Edit
Lube Interval 8 15 24 30
OK
ˆ
Press OK to Edit
Screen 11, subscreen max.
Screen 11, subscreen 0
80414
FIGURE 3-7. LUBRICATION MENU
P3-12
Automatic Lubrication System
P03037
SYSTEM TROUBLESHOOTING CHART If the following procedures do not correct the problem, contact a factory authorized service center. TROUBLE
Pump Does Not Operate
Pump Will Not Prime
Pump Will Not Build Pressure
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Lube system is not grounded.
Correct grounding connections to pump assembly and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC power required. Ensure key switch is ON.
Solenoid valve malfunction.
Replace the solenoid valve assembly.
Relay malfunction.
Replace relay.
Motor or pump malfunction.
Repair or replace motor and/or pump assembly. (Refer to shop manual for rebuild instructions.)
Low lubricant supply
Dirt in reservoir, pump inlet clogged, filter clogged.
Trapped air in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line is leaking.
Check lines and connections to repair leakage.
Vent valve is leaking.
Clean or replace vent valve.
Pump is worn or scored.
Repair or replace pump assembly. (Refer to shop manual for rebuild instructions.)
NOTE: Normally, during operation, the injector indicator stem will move into the body of the injector when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into the adjusting yoke. Injector Indicator Stem Does Not Operate
Pressure Gauge Does Not Register Pressure (pressure gauge not included with pump)
P03037
Malfunctioning injector - Usually indicated by the pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative Pump build up not sufficient to cycle injectors.
Service and/or replace pump assembly. (Refer to shop manual for rebuild instructions.)
No system pressure to pump motor.
Check hydraulic hose from steering system.
No 24 VDC signal at pump solenoid.
Determine problem in 24 VDC electric system.
Pressure reducing valve setting is too low.
Refer to â&#x20AC;&#x153;Pressure Control Valve Adjustmentâ&#x20AC;?.
24V Relay may be defective.
Replace relay.
Automatic Lubrication System
P3-13
TROUBLE Pump Pressure Builds Very Slowly Or Not At All
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
No signal at solenoid.
Check interface module.
No electric power to controller.
Turn on electric power to pump. “POWER” LED should light, “PUMP ON” LED should light when “MANUAL LUBE” is pressed.
Printed circuit board failure.
Remove and replace.
Load Connected To Terminals 3 & 4 Energized, But “PUMP ON” LED Does Not Light
Failure of the printed circuit board or keypad.
Remove and replace.
Bearing Points Excessively Lubricated
Injector output adjustment setting is too high.
Readjust to lower setting.
Timer/controller cycle time setting is too low.
Set to longer cycle time or reevaluate lube requirements.
Injector output adjustment setting is too low.
Readjust injector output setting.
Timer/controller cycle time setting does not deliver lubricant often enough.
Set to shorter cycle time or reevaluate lube requirements.
System is too large for pump output.
Calculate system requirements per planning manual.
Controller Does Not Operate
“PUMP ON” LED Lights, But Load Connected To Terminals 3 & 4 Will Not Energize
Bearing Points Are Not Sufficiently Lubricated
P3-14
Automatic Lubrication System
P03037
SECTION R SYSTEM SCHEMATICS INDEX
HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH360 HYDRAULIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EM7611 RETRACTABLE LADDER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH364 830E-1AC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58E-06-02000
R01120
System Schematics
R1-1
NOTES
R1-2
System Schematics
R01120
TREADLE and PILOT ACTIVATED DUAL CONTROLLER PX T
P1
P2
0 - 10,894 kPa B1 (0 - 1580 psi)
B2 0 - 20,648 kPa (0 - 3000 psi)
FRONT BRAKE CALIPERS
Park Brake
BF
BR STOP LIGHT SW 517 ± 34 kPa (75 ± 5 psi)
LOW BRAKE LOCK APPLY SWITCH 6895 ± 172 kPa (1000 ± 25 psi)
Service Brake
REAR BRAKE CALIPERS
BRAKE LOCK PRESSURE 10,342 kPa (1500 psi)
9653 kPa (1400 psi) NITROGEN
BRAKE LOCK SOLENOID N.C.
ORF2 PR1
AR2
SV1
9653 kPa (1400 psi) NITROGEN PP3 BL
AF2 AF1
AR1
T1
LOW BRAKE PRESS SW Closes below 15,858 kPa LAP2 (2300 psi)
T3 PR2
HS1
PARK BRAKE PRESSURE REGULATOR 17,237 kPa (2500 psi)
LAP1
SP3
PK1
PARK BRAKE PK2 PRESSURE SWITCH Closes below 8618 kPa (1250 psi)
ORF1 BRAKE MANIFOLD CV1
LS1
CV2 PS1
NV1
AUTOMATIC APPLY 14,479 ± 517 kPa (2100 ± 75 psi)
NOTE: Solenoids and switches shown in their non-energized, non-pressurized positions.
CV3
NV2 AA STEERING PRESSURE SWITCH Closes below 15,858 kPa (2300 psi) STEERING BLEEDOWN MANIFOLD
SV2
PARK BRAKE SOLENOID
SP1 SUPPLY
22,063 to 24,132 kPa (3200 to 3500 psi)
HH360 JAN 06 Hydraulic Schematic
Brake System 830E-AC Effective with A30001 & UP
EM7611 AUG 10 HYDRAULIC SCHEMATIC 830E - 1AC A30561 & UP
DOWN
P
P
DOWN A
A B
A34
B
A34
72.3
72.2 85 MA1 DOWN G1/4 G1/4
85 UP G1/4
78 IN G1/4
MB1 G1/4
OUT G1/4
78
#8SAE 50 bar
75
67
1
62
S8-3 3
2
S4-2
62
200 bar
S4-2 68
74
Pc (P1) = 55 BAR V = 0.35 LTR
73 72.1
PS G1/4 ACC G1/4
P
60 bar
76
MA G1/4
77
S8-3
A
SZ6
71
A 2
1
a
b P
3 2 1
65
B
B T
66
69 SZ6
70
P
SZ6
T
63 S8-2
2
1
S8-2
NOTE: VALVE NORMALLY CLOSED 64 S10-2 2
1
61
79
G1/4 P
170 bar
G3/8 T
40 P
26 23
S 25 42
HH364 SEPT 08 HYDRAULIC SCHEMATIC RETRACTABLE LADDER SYSTEM SHEET 1 OF 1
HARNESS REFERENCE AUXILIARY CABINET CONNECTIONS FOR FRAME HARNESSES SEE SHEET 2
CN11
CN13
AR1
AH1
RIGHT FRONT FRAME RAIL CN505 ENGINE OIL RESERVE CONTROL MODULE
CN151
CN506 ENGINE OIL RESERVE PUMP
CN536
CN511
HH2 HH5 HH3
CN19
CN20
LEFT FRONT WHEEL SPEED SENSOR
LADDER LIGHT SW OPTION LOCATION
CN150
GROUND LEVEL SHUTDOWN SW OPTION LOCATION
CN534 RIGHT FRONT PAYLOAD SENSOR
FUEL TANK MARKER LIGHT (OPT)
CN536
LADDER LIGHT SW OPTION LOCATION
JJ5
STEERING FILTER PRESSURE SW
STARTER #2 RELAY
UPPER ENG SERVICE LIGHT
BATTERY BOX
RH ENGINE SERVICE LIGHT SW
CN540
RIGHT DECK LIGHT #1
GJ1
RIGHT HEATED MIRROR
CN520 SHUTTER CONTROL SOLENOID
LOW MOUNT RIGHT HIGH BEAM
RIGHT TURN/CLEARANCE LIGHT 2
RIGHT FOG LIGHT
RIGHT ROTATING BEACON
HIGH MOUNT RIGHT LOW BEAM
JL1
CN537
CN01
CC1
CN235
PROPEL LOCKOUT SW RELAY
CN236 CN237
GB10
RETARD LEVER (930 OPT)
CNP1
PROPEL LOCKOUT SW CLOSED LIGHT
CNP2 CN21
GROUND DASH LIGHT RHEOSTAT
CN18
HORN
CN20
ACTIA DASH PANEL 1
CC2
DID
GE DID PANEL
CAMERA SYSTEM (OPT)
GE TCI DIAGNOSTIC
CN31
DIAG4
CN651
DIAG5
GB12
GE TCI DIAGNOSTIC
GB10
ENGINE DIAGNOSTIC
DISPLAY MODE CONTROL SW 1
PAYLOAD METER 3
CN228
ESSW
DATA STORE SW CN212 DRIVER SEAT BELT SW DIRECTIONAL SHIFTER
CAN RPC
WIPER MOTOR WASHER DELAY TIMER WIPER RELAY HIGH
CN229
RSP
CN108
RETARD SPEED CONTROL SW
WIPER RELAY LOW
SECONDARY ENGINE SHUTDOWN SW
WIPER DELAY TIMER
RESET / BODY OVERRIDE CONTROL SW RETARD SPEED POT
FOG LIGHT SW MANUAL BACKUP LIGHT SW LADDER LIGHT SW
P209D
HEADLIGHT SW RETRACTIBLE LADDER RELAY (OPT) RETRACTIBLE LADDER (OPT)
MM2
P307B
CC1
J1939 CAN TEE #3
CN54
MM1
CN55
RIGHT STOP/TURN/CLEARANCE LIGHT 1
RIGHT STOP/TURN/CLEARANCE LIGHT 2
CN32
CN37
CN07
CN121
WADT
CN39
CN08
CN36
CN09
CN140
WIDT
CN59
CN22
CN58
CN23
CN071
CN24
CN072
CN25
CN601
CN263
CN602
CN262
OVERHEAD DASH
CC4
DIAG6
KOMTRAX PLUS DIAGNOSTIC
ROTATING BEACON SW (OPT) HEATED MIRROR SW (OPT)
GB12
GRID DRY SW DRIVE SYSTEM REST SW PRE-SHIFT BRAKE TEST SW
LEFT FRONT SPEAKER
TB10
LEFT REAR SPEAKER
ROTATING BEACON (OPT)
RIGHT FRONT SPEAKER
SERVICE BRAKE LIGHT
HORN BUTTON STEERING COLUMN COMBO CNTL LEVER
RIGHT REAR SPEAKER
DYNAMIC RETARD LIGHT
CN210
CAB DOME LIGHT
CN211
BRAKE LOCK SW
CNA
SONALERT
HAZARD LIGHT SW CAB HVAC CONNECTOR LEFT WINDOW MOTOR
KWB MODULE (OPT)
CN653
CN1 CN2A
RIGHT WINDOW MOTOR
CN3B
RIGHT WINDOW MOTOR SW
CN4A
LEFT WINDOW MOTOR SW
CC5
RADIO
ORBCOMM MODULE (OPT)
KOMTRAX PLUS MODULE
CN5
COMM RADIO CONNECTOR (OPT)
CN6 CN6A KOMTRAX PLUS HARNESS CODE
FIRE SUPPRESSION CONNECTOR (OPT)
CN2B JUMPER PLUG KOMTRAX PLUS (CC7)
12V POWER PLUG 1
P308B P310B P309D
BODY
RIGHT REAR PAYLOAD SENSOR
12V POWER PLUG 2
CC2
P207B
AUTO LUBE PRESSURE SW
KEY SW
CN120
MODULAR MINING RPC
AIR SEAT
CC3
CN35
TB10
GE - MODULAR
HID BACKUP LIGHT
CN04
CN34
INTERFACE MODULE
DIAG8
AIR SEAT
ENGINE CENSE TIER I
DIAG7
DISPLAY MODE CONTROL SW 2
RIGHT REAR BACKUP LIGHT
CAB LOWER DASH
CN33
DIAG3
ACTIA DASH PANEL 2
TO CAN TEE #3 SHEET 1 ZONE P-7
CN03
DIAG2
GB12 TB10
LEFT REAR BACKUP LIGHT
LEFT STOP/TURN/CLEARANCE LIGHT 2
LEFT DECK AHT MODE LIGHTS (OPT)
DIAG1
CAMERA SYSTEM SW (OPT)
TB10
PROPEL LOCKOUT SW OPEN LIGHT
ISOLATION STATION
ACCELERATOR PEDAL
RIGHT REAR RETARD LIGHT
LEFT REAR PAYLOAD SENSOR
LEFT STOP/TURN/CLEARANCE LIGHT 1
OP-CAB DIAGNOSTIC
RETARD PEDAL
STARTER LOCKOUT SW OPEN LIGHT GB12
CN02
LEFT REAR RETARD LIGHT
GRND-1
BODY
LEFT ROTATING BEACON
HIGH MOUNT LEFT HIGH BEAM
RIGHT REAR STOP/TAIL LIGHT
HOIST LIMIT SW
LEFT TURN/CLEARANCE LIGHT 2
HIGH MOUNT LEFT LOW BEAM
AJ1
RIGHT REAR FOG LIGHT
LEFT REAR STOP/TAIL LIGHT
LEFT BACKUP LEFT TURN/CLEARANCE LIGHT LIGHT 1
LOW MOUNT LEFT HIGH BEAM
GE CONTROL / ELECTRONIC DASH
STARTER LOCKOUT SW RELAY
PROPEL LOCKOUT SW
CN520 EITHER START SOLENOID
LEFT FOG LIGHT
NN1
RIGHT REAR BACKUP HORN
LEFT REAR FOG LIGHT
LEFT HEATED MIRROR
LOW MOUNT LEFT LOW BEAM
LEFT DECK AHT MODE LIGHTS (OPT)
MASTER LOCKOUT SW CLOSED LIGHT
STARTER LOCKOUT SW CLOSED LIGHT
LEFT PLM RED LIGHT
LEFT RADIATOR GRILL HARNESS
HIGH MOUNT RIGHT HIGH BEAM
STARTER LOCKOUT DISCONNECT SW
GG1
LEFT PLM GREEN LIGHT CN542
AHT MODE LIGHTS (OPT)
LEFT REAR BACKUP HORN
LEFT DECK HARNESS
RIGHT BACKUP LIGHT RIGHT TURN/CLEARANCE LIGHT 1
HYDRAULIC PUMP SERVICE LIGHT (OPT)
J1939 CAN TEE #4
TERM2 TERM RESISTOR
P208B
P209D
P210B TO HARN CC2 SHEET 1 ZONE N-6
RPC CAN TEE #4
P211B P213D P212D
RPC CAN TEE #5
TERM3 TERM RESISTOR
P2014D
HARNESS DESIGNATION KEY ___________________________________________ HARNESS TRUCK DESIGNATION LOCATION ___________________________________________ A AUXILIARY CABINET B BRAKE CABINET C OPERATOR CAB D REAR CASE E ENGINE F RIGHT DECK G LEFT DECK H RIGHT FRAME J LEFT FRAME K BATTERY BOX L RADIATOR GRILL M BODY N ISOLATION STATION P PANTOGRAPH R FRONT FRAME S PROPULSION ALTERNATOR T CONTROL CABINET U AHT ODS BOX
SYSTEM CIRCUIT LOCATOR ------------------------------------------------SHEET SYSTEM CIRCUIT ------------------------------------------------5 12VDC SUPPLY 15 AHT CONNECTION OPTION 2 AUXILIARY CABINET HARNESS LAYOUT 3 BATTERY BOX 10 BODY HOIST LIMIT 8 CAB SPARE WIRES 15 CAMERA SYSTEM OPTION 15 CAN J1939 NETWORK 15 CAN RPC NETWORK 5 CUSTOMER ACCESSORY POWER 7 DIRECTIONAL SHIFTER 8 ELECTRONIC GAUGE DISPLAY 7 ENGINE ETHER START OPTION 6 ENGINE INTERFACE 6 ENGINE OIL RESERVE SYSTEM OPTION 4 ENGINE SHUTDOWN 7 ENGINE SHUTTER OPTION 3 ENGINE START PRE-LUBE 3 ENGINE STARTERS 7 ENGINE TIER I OPTION 6 ENGINE TIER II OPTION 5 FRAME HARNESS GROUND RETURNS 11 FRONT VEHICLE HORN 15 GE ALTERNATOR 12 GE INTERFACE 10 GE INTERFACE 15 GE WHEEL MOTOR POWER CABLES 10 GE WHEEL MOTOR SPEED SENSORS 14 HEATED MIRRORS 15 HOT START OPTION 4 HYDRAULIC CABINET 15 HYDRAULIC LADDER OPTION 13 INTERFACE MODULE 4 INTERFACE MODULE 3 ISOLATION STATION 4 KEY SWITCH 12 KOMATRAX PLUS 12 KWB MODULE 14 LAMP ROTATING BEACON OPTION 5 LAMPS AUX BOX DOME 11 LAMPS BACKUP 9 LAMPS CLEARANCE 10 LAMPS ENGINE SERVICE 9 LAMPS FOG 9 LAMPS FRONT TURN 9 LAMPS HAZARDS 8 LAMPS HEADLIGHT 11 LAMPS HYDRAULIC CABINET 9 LAMPS DECK & LADDER 10 LAMPS PUMP MODULE SERVICE OPTION 11 LAMPS REAR AXLE SERVICE 11 LAMPS REAR TURN & TAIL 11 LAMPS STOP 10 OP-CAB WINDOW MOTORS 6 OPERATOR CAB HVAC 7 OPERATOR CAB SEAT 12 ORBCOMM MODULE 7 PARK BRAKE 14 PAYLOAD METER III 5 POWER DISTRIBUTION 20 REFERENCE CONNECTOR TABLE 18 REFERENCE DEVICE TABLE 19 REFERENCE DEVICE TABLE 1 REFERENCE FRAME & OP-CAB HARNESS LAYOUT 1 REFERENCE ISOLATION STATION HARNESS LAYOUT 2 REFERENCE ENGINE & HYD CABINET HARNESS LAYOUT 2 REFERENCE AUX BOX HARNESS LAYOUT 1 REFERENCE HARNESS INDEX TABLE 16 REFERENCE WIRE TABLE 17 REFERENCE WIRE TABLE 18 REFERENCE WIRE TABLE 5 VEC BLOCK POWER & GROUND 11 WINDSHIELD WIPER & WASHER
CC4
P311D
RPC CAN TEE #3
AHT RIGHT REAR BRAKE PRESSURE SENSOR (OPT)
REAR AXLE LIGHT
AHT MODE LIGHT CONNECTION RBML
LEFT PLM YELLOW LIGHT
LOW MOUNT RIGHT LOW BEAM
REAR AXLE LIGHT SW
DD1
LEFT DIAGONAL LADDER LIGHT CN503
DD3
HYDRAULIC PUMP SERVICE LIGHT SW (OPT)
REAR AXLE EXTERNAL HARNESS
LEFT DECK LIGHT (OPTIONAL)
RIGHT PLM RED LIGHT
BLOWER PRESSURE SW
JJ1
GND
LH ENGINE SERVICE LIGHT SW
RIGHT DECK HARNESS
DD4
CN703
CN704
LOWER ENG SERVICE LIGHT
RIGHT PLM GREEN LIGHT
MASTER GROUND DISCONNECT SW
DD2
UPPER ENG SERVICE LIGHT
RIGHT PLM YELLOW LIGHT
HL1
CN563
LEFT UPRIGHT FRAME RAIL
RIGHT DECK LIGHT #2
HYDRAULIC STEERING FILTER SW (AHT OPT)
HYDRAULIC PUMP SERVICE LIGHT (OPT)
RIGHT REAR COMPONENT JUNCTION BOX TB60, TB61
RIGHT UPRIGHT FRAME RAIL
RIGHT RADIATOR GRILL HARNESS
ATFS
STARTER # 1 RELAY
LOWER ENG SERVICE LIGHT
CN543
HYDRAULIC TANK TEMP SENSOR
REAR AHT MODE LIGHTS (OPT)
ACCUMULATOR PRE-CHARGE PRESS SW #2
FF1
HYDRAULIC TANK LEVEL SENDER
FUEL LEVEL SENDER
ACCUMULATOR PRE-CHARGE PRESS SW #1
CN502
STEERING ACCUMULATOR BLEEDDOWN PRESS SW CN732 HYDRAULIC TANK MARKER LIGHT (OPT)
HOIST FILTER PRESSURE SW 2
AUTOLUBE PUMP SOLENOID
FH1
STEERING ACCUMULATOR BLEEDDOWN SOLENOID
HOIST FILTER PRESSURE SW 1
CN721 LEFT WHEEL MOTOR SPEED SENSOR CN722 RIGHT WHEEL MOTOR SPEED SENSOR AHT LEFT REAR BRAKE PRESSURE SENSOR (OPT)
LOW STEERING PRESURE SW
HH4
GROUND LEVEL SHUTDOWN SW OPTION LOCATION
CENTER DECK LIGHT 2
STEERING PRESSURE SENSOR
FUEL TANK HARNESS
CN730
CENTER DECK LIGHT 1
AMBIENT AIR TEMP SENSOR
BODY UP SW
JJ2
REAR AXLE WHEEL MOTOR SPEED
JG1
CN565
HOIST PUMP PRESSURE SW 2
ENGINE OIL RESERVE TANK LEVEL
AD1
LEFT REAR FRAME RAIL
HOIST PUMP PRESSURE SW 1
ENGINE OIL RESERVE PUMP
RIGHT FRONT WHEEL SPEED SENSOR
AUTOLUBE TANK LEVEL SW
CN541
RIGHT REAR FRAME RAIL
CN18 ENGINE OIL RESERVE CONTROL MODULE
CN15
AJ2
AH2
FRONT LEFT FRAME RAIL
LEFT FRONT PAYLOAD SENSOR
CN507 ENGINE OIL RESERVE TANK LEVEL CN534
AJ1
FRONT PAYLOAD / WHL SPEED HARNESS
CN14
CN16
CN12
HARNESS HARNESS REFERENCE P/N DESCRIPTION __________________________________________________________ AA1 58E-06-00500 WIRING HARNESS, AUXB INTERN AA2 58E-06-00510 WIRING HARNESS, AUXB INTERN PWR AA3 58E-06-00520 WIRING HARNESS, GE INTERF AA4 58E-06-00530 WIRING HARNESS, PLM3 AA5 58E-06-00540 WIRING HARNESS, CAN RPC AA6 58E-06-00550 WIRING HARNESS, CAN J1939 AA7 XC2803 WIRING HARNESS, AHT PLUG1 AA8 58E-06-00570 WIRING HARNESS, AHT PLUG2 AA9 XB7690 WIRING HARNESS, CAN RPC AA10 XB7691 WIRING HARNESS, CAN J1939 AA11 58E-06-10730 WIRING HARNESS, CAN J1939 AA12 58E-06-10720 WIRING HARNESS, CAN RPC AB1 58E-06-00450 WIRING HARNESS, AUXB HYD AC1 58E-06-00440 WIRING HARNESS, AUXB CAB-GE AC2 58E-06-00460 WIRING HARNESS, AUXB CAB-DIAG AC3 58E-06-00470 WIRING HARNESS, AUXB CAB-DASH AC4 58E-06-00480 WIRING HARNESS, AUX CAB OH AD1 58E-06-00630 WIRING HARNESS, REAR WHEEL SPD AE1 58E-06-00490 WIRING HARNESS, QSK-60 T1-T2 AE2 58E-06-00580 WIRING HARNESS, ENG AUX BOX AF1 58E-06-01850 WIRING HARNESS, PLM AUXB LH AH1 58E-06-00640 WIRING HARNESS, RIGHT FRONT AH2 58E-06-00140 WIRING HARNESS, RIGHT REAR AJ1 58E-06-00650 WIRING HARNESS, LEFT FRONT AJ2 58E-06-00130 WIRING HARNESS, LEFT REAR AR1 58E-06-00910 WIRING HARNESS, FRONT WHEEL SPD BB1 58E-06-01300 WIRING HARNESS, IND BRAKE HYD CAB CC1 58E-06-00590 WIRING HARNESS, CAB GE CC2 58E-06-00600 WIRING HARNESS, CAB DIAG CC3 58E-06-00610 WIRING HARNESS, CAB DASH CC4 58E-06-00620 WIRING HARNESS, CAB OH CC5 EJ1556 HRN STR RADIO JUMPER CC6 XC0166 CAMERA SYSTEM (OPT) CC7 EJ6371 VHMS JUMPER PLUG (CN2B) CC8 EJ6372 VHMS HARNESS CODE JUMPER (CN1-6) CC9 XC0165 CAMERA DISPLAY Y CABLE (OPT) DD1 58E-06-01270 WIRING HARNESS, REAR AXLE HSG WRG DD2 XB0591 HRN STR AXLE BLWR PRESSS SW DD3 XB0592 HRN STR AXLE SERVICE LIGHT DD4 EL9925 HRN STR BLWR PRESS SW EE1 58E-06-01240 WIRING HARNESS, EXTERNAL QSK60 T2 EE2 58E-06-01780 HRN STR PRE-LUBE EE3 58E-06-01230 WIRING HARNESS, EXTERNAL QSK60 T1 EK1 XC2797 HRN STR STARTER RELAY / ALT SEN FF1 58E-06-00080 WIRING HARNESS, DECK RH FF2 XC0197 HRN STR JUMPER HEATED MIRROR (OPT) FG1 XB2041 HRN STR SCOREBOARD DECK LH / RH FH1 58E-06-00070 WIRING HARNESS, UPRIGHT RH GG1 58E-06-00090 WIRING HARNESS, DECK LH GG2 XC0197 HRN STR JUMPER HEATED MIRROR (OPT) GJ1 58E-06-00120 WIRING HARNESS, UPRIGHT LH HH2 EM7830 HRN STR LADDER SWITCH JUMPER RH HH3 EM5759 HRN STR AUTOLUBE HH4 58E-06-00030 WIRING HARNESS, FUEL TANK HH5 EM2231 HRN STR GNDLVL SHTDN SW JUMPER RH HL1 58E-06-01250 WIRING HARNESS, RH HEADLIGHT HL2 EM3430 HRN STR SHUTTER CONTROL JJ1 XB0924 HRN STR PUMP MOD LIGHT (OPT) JJ2 EM7830 HRN STR LADDER SWITCH JUMPER LH JJ5 EM2231 HRN STR GNDLVL SHTDN SW JUMPER LH JL1 58E-06-01260 WIRING HARNESS, LH HEADLIGHT JT1 XB0496 HRN STR CONTROL CABINET LIGHTS KK1 XB3625 HRN STR BATTERY BOX MM1 58E-06-01280 WIRING HARNESS, LEFT BODY LIGHTS MM2 58E-06-01290 WIRING HARNESS, RIGHT BODY LIGHTS NN1 58E-06-01310 WIRING HARNESS, ISO STATION IND _______________________________________________________ CABLE CABLE REFERENCE P/N DESCRIPTION _______________________________________________________ AJ3 58E-06-01820 CABLE STR 2/0 BLK AK1 58E-06-01860 CABLE STR 2/0 RED DT1 58E-06-10480 CABLE STR 7M1A1 DT2 58E-06-10470 CABLE STR 7M1A2 DT3 CH3677 CABLE STR 7M1B1 DT4 58E-06-10420 CABLE STR 7M1B2 DT5 58E-06-10460 CABLE STR 7M1C1 DT6 58E-06-10450 CABLE STR 7M1C2 DT7 CH3692 CABLE STR 7M2A1 DT8 CH3682 CABLE STR 7M2A2 DT9 58E-06-10430 CABLE STR 7M2B1 DT10 CH3684 CABLE STR 7M2B2 DT11 58E-06-10440 CABLE STR 7M2C1 DT12 58E-06-10410 CABLE STR 7M2C2 EE10 CH4526 CABLE STR 2/0 BLK EE4 CH4452 PRELUBE POWER CABLE 1/0 RED EE5 CH4320 PRELUBE GND CABLE 1/0 BLK EE9 CH4527 CABLE STR 2/0 BLK EJ1 CH4524 CABLE STR 2/0 BLK EK2 CH4625 CABLE STR 2/0 RED EN1 CH5812 CABLE STR 4/0 RED EN2 CH5813 CABLE STR 4/0 RED EN3 CH5739 CABLE STR 4/0 BLK EN4 CH5740 CABLE STR 4/0 BLK EN5/EN6 58E-06-01840 CABLE ASSY PRELUBE FUSE LINK JN1 CH4523 CABLE STR 2/0 BLK KK2 CH5811 CABLE STR 4/0 RED KK3 CH5810 CABLE STR 4/0 RED KK4 CH5737 CABLE STR 4/0 BLK KK5 CH5738 CABLE STR 4/0 BLK KK6 CH5736 CABLE STR 4/0 BLK KK7 CH5736 CABLE STR 4/0 BLK KN1 58E-06-01790 CABLE STR 4/0 RED KN2 58E-06-01810 CABLE STR 4/0 RED KN3 CH5742 CABLE STR 4/0 BATT BLK KN4 CH5741 CABLE STR 4/0 BATT BLK ST1 CH4914 CABLE STR ST1 ST2 CH4915 CABLE STR ST2
OPERATOR CAB SEE SHEET 2
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 1 of 20
HARNESS REFERENCE TO HARN AE1 SHEET 2 ZONE G-12
P301B J1939 CAN TEE #1
AA6
P303B
P304B
J1939 CAN TEE #2
AA10
P315B
P302D
TERM2
PAYLOAD METER 3 MODULE
CN364
AA4
P206D IM CAN RPC
P206D IM CAN RPC
VHMS RS232 (PC TOOL CONNECTOR) INTERFACE MODULE (PC TOOL CONNECTOR)
CN
KEY SW POWER RELAY
IM2
GE CNTRL / KEY SW POWER RELAY
IM3
INTERFACE MODULE
DOME LIGHT SW
GE RPC CAN
AA11
TO HARN AC1 SHEET 2 ZONE H-15
CN
HIGH MOUNT HEADLIGHT RELAY
CN246
LOW MOUNT HEADLIGHT RELAY
24VDC GB31
BACKUP LIGHT RELAY
CN362
VEHICLE ELECT CENTER 89 (VEC-89) CONNECTORS P1,P2,P4,P9,P11,P12
HORN RELAY CN382
12V POWER RELAY
VEHICLE ELECT CENTER 90 (VEC-90) CONNECTORS P1,P2,P3,P4,P9,P11,P12
LADDER LIGHT RELAY
CN372
VEHICLE ELECT CENTER 91 (VEC-91) CONNECTORS P1,P2,P3,P4,P9,P10,P11,P12
ENGINE SERVICE LIGHT TIMER HYD PUMP SERVICE LIGHT TIMER
AA1
VEC-89 POWER & GROUND
ENGINE SERVICE LIGHT TIMER
VEC-90 POWER & GROUND
LADDER LIGHT RELAY
DOME LIGHT 1
GE CNTRL / KEY SW POWER RELAY
DOME LIGHT 2
HIGH MOUNT HEADLIGHT RELAY
GE
CONTROL CABINET INTERFACE CONNECTIONS (INVERTEX II) TERMINAL BLOCKS
AA3
CN301 CN302 CN303
DOME LIGHT 3
LOW MOUNT HEADLIGHT RELAY
CN304
DOME LIGHT 4
HI-BEAM HEADLIGHT RELAY
CN305
DOME LIGHT 5
BACKUP LIGHT RELAY
CN701
12V POWER SUPPLY
CN702
12V POWER RELAY
R57
DOME LIGHT 6
CB60
VEC-91 POWER & GROUND
AUXILIARY CABINET
GE USB
CN GE ETHERNET
TERMINAL BLOCKS
KEY SW POWER RELAY
GE J1939 CAN
CN
IM1
TERMINAL BLOCKS
HI-BEAM HEADLIGHT RELAY
PLM3 RS232 PORT
TO HARN AC2 SHEET 2 ZONE G-15
RPC CAN P216D TEE #6 P205B
AA9
P215B
AA12
P305B
P306D IM CAN J1939
RPC CAN P204B TEE #2
AA5
P203B
P202D PLM3 CAN RPC
PAYLOAD METER 3
PLM3 INCLINOMETER
RPC CAN TEE #1
P316B
P306D IM CAN J1939
PLM3 CAN J1939
TERM RESISTOR
J1939 CAN TEE #5
AA2
R58
AA2 AA1
AA1
AHT INTERFACE CONNECTOR #1
AHT OPTION INTERFACE
AHT INTERFACE CONNECTOR #1 AHT WHEEL SPD RESISTOR R57 AHT WHEEL SPD RESISTOR R58
AA1
AA1 TERMINAL BLOCKS
TO CAN TEE SHEET 2 ZONE B-3
TO CAN TEE SHEET 2 ZONE B-12
P301B
J1939 CAN
P305B
J1939 CAN
GB31 TO CAN TEE SHEET 2 ZONE C-12
P205B TERMINAL BLOCKS
CN11
CN13
CN12
CN14
CN16
FRAME RAIL HARNESS CONNECTIONS SEE SHEET 1
TERMINAL BLOCKS
TERMINAL BLOCKS
TERMINAL BLOCKS
AB1
BRAKE CABINET
AC1
GE CONTROL / ELECTRONIC DASH
AE1
AE2
CN01 CN240
BB1
LOW BRAKE PRESSURE SW
CN801
EE1
BRAKE LOCK SOLENOID PARK BRAKE SOLENOID HOIST LIMIT SOLENOID SERVICE BRAKE DEGRADE PRESSURE SW
GB71
QSK60 ECM TI CN804 CN805
CN808
START MOTOR 1 INPUT START MOTOR 2 INPUT COOLANT LEVEL SW ENGINE RUN OIL PRESSURE SW
CN806
OIL RESERVE PRESSURE SW
CN820
A/C RECEIVER DRIER PRESSURE SW CN815
CN803
ENGINE PRELUBE HARN
A/C COMPRESSOR CLUTCH
TIER I ENGINE HARN (OPT)
TERMINAL BLOCKS
GB71
QSK60 ECM T2
WINDSHIELD WASHER MOTOR
CN02
AF1
SCORE BOARD OPTION CN03
CN04
CNLIN
GND
LEFT PLM SCOREBOARD OPTION
CNLO
ENGINE RUN OIL PRESSURE SW
CN805
PARK BRAKE RELEASE PRESSURE SW
CN820
A/C RECEIVER DRIER PRESSURE SW
SERVICE LIGHT 1 FUEL FILTER CONN (TIER II OPT ONLY)
CN826
CN815
EE2
GRD72 CNRIN
PRELUBE PRESSURE SW
SERVICE LIGHT SWITCH TIER II FUEL FILTER (TIER II OPT ONLY)
FG1
COOLANT LEVEL SW
CN804
OIL RESERVE PRESSURE SW
HYD CABINET
AC4
OVERHEAD DASH
START MOTOR 2 INPUT
CN806
GB8
CAB LOWER DASH
SEE SHEET 1
START MOTOR 1 INPUT
LOW BRAKE PRESSURE SW
SERVICE LIGHT 2
AC3
AC2
OP-CAB DIAGNOSTIC
OPERATOR CAB HARNESS CONNECTIONS
CN808
PARK BRAKE APPLY PRESSURE SW
EE3
TERMINAL BLOCKS
TERMINAL BLOCKS
CN15
SERVICE BRAKE PRESSURE SENSOR
CN801
RPC CAN
PRELUBE MAG SW
LP
TIER II WATER IN WIF FUEL SEPERATOR (TIER II OPT ONLY)
CN803
EE6
PRELUBE RELAY
RIGHT PLM SCOREBOARD OPTION
A/C COMPRESSOR CLUTCH
TIER II ENGINE HARN (OPT)
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 2 of 20
BATTERY ISOLATION STATION 71GG-000-NN1 (YEL 16ga )
BATTERY BOX / ISOLATION STATION
1
F1
B1
1
1
F2
B2
1
71GH-000-NN1 (ORG 16ga ) 71PS-000-NN1 (LBL 16ga )
1
2
72RQ-000-NN1 (GRY 16ga )
PC2834
J537
71PS-001-NN1 (LBL 16ga )
71PS-001-NN1 (LBL 16ga ) ENGINE JUMP START1 11-009-CH5510 (RED 2/0 ) CH5509 11-008-CH5509 (RED 2/0 )
1
-
+ 1
11-000-KK2 (RED 4/0 )
11-025-KK1 (RED 6ga )
1
BATT4
+ 1
1 1
1
1
1
1
BUSS BAR 24VDC BATT BOX XB3583
58E-06-10020
1
11-003-KN2 (RED 4/0 )
VZ0639
1
1
11-002-KN1 (RED 4/0 )
11-025-KK1 (RED 6ga ) 21PT-009-AJ1 (PNK 14ga )
1
1
1
BUSS BAR BAT(-)
85 -
RELAY ENG STARTER 2 (ESREL2) 1
1
86 +
85 -
1
1
11ST-002-EN1 (RED 4/0 )
BAT(-)-002-KN3 (BLK 4/0 )
PC1903
PC1903
BAT(-)-003-KN4 (BLK 4/0 )
1
1
1
DISC(-)-6 EC1725
BAT(-)-002-KN3 (BLK 4/0 ) BAT(-)-003-KN4 (BLK 4/0 )
1
0-004-EN3 (BLK 4/0 )
PLLO 8 7
SH4:A-2
2
2
71GH-001-AJ1 (ORG 16ga )
SH4:B-2
1
1
72RQ-001-AJ1 (GRY 16ga )
SH4:B-2
86
30 (C)
SWITCH MASTER GROUND DISCONNECT (DISC-)
MLREL
(NC)87A
1
3 2 1
RED
2
BLACK
58E-06-01990
1
RED
2
BLACK
58E-06-01990
LAMP LED STARTER LOCKOUT OPEN
SLLO
11ST-006-NN1 (RED 16ga ) 0-366-NN1 (BLK 16ga )
58E-06-10020 MLREL
0-026-NN1 (BLK 16ga ) 0-027-NN1 (BLK 16ga )
1
1
RED
2
BLACK
58E-06-01990
LAMP LED STARTER LOCKOUT CLOSED
85
(NO) 87
P537
6 5 4
SLON
1
RED
2
BLACK
58E-06-01990
LAMP LED MASTER DISCONNECT CLOSED
11-020-NN1 (RED 16ga )
1
0-000-JN1 (BLK 2/0 )
0-448-NN1 (BLK 16ga ) 0-033-NN1 (BLK 16ga ) 0-032-NN1 (BLK 16ga ) 0-030-NN1 (BLK 16ga ) 0-031-NN1 (BLK 16ga ) 0-034-NN1 (BLK 16ga ) 0-366-NN1 (BLK 16ga ) 0-027-NN1 (BLK 16ga )
0-034-NN1 (BLK 16ga ) RELAY MASTER DISCONNECT (+) (-)
1
0-003-EN4 (BLK 4/0 )
0-033-NN1 (BLK 16ga )
1S-000-NN1 (DGR 16ga )
1
88a 1
72RRQ-000-NN1 (DBL 16ga )
JB1
2
1 88
88a 1
(NC)87A
STARTER DISCONNECT (DISC+)
11-022-NN1 (RED 16ga ) 1 88
BAT(-)-000-KK5 (BLK 4/0 )
71GG-001-AJ1 (YEL 16ga )
LAMP LED PROPEL LOCKOUT LOCKED OUT
(NO) 87
11ST-005-NN1 (RED 16ga ) 11ST-006-NN1 (RED 16ga )
1
XB3617
1
86 +
1
11ST-001-EN2 (RED 4/0 )
1
RELAY ENG STARTER 1 (ESREL1)
85
SLREL 58E-06-10020 SLREL
11-020-NN1 (RED 16ga ) 11-021-NN1 (RED 16ga )
PLON
PLREL
1
0-048-AJ1 (BLK 14ga )
30 (C)
11-029-NN1 (RED 16ga ) 11-030-NN1 (RED 16ga )
1
11-001-KK3 (RED 4/0 )
BAT(-)-001-KK4 (BLK 4/0 )
0-032-NN1 (BLK 16ga )
(NC)87A
86
EC1725
VZ0639
-
1
1 1
0-517-KK7 (BLK 4/0 )
30 (C)
71PS-000-NN1 (LBL 16ga )
(NO) 87
RELAY STARTER LOCKOUT (+) (-)
1
0-026-NN1 (BLK 16ga )
MLLON
1
RED
2
BLACK
58E-06-01990
LAMP LED MASTER DISCONNECT OPEN
1M-000-NN1 (LTG 16ga ) BAT(-)-004-NN1 (BLK 16ga ) MLLO
25A-000-EK1 (DGR 6ga )
54 54
0-049-AJ1 (BLK 14ga )
21PT-001-AA1 (DBL 14ga )
53 53
21PT-000-AJ1 (DBL 14ga )
J12
1
RED
2
BLACK
58E-06-01990
GB70 FRAME GND 1 A1 A2 1 B2
0-001-EJ1 (BLK 2/0 )
P12
1
11-007-AK1 (RED 2/0 )
0-002-AJ3 (BLK 2/0 )
SH5:E-5
11-007-AK1 (RED 2/0 )
SH5:A-3
11-013-EK1 (RED 12ga ) 11-027-EK2 (RED 2/0 )
25B-000-EK1 (LTG 6ga ) M0TOR STARTER 1 (STRT1)
SEN 1 (+)
ALT (+)
ALT_SEN (-) 1
2A 1
1 3
25A-000-EK1 (DGR 6ga )
1 1A
11ST-001-EN2 (RED 4/0 )
MOTOR
1B
ALT (-)
1 1C
24VDC ALTERNATOR
XA3660
ENGINE STARTERS
MOTOR STARTER 2 (STRT2)
1 1A
2B 1 2C
4A
2A 1
1 3
25B-000-EK1 (LTG 6ga )
1
11ST-003-EE9 (BLK 2/0 )
MOTOR
1B
2C
1C
4B
2B 1
4A
XA3660
4B
1
SH5:D-2
0-050-AA1 (BLK 14ga )
1
SH5:I-5
1
+ 1
11-028-NN1 (RED 16ga )
11-026-KK1 (RED 6ga )
1
BATT3
CH5510
PLREL
VZ0639
1
-
3
LAMP LED PROPEL LOCKOUT ON
72RRQ-001-NN1 (DBL 16ga )
85
86
2
0-516-KK6 (BLK 4/0 )
VZ0639
1
1 2
1 2
+ 1
1
-
BATT2
RELAY 1 PROPEL LOCKOUT (+) (-)
ENGINE JUMP START2
BAT(-)-010-CH5509 (BLK 2/0 )
1
1
BATT1
3
D70
PC2528
BATTERY BOX
4
SWITCH PROPEL LOCKOUT (PLOS)
11-029-NN1 (RED 16ga ) 11-028-NN1 (RED 16ga )
BAT(-)-020-CH5510 (BLK 2/0 )
4
0-028-EE10 (BLK 2/0 ) 11ST-003-EE9 (BLK 2/0 )
11ST-000-EN5 (RED 1/0 ) R S F G
11SM2-000-EE1 (DGR 14ga )
11SM1-000-EE1 (GRY 14ga ) SWITCH ENGINE PRELUBE OIL PRESS (PLPSW)
2
C
NO 1
PLPSW
SP108
21PS-004-EE2 (BRN 14ga )
1 2
21PS-003-EE2 (BRN 14ga ) 21PT-006-EE2 (DBL 14ga )
P815
PLPSW
1 2
21PS-002-EE1 (BRN 14ga ) 21PT-002-EE1 (DBL 14ga )
J801
J815
R S F G
11SM2-001-AE2 (DGR 14ga ) 11SM1-001-AE2 (GRY 14ga ) 21PS-001-AE2 (BRN 14ga ) 21PT-007-AE2 (DBL 14ga )
SH4:K-11 SH4:K-11 SH4:K-11 SH5:D-2
P801
D87
21PT-003-EE2 (DBL 14ga )
SP107
21PT-004-EE2 (DBL 14ga )
21PT-012-EE2 (DBL 14ga )
86 86
85
87
87
87A
87A
P800
PC1146
1
NOTE: DIODE D87 PROVIDES CONTINUOUS PRE-LUBE DURING CRANKING
PC2834
21PL-001-EE2 (DBL 14ga )
RELAY ENGINE PRELUBE 85
2
21PT-005-EE2 (DBL 14ga )
30 30
ENGINE START PRE-LUBE
21PS-005-EE2 (BRN 14ga )
P800
0-042-EE2 (BLK 14ga ) GB3 ENG GND BLOCK
RELAY ENGINE PRELUBE MAG SWITCH (PLMS) 1
21PL-000-EE2 (DBL 14ga ) 1
FUSE LINK1 (150A) 1 2 1
2
FUSE LINK2 (150A)
1
11PL-000-EN6 (RED 1/0 )
+
-
1 1
VL6217
1 2 1
0-041-EE2 (BLK 14ga ) ENGINE PRELUBE HIGH VOLUME PUMP
11PF-000-EE4 (RED 1/0 )
1
PLPM-(+)
+
PUMP
-
XA4488
1
0-040-EE5 (BLK 1/0 )
PLPM-(-)
1 B1
1 B3
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 3 of 20
71GH-001-AJ1 (ORG 16ga )
30 30
SH3:C-21
72RQ-001-AJ1 (GRY 16ga )
29 29
P12
71GH-002-AA1 (ORG 16ga )
J12 SH14:I-8
SWITCH LEFT GROUND LEVEL SHUTDOWN (ESDS)
1
B
1-1
1-2
1-3
A B C
A
1
A
11S-004-JJ5 (RED 16ga )
2-2
2-3
2-4
J536_CP
A B
39G-001-AA4 (DBL 16ga )
21 21
11S-003-AJ1 (RED 16ga )
23 23
11KS-001-AJ1 (BRN 16ga )
1
TB34 T2 T1
1
39G-000-AA1 (DBL 16ga )
11S-001-AA1 (RED 16ga )
SP106
11S-000-AA1 (RED 16ga )
E
2E
C
3C
F17
2F
5
F
SH5:B-3
11-010-AA1 (RED 16ga )
71GG-002-AA1 (YEL 16ga )
F18 VEC-90
15
71CK BUSS
11KS-002-AA1 (BRN 16ga )
P12
VEC-90
F15
86
5
C
P536
PARK BRAKE STATUS RELAY 28 0 BUSS
J536
85
1D
D
11KS-003-AA1 (BRN 16ga )
1
B
1-1
1-2
1-3
1-4
2-1
2-2
2-3
1H
H
SWITCH RIGHT GROUND LEVEL SHUTDOWN (OPT LOCATION) (ESDSR)
11KS-002-AA1 (BRN 16ga )
H1 H2
86
1
11KS-004-AC3 (BRN 16ga ) 30
1
11S-006-HH5 (RED 16ga )
2-4
A
A
A
11S-005-AH1 (RED 16ga )
51 51
B
B
B
11KS-007-AH1 (BRN 16ga )
52 52
C
C
J533
J533_CP
P533
P11
11S-002-AA1 (RED 16ga ) 11KS-008-AA1 (BRN 16ga )
J11
PC1375
48 48
11KS-009-HH5 (BRN 16ga )
1
11KS-006-CC3 (BRN 16ga )
BATT
ON
1
SH5:A-10
87
1A
TO VEC-90 ENGINE RUN RELAY 21 (30)
87a
H
71GG-003-AA3 (YEL 18ga )
N
1
L1 L2
1
71GH-003-AA3 (ORG 18ga )
M PROPEL LOCKOUT INTERRUPT1
TB25
SH7:F-19 C
49-006-CC2 (TAN 16ga )
1
TB22 G
23FA-000-AA1 (YEL 16ga )
C
1
SH6:F-16
23D-000-AA1 (PNK 18ga )
1
23F-000-AA1 (TAN 16ga )
1
SWITCH CAB SECONDARY ENGINE SHUTDOWN (ESS)
510E-000-AA1 (DGR 18ga )
L1 L2
1
23F-001-AC2 (TAN 16ga )
AHT AUXBOX CONNECTOR (OPT)
5
P02
5
23F-002-CC2 (TAN 16ga )
J02
A
B
1-1
1-2
1-3
1-4
2-1
2-2
2-3
2-4
1
A
N1 N2
P303 1
R
510E-001-AA3 (DGR 18ga )
PROPEL LOCKOUT INTERRUPT2
PARK BRAKE RELEASED
P304 SH7:D-14
0-310-CC2 (BLK 18ga ) 439-000-CC2 (YEL 16ga )
17 17
439-001-AC2 (YEL 16ga )
1 1
1
J02 SH6:A-8 SH4:H-9
PC1375
TB27 R1 R2
1
R3 R4
1
w
439-002-AA3 (YEL 18ga )
ENG IGNITION
P302
P02
439-003-AE1 (YEL 16ga ) 439-005-AA1 (YEL 20ga ) SH5:A-13
712M-000-AA1 (PNK 20ga )
r
712-001-AA3 (ORG 18ga )
KEY SW +24V TO CNTRL PWR SW
P305
712IM-000-AA1 (ORG 16ga )
J03
0-006-AA2 (BLK 16ga )
49 49
21S-000-CC3 (YEL 16ga )
23 23
TB23 1
712K-001-AC3 (LBL 16ga )
N1 N2
1
N4
1
712K-003-AA1 (LBL 20ga )
0808610000 J03
RELAY KEY SWITCH (KSWPR) KSWPR-(-) KSWPR-(+) + 1
0-014-AA2 (BLK 16ga )
85
1 30
712-000-AA2 (ORG 8ga )
SH11:B-11
712K-000-CC3 (LBL 16ga )
START 1
P03
KEY SWITCH / ENGINE SHUTDOWN
1C
712K-004-CC3 (LBL 16ga )
OFF
SH8:K-9
1
712K-002-AA1 (LBL 16ga ) SWITCH KEY (KEYSW)
SH5:C-11
85
TIMED ENGINE SHUTDOWN RELAY 20
11KS-004-AC3 (BRN 16ga )
K1 K2
SH4:H-16
73S-000-AA1 (LBL 18ga )
ENGINE INTERLOCK RELAY 19
TB24 1
4G
30
87a D1
4C
G
1
86
87
11KS-005-JJ5 (BRN 16ga )
A
3H
30
87a
71GH-002-AA1 (ORG 16ga ) 3G
85
87
J12
PC1375
GE CONTROL INTERFACE
TB25
B
1-4
2-1
SH12:M-5
72RQ-002-AA1 (GRY 14ga )
J702
SH3:C-21
71GG-002-AA1 (YEL 16ga )
P702
31 31
20 20
71GG-001-AJ1 (YEL 16ga )
19 19
SH3:C-21
KSWPR-30
PB7276
86
1
87 1
TB22
P03 1
21S-001-AC3 (YEL 16ga )
712IM-000-AA1 (ORG 16ga )
H1 H2
1
H4
1
21S-003-AA1 (YEL 20ga ) 21S-002-AA1 (YEL 16ga )
SH5:A-6
11-004-AA2 (RED 8ga )
KSWPR-87
INTERFACE MODULE SECONDARY ENGINE SHUT DOWN
E
SH4:D-18
439-005-AA1 (YEL 20ga )
HYD BRAKE CABINET
TB32
IM3
SH4:C-13
PARK BRAKE RELEASED M
1
73S-000-AA1 (LBL 18ga )
73S-001-AA1 (LBL 20ga )
SWITCH PARK BRAKE RELEASE PRESSURE
M1 M2
1
N2
1
73S-002-AB1 (LBL 14ga ) 52A-001-AB1 (DBL 14ga )
E
E
73S-003-BB1 (LBL 14ga )
C NO
F
F
52A-000-BB1 (DBL 14ga )
A NC
IM2 ENGINE SHUTDOWN DELAY
F
PBRPS GB31-B AUXBOX GND BLCK
SH6:C-10
21NSL-003-AA1 (LTG 20ga )
D4
IM3
1
0-225-AB1 (BLK 14ga ) 0-226-AB1 (BLK 14ga )
H
H
P
P
P240
ENGINE SHUTDOWN DELAY RELAY H
C
PC2469
B
0-051-BB1 (BLK 16ga )
PBRPS
GB8 BRAKE CABINET 1
0-227-BB1 (BLK 14ga )
1
0-228-BB1 (BLK 14ga )
J240
712M-000-AA1 (PNK 20ga )
IM1 KEY SW DIRECT
P
CRANK REQUEST
j
712K-003-AA1 (LBL 20ga )
21S-003-AA1 (YEL 20ga )
IM2
SH13:I-11
+24V OUT W
24VIM-008-AA1 (LBL 16ga ) 1
24VIM-000-AA1 (LBL 20ga )
START ENABLE
B
24VIM-006-AC4 (LBL 16ga )
R
11SM1-002-AA1 (PNK 20ga )
1
START MOTOR 2
S
11SM2-002-AA1 (ORG 20ga )
1
TB28
SH3:M-17
F
1
1
SH8:F-12
24VIM-005-AC1 (LBL 16ga )
G4
F
21PS-001-AE2 (BRN 14ga )
F2 F1
1
11SM1-001-AE2 (GRY 14ga )
SH3:M-17
G2 G1
1
11SM2-001-AE2 (DGR 14ga )
SH3:M-17
IM3
VBATT2
G2 G1
VEC91-P4
TB28
START MOTOR 1
A
24VIM-001-AA1 (LBL 18ga )
21SL-000-AA1 (TAN 20ga )
IM1
VBATT
1
H4
EB7418
SH8:D-16
H2 H1
SH13:B-20
24VIM-002-AA1 (LBL 18ga )
TB32
1
H2 H1
1
21PS-000-AA1 (BRN 18ga )
H
G
E
85 87
3H
87a
VEC91-P3
VEC91-P3
11INT-000-AA1 (PNK 20ga )
VEC-91
4F
3G
4E
VEC-91
2D
30
2C
F27
F28 10
D
C
VEC91-P2
START ENABLE RELAY 30
10 VEC-91
86
11 BUSS
11 BUSS
VEC91-P4
IM1
11IM2-000-AA1 (WHT 20ga )
INTERFACE MODULE
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 4 of 20
24VDC AUXBOX BUSS
SH3:I-11
1 A1 A2 1
11-007-AK1 (RED 2/0 )
TB24
SH4:F-10
11-004-AA2 (RED 8ga )
1 A3 A4 1
SH4:B-9
INTERFACE MODULE
+12V LOADS
11-012-AA2 (RED 8ga )
71GE-002-AA1 (BRN 20ga )
U
1
J3
J4
1
K1 K2
1
K3 K4
1
SH4:D-19 SH14:L-19 SH14:M-19
712-001-AA3 (ORG 18ga ) 712-006-AA2 (ORG 18ga ) 712-007-AA2 (ORG 18ga ) 712-003-AA2 (ORG 10ga )
712-003-AA2 (ORG 10ga )
1
0-005-AA2 (BLK 10ga )
1
71CK-001-AA2 (PNK 8ga )
1
21PT-010-AA1 (DBL 20ga )
TB24 1 N
1
71GE-000-AA3 (BRN 16ga )
G1 G2
1
G3
10H H
D15
G 10G
71GE-001-AA1 (BRN 16ga )
VEC-91
D14
712 BUSS
RELAY KEY / GE CNTRL PWR (KCNPR) 1
71C-000-AA1 (ORG 16ga )
VEC91-P10
-
+
86
85
1 87
11-005-AA2 (RED 8ga )
VEC91-P10
SH4:F-6
0-006-AA2 (BLK 16ga )
1
11-012-AA2 (RED 8ga )
33H-000-AA3 (PUR 18ga )
k
12VDC CONVERTER (12VCN)
21PT-008-AA3 (DBL 18ga )
30 1
1
71CK-000-AA2 (PNK 8ga )
SH3:I-3
21PT-001-AA1 (DBL 14ga )
1
SH3:M-17
21PT-007-AE2 (DBL 14ga )
1
J3
J4
1
11B5-000-AA2 (DBL 8ga )
N1 N2
1
11-006-AA2 (RED 8ga )
1
712-005-AA1 (ORG 16ga )
1
11B1-000-AA2 (LBL 10ga )
GNDa 1
21PT-008-AA3 (DBL 18ga )
1
11B1-001-AA2 (LTG 8ga )
12Vb 1 1
50.0
1
0-009-AA2 (BLK 8ga )
GNDb
85
1 87
11B1-001-AA2 (LTG 8ga )
TB24
+
86
N4
1
71CK-003-AA3 (PNK 18ga ) 71CK-001-AA2 (PNK 8ga ) 71CK-002-AA2 (PNK 8ga ) 0-005-AA2 (BLK 10ga )
1
0-007-AA2 (BLK 16ga )
0-012-AA2 (BLK 10ga )
SH3:I-11
B1
S6B 11 BUSS S8A
DL1
58E-06-02050 VEC-90 71CK BUSS 1 S8A
L1 L3 L4
1
12V-000-AA2 (ORG 8ga )
0-012-AA2 (BLK 10ga )
1
1
1
0-011-AA2 (BLK 10ga )
1
712-004-AA2 (ORG 10ga )
1
11-011-AA2 (RED 8ga )
C2
1
0-413-AA1 (BLK 6ga )
SH8:L-11 SH8:L-11 SH8:N-10 SH8:P-10 SH9:C-16 SH10:G-17
0-129-AA1 (BLK 14ga ) 0-128-AA1 (BLK 14ga ) 0-055-AA1 (BLK 14ga ) 0-094-AA1 (BLK 14ga ) 0-425-AA1 (BLK 14ga ) 0-424-AA1 (BLK 14ga )
GB31-A AUXBOX GND BLCK
SP12
D2
1
0-414-AA1 (BLK 6ga )
SP13
GB31-B AUXBOX GND BLCK A2
1
0-160-AA1 (BLK 6ga )
SP14
GB31-B AUXBOX GND BLCK B2
1
0-415-AA1 (BLK 6ga )
SP15
0-219-AA1 (BLK 14ga ) 0-162-AA1 (BLK 14ga ) 0-163-AA1 (BLK 14ga ) 0-216-AA1 (BLK 14ga ) 0-080-AA1 (BLK 16ga ) 0-050-AA1 (BLK 14ga )
SH6:N-10 SH9:F-15 SH9:F-15 SH6:N-10 SH7:P-6 SH3:I-3
0-423-AA1 (BLK 18ga ) 0-270-AA1 (BLK 14ga ) 0-147-AA1 (BLK 16ga ) 0-161-AA1 (BLK 14ga ) 0-334-AA1 (BLK 16ga ) 0-333-AA1 (BLK 16ga ) 0-341-AA1 (BLK 16ga )
SH13:I-12 SH10:C-16 SH9:K-15 SH9:G-15 SH13:O-6 SH13:N-6 SH13:I-12
0-242-AA1 (BLK 14ga ) 0-240-AA1 (BLK 14ga ) 0-146-AA1 (BLK 16ga ) 0-241-AA1 (BLK 14ga ) 0-325-AA1 (BLK 16ga )
SH11:B-12 SH11:B-12 SH9:L-15 SH11:B-12 SH13:E-10
E
10E
10
VEC91-P10
85 30
11 BUSS
A2
1
0-130-AA1 (BLK 6ga )
SP10
GB31-A AUXBOX GND BLCK B2
1
0-131-AA1 (BLK 6ga )
SP11
0-222-AA1 (BLK 14ga ) 0-104-AA1 (BLK 14ga ) 0-127-AA1 (BLK 14ga ) 0-008-AA1 (BLK 14ga ) 0-223-AA1 (BLK 14ga ) 0-420-AA1 (BLK 14ga )
SH6:P-10 SH9:B-16 SH8:M-11 SH8:O-10 SH6:P-10 SH10:G-17
0-084-AA1 (BLK 14ga ) 0-165-AA1 (BLK 14ga ) 0-164-AA1 (BLK 14ga ) 0-126-AA1 (BLK 14ga ) 0-344-AA1 (BLK 16ga ) 0-075-AA1 (BLK 16ga )
SH8:P-10 SH9:D-15 SH9:E-15 SH8:N-11 SH13:O-15 SH7:O-9
0-422-AA1 (BLK 14ga ) 0-263-AA1 (BLK 14ga ) 0-134-AA1 (BLK 16ga ) 0-426-AA1 (BLK 14ga ) 0-402-AA1 (BLK 14ga ) 0-407-AA1 (BLK 14ga )
SH11:L-11 SH11:F-10 SH9:J-15 SH10:F-17 SH14:D-7 SH14:C-8
VEC-91
5
C3
1
12E E
1
11C
11B
1
11ER-000-AA1 (RED 12ga )
VEC91-P11 B
11FS-000-AA1 (RED 16ga )
1
12VREG-000-AA1 (LBL 12ga )
VEC91-P11 C
TB24
10 10
20
SP100
0-019-AA2 (BLK 16ga ) 712L-002-AA2 (DBL 16ga )
A
S7A
S6A S6B S8A
12V BUSS
B
712L-003-AA2 (DBL 16ga )
A
0-021-AA2 (BLK 16ga )
B
712L-004-AA2 (DBL 16ga )
A
1
DL5
0-017-AA2 (BLK 16ga )
712 BUSS
SP103 SP102
S8B 11 BUSS 1 S5A
0-022-AA2 (BLK 16ga )
B
712L-005-AA2 (DBL 16ga )
A
PC3010
DL5
DL6
AUX BOX DOME LIGHTS
PC3010
DL4
GB31-A AUXBOX GND BLCK B3
PC3010
DL3
DL4
0 BUSS
PC3010
DL2
0-020-AA2 (BLK 16ga )
58E-06-10530 VEC-91
0-023-AA2 (BLK 16ga )
B
712L-006-AA2 (DBL 16ga )
A
PC3010
DL6
1
TB22 F1 F2
0-202-CC4 (BLK 18ga )
1
65A-003-AC4 (WHT 16ga )
4
4
65A-004-CC4 (WHT 18ga )
D1 D2
1
65-002-AC4 (TAN 16ga )
1
1
65-003-CC4 (TAN 18ga )
TB22 D1 D2 D3
GB31-A 1
C1
1
GB31-A C4
B1 B2
1
12VREG-001-AC3 (LBL 14ga )
12 12
12VREG-003-CC3 (LBL 14ga )
B3
1
12VREG-002-AC3 (LBL 14ga )
13 13
12VREG-004-CC3 (LBL 14ga )
21 21
11ER-003-CC3 (RED 14ga )
1
11ER-001-AC3 (RED 14ga )
1
22 22
11ER-002-AC3 (RED 14ga ) 0-203-AC3 (BLK 14ga )
67 67
0-204-AC3 (BLK 14ga )
68 68
1
69 69
0-205-AC3 (BLK 14ga ) 0-206-AC3 (BLK 14ga )
70 70
11FS-001-AC3 (RED 16ga )
26 26
11ER-004-CC3 (RED 14ga ) 0-207-CC3 (BLK 14ga ) 0-208-CC3 (BLK 14ga )
SP156
12VREG-005-CC3 (LBL 12ga )
11ER-005-CC3 (RED 12ga )
SP155 GB12
1 A1 A2 1
GB12
0-209-CC3 (BLK 14ga )
3
1
1
2
2
0-212-CC3 (BLK 12ga )
4
4
J601
0-210-CC3 (BLK 14ga )
3
0-211-CC3 (BLK 12ga )
1 B1
0-213-CC3 (BLK 16ga ) 11FS-002-CC3 (RED 16ga )
J03
ENTERTAINMENT RADIO
CUSTOMER OP-CAB COMMUNICATION RADIO CONNECTION
ENTERTAINMENT RIGHT FRT SPEAKER
ENTERTAINMENT LEFT FRT SPEAKER
P601_CP
B
B
A
A
C
C
J602
9H
12VDC POWER PORT #1
TB24 H
VEC91-P9
67C-000-AA1 (BRN 12ga )
1
V1 V2
1
V4
1
67C-001-AC3 (BRN 14ga )
29 29
0-385-AC3 (BLK 14ga )
40 40
67C-002-AC3 (BRN 14ga )
30 30
0-386-AC3 (BLK 14ga )
12VDC SUPPLY & CUSTOMER OPTIONAL ACCESSORY POWER
41 41
P03
J03
67C-003-CC3 (BRN 14ga ) 0-383-CC3 (BLK 14ga ) 67C-004-CC3 (BRN 14ga ) 0-384-CC3 (BLK 14ga )
1 1
2 1
PC1374
CAB ENTERTAINMENT RADIO
J04
P602_CP
CUSTOMER OP-CAB FIRE SUPPRESSION CONNECTION
ENTERTAINMENT LEFT REAR SPEAKER
ENTERTAINMENT RIGHT REAR SPEAKER VEC-91
712L-000-AA2 (DBL 16ga )
B
DL3
F1 F2
P04
P03
F63
DL2
SP104
0-091-AC4 (BLK 16ga )
TB21
VEC91-P11
12V BUSS
DL1
SH14:O-15
0-234-AA2 (BLK 16ga )
65-000-AA1 (TAN 16ga )
11G G
20
1
A
SH12:E-6
0-233-AA2 (BLK 16ga )
GB31-A
1
65A-000-AA1 (WHT 16ga )
VEC91-P12
VEC-91
3
712L-001-AA2 (DBL 16ga )
PC3010
AUXBOX TB POINT GROUNDS
SH14:E-8
87a
20
F41
SP09
GB31-A AUXBOX GND BLCK
12F F
87
F22
F40
0-417-AA1 (BLK 6ga )
SH14:D-7 SH10:G-17 SH9:L-15 SH11:E-10 SH14:B-8 SH13:M-6
86
ENTERTAINMENT RADIO RELAY 37
11 BUSS
1
0-401-AA1 (BLK 14ga ) 0-421-AA1 (BLK 14ga ) 0-135-AA1 (BLK 16ga ) 0-255-AA1 (BLK 14ga ) 0-403-AA1 (BLK 14ga ) 0-336-AA1 (BLK 16ga )
VEC-91
712 BUSS
F23
SP08
2
B
SH5:D-9
11B1-002-AA1 (LBL 10ga )
0 BUSS
0-416-AA1 (BLK 6ga )
GB31-B AUXBOX GND BLCK D2
GB31-A AUXBOX GND BLCK
1
1
SR8325
S5B
C2
712 BUSS
0-018-AA2 (BLK 16ga )
S7B
S7B
GB31-B AUXBOX GND BLCK
F55 5
712A-000-AA1 (WHT 16ga )
S8B 0 BUSS 1 S7A
SH5:K-5
11B1-002-AA1 (LBL 10ga )
VEC BLOCK / GROUND / POWER DISTRIBUTION
AUXBOX FRAME GROUND CONNECTIONS
VEC-91
SWITCH AUX BOX DOME LIGHT (DLS)
1
1
9F
30 1
1 A1 A3 1
0-002-AJ3 (BLK 2/0 )
S7B 71CK BUSS S6A
PB7276
GB31-A AUXBOX GND BLCK
PC1110
S5B 0 BUSS S7A
F
12V POWER RELAY (12VPR) -
VEC-89
71CK-002-AA2 (PNK 8ga )
71CK-003-AA3 (PNK 18ga )
PB8460
12Va 1
J1
2
CB60
24Vb
TB28
2000.0
R44
24Va 1
21PT-010-AA1 (DBL 20ga )
P304
1
33H-000-AA3 (PUR 18ga )
S5A
712 BUSS
S8B
58B-06-00120
g
1
58E-06-02070
TB24
PB7276
P305
ENGINE STARTER REQUEST
J2
11-006-AA2 (RED 8ga )
GE CONTROL INTERFACE
SW TO GND FOR LAMP TEST
1
J1
11B1-003-AA1 (LBL 20ga )
IM3
CNTRL PWR ON SIG
11-012-AA2 (RED 8ga ) 712-005-AA1 (ORG 16ga )
11B1-003-AA1 (LBL 20ga )
GE CNTRL PWR ON SIG M
CRANK SENSE
EB7418
B4 1
h
1
712-000-AA2 (ORG 8ga )
11-005-AA2 (RED 8ga )
1 B1 B2 1
11-010-AA1 (RED 16ga )
SH4:F-6
+
1
RF(+)-001-CC4 (WHT 18ga )
-
2
RF(-)-001-CC4 (BLK 18ga )
PC0724
A B C D E F
P211
+
1
-
2
LF(+)-001-CC4 (WHT 18ga ) LF(-)-001-CC4 (BLK 18ga )
PC0724
+
1
-
2
LR(+)-001-CC4 (WHT 18ga ) LR(-)-001-CC4 (BLK 18ga )
A B C D E F
J210
A B C D E F
J211 A B C D E F
P210
65-001-CC5 (ORG 18ga ) LF(+)-000-CC5 (WHT 18ga ) RF(+)-000-CC5 (WHT 18ga ) 65A-001-CC5 (TAN 18ga ) 65A-002-CC5 (TAN 18ga ) RF(-)-000-CC5 (BLK 18ga ) LF(-)-000-CC5 (BLK 18ga ) 0-099-CC5 (BLK 18ga ) LR(+)-000-CC5 (WHT 18ga ) RR(+)-000-CC5 (WHT 18ga ) RR(-)-000-CC5 (BLK 18ga ) LR(-)-000-CC5 (BLK 18ga )
7 13 11 4
(+) 12V SUPPLY SPEAKER LEFT FRONT (+) SPEAKER RIGHT FRONT (+) IGNITION
6
DIMMER
12 SPEAKER RIGHT FRONT (-) 14 SPEAKER LEFT FRONT (-) 8 15 9 10 16
P737
GROUND SPEAKER LEFT REAR (+) SPEAKER RIGHT REAR (+) SPEAKER RIGHT REAR (-) SPEAKER LEFT REAR (-)
PC2172
PC0724
+
1
-
2
RR(+)-001-CC4 (WHT 18ga ) RR(-)-001-CC4 (BLK 18ga )
PC0724
12VDC POWER PORT #2 1 1
2 1
PC1374
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 5 of 20
ENGINE QSK60 INTERFACE TIER II
J
BATTERY GROUND 2
K
BATTERY GROUND 3
0-060-EE1 (BLK 12ga )
SP115
0-061-EE1 (BLK 12ga )
L
SP116
0-062-EE1 (BLK 12ga )
0-063-EE1 (BLK 14ga ) 0-064-EE1 (BLK 14ga ) 0-065-EE1 (BLK 14ga ) 0-066-EE1 (BLK 14ga ) 0-067-EE1 (BLK 14ga ) 0-068-EE1 (BLK 14ga ) SP117
P804
4 4 64 64 65 65 66 66 67 67 68 68 69 69
11E4-001-AE1 (BRN 14ga )
GB31-B
0-069-AE1 (BLK 14ga ) 0-070-AE1 (BLK 14ga ) 0-071-AE1 (BLK 14ga ) 0-072-AE1 (BLK 14ga ) 0-073-AE1 (BLK 14ga ) 0-074-AE1 (BLK 14ga )
1 C1 1 B4 1
D1
11E1-000-AA1 (YEL 12ga )
1
A3
1
B1 B2
1
11E2-000-AA1 (LBL 12ga )
1
B3
1
C1 C2
1
11E3-000-AA1 (DBL 12ga )
1
C3
1
D1 D2
1
1
M1 M2
1
A
VEC91-P2
H
VEC91-P2 G
11E4-000-AA1 (BRN 14ga ) 65S-000-AA1 (BRN 16ga )
VEC-91
2B
B
VEC91-P2
20 F37
11 BUSS
20 VEC-91
2H
F38
11 BUSS
20 VEC-91
2G
F39
11 BUSS
20
VEC91-P2 12G G
VEC-91 0 BUSS
VEC91-P12
85 F25
712 BUSS SHUTTER CONTROL
A
ENGINE DELAY SHUTDOWN
E
COOLANT LEVEL SWITCH 15V SUPPLY
J
65S-002-EE1 (BRN 16ga )
25 25
21NSL-000-EE1 (LTG 16ga )
12 12
COOLANT LEVEL SIGNAL W
1
SWITCH COOLANT LEVEL TIER 2
924-000-EE1 (PNK 18ga )
E1 E2
1
E4
1
A + V SUPPLY B SIGNAL LOW C GROUND
926-000-EE1 (WHT 18ga )
X
ETHER START CONTROL
C
28EC-001-EE1 (DBL 16ga )
18 18
28EC-002-AE1 (DBL 16ga )
1
H1 H2
1
RESERVE OIL LEVEL LOW SIGNAL
K
21OR-000-EE1 (YEL 16ga )
16 16
21OR-001-AE1 (YEL 16ga )
1
K1 K3
1
RESERVE OIL LEVEL SENSOR RETURN
N
21ORR-000-EE1 (WHT 16ga )
11 11
21ORR-001-AE1 (WHT 16ga )
925-000-EE1 (TAN 18ga )
P802
1
60 60
THROTTLE SIGNAL INPUT 15 THROTTLE SIGNAL RETURN 28
952M/0-002-AE1 (BLK 16ga )
916M-003-EE1 (RED 18ga )
62 62
916M-002-AE1 (RED 16ga )
SENSOR SUPPLY +5 VOLT (THROTTLE) 20 DIAGNOSTIC FLASH CODE TEST
1
SHIELD-267
ENGINE MAINTENANCE LIGHT BLUE (OUTPUT) 18
63 63
528A-001-EE1 (LBL 16ga )
22 22
CHECK ENGINE LIGHT AMBER (OUTPUT) 17
419I-000-EE1 (DBL 16ga )
20 20
6
509-000-EE1 (PNK 16ga )
21 21
RED LIGHT FAULT INPUT
ENGINE FAULT LIGHT RED (OUTPUT) 16
ENGINE TEST / FAN CLUTCH
6
509-001-EE1 (GRY 16ga )
2
2
FAN CLUTCH ON FULL
5
1
556-001-AE1 (WHT 16ga )
419I-003-AE1 (DBL 16ga )
6
509-003-AE1 (GRY 16ga ) TB31
1
22FO-001-AE1 (TAN 16ga )
FAN ON FULL ENGINE TEST
X1
1
T3 W4
1
1
W1 W2
1
1
V1 W3
1
V2
1
1
X1 X2
1
1
F1 F2
1
F4
1
1
S1 S2
1
1
S3
1
S4
GE CONTROL INTERFACE
2 3 4 1
B
CAN J1939 SHLD
C
MC204
SH14:O-15 SH13:I-13
0-235-AA2 (BLK 16ga ) 0-267-AA2 (BLK 16ga )
G1
939YE-000-EE1 (YEL 18ga )
57 57
939GE-000-EE1 (GRN 18ga )
58 58
SHIELD-208
SHIELD-208 WIF
1
27WS-000-EE1 (WHT 16ga )
WATER IN FUEL SENSOR RETURN
2
27WR-000-EE1 (BLK 16ga )
2
FUEL FILTER SENSOR SIGNAL
3
27LPS-000-EE1 (WHT 16ga )
1
FUEL FILTER SENSOR RETURN
4
27LPR-000-EE1 (BLK 16ga )
2
ENGINE WATER IN FUEL SENSOR (TIER II ONLY)
1
419I-005-AA2 (DBL 16ga )
2000.0
1
509-006-AA2 (GRY 16ga )
2000.0
41 41 42 42
34 34
J808
P808
1
928-001-AE1 (BLK 18ga )
1
929-001-AE1 (WHT 18ga )
1 1
SHIELD-782
SHIELD-782 MC684
33 33
W1 W2
1
900-001-AE1 (WHT 18ga )
1
901-001-AE1 (BLK 18ga ) SHIELD-781
SHIELD-781
712 BUSS
BRAKE CABINET
TB31
MC686
C
67 67
928-003-CC2 (BLK 18ga )
B
68 68
929-003-CC2 (WHT 18ga )
927-002-AC2 (RED 18ga )
66 66
B1 B2
1
928-002-AC2 (BLK 18ga )
C1 C2
1
929-002-AC2 (WHT 18ga )
D1 D2
1
TB28
SHIELD-787
SHIELD-787
T1 T2
1
900-002-AC2 (WHT 18ga )
1
V1 V2
1
901-002-AC2 (BLK 18ga )
1
S1 S2
1
MC687
69 69
RECDR
C1
NC1
PC1804
65C-000-EE1 (DBL 14ga )
51 51
VEC-91
F49
9A
15
1
P803
XB7317
P803
65T-001-EE1 (DBL 14ga ) 36-000-EE1 (YEL 14ga )
C
NO 1
SG3290
0-092-EE1 (BLK 14ga ) 11ORS-000-EE1 (YEL 14ga ) SWITCH ENGINE OIL RESERVE PRESS T2 (ORPS)
1
C
NO 1
SG3290
ENGINE INTERFACE TIER II OPTION (TIER I - SEE SHEET 7)
DIAG2
ENG CAUTION INPUT
v
ENG WARN INPUT
J3
J4
1
SH4:C-13
23D-000-AA1 (PNK 18ga )
58B-06-00120 1
23D-001-AA2 (PNK 18ga )
2000.0
2
1
531SC-001-AA2 (DGR 18ga )
TB27 P1 P2
1
c
ALTERNATE 1400 RPM DIG IN OPT
e
SYS RUN TO ENG ECU
79RD-001-AA3 (BRN 18ga )
b
REVERSE OUT
72FD-001-AA3 (WHT 18ga )
a
FORWARD OUT
531SC-000-AA3 (DGR 18ga )
A
1
12H-000-AA1 (LBL 16ga )
1
X1 X4
1
X2
1
TB28 A1 A2
1
72FD-000-AA1 (WHT 18ga )
72CPU-001-AA3 (BLK 18ga )
S1 S2
1
R1 R2
1
B C
NO
C
NC
A
K
44R-004-BB1 (GRY 14ga )
2
1
XA3347 D2 1
52CS-004-BB1 (GRY 14ga )
SP161
52CS-006-BB1 (GRY 14ga )
PBS
J
J
G
G
J240
2
44R-005-AB1 (GRY 14ga ) SH11:G-4
SBPS
PC1677
K
52CS-005-BB1 (GRY 14ga )
44R-003-AA1 (GRY 18ga )
71BC-003-AB1 (DGR 14ga )
52CS-003-AB1 (GRY 14ga )
1 1
TB35
P302
F1 F2
1
F3 F4
1
44R-000-AA3 (GRY 18ga ) 44R-001-AA1 (GRY 20ga )
SH7:H-19
B
SERVICE BRAKES APPLIED
P303
SH7:F-10
SH7:I-11
P240
ENGINE INTERFACE CIRCUITS
TIER I ENGINE CENSE J1587 SH15:C-15 CAB DIAGNOSTIC DIAG2 CONNECTOR (OPT)
901-003-CC2 (BLK 18ga ) SHIELD-794
J02
P140 1
G1 G2
SH7:K-16 SH10:J-20
12H-001-AC3 (LBL 16ga )
65T-003-AC3 (DBL 16ga ) SH7:O-6
65T-000-AA1 (DBL 16ga )
1
1
79RD-000-AA1 (BRN 18ga )
TB29
SH15:C-15
900-003-CC2 (WHT 18ga )
TB22
1
11 BUSS
11 BUSS
1
u
2
2
1
1
P03
12H-002-CC3 (LBL 16ga )
OP-CAB HVAC MODULE PC2600
65T-004-CC3 (DBL 16ga )
J03
OPERATOR CAB HVAC
SH7:G-9
36-002-AA1 (YEL 18ga )
A B C D
0-090-CC3 (BLK 16ga ) 41TS-011-CC3 (DGR 16ga )
2
0-088-EE1 (BLK 14ga )
SWITCH ENGINE RUN OIL PRESSURE T2 (EOPSW)
A
A/C COMPRESSOR CLUTCH T2
RECDR
1
TIER I ENGINE CENSE RS232 CAB DIAGNOSTIC DIAG2 CONNECTOR (OPT)
MC689
49 49
SHIELD-788
MC688
SHIELD-793
50 50
SHIELD-788
36-001-AE2 (YEL 14ga )
GB3 ENG GND BLOCK
2
1
SWITCH SERVICE BRAKE PSI
71BC-005-BB1 (DGR 14ga )
927-003-CC2 (RED 18ga )
1
65T-002-AE2 (DBL 14ga )
22C-000-EE1 (GRY 16ga )
1
J1
SOLENOID PARK BRAKE
MC688
TB30
1 A3
J2
71BC-007-BB1 (DGR 14ga )
PC1150
A2
A1
ANALOG ENG RPM COMMAND SHIELD
509-004-AA3 (GRY 18ga )
1
SBPS 1 2 3 4
VEC91-P9
0-087-EE1 (BLK 16ga )
23D-002-AA2 (PNK 18ga )
TB27
SH7:M-9
72CPU-001-AA3 (BLK 18ga )
P02
C2
2
PBS
40 40
LP
4
509-004-AA3 (GRY 18ga )
SH7:M-9
SH15:B-2
927-001-AE1 (RED 18ga )
x
23D-003-AA2 (PNK 18ga )
SHIELD-270
32 32
3
2
R4 58B-06-00120
SH15:B-2
939GE-001-AE1 (GRN 18ga )
39 39
PRE-ENGINE FUEL SENSOR (TIER II ONLY)
ANALOG ENG RPM COMMAND SIG
419I-001-AA3 (DBL 18ga )
PC2834
PC2098
NO2
419I-001-AA3 (DBL 18ga )
58B-06-00120
71BC-006-BB1 (DGR 14ga )
MC258
MC685
s
SHIELD-202
FAN ON FULL TEST POINT
939YE-001-AE1 (YEL 18ga )
ANALOG ENG RPM COMMAND COMM
SHIELD-202
71BC-004-BB1 (DGR 14ga ) 1
WATER IN FUEL SENSOR SIGNAL
P826
59 59
MC258
r
R5
1
1
22C-005-AE1 (GRY 16ga )
ANALOG ENG RPM COMMAND SUPP
916M-001-AA3 (RED 18ga )
72CPU-001-AA3 (BLK 18ga )
TB27
q
952M/0-001-AA3 (BLK 18ga )
JB4A
P820
SWITCH A/C RECIEVER DRYER T2
556-000-AA3 (WHT 18ga )
R3
72CPU-000-AE1 (BLK 16ga )
31 31
22C-001-EE1 (GRY 16ga ) 22C-000-EE1 (GRY 16ga )
MC202
11POR-000-EE1 (GRY 14ga ) 1
18AZ-000-EE1 (DGR 14ga )
N
N
B
B
C
C
D
D
E
E
J
J
SPR_2
F31 15 F32 15
GB31-B 1 A1
0-215-AE2 (BLK 14ga )
18AZ-001-AE2 (DGR 14ga )
VEC-91
VEC-91
4C
C
4A
A
VEC91-P4
VEC91-P4
11RCNT-000-AA1 (TAN 14ga ) 1
11POR-001-AE2 (GRY 14ga )
1
P801
TB28 D1 D2
1
E1 E2
1
ENGINE OIL RESERVE SYSTEM (OPT) 11POR-003-AA1 (GRY 14ga )
11POR-002-AA1 (GRY 14ga )
SPR_3 J801
SH15:O-15
0-519-AJ1 (BLK 16ga )
11ORS-001-AE2 (YEL 14ga )
1
ENGINE OIL RESERVE SYSTEM OPTION
11ORS-002-AA1 (LBL 14ga )
1
11RCNT-003-AA1 (TAN 14ga )
TB28
SH5:I-5 SH5:I-5
11RCNT-001-AA1 (TAN 14ga )
J506
55 55
11POR-005-AJ1 (GRY 14ga )
56 56
0-217-AJ1 (BLK 14ga )
57 57
0-518-AJ1 (BLK 14ga )
21OR-005-AA1 (LBL 16ga )
SH6:D-9
21ORR-005-AA1 (DGR 16ga )
SH6:D-9
21ORR-003-AA1 (DGR 16ga )
11POR-002-AA1 (GRY 14ga ) SH5:H-9
0-222-AA1 (BLK 14ga )
11RCNT-003-AA1 (TAN 14ga ) SH5:I-9
0-223-AA1 (BLK 14ga )
2
1
1
1
1
2
2
2
P505-
59 59
21OR-006-AJ1 (LBL 16ga )
1
1
60 60
21ORR-006-AJ1 (DGR 16ga )
2
2
J12
21OR-002-AA1 (LBL 16ga )
2
WHT BLK
0-218-AJ1 (BLK 14ga )
P504
SH6:D-9
2
P506
0-216-AA1 (BLK 14ga ) 0-219-AA1 (BLK 14ga )
SH6:D-9
1
11RCNT-002-AJ1 (TAN 14ga )
58 58
L1
SP777
P506_CP 1
J505_CP
BLK
J505
OIL RESERVE LEVEL SW (OPT)
J504_CP
P12
25 25
21OR-004-AH1 (LBL 16ga )
26 26
21ORR-004-AH1 (DGR 16ga )
28 28 29 29
1
1
2
2
P170
27 27
OIL RESERVE LEVEL SW (OPT)
J170_CP
11POR-004-AH1 (GRY 14ga )
1
1
0-221-AH1 (BLK 14ga )
2
2
J190
11RCNT-004-AH1 (TAN 14ga )
30 30
0-220-AH1 (BLK 14ga ) J11
WHT
BLK
A
11A
MC202
PC1150
CAN J1939 LOW
VEC91-P12
1
JB41
P806
SH7:P-6
28E-000-AA1 (DBL 16ga )
1 D3
0-086-AE1 (BLK 14ga )
26 26
1000 ENGINE RPM COMMAND (NOT USED) 14
CAN J1939 HIGH
87a
TB24
22C-003-EE1 (GRY 16ga )
1400 ENGINE RPM COMMAND (NOT USED) 25
T1 T2
509-002-AE1 (PNK 16ga )
22C-002-EE1 (GRY 16ga )
FAN CLUTCH 5VDC SUPPLY 26
1
SHIELD-205
70 70
0-085-EE1 (BLK 14ga )
1000.0
12C C
87
TB27
MC203
R50
GB31-B
CHASSIS GROUND RETURN 22
SH6:N-10 SH6:O-11
21ORR-005-AA1 (DGR 16ga ) 21ORR-003-AA1 (DGR 16ga )
VEC-91
86
30
10
SH7:O-6
65SR-000-AA1 (ORG 16ga )
VEC91-P12
ETHER START (OPT) RELAY 36
SHIELD-205
17 17
22FO-000-EE1 (TAN 16ga )
1
556A-001-AE1 (GRN 16ga )
61 61
F21
11 BUSS
58B-06-00130
952M/0-003-EE1 (BLK 18ga )
85
21OR-005-AA1 (LBL 16ga ) SH6:N-10 21OR-002-AA1 (LBL 16ga ) SH6:O-11 CONNECTION FOR LOW LEVEL SENSOR EB7418 FOR RESERVE OIL TANK OPTION
556-002-AE1 (WHT 16ga )
47 47
556A-002-EE1 (WHT 18ga )
VEC91-P12
0-388-AA2 (BLK 18ga )
28EC-000-AA1 (DBL 18ga )
L1 L2 L3
MC203
1
1000.0
0 BUSS
R51
K2
P805
MC256
2
TB27
XA4486
D 12D
58B-06-00130
21NSL-004-AA2 (LTG 18ga )
COOLANT LEVEL SWITCH RETURN
SH4:H-9
21NSL-003-AA1 (LTG 20ga )
87a
SHUTTER CONTROL (OPT) RELAY 39
TB27
21NSL-001-AE1 (LTG 16ga )
12H H
87
30
10
65S-001-AE1 (BRN 16ga )
86
(OPTIONAL)
BATTERY GROUND 1
SP114
11E4-002-EE1 (BRN 14ga )
1
PC2799
F
A2
ENGINE INTERFACE CIRCUITS
11 BUSS
AFC500 AUTO REFILL CONTROL BOX (OPTIONAL)
BATTERY 24V UNSWITCHED 4
A1
F36
MOTOR
D
1
VEC-91
2A
VAL -24V+24V
BATTERY 24V UNSWITCHED 3
11E1-001-AE1 (YEL 14ga ) 11E1-002-AE1 (YEL 14ga ) 11E2-001-AE1 (LBL 14ga ) 11E2-002-AE1 (LBL 14ga ) 11E3-001-AE1 (DBL 14ga ) 11E3-002-AE1 (DBL 14ga )
TB27
COM LO
C
SH4:D-18
439-003-AE1 (YEL 16ga )
HI
BATTERY 24V UNSWITCHED 2
5 1 7 2 8 3 9
WHT GRN
A
5 1 7 2 8 3 9
P11
P190_CP
1
1
2
2
P180
J180_CP
1 2 3
BATTERY 24V UNSWITCHED 1
439-004-EE1 (YEL 16ga ) 11E1-003-EE1 (YEL 14ga ) 11E1-005-EE1 (YEL 12ga ) 11E1-004-EE1 (YEL 14ga ) SP112 11E2-003-EE1 (LBL 14ga ) 11E2-005-EE1 (LBL 12ga ) 11E2-004-EE1 (LBL 14ga ) SP113 11E3-003-EE1 (DBL 14ga ) 11E3-005-EE1 (DBL 12ga ) 11E3-004-EE1 (DBL 14ga )
RESERVE OIL LEVEL SENSOR
H
FILL VALVE
IGNITION 24V SIGNAL
RIGHT SIDE OIL RESERVE SYSTEM OPT. LOCATION
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 6 of 20
ENGINE QSK60 INTERFACE TIER I
D
P806-
G
UNSWITCHED BATTERY POWER 2
5 1 7 2 8 3 9
439-006-EE3 (WHT 16ga ) 11E1-006-EE3 (RED 14ga ) 11E2-006-EE3 (RED 14ga )
P805-
BATTERY GROUND 2 23
VEC-89
F56
712 BUSS
10
4B
B
P806SHUTTER CONTROL
A
65S-003-EE3 (BRN 16ga )
ENGINE DELAY SHUTDOWN (3 MIN)
C
21NSL-002-EE3 (LBL 16ga ) P805-
4
COOLANT LVL SWITCH V RETURN
6
S
COOLANT LEVEL SWITCH LOW
T
C +5V B GND D HIGH A LOW
930-001-EE3 (LTG 16ga ) 926-001-EE3 (WHT 16ga )
XA3603
P802-
28EC-003-EE3 (DBL 16ga )
+5V REFERENCE M P
ENGINE RPM COMMAND SIGNAL (PWM)
L
OPERATOR CAB PASSENGER AIR SEAT MOTOR CONNECTOR
A
2
1 2 3 4
712DS-002-CC2 (ORG 14ga ) 712DS-003-CC2 (ORG 14ga ) 712DS-004-CC2 (ORG 14ga )
J02
JB4E
PC1150
712DS-003-CC2 (ORG 14ga )
B
0-309-CC2 (BLK 14ga )
J228
712DS-004-CC2 (ORG 14ga )
B
0-308-CC2 (BLK 14ga )
J229
JB6C
16 11
P806-
ENGINE RPM COMMAND SIGNAL REFERENCE
A
OPERATOR CAB SEATS
18
P805ENGINE ETHER START OUTPUT 26
2
712DS-001-AC2 (ORG 14ga )
12
SWITCH COOLANT LEVEL TIER 1
925-001-EE3 (TAN 16ga )
P806COOLANT LEVEL SWITCH HIGH
OPERATOR CAB DRIVERS AIR SEAT MOTOR CONNECTOR
25
924-001-EE3 (PNK 16ga )
1
GB12 REAR CAB
1 2 3 4 5 6
1 D3
0-266-CC2 (BLK 14ga ) 0-260-CC2 (BLK 18ga ) 0-310-CC2 (BLK 18ga ) 0-311-CC2 (BLK 18ga )
SH7:F-20
SH4:C-18 SH10:I-9
56B0611510
5EFQ-000-EE3 (BLK 16ga ) MC680
60
556-003-EE3 (WHT 18ga )
J2-AA7 (BLK 18ga )
47
P805-
ENGINE RPM COMMAND 10
62
916M-000-EE3 (BLK 18ga )
AHT AUXBOX CONNECTOR (OPT)
63
SHIELD-771 ENGINE BLUE LIGHT FAULT 17
528A-000-EE3 (LBL 16ga )
22
ENGINE YELLOW LIGHT FAULT 16
419I-004-EE3 (DBL 16ga )
20
p
FWD DIR REQ
1
79BA-001-AA3 (YEL 18ga )
TB23 X1 X2
1
22FO-002-EE3 (TAN 16ga )
ENGINE RED LIGHT INPUT
K
BATTERY GROUND 1
X
ROCKFORD FAN CLUTCH CONTROL
H
79BA-000-AA3 (YEL 18ga )
H
SEL SW IN REVERSE
52CA-000-AA3 (BRN 18ga )
K
PARK BRAKE SW CLOSED
JB6B
1 2 3 4 5 6
ENGINE FAN CLUTCH CONTROL 11
A
CAN J1939 LOW
B
CAN J1939 SHLD
C
31
22C-006-EE3 (GRY 16ga )
71CK BUSS
72CPU-002-EE3 (BLK 16ga ) MC683
939YE-002-EE3 (YEL 18ga )
57
939GE-002-EE3 (GRN 18ga )
58
SHIELD-775
SHIELD-775
MC682
L
SHIELD-774
SHIELD-774
P804-
MC681
2
ENGINE QUANTUM J1587 DIAGNOSTIC SUPPLY
85
SHIELD-773
P304
79B-002-AA1 (YEL 18ga ) 9B
B
72N-002-AA1 (PNK 18ga )
D14
72-003-AA3 (GRY 18ga ) D2
TO VEC-90 RELAY 20 (87a)
D3 D4
D13
72-002-AA1 (GRY 18ga ) 1G 1F 1E
11B
87
G
42
0 BUSS
E
1
52PB-000-AA1 (PUR 16ga )
0 BUSS
34
86 11A
87
30
SH6:H-18
TB24
1
52CS-003-AB1 (GRY 14ga )
A
12D
K1 K2
1
1
L1 L2
1
1
L3
1
M1 M2
1
52C-001-AC2 (BRN 18ga )
13 13
79B-001-AC2 (YEL 18ga )
14 14
P806-
J808-
86
D5
87
30
1
52CS-000-AA1 (GRY 16ga )
72N-001-AC2 (PNK 18ga )
B1 B2
1
B4
1
TB32 K1 K2
N1
1
N3 N2
1
12A
P2
1
87
9D
P803-
XB7317
SWITCH ENGINE RUN OIL PRESSURE T1 (EOPSW)
N B
SWITCH ENGINE OIL RESERVE PRESS T1 (ORPS)
1
C
1
D10
C
J02
P250
SH13:M-16 SH13:I-13
0-231-AA2 (BLK 18ga ) 0-345-AA2 (BLK 18ga ) 0-238-AA2 (BLK 16ga )
1
X3
R18
1
X4
2
1
TB24 M1 M2
B1 B2
1
EM5648
2
71SS-002-CC2 (LBL 18ga )
P250
PC1817a
TO CAMERA SYSTEM
SH15:J-3
INTERFACE MODULE
SH6:G-20
44R-001-AA1 (GRY 20ga )
C
SERVICE BRAKE PRESS SW
SH7:F-14
52CA-003-AA1 (BRN 20ga )
T
SELECTOR SWITCH PARK
V
PARK BRAKE RELEASE REQUEST
P
HYD LADDER NOT UP
510E2-001-AA1 (DGR 20ga )
IM3
TB21
58B-06-00290
50.0
F
SH12:E-5
1
X1 X2
0-230-AA1 (BLK 20ga )
C
IM GROUND
E
PARK BRAKE SOLENOID
N
SELECTOR SW (NOT IN PARK)
IM1 1
72FNR-001-AA1 (DBL 20ga )
IM2 1
L4
1
L
712BL-001-AA1 (DGR 20ga ) 712BL-002-AC3 (DGR 16ga )
712BL-002-AC3 (DGR 16ga )
1
1
0-095-CC3 (BLK 16ga ) 0-090-CC3 (BLK 16ga )
52B1-003-CC3 (PUR 16ga )
25 25
52B1-001-AC3 (PUR 16ga ) 39HA-001-AC3 (YEL 16ga )
31 31
39H-001-AC3 (YEL 16ga )
28 28
52B1-001-AC3 (PUR 16ga )
IM1
SWITCH BRAKE LOCK
SH6:J-12
52B1-002-CC3 (PUR 16ga )
3 3
39HA-000-CC3 (YEL 16ga )
1 1 6
6
4
39H-000-CC3 (YEL 16ga ) 0-096-CC3 (BLK 16ga )
5 5
PARK BRAKE PROTECTION (OPT)
i
BRAKE LOCK
24 24
712BL-003-CC3 (DGR 16ga ) 0-320-CC3 (BLK 16ga )
4
SH12:P-7
J03
P03
C C
D D
J03
2
R
IM2
A A 2
BRAKE LOCK SWITCH POWER SUPPLY
IM3
52ABA-000-AA1 (TAN 20ga )
P39
PC1766
P39
0-097-CC3 (BLK 16ga )
RELAY PARK BRAKE PROTECTION (930 OPTION ONLY) 1 D1
71ABA-001-AA1 (YEL 16ga ) 11D
87a
D
1 F1
71ABA-000-AA1 (YEL 16ga )
GE INTERFACE RELAY 27
71ABA-002-AA1 (YEL 16ga )
1
TB32
VEC RTMR1 85
86
87
30
87a
52B-001-AA1 (PUR 20ga )
F2 1
52ABA-001-AA1 (TAN 20ga )
D2 1
SOLENOID BRAKE LOCK
TB32
52B-000-AA1 (PUR 16ga )
52B-002-AA1 (PUR 16ga )
1
J1
J4
1
52B-003-AB1 (PUR 14ga )
E2
52B-003-AB1 (PUR 14ga )
L
P240
RELAY - R2
L
52B-004-BB1 (PUR 14ga )
SP160
52B-005-BB1 (PUR 14ga )
2
1
XA3347
BLS
J240
52B-006-BB1 (PUR 16ga )
T1
SH6:F-14
D3
1
2
GB8
0-098-BB1 (BLK 14ga )
1
3
BLS
0-239-BB1 (BLK 16ga )
PC2834
SH6:G-14
1
72FD-000-AA1 (WHT 18ga )
SH14:J-8
39H1-001-AA4 (YEL 16ga )
A/C SHUTTER CONTROL SH6:K-11
65T-000-AA1 (DBL 16ga )
65SR-000-AA1 (ORG 16ga )
1 A1 1 C1
86
VEC RTMR1 85 87
30
87a RELAY - R1
C2 1
1
TB22 X1 X2
1
39H1-000-AA1 (YEL 18ga )
GB31-A AUXBOX GND BLCK
0-079-AA1 (BLK 18ga )
AHT AUXBOX CONNECTOR (OPT)
TB23
1
39H-002-AA1 (YEL 18ga )
A1
V2
1
39HA-001-AC3 (YEL 16ga )
A2
1
39H-001-AC3 (YEL 16ga )
ENGINE SHUTTERS / ETHER START OPTIONS
1 D1
SOLENOID ENGINE SHUTTER (OPT)
A2 B2 1
58 58 59 59
65SS-000-AA1 (LBL 16ga ) 0-075-AA1 (BLK 16ga )
SH5:I-9
65SS-001-AH1 (LBL 16ga ) 0-076-AH1 (BLK 16ga )
15 15 16 16
J543
J11 P11
J815-
71SR-000-CC2 (LTG 18ga )
J12-CC3 (WHT 16ga )
87
79RD-000-AA1 (BRN 18ga )
ENGINE INTERFACE TIER I OPTION (SEE SHEET 6 FOR TRUCK INTERFACE)
1 2
1
J
18AZ-002-EE3 (DGR 14ga )
SH6:C-15
P108
1
P03
85
86
J801-
R S F G
1
52B1-000-AA1 (PUR 16ga )
PARK BRAKE LATCH RELAY 26
30
SPR_1
SG3290
11SM2-003-EE3 (DGR 14ga ) 11SM1-003-EE3 (GRY 14ga )
9F
E
11POR-006-EE3 (GRY 14ga )
NO 1
EXT ENGINE HARNESS TIER I OPTION
F
D9
D
11ORS-003-EE3 (YEL 14ga )
NO 1
E
9E
C
0-359-EE3 (BLK 14ga )
SG3290
1
9
0-229-AA2 (BLK 16ga )
30
87a
P803-
9C
P702
RECDR-T1
36-003-EE3 (YEL 14ga )
1
72T-000-CC2 (YEL 18ga )
8 T
SH13:B-13
1
TB23
J702
PC1804
65C-003-EE3 (DBL 14ga )
D8
86
87
2
65T-005-EE3 (DBL 14ga )
C
7
LADDER RELAY
52CS-002-AA2 (GRY 18ga )
D7
2
NC1
1
0-357-EE3 (BLK 14ga )
1
72-000-CC2 (GRY 18ga )
SH15:M-16 TO HYD ACCESS
52PB-001-AC3 (PUR 16ga )
52B-000-AA1 (PUR 16ga )
2
RECDR-T1
C1
2
85
D
J02
SHIFTER CURRENT LIMIT RESISTOR
P108
6 N
B B
87a
71SS-002-CC2 (LBL 18ga )
SH7:D-15
0-260-CC2 (BLK 18ga )
79B-005-CC2 (YEL 18ga )
D6
1
1
0 BUSS
A/C COMPRESSOR CLUTCH T1
5 R
79B-004-CC2 (YEL 18ga )
2
C 3
P
72N-000-CC2 (PNK 18ga )
P02
72T-001-AC2 (YEL 18ga )
A4
GB3 ENG GND BLOCK
0-358-EE3 (BLK 16ga )
SP159
B
52PB-003-AA1 (PUR 20ga )
1
L1 L2
S1
TRUCK MOVING RELAY 25
C2
79B-000-CC2 (YEL 18ga )
GB10 FRT CAB GND
30
1 A1
4
A
TB23 1
712BL-000-AA1 (DGR 16ga )
TB32
85
22C-007-EE3 (GRY 16ga )
4
1
52CS-001-AA1 (GRY 20ga )
A
3
SHIFTER DIRECTION SELECTOR
72-001-AC2 (GRY 18ga )
K3
87a
86
3
SH10:I-6 SH10:J-9
16 16 9
1
0 BUSS
NO2
49-007-CC2 (TAN 16ga ) 49-008-CC2 (TAN 16ga )
52C-000-CC2 (BRN 18ga )
D
PARK BRAKE SWITCH RELAY 24
SWITCH A/C RECIEVER DRYER T1
SH4:C-16
15 15
72FNR-000-AA1 (DBL 16ga ) 85
3
71SS-001-AC2 (LBL 18ga )
87a
PARK BRAKE RELEASE RELAY 23
0 BUSS
SH8:J-7
49-006-CC2 (TAN 16ga )
79B-002-AA1 (YEL 18ga )
B
1
T2 T1
72N-002-AA1 (PNK 18ga )
87a
85
49-003-CC2 (TAN 16ga )
49-004-CC2 (TAN 16ga )
1
72-002-AA1 (GRY 18ga )
F
1
71SS-000-AA1 (LBL 18ga )
VEC-89
56B0611510
PARK BRAKE REQUEST RELAY 22
9
PC3178
SH7:H-19
52CA-003-AA1 (BRN 20ga )
52C-002-AA3 (BRN 18ga )
86
30
33
901-000-EE3 (BLK 18ga )
30
ENGINE RUNNING RELAY 21
59
ENGINE 1400 RPM COMMAND 21 ENGINE 1000 RPM COMMAND
1
71BC-000-AA1 (DGR 16ga )
86
87a
32
900-000-EE3 (WHT 18ga )
3
ENGINE QUANTUM J1587 DIAGNOSTIC RETURN
E4
SH6:G-18
71BC-003-AB1 (DGR 14ga )
VEC-90
87
41
929-000-EE3 (WHT 18ga )
P
CENSE COMM RS232 SHLD
V3 V4
1
SH6:K-11
85
40
928-000-EE3 (BLK 18ga )
N
CENCE COMM RS232 GROUND
1
10
39
927-000-EE3 (RED 18ga )
CENSE COMM RS232 RECIEVE M
V1 V2
F19
H 9H
P820CENSE COMM RS232 TRANSMIT
71BC-001-AA2 (DGR 18ga )
1
36-002-AA1 (YEL 18ga )
P806CAN J1939 HIGH
1
1
79B-003-AA3 (YEL 18ga ) PC1150
8
GE CPU RUNNING SIGNAL
71BC-002-AA2 (DGR 18ga )
TB25
E1 E2
TB21
26
1 2 3 4
22C-009-EE3 (GRY 16ga ) 22C-008-EE3 (GRY 16ga ) 22C-007-EE3 (GRY 16ga )
P805-
SH12:B-9 SH12:A-9
JB41-
F
ENGINE FAN CLUTCH CONTROL (LOW)
70
0-356-EE3 (BLK 14ga )
1
52CA-001-AA3 (BRN 18ga )
17
P806-
1
TB23 A
SH11:C-4
79BA-002-AA1 (YEL 18ga )
TB24 ENGINE TEST MODE FAN CLUTCH (LOW) 27
4A
P02
6
509-005-EE3 (GRY 16ga )
F43
71CK BUSS
GE CONTROL INTERFACE
72AF-000-AA3 (GRY 18ga )
21
509-007-EE3 (PNK 16ga ) ENGINE RED LIGHT FAULT 18
J3-AA7 (BLK 18ga )
DIRECTIONAL SHIFTER / PARK BRAKE
61
10 11 12 1 2 3
COOLANT LVL SWITCH +V SUPPLY
TB24 C1 C2
P02
4 64 65 66 67 68 69
0-355-EE3 (BLK 14ga )
1
712DS-000-AA1 (ORG 14ga )
P701
UNSWITCHED BATTERY POWER 1
J701
1
10 11 12 1 2 3
FUEL IGNITION SIGNAL
65SS-002-HL1 (LBL 16ga ) 0-077-HL1 (BLK 16ga )
1 2
P520
P543
1 2
1 2
J520
J520SOLENOID ETHER START (OPT)
21PS-006-EE3 (BRN 14ga ) 21PT-011-EE3 (DBL 14ga ) SH6:C-15
28E-000-AA1 (DBL 16ga )
51 51 52 52
28E-001-AJ1 (DBL 16ga ) 0-081-AJ1 (BLK 16ga )
15 15 16 16
28E-002-JL1 (DBL 16ga ) 0-082-JL1 (BLK 16ga )
1 2
ETHER1 J12 SH5:I-5
0-080-AA1 (BLK 16ga )
P12
J542
P542
65SS-003-HL2 (LBL 16ga ) 0-078-HL2 (BLK 16ga )
1 2
ETHER2
1 2
28E-003-JL2 (DBL 16ga ) 0-429-JL2 (BLK 16ga )
2
1
ESOL PC0436 ESOL
2
1
ESSOL PC0436 ESSOL
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 7 of 20
ELECTRONIC GAUGE DISPLAY
0-180-CC1 (BLK 16ga ) SWITCH DISPLAY MODE #2
SH9:C-5
A
71LS-005-CC1 (DGR 16ga ) GB10 B4
1
2
0-179-CC1 (BLK 16ga )
GB10-B4
A 2
+7.5V GND LIN
A
1 2 3 4
1 2 3 4
PC1943 PC1943
+7.5V GND LIN
COOLANT TEMP GAUGE
FUEL GAUGE +7.5V GND LIN
2
A
1 2 3 4
+7.5V 1 GND 2 LIN 3 4
PC1942
25 25
55B-001-AC1 (DBL 16ga )
1
P1 P2
1
55B-002-AA1 (DBL 20ga )
J
MODE SW 2
K
MODE SW 3
IM3
B B
TB26
1
3 3 4 4
55C-000-CC1 (YEL 16ga )
26 26
55D-000-CC1 (PUR 16ga )
27 27
6 6
J01
D D PC1944
LEFT TURN RIGHT TURN HIGH BEAM KEY SWITCH
1 2 3 4 POWER
RIGHT
LEFT TURN
HIGH BEAM
DIMMER
TURN
WARNING LAMP RETURN WARNING LAMP +24V
F1 F2
1
31 31 30 30
1
+
1
-
1
SH9:K-12 SH9:K-12
45LL-006-AC1 (BRN 16ga ) 45RL-006-AC1 (DBL 16ga )
6 3 4
1
3
24VIM-007-CC4 (LBL 16ga )
24V BATT+
31IML-002-CC4 (BRN 16ga )
GROUND BATT CAN/RPC-H CAN/RPC-L
CAN TERMINATOR
CAN TERMINATOR
H1 H2
1
H4
1
SP723
J04
SH8:J-7
49-002-CC1 (TAN 16ga ) 11ONS-000-CC1 (LBL 16ga ) MC254
MC254
939YP-001-CC1 (YEL 18ga ) 939GP-001-CC1 (GRN 18ga )
SH15:E-18 SH15:E-18
SHIELD-263
11D-000-AA1 (PNK 16ga )
1
A1
A2
1
11D-001-AC3 (PNK 16ga )
5
5
2
11D-002-CC3 (PNK 16ga )
VEC-89
P03
11D-003-CC3 (PNK 16ga )
J03
SH9:L-4
1
1
11DISP-001-AC1 (YEL 16ga )
1
2
2
11ONS-001-AC1 (LBL 16ga )
1
J01
18 18
41TS-003-AC2 (DGR 16ga )
31IML-001-AC4 (BRN 16ga )
1
TB34 N1 N2
1
31ILM-000-AA1 (BRN 20ga )
M SONALERT
1
11RWL-002-AA1 (PUR 20ga )
G
RED WARNING LAMP
K
IM ON SIGNAL
P04
TB35
G1 G2
VEC91-P9
TB35 T1 T2
1
E
11DISP-000-AA1 (YEL 16ga )
VEC-91
9C
F54 5
P1 P2
VEC-91
2E
712 BUSS
F26 15
11 BUSS
VEC91-P2 1
11ONS-002-AA1 (LBL 20ga )
IM1
P01
HEADLIGHT LAMP SWITCH
P02
J02
SH7:F-19
49-003-CC2 (TAN 16ga )
1
SH8:G-9
49-002-CC1 (TAN 16ga )
1
2
B 1
SH8:K-2
3 3
4 4
D D PC1501a
1
41L-000-CC3 (LBL 16ga )
4
41L-001-CC3 (LBL 16ga )
L1
41H-004-CC3 (TAN 16ga )
SWITCH COMBO
TB10
6 6
A1
1
A3 A4
1
0-100-CC3 (BLK 16ga )
DIMMER SW
P121
P25
PC1709
SH8:E-9
D4 D2
1
D3
SH10:J-20
41TS-010-CC3 (DGR 16ga )
3 5
41H-000-CC3 (TAN 16ga )
P121
SPR1-000-AC3 (DGR 14ga )
59 59
SPR1-001-CC3 (DGR 14ga )
1
1
SPR2-000-AC3 (DGR 14ga )
60 60
SPR2-001-CC3 (DGR 14ga )
1
1
SPR3-000-AC3 (DGR 14ga )
61 61
SPR3-001-CC3 (DGR 14ga )
1
1
SPR4-000-AC3 (DGR 14ga )
62 62
SPR4-001-CC3 (DGR 14ga )
1
1
SPR5-000-AC3 (DGR 14ga )
63 63
SPR5-001-CC3 (DGR 14ga )
1
1
SPR6-000-AC3 (DGR 14ga )
64 64
SPR6-001-CC3 (DGR 14ga )
1
K1
1
K3
P03
2 2
58B-06-00290
3 3
2
P18
R27
TB34
SH8:I-14
41H-004-CC3 (TAN 16ga )
18 18
1
41H-001-AC3 (TAN 16ga )
B1 B2
1
41H-002-AA1 (TAN 18ga ) F6
11 BUSS
25
12F
F
1 88
11HL-000-AA1 (BRN 10ga )
VEC-89
41L-002-CC3 (LBL 16ga )
4
4
1
41L-004-AC3 (LBL 16ga )
C1 C2
1
5690661711
GB10 FRT CAB GND
0-178-CC1 (BLK 16ga ) 0-187-CC1 (BLK 16ga )
1 B2
1
SPR7-000-AC4 (DGR 14ga )
20 20
SPR7-001-CC4 (DGR 14ga )
1
1
SPR8-000-AC4 (DGR 14ga )
21 21
SPR8-001-CC4 (DGR 14ga )
1
OP-CAB OVERHEAD SPARE WIRES
J04
GB31-B 1 B1
0-015-AA2 (BLK 16ga )
LAMP HIGH MOUNT LEFT HI-BEAM
TB34 1
41HB-000-AA2 (LTG 10ga )
F1 F2
1
F4
1
41HB-001-AA1 (LTG 14ga ) SH5:H-5
0-129-AA1 (BLK 14ga )
41 41 42 42
41HB-005-AJ1 (LTG 14ga )
5
5
41HB-006-JL1 (LTG 14ga )
0-110-AJ1 (BLK 14ga )
6
6
0-111-JL1 (BLK 14ga )
1 2
HMLHB PC2617
41L-005-AA1 (LBL 16ga )
LAMP LOW MOUNT LEFT HI-BEAM
41HB-002-AA1 (LTG 14ga ) J03
OP-CAB LOWER FRT SPARE WIRES
SH4:F-6
PC1903
TB34
SH8:J-14
88a 1
0-014-AA2 (BLK 16ga )
OP-CAB LOWER DASH SPARE WIRES
J03
P04 RELAY HI-BEAM HEADLIGHT (HBHR) 86 85 1 1 +
OP-CAB CENTER CONSL SPARE WIRES
1 1
49-001-CC1 (TAN 16ga ) 1
SH8:L-2
1
TB10
1
AUX BOX SPARE WIRES
41H-006-CC1 (TAN 16ga )
41L-002-CC3 (LBL 16ga )
ACTIA DISPLAY PANEL DIMMER
41TS-006-CC1 (DGR 16ga ) 49-005-CC1 (TAN 16ga )
SPARE WIRES - AUXB TO CAB
SH9:G-5
0-186-CC3 (BLK 16ga )
41TS-000-CC3 (DGR 16ga )
TB10
1
1
C C
11L-010-CC3 (YEL 16ga )
41TS-002-CC2 (DGR 16ga )
B
5 5
P25
1
SH4:J-10
P903
A A
A1 A2
24VIM-006-AC4 (LBL 16ga )
1
1 D3
TB22
1
SH8:F-13
SH8:D-16
712G-001-AC4 (LTG 16ga )
SWITCH HEADLIGHTS
41TS-005-AA1 (DGR 18ga )
712G-001-AC4 (LTG 16ga )
712G-000-AA1 (LTG 16ga )
41TS-001-CC3 (LBL 16ga )
TB34
3
23 23
31IML-004-CC4 (BRN 16ga )
C
11DISP-003-CC1 (YEL 16ga ) 1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
DIMMER IM ON SIGNAL
MODE SW 4
PC2834
TB23
CNP1 (GRAY)
q
SH4:J-13
24VIM-005-AC1 (LBL 16ga )
PC1938
SH9:I-8
2
31IML-003-CC4 (BRN 16ga )
712G-002-AC1 (LTG 16ga )
PC1939
0-185-CC1 (BLK 16ga )
D
55D-002-AA1 (PUR 20ga )
11RWL-001-AC1 (PUR 16ga )
IM ON SIGNAL
5
22 22
GB10 FRT CAB GND
2D
55C-002-AA1 (YEL 20ga )
D10
P902
PC1339
712 BUSS
1
TB23 6 3 4
11RWL-CC1 (PUR 16ga ) 24VIM-004-CC1 (LBL 16ga )
KEY SWITCH LEFT TURN RIGHT TURN
F64
S1 S2
712G-005-CC4 (LTG 16ga )
SONALERT (SONA)
58B-06-00190 470.0
2
1
R16
SH8:J-14
55D-001-AC1 (PUR 16ga )
1
IM2
PC2834
24SON-002-CC4 (LBL 16ga ) 24SON-003-CC4 (LBL 16ga ) 24SON-000-CC4 (LBL 16ga ) 24SON-001-CC4 (LBL 16ga )
712G-003-CC1 (LTG 16ga )
45LL-005-CC1 (BRN 16ga ) 45RL-005-CC1 (DBL 16ga ) 41H-006-CC1 (TAN 16ga )
1
D9
P21
2
1
R1 R2
P01
PB1951 1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
1
712G-004-CC1 (LTG 16ga )
CNP2 (BLACK)
55C-001-AC1 (YEL 16ga )
1
0-184-CC1 (BLK 16ga )
PC1150
24V BATT+ GND CAN/RPC-H CAN/RPC-L
1 2 3 4 5 6 7 8
55B-000-CC1 (DBL 16ga )
4
1 2 3 4
OIL TEMP GAUGE
RIGHT TURN
WARNING LAMP RETURN WARNING LAMP +24V PC1938
3 3
TB10
LEFT
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
MODE SW 1
JB4D
HIGH BEAM
WARNING LAMP 1 2
H
+7.5V 1 GND 2 LIN 3 4
COMMUNICATION TO SLAVE DEVICES
DRIVE SYSTEM TEMP GAUGE
55A-002-AA1 (LBL 20ga )
1
2
P21
+7.5V 1 GND 2 LIN 3 4
+7.5V GND LIN
1
P20
C C
71LS-008-CC1 (DGR 16ga )
SPEEDOMETER & DISPLAY (MASTER GAUGE)
N1 N2
PC1945
5 5
PC1942
PC1942
POWER 7.5V GND LIN
+7.5V 1 GND 2 LIN 3 4
1
6 6
3 4 5 6 7 8
HIGH BEAM
POWER LEFT TURN
HIGH BEAM RIGHT TURN
NOT USED
1 2 3 4
55A-001-AC1 (LBL 16ga )
SWITCH DISPLAY MODE #1
PC3385
INTERFACE MODULE
24 24
D D
1 2
1 2 3 4
1 2 3 4
TB26
55A-000-CC1 (LBL 16ga )
0-182-CC1 (BLK 16ga ) 0-183-CC1 (BLK 16ga )
ACTIA DASH DISPLAY
+7.5V 1 GND 2 LIN 3 4
PC1942
0-181-CC1 (BLK 16ga )
1
4
C C
P20
1 2 3 4
1
5 5
71LS-006-CC1 (DGR 16ga ) 71LS-007-CC1 (DGR 16ga )
ACTIA STATUS PANEL PC3588
B B
P03
SH5:H-5
0-128-AA1 (BLK 14ga )
43 43
41HB-007-AJ1 (LTG 14ga )
7
7
41HB-008-JL1 (LTG 14ga )
44 44
0-112-AJ1 (BLK 14ga )
8
8
0-121-JL1 (BLK 14ga )
1 2
LMLHB PC2617 J12
P12
J542
P542
LAMP HIGH MOUNT RIGHT HI-BEAM
41HB-003-AA1 (LTG 14ga ) SH5:H-9
0-127-AA1 (BLK 14ga )
41 41 42 42
41HB-009-AH1 (LTG 14ga )
5
5
41HB-010-HL1 (LTG 14ga )
0-122-AH1 (BLK 14ga )
6
6
0-123-HL1 (BLK 14ga )
1 2
HMRHB PC2617 LAMP LOW MOUNT RIGHT HI-BEAM
41L-006-AA1 (LBL 16ga )
11 BUSS
F4 15
9A
A
11LL-000-AA1 (GRY 10ga )
RELAY HEADLIGHT LOW MOUNT (HLMR) +
1
86
85
1 87
1
41HB-004-AA1 (LTG 14ga ) 0-016-AA2 (BLK 16ga )
SH9:F-14
0-126-AA1 (BLK 14ga )
30 1
41LM-000-AA1 (GRY 14ga ) SH5:H-5
11 BUSS
F5 15
9G VEC-89
G
11LR-000-AA1 (PNK 10ga )
1
RELAY HEADLIGHT HIGH MOUNT (HHMR) +
86
85
1 87
1
30 1 PB7276
0-055-AA1 (BLK 14ga )
41HB-012-HL1 (LTG 14ga )
1
0-124-AH1 (BLK 14ga )
8
8
0-125-HL1 (BLK 14ga )
2
41LM-001-AA1 (GRY 14ga ) SH5:I-9
0-013-AA2 (BLK 16ga ) 0-157-AA2 (BLK 16ga )
0-008-AA1 (BLK 14ga )
P543
LAMP LOW MOUNT LEFT LOW-BEAM
39 39
41LM-002-AJ1 (GRY 14ga )
3
3
41LM-003-JL1 (GRY 14ga )
40 40
0-114-AJ1 (BLK 14ga )
4
4
0-113-JL1 (BLK 14ga )
P12
39 39 40 40
J11
41HM-000-AA1 (PNK 14ga )
J542
1 2
LAMP LOW MOUNT RIGHT LOW-BEAM
P542
41LM-004-AH1 (GRY 14ga )
3
3
41LM-005-HL1 (GRY 14ga )
1
0-116-AH1 (BLK 14ga )
4
4
0-115-HL1 (BLK 14ga )
2
0-094-AA1 (BLK 14ga )
P11
J543
45 45
41HM-002-AJ1 (PNK 14ga )
46 46
0-118-AJ1 (BLK 14ga )
9
P543 9
10 10
LAMP HIGH MOUNT LEFT LOW-BEAM
41HM-003-JL1 (PNK 14ga )
1
0-117-JL1 (BLK 14ga )
2
HMLLB PC2618 J12
SH5:I-9
J543
LMRLB PC2618
SH11:D-11
SH5:H-5
P11
LMLLB PC2618
41HM-001-AA1 (PNK 14ga )
HEADLIGHT LAMPS
7
LMRHB PC2617 J11
J12
41L-006-AA1 (LBL 16ga )
44 44
41HB-011-AH1 (LTG 14ga )
7
0-013-AA2 (BLK 16ga )
PB7276
VEC-89
SH5:I-9
43 43
0-084-AA1 (BLK 14ga )
P12
J542
45 45
41HM-004-AH1 (PNK 14ga )
46 46
0-119-AH1 (BLK 14ga )
9
LAMP HIGH MOUNT RIGHT LOW-BEAM
P542 9
10 10
41HM-005-HL1 (PNK 14ga )
1
0-120-HL1 (BLK 14ga )
2
HMRLB PC2618 J11
P11
J543
P543
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 8 of 20
J11-CC3 (WHT 18ga ) SWITCH FOG LAMP (OPT)
A A
2
71LS-003-CC3 (DGR 16ga ) 71LS-004-CC3 (DGR 16ga )
SH11:C-8
0-268-CC3 (BLK 16ga )
B B
FOG LAMPS
0-150-CC3 (BLK 16ga )
3 3
2
1 1 6
5 5
4 C C
6
1
48F-001-AC3 (GRY 16ga )
E1 E2
LAMP RIGHT FOG 1
B
48F-002-AA1 (GRY 18ga )
48LF-001-AA1 (GRY 14ga )
1B 0 BUSS
4
J03
GB10
D D
P22
55 55
48F-000-CC3 (GRY 16ga )
TB34
1 A3
0-151-CC3 (BLK 16ga )
P03
85
F62
11 BUSS
87
15
TB10
TB23
SH14:D-1
71LS-011-CC3 (DGR 16ga )
1
C2 C1
1
SH15:H-2
71LS-009-CC2 (DGR 16ga )
1
C4 C3
1
5
71LS-002-CC1 (DGR 16ga ) 71LS-005-CC1 (DGR 16ga )
5
1
71LS-001-AC1 (DGR 16ga )
M2 M1
1
D
71LS-000-AA1 (DGR 16ga )
F44
4D
D
1
48LF-000-AA1 (GRY 12ga )
D1 D2
J01
38 38
J11 1
48LF-003-AH1 (GRY 14ga )
1
1
48LF-005-HL1 (GRY 14ga )
1
0-103-AH1 (BLK 14ga )
2
2
0-102-HL1 (BLK 14ga )
2
P11
J543
PC2619
P543
48LF-001-AA1 (GRY 14ga )
LAMP LEFT FOG
48LF-002-AA1 (GRY 14ga )
37 37
SH5:H-5
38 38
0-425-AA1 (BLK 14ga )
J12
71CK BUSS
5
VEC-89
SH8:B-8
0-104-AA1 (BLK 14ga )
TB34
FOG LAMP (OPT) RELAY 40
J10-CC3 (WHT 18ga ) 71LS-003-CC3 (DGR 16ga )
1D
30
87a
P22
PC1496
SH5:H-9
VEC-89
86
37 37
48LF-004-AJ1 (GRY 14ga )
1
1
48LF-006-JL1 (GRY 14ga )
1
0-106-AJ1 (BLK 14ga )
2
2
0-105-JL1 (BLK 14ga )
2
P12
J542
PC2619
P542
P01
RIGHT DECK LAMPS LAMP DECK LADDER LIGHT #1
48-001-AA1 (DBL 14ga ) SH5:I-9
LADDER LAMPS
48-002-AA1 (DBL 14ga ) A
A
48A-007-JJ2 (YEL 16ga )
B
B
48B-007-JJ2 (PUR 16ga )
C
C
48C-007-JJ2 (ORG 16ga )
2 1
1 1
48B-006-CC3 (PUR 16ga )
3
1
P535
VA2828 SWITCH CAB LADDER LIGHT
A A
2
11L-008-CC3 (YEL 16ga )
2
53 53
48B-001-AC3 (PUR 16ga )
1
K1 K2
1
48B-002-AA1 (PUR 18ga )
26 26
1 1
48A-000-CC3 (YEL 16ga )
54 54
48A-001-AC3 (YEL 16ga )
1
J1
J2
1
48A-002-AA1 (YEL 18ga )
25 25
4 C C
4
J03
D D PC1502
J12
P03
48B-003-AJ1 (PUR 16ga )
A4
J535 27 27
48B-003-AJ1 (PUR 16ga )
P12
P24
48A-004-AA1 (YEL 18ga )
11DSL-000-AA1 (RED 12ga )
1 1
48C-003-AH1 (ORG 16ga )
48B-005-AH1 (PUR 16ga )
P11
48B-008-HH2 (PUR 16ga )
C
C
J3
J1
2
1
48A-008-HH2 (YEL 16ga )
B
B
A
A
P121
J03
45R-000-CC3 (LBL 16ga )
11
PC1709
1
41TS-005-AA1 (DGR 18ga )
F
11F 0 BUSS
1
R1 R2
1
712T-000-AA1 (BRN 16ga )
H 11H
VEC91-P11 A
11L-000-AA1 (YEL 14ga )
F52
VEC-91 VEC-91
3A
5
1
45R-001-CC3 (LBL 16ga )
11 BUSS
P1 P2
1
R1 R2
1
19 19
J03 D13
TB22
1
45L-003-AC3 (DGR 16ga ) 45R-003-AC3 (LBL 16ga )
1
P121
TB23
712T-001-AC3 (BRN 16ga )
TB10 M3 M1
45L-004-AA1 (DGR 16ga )
D
0 BUSS
45R-004-AA1 (LBL 16ga )
45R-002-CC3 (LBL 16ga )
B
2
SH8:I-8
11L-004-CC3 (YEL 16ga ) TB22
TB10
C4
1
9
P03
9
J03
11L-002-CC3 (YEL 14ga ) SH9:F-1 SH14:D-1
11L-008-CC3 (YEL 16ga )
1
G1 G3
1
H2 H1
A A
SP732
2
11L-009-CC3 (YEL 16ga ) 11L-006-CC3 (YEL 16ga )
B B
5 5
6
C C
11L-003-CC3 (YEL 14ga )
P36
2
11L-005-CC4 (YEL 16ga )
1
48-000-AA1 (DBL 8ga )
T1 T2
1
V2
1
0-162-AA1 (BLK 14ga )
CDL P04
J04
VE5837
48 48
0-170-AJ1 (BLK 14ga )
29 29
0-171-GJ1 (BLK 14ga )
PC0493
1
2
LDLLT AK7503 LDLLT
48-013-AJ1 (DBL 14ga )
22 22
0-172-AJ1 (BLK 14ga )
23 23
48-014-GJ1 (DBL 14ga )
1
1
1
0-173-GJ1 (BLK 14ga )
2
2
2
J544_CP
J544
P544 J12
P12
J540
1
48-019-JJ4 (DBL 14ga )
2
LDLT AK7503 LDLT
0-449-JJ4 (BLK 14ga )
P540 LAMP CONTROL CABINET WORK LIGHT #1
0-161-AA1 (BLK 14ga )
16 16
48-015-AJ2 (DBL 14ga )
17 17
0-174-AJ2 (BLK 14ga )
1
1
2
2
P565
11G
48-016-JT1 (DBL 14ga ) 0-175-JT1 (BLK 14ga )
SP151
48-017-JT1 (DBL 14ga )
SP150
1
2
CDL1 AK4619 CDL1
J565
0-176-JT1 (BLK 14ga )
P14
LAMP CONTROL CABINET WORK LIGHT #2 1
2
TB35 G
41T-000-AA1 (TAN 14ga )
1
E1 E2
1
E4
1
F11 15
LAMP MARKER/TURN LEFT SIDE DECK
45LL-001-AA1 (BRN 16ga ) 41T-001-AA1 (TAN 16ga )
PWR LOAD
SH5:J-9
GND
0-134-AA1 (BLK 16ga )
1
1
45LL-002-AJ1 (BRN 16ga )
1
1
45LL-003-GJ1 (BRN 16ga )
A
A
2
2
41T-003-AJ1 (TAN 16ga )
2
2
41T-004-GJ1 (TAN 16ga )
B
B
3
3
0-136-AJ1 (BLK 16ga )
3
3
0-137-GJ1 (BLK 16ga )
C
C
85
J12
P12
J540
P36
P540
P503 SH14:I-19
45LL-004-GG1 (BRN 16ga )
30
C
85
45LL-000-AA1 (BRN 14ga ) SH8:E-12
45LL-006-AC1 (BRN 16ga )
1 1
TB35 J1
J2
1
J3
J4
1
41T-013-AA1 (TAN 16ga ) 45LL-007-AA1 (BRN 16ga ) SH5:I-5
B
24 24
45LL-011-AJ2 (BRN 16ga )
A
0-149-AJ2 (BLK 16ga )
C
12A
A
45RL-000-AA1 (DBL 14ga ) SH8:E-12
45RL-006-AC1 (DBL 16ga )
TB35
1
K1 K2
1
1
K3 K4
1
45RL-001-AA1 (DBL 16ga ) 41T-002-AA1 (TAN 16ga ) SH5:H-9
0-135-AA1 (BLK 16ga )
1
0-139-GG1 (BLK 16ga )
J503
LAMP MARKER/TURN LEFT FRT DECK A
45LL-010-GG1 (BRN 16ga )
1
45RL-002-AH1 (DBL 16ga )
1
1
45RL-003-FH1 (DBL 16ga )
A
A
2
2
41T-008-AH1 (TAN 16ga )
2
2
41T-009-FH1 (TAN 16ga )
B
B
3
3
0-141-AH1 (BLK 16ga )
3
3
0-142-FH1 (BLK 16ga )
C
C
45RL-004-FF1 (DBL 16ga )
P502
SH14:G-19
SH5:J-5
SP145
SP146
41T-010-FF1 (TAN 16ga )
0-146-AA1 (BLK 16ga ) 41T-015-AA1 (TAN 16ga ) 45RL-008-AA1 (DBL 16ga ) 45LL-008-AA1 (BRN 16ga )
14 14
19 19
J502
SP149
41T-016-AH2 (TAN 16ga ) 45RL-010-AH2 (DBL 16ga )
SP148
C B
41T-017-AH2 (TAN 16ga )
A
45RL-011-AH2 (DBL 16ga )
P731
18 18
41T-018-AH2 (TAN 16ga ) P16
45RL-012-AH2 (DBL 16ga ) 45LL-012-AH2 (BRN 16ga )
45RL-007-FF1 (DBL 16ga ) 41T-011-FF1 (TAN 16ga )
C
A
RCL1
B
RCL1
XB3719
0-144-FF1 (BLK 16ga ) LAMP MARKER/TURN RIGHT SIDE DECK
0-364-FF1 (BLK 16ga )
0-156-AH2 (BLK 16ga )
15 15
XB3719
LAMP MARKER/TURN RIGHT FRT DECK
0-143-FF1 (BLK 16ga ) SP147
P541
LCL2
0-140-GG1 (BLK 16ga )
P14
J541
C
B
LCL2
OPTIONAL LEFT SIDE MARKER/ TURN
1
P11
XB3719
J732_CP
P732 J14
86 30
41T-014-AJ2 (TAN 16ga )
1
0-147-AA1 (BLK 16ga )
J11
SH12:O-10
LCL1
0-363-GG1 (BLK 16ga )
12 12
LCL1
B
41T-006-GG1 (TAN 16ga )
41T-007-GG1 (TAN 16ga ) 12C
C
A
45LL-009-GG1 (BRN 16ga )
0-138-GG1 (BLK 16ga )
0-133-CC3 (BLK 16ga )
0-132-CC3 (BLK 16ga )
SP143
41T-005-GG1 (TAN 16ga )
86
RIGHT TURN RELAY 12
4
SP144
SP142
J16
1
48-012-GJ1 (DBL 14ga )
50 50
LAMP CAB DOME 2
28 28
6
D D
J21-CC3 (BLK 18ga )
11L-007-AC4 (YEL 16ga )
48-011-AJ1 (DBL 14ga )
1 1
4
EB7418
SH5:I-5
TB26 1
3 3
2
47 47
49 49
48-004-AA1 (DBL 14ga )
VEC-89
87a
45LR-007-CC3 (DGR 16ga )
11L-010-CC3 (YEL 16ga )
LEFT DECK LAMPS
VEC-89
30
87a
87
45LR-002-CC3 (LTG 16ga )
SWITCH HAZARD LIGHTS
11L-001-AC3 (YEL 14ga )
87
12B
D4 1
P541
VEC-89
LEFT TURN RELAY 11 0 BUSS
PC2834
1
86
87a
45L-002-CC3 (DGR 16ga )
C1 C2
15
12D
P03
11 BUSS
15
J541
FLASHER RELAY 13
712 BUSS
VEC91-P3
1
F8
85
87
F35
P11
RDLT AK7503 RDLT
0-169-FH1 (BLK 14ga )
48C-003-AH1 (ORG 16ga )
45L-001-CC3 (DGR 16ga ) 17 17
22 22
2
0-177-JT1 (BLK 14ga )
11 BUSS
SWITCH COMBO
0-168-AH1 (BLK 14ga )
48A-005-AH1 (YEL 16ga )
0 BUSS 1
50 50
1
48-010-FH1 (DBL 14ga )
LAMP DECK LIGHT #1 (OPT LOCATION) SH8:N-9
0-016-AA2 (BLK 16ga )
MARKER LAMP RELAY 8
1
21 21
0-237-AA2 (BLK 16ga )
PC1903
G
48-009-AH1 (DBL 14ga )
CDL2 AK4619 CDL2
TB10
P03
2
RDLLT AK7503 RDLLT
0-167-FH1 (BLK 14ga )
48B-005-AH1 (PUR 16ga )
45L-000-CC3 (DGR 16ga )
10
88a 1
49 49
J14
45L-005-CC2 (DGR 16ga )
9
1 88
0-163-AA1 (BLK 14ga )
SH5:I-5
45R-005-CC2 (LBL 16ga )
SH15:J-3
12G
RELAY ACCESS LADDER LIGHT (ALLR) 86 85 1 +
J11
FRONT TURN / CLEARANCE LAMPS / HAZARD SWITCH
712T-002-CC3 (BRN 16ga )
29 29
48-018-JT1 (DBL 14ga )
SH8:J-4
56 56
0-166-AH1 (BLK 14ga )
J534
1
48C-008-HH2 (ORG 16ga )
20
48-003-AA1 (DBL 14ga )
24 24
P11
3
VA2828
SH15:J-3
F10
1
48-005-AA1 (DBL 14ga )
48A-005-AH1 (YEL 16ga )
P534
1
48C-000-AA1 (ORG 18ga )
P12
23 23
SWITCH RIGHT LADDER LIGHT GND LVL (OPT LOCATION) (RLSW)
L1
48A-003-AJ1 (YEL 16ga )
22 22
J11
1
J12
11 BUSS
48B-004-AA1 (PUR 18ga )
TURN SW
48 48
1
48-007-FH1 (DBL 14ga )
LAMP DIAGONAL LADDER LIGHT #1
SH5:I-5
TB34
48C-001-AA1 (ORG 18ga ) 48C-002-AA1 (ORG 18ga )
SH8:I-11
0-186-CC3 (BLK 16ga )
48A-006-CC3 (YEL 16ga )
TO CAMERA SYSTEM
28 28
J11
GB31-A AUXBOX GND BLCK
TB34
48B-000-CC3 (PUR 16ga )
6
5 5
0-188-CC3 (BLK 16ga )
0-164-AA1 (BLK 14ga )
48A-003-AJ1 (YEL 16ga )
48C-004-AJ1 (ORG 16ga )
3 3 6
SH5:I-9
48C-004-AJ1 (ORG 16ga )
SH11:B-8
0-101-CC3 (BLK 16ga )
B B
P24
48-006-AH1 (DBL 14ga )
LAMP DECK LIGHT #2 SWITCH LEFT LADDER LIGHT GND LVL (LLSW)
SH9:L-3
0-165-AA1 (BLK 14ga )
47 47
45RL-009-FF1 (DBL 16ga ) 41T-012-FF1 (TAN 16ga )
OPTIONAL RIGHT SIDE MARKER/ TURN
C
A
RCL2
B
RCL2
XB3719
0-145-FF1 (BLK 16ga )
J731_CP SH11:F-12 SH11:G-11 SH11:G-11
TO REAR AXLE TURN / CLEARANCE LIGHTING
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 9 of 20
GE CONTROL INTERFACE REVERSE MODE RELAY DRIVER
S
1
72A-000-AA3 (PNK 18ga )
GE INTERFACE AND WHEEL MOTOR SPEED SENSORS VEC-91
TB21 E1
TB33
P304
1
MC242
RH FT WHEEL SP +15V Q
M1 M2
1
L4
1
MC242
15SRW-002-AA3 (RED 18ga )
RH FT WHEEL SP SIGNAL
X
33RF-002-AA3 (WHT 18ga )
1
L1 L2
1
RH FT WHEEL SP COMM
P
0RF-002-AA3 (BLK 18ga )
1
K1 K2
1
RH FT WHEEL SP COMM 2
S
0RF-003-AA3 (BLK 18ga )
1
K3
RH FT WHEEL SP SHIELD
V
1
J1
SHIELD-245
SHIELD-245
LH FT WHEEL SP +15V
J
15SLW-002-AA3 (RED 18ga )
LH FT WHEEL SP SIGNAL W
1
MC244
R4
1
33LF-002-AA3 (WHT 18ga )
1
R1 R2
1
H
0LF-002-AA3 (BLK 18ga )
1
P1 P2
1
LH FT WHEEL SP COMM 2
L
0LF-003-AA3 (BLK 18ga )
1
P3
LH FT WHEEL SP SHIELD
O
LH FT WHEEL SP COMM
SHIELD-246
SHIELD-246
1
1 2
AHT RH WHEEL SPD RESISTOR (OPT) R56
J56_CP P56 MC239
1
1
33RF-001-AA1 (WHT 18ga )
2
2
0RF-001-AA1 (BLK 18ga )
3
3
4
4
15RFWS-001-AA1 (RED 18ga )
SHIELD-240
B
15SLW-001-AA1 (RED 18ga )
VEC-91
F59
1B
1A
1
MC238
A
15LFWS-003-AA1 (RED 18ga )
SP729
1 2
15LFWS-002-AA1 (RED 18ga )
0LF-001-AA1 (BLK 18ga )
LH RR WHEEL SP +15V
B
LH RR WHEEL SP COMM
A
77P-003-AA3 (RED 18ga ) TW1
1
A1
A2
1
77G-003-AA3 (BLK 18ga ) TW1
1
B1 B2
1
77P-002-AA1 (RED 18ga )
MC217
2C C
1
33RF-000-AR1 (WHT 16ga )
B
SIGNAL
0RF-000-AR1 (BLK 16ga )
C
GROUND
SHIELD-230 D SHIELD
SHIELD-230
J57_CP
MC238
5
5
33LF-001-AA1 (WHT 18ga )
6
6
0LF-001-AA1 (BLK 18ga )
7
7
8
8
15LFWS-001-AA1 (RED 18ga )
F1
2F
F
+V SUPPLY
VEC-89
77G-001-AA1 (BLK 18ga ) TW1
1
1
2
2
MC234
15LFWS-000-AR1 (RED 16ga )
A
+V SUPPLY
33LF-000-AR1 (WHT 16ga )
B
SIGNAL
0LF-000-AR1 (BLK 16ga )
C
GROUND
MC205
MC205
15LRW-000-AD1 (RED 18ga ) TW1
A
A
77G-000-AD1 (BLK 18ga ) TW1
B
B
C1 C2
1
77C-001-AA1 (WHT 18ga ) TW2
3
3
77C-000-AD1 (WHT 18ga ) TW2
D
D
LH RR WHEEL SP SIGNAL -V2 D
77DP-003-AA3 (BLK 18ga ) TW2
1
D1 D2
1
77DP-001-AA1 (BLK 18ga ) TW2
4
4
77DP-000-AD1 (BLK 18ga ) TW2
F
F
5
5
77B-000-AD1 (GRN 18ga ) TW3
C
C
6
6
77DN-000-AD1 (BLK 18ga ) TW3
E
E
G
G
E1 E2
1
77B-001-AA1 (GRN 18ga ) TW3
LH RR WHEEL SP SIGNAL -V1
F
77DN-003-AA3 (BLK 18ga ) TW3
1
F1 F2
1
77DN-001-AA1 (BLK 18ga ) TW3
LH RR WHEEL SP SHIELD
G
P301 CONTINUITY CHECK2
y
P301 CONTINUITY CHECK1
z
RH RR WHEEL SP +15V
k
RH RR WHEEL SP COMM
SHIELD-227
SHIELD-277-AA3 (BLK 18ga )
SHIELD-227
1
1
G1 G2
SP766
SHIELD-217
SHIELD-217-AA1 (BLK 18ga )
7
7
SHIELD-211
SP768 SHIELD-211
SP767
SHIELD-205-AD1 (BLK 18ga )
SHIELD-205A-AD1 (BLK 18ga )
SP742
MC221 TB29
MC221
714P-003-AA3 (RED 18ga ) TW1
H1 H2
j
714G-003-AA3 (BLK 18ga ) TW1
1
J1
J2
1
RH RR WHEEL SP SIGNAL +V2 m
714A-003-AA3 (WHT 18ga ) TW2
1
K1 K2
RH RR WHEEL SP -V2 n
714DP-003-AA3 (BLK 18ga ) TW2
1
p
714B-003-AA3 (GRN 18ga ) TW3
RH RR WHEEL SP -V1 q
714DN-003-AA3 (BLK 18ga ) TW3 SHIELD-223-AA3 (BLK 18ga )
SHIELD-223
F
VEC-91
F60
2F
MC213
3F F
1
MC213
15RRW-001-AA1 (RED 18ga ) TW1
714G-001-AA1 (BLK 18ga ) TW1
14 14
714G-000-AD1 (BLK 18ga ) TW1
B
B
1
714A-001-AA1 (WHT 18ga ) TW2
15 15
714A-000-AD1 (WHT 18ga ) TW2
D
D
L1 L2
1
714DP-001-AA1 (BLK 18ga ) TW2
16 16
714DP000-AD1 (BLK 18ga ) TW2
F
F
1
M1 M2
1
714B-001-AA1 (GRN 18ga ) TW3
17 17
714B-000-AD1 (GRN 18ga ) TW3
C
C
1
N1 N2
1
714DN-001-AA1 (BLK 18ga ) TW3
18 18
714DN-000-AD1 (BLK 18ga ) TW3
E
E
1
P1 P2
1
G
G
SHIELD-213
SP765
SHIELD-213
SHIELD-213-AA1 (BLK 18ga )
ENG SP REF PASS MAG PICK-UP
s
ENG SP COMM
x
ENG SP SHIELD
w
TB33
74X-002-AA3 (WHT 18ga ) 74Z-002-AA3 (BLK 18ga )
SHIELD-257
SHIELD-257
1
T1 T2
1
1
W1 W2
1
1
V1 V2
1
P301 P
BUFFERED RH RR SP SIG POS
Q
BUFFERED RH RR SP SIG RET
R
BUFFERED LH RR SP SIG RET
X
714Z-000-AA3 (WHT 18ga ) MC246 MC248
BUFFERED LH RR SP SIG POS W BUFFERED LH RR SP SIG SHIELD
Y
P305 CONN INSTALL CHECK
z
714Y-000-AA3 (BLK 18ga )
MC246 MC248
77Y-000-AA3 (BLK 18ga ) 77Z-000-AA3 (WHT 18ga )
SHIELD-252
SHIELD-252
1
G1
1
C1
1
D1
1
E1
1
F1
1
H1
74X-001-SS1 (WHT 18ga )
SHIELD-260
MC252
SHIELD-260
1
C
SH7:F-19
1
49-007-CC2 (TAN 16ga )
1
71H-002-CC2 (LBL 16ga )
1
R1 R2
1
71H-001-AC2 (LBL 16ga )
11 11
STORE DATA
J
73DS-000-AA3 (TAN 18ga )
1
S1 S2
1
73DS-001-AC2 (TAN 16ga )
12 12
1
31RR-002-AA3 (LTG 18ga ) P304
P
J
RETARD SP CONT POT WIPER
A
RETARD SP CONT POT GND
K
72AUT-000-AA3 (BLK 18ga ) SHIELD-277
E1 E2
73DS-003-AC4 (TAN 16ga )
TB21
y t
ACCEL SHIELD
u
1
33RR-002-AC2 (WHT 18ga )
63 63
0-316-AA3 (BLK 18ga )
1
G1 G2
1
0-315-AC2 (BLK 18ga )
62 62
1
G3
1
M1 M2
1
M3 M4
1
MC262
10V-000-AA3 (LBL 18ga )
0ACL-002-AA3 (BLK 18ga )
SHIELD-274
SHIELD-274
N1 N3
MC261
1
10V-001-AC2 (RED 18ga )
MC261
10V-008-AC1 (RED 18ga )
64 64
TB31
1
10V-010-AC1 (RED 18ga )
W4 W2
1
0ACL-001-AC1 (BLK 18ga )
V3 V2
1
V1 V4
1
1
1
MC270
T
RETARD LEVER SIG
S
P302 CONN INSTALL CHECK
Z
J701
1
1
S1 S2
1
AHT AUXBOX CONNECTOR (OPT)
74N-002-AA3 (WHT 16ga )
J6-AA7 (BLK 18ga )
0LEV-002-AA3 (BLK 18ga )
8 8
J5-AA7 (BLK 18ga )
P701 J701
AHT AUXBOX CONNECTOR (OPT)
52R-002-AA3 (WHT 18ga ) 5
52RA-001-AA3 (WHT 18ga ) 5
P303
SP740
TB31
2-3
2-4
1
J3
J2
1
J4
1
F45
2E
E
71P-000-AA1 (BRN 14ga )
SP166
C
C
J563_CP
0-272-JJ1 (BLK 14ga )
J563
P14
21 21
J540
42SL-002-GJ1 (ORG 16ga )
P540 SWITCH RIGHT ENGINE SERVICE LAMP (RESLS)
2 1 3
1
42A-000-GJ1 (LTG 16ga )
19 19
42A-001-AJ1 (LTG 16ga )
19 19
42A-002-AA1 (LTG 16ga )
19 19
42A-003-AH1 (LTG 16ga )
19 19
42A-004-FH1 (LTG 16ga )
42B-000-GJ1 (BRN 16ga )
20 20
42B-001-AJ1 (BRN 16ga )
20 20
42B-002-AA1 (BRN 16ga )
20 20
42B-003-AH1 (BRN 16ga )
20 20
42B-004-FH1 (BRN 16ga )
2 3
1
VA2828 P540
J540
42-008-AA1 (BRN 14ga ) 42-007-AA1 (BRN 14ga )
P12 TB35
1
M1 M2
1
M3
1
J12
J11
P11
J541
P541
42-001-AA1 (BRN 14ga )
0-288-FH1 (BLK 16ga )
LAMP LEFT UPPER ENGINE SERVICE 1
2
42-012-GJ1 (BRN 14ga )
15 15
42-009-AJ1 (BRN 14ga )
15 15
16 16
0-276-AJ1 (BLK 14ga )
16 16
17 17
42-010-AJ1 (BRN 14ga )
17 17
18 18
0-279-AJ1 (BLK 14ga )
18 18
LAMP RIGHT UPPER ENGINE SERVICE
LUESL AK7503 LUESL
0-277-GJ1 (BLK 14ga )
LAMP LEFT LOWER ENGINE SERVICE 1
2
42-011-GJ1 (BRN 14ga )
15 15
SH5:J-9
0-426-AA1 (BLK 14ga )
0-280-GJ1 (BLK 14ga )
SH5:H-9
16 16
0-421-AA1 (BLK 14ga )
J540
P12
2
17 17
42-004-AH1 (BRN 14ga )
0-283-FH1 (BLK 14ga )
LAMP RIGHT LOWER ENGINE SERVICE 1
42-005-FH1 (BRN 14ga )
2
0-287-FH1 (BLK 14ga )
RLESL AK7503 RLESL
SH5:I-9
J12
1
42-006-FH1 (BRN 14ga )
16 16
0-282-AH1 (BLK 14ga )
17 17
SH5:H-5
0-424-AA1 (BLK 14ga )
15 15
42-003-AH1 (BRN 14ga )
RUESL AK7503 RUESL
LLESL AK7503 LLESL
18 18
0-420-AA1 (BLK 14ga )
18 18
0-285-AH1 (BLK 14ga )
P11
J541
SP165
0-286-FH1 (BLK 14ga )
P541
71CK BUSS
15
VEC-91
9E
E
F56
11 BUSS
20
JB4B
SWITCH DATA STORE (DSSW)
1
C
D2
1
PC1150
T2 T1
SWITCH LEFT WINDOW
1
1
3
0-191-CC3 (BLK 14ga ) 1
32 32
67P-001-AC3 (YEL 14ga )
67P-004-CC3 (YEL 14ga )
33 33
67P-002-AC3 (YEL 14ga )
67P-003-CC3 (YEL 14ga )
SP135
1 6
67P-005-CC3 (YEL 14ga ) 67P-006-CC3 (YEL 14ga )
SWITCH RETARD SPEED CONTROL (RSCS)
NO
1
49-008-CC2 (TAN 16ga ) 33RS-000-CC2 (LBL 16ga ) 0-312-CC2 (BLK 18ga )
A
B
2
1
6
MOTOR LEFT WINDOW
2
67M-001-CC3 (GRY 14ga )
5 5
1
1
1
1
1
1
1
SWITCH RIGHT WINDOW
GB12 REAR CAB
33RR-001-CC2 (WHT 16ga )
C2
1
1
S2 S1
3
0-198-CC3 (BLK 14ga )
TB24 1
34 34
67R-001-AC3 (PUR 14ga )
35 35
67R-002-AC3 (PUR 14ga )
P03
67R-004-CC3 (PUR 14ga ) 67R-003-CC3 (PUR 14ga )
SP138
67R-005-CC3 (PUR 14ga ) 67R-006-CC3 (PUR 14ga ) 0-200-CC3 (BLK 14ga )
4 4
A A
MC260
RSP
G
67R-000-AA1 (PUR 12ga )
9G
VEC-91
F62
2
1 2 3 4
41TS-010-CC3 (DGR 16ga )
SH8:J-10
41TS-011-CC3 (DGR 16ga )
SH6:J-12
SM2740
MOTOR RIGHT WINDOW
67S-001-CC3 (DBL 14ga ) 67T-001-CC3 (LBL 14ga )
C C PC0490
P059
MOTOR
41TS-008-CC3 (DGR 16ga )
2
67S-000-CC3 (DBL 16ga )
SP782
67T-000-CC3 (LBL 16ga )
SP783
B A
P058
MOTOR
SM2740
41TS-007-CC3 (DGR 16ga )
P071
OP-CAB WINDOW MOTOR
11 BUSS
20
JB6A
PC1150
5 5
D D
P071
RETARD SPEED CONTROL C C
3
1 1 6 6
0-201-CC3 (BLK 18ga )
J03
A A
B B
0-197-CC3 (BLK 18ga )
67L-000-CC3 (PNK 16ga )
SP779
B A
41TS-009-CC3 (DGR 16ga ) 41TS-004-CC3 (DGR 16ga )
P072
PC0490
67M-000-CC3 (GRY 16ga )
SP778
67L-001-CC3 (PNK 14ga )
C C
D D
P072
0-314-CC2 (BLK 18ga ) 33RS-000-CC2 (LBL 16ga )
10V-006-CC2 (RED 18ga )
3
4 4
0-195-CC3 (BLK 14ga ) 0-194-CC3 (BLK 18ga )
71P-002-CC2 (BRN 16ga )
A A
B B
0-192-CC3 (BLK 18ga )
TB24
71P-004-CC2 (BRN 16ga )
1
1
D1
GB12 REAR CAB
1 2 3 4
71P-003-CC2 (BRN 16ga )
SHIELD-286
MC266
10V-008-AC1 (RED 18ga )
525-001-AC1 (WHT 18ga ) SHIELD-286
MC266
SHIELD-287
R1 R2
1
1
P1 P2
1
10V-009-AC1 (RED 18ga )
74N-001-AC1 (WHT 18ga ) SHIELD-287
10 10
XC2455
SHIELD-282
10V-003-CC1 (RED 18ga )
+VDC SUPPLY
9
0ACL-000-CC1 (BLK 18ga )
A
GROUND
8
525-000-CC1 (WHT 18ga )
B
PEDAL SIGNAL
7
9 8
14 14
MC265
MC265
TB31
1
J1
J2
1
1
L1 L2
1
L3
1
K1 K2
1
1
SHIELD-288
10V-010-AC1 (RED 18ga ) 0LEV-001-AC1 (BLK 18ga ) 52R-001-AC1 (WHT 18ga ) MC268
0-600-AA2 (BLK 18ga ) 0-601-AA2 (BLK 18ga )
SH10:M-7 SH12:A-5
MC268
18 18
10
10F
TB23 F
MC264
712H-004-AA1 (LBL 16ga )
10V-004-CC1 (RED 18ga ) 0RET-000-CC1 (BLK 18ga )
A
GROUND
74N-000-CC1 (WHT 18ga )
B
PEDAL SIGNAL
P235
22 22
RETARD CONTROL LEVER (OPT)
C
+VDC SUPPLY
17 17
0LEV-000-CC1 (BLK 18ga )
A
GROUND
16 16
52R-000-CC1 (WHT 18ga )
B
LEVER SIGNAL
J01
MC263
P237
53H-002-AH2 (PNK 16ga )
1 1
SWITCH HOIST LIMIT
K1 K2
1
J2
1
J1
712H-002-DD1 (LBL 16ga )
3 4
HLS J16
1
TB35 N1 N2
3
1
4
2
PC2818
1 2
HLS
53H-000-DD1 (PNK 16ga )
P16 SOLENOID HOIST LIMIT
1
53H-003-AB1 (PNK 14ga )
R
R
53H-004-BB1 (PNK 14ga )
1
HS
10V-005-CC1 (RED 18ga )
MC263
712H-001-AH2 (LBL 16ga )
RETARD CONTROL PEDAL
+VDC SUPPLY
SHIELD-280
W1
TB60
C
MC264
1
712H-003-AA1 (LBL 16ga )
30 30
15 15
P01
VEC-91
F51
53H-001-AA1 (PNK 16ga )
12 12
SHIELD-288
712 BUSS
P236
SHIELD-281
13 13
MC267
ACCELERATOR PEDAL
C
7
11 11
0RET-001-AC1 (BLK 18ga )
1
52RA-000-AA3 (WHT 18ga )
71CN2-000-AA3 (PNK 18ga )
A1
42SL-001-AJ1 (ORG 16ga )
JB4B
P701
9
9
4
4
MC271
74NA-001-AA3 (WHT 18ga )
SHIELD-297
Z
2-2
74NA-000-AA3 (WHT 18ga )
0LEV-002-AA3 (BLK 18ga )
0-273-JJ1 (BLK 14ga )
VA2828
67P-000-AA1 (YEL 12ga )
0ACL-001-AC1 (BLK 18ga )
T1 T2
P302 P303 CONN INSTALL CHECK
TB31
1
SHIELD-296
MC271
2-1
SH10:P-8
0-600-AA2 (BLK 18ga )
J701
RETARD LEVER COMMON
2
SWITCH LEFT ENGINE SERVICE LAMP (LESLS) 1 1
P701
U
1
0RET-001-AC1 (BLK 18ga )
AHT AUXBOX CONNECTOR (OPT) J4-AA7 (BLK 18ga )
7
RETARD LEVER SHIELD
1-4
MC267
SP739
LAMP HYDRAULIC PUMP MOD (OPT)
10V-009-AC1 (RED 18ga )
525-002-AA3 (WHT 18ga )
7
P302
0-274-JJ1 (BLK 16ga )
HPMS-3
J02
W1 N4
6
P
1-3
MC260
1
6
RETARD PEDAL SIG
MC270
B
1
VA2828
10V-008-AC1 (RED 18ga )
525A-001-AA3 (WHT 18ga )
0RET-002-AA3 (BLK 18ga )
HPMS-1
3
SH12:F-5
0-313-CC2 (BLK 18ga )
W3 N2
SHIELD-295
SP738
1 1
42PMS-002-JJ1 (DBL 16ga )
SH12:M-4
33RR-000-CC2 (WHT 18ga )
1
EB7418
525A-000-AA3 (WHT 18ga )
SHIELD-296
J1
SHIELD-272
61 61
P02
SH12:G-9
10V-007-AC2 (LBL 18ga )
0ACL-002-AA3 (BLK 18ga ) MC269 0ACL-003-AA3 (BLK 18ga )
0ACL-003-AA3 (BLK 18ga )
B
P563
P12
J12
NC PC2644
P721
71P-005-AA1 (BRN 16ga )
31RR-000-CC2 (LTG 16ga )
SHIELD-295
V
22 22
42SL-000-AA1 (ORG 16ga )
NO 1
1 C
B B
0RET-002-AA3 (BLK 18ga )
RETARD PEDAL COMMON
1-2
73DS-002-CC2 (TAN 16ga )
P304
RETARD PEDAL SHIELD W
3 1
PC1376
F1 F2
0-446-AA1 (BLK 18ga )
A
TIMER (1HR) ENGINE SERVICE LAMP (ESLT) T
H1
TB31
C
0-271-AJ2 (BLK 14ga )
GB12 REAR CAB
NC
65 65
P303 ACCEL PEDAL POT WIPER -
1-1
31RR-001-AC2 (LTG 16ga )
1
MC269
B
D4
33RR-003-AA3 (WHT 18ga )
EB7418
ACCEL PEDAL POW WIPER +
11SL-000-AA1 (DBL 14ga )
P540
SH7:D-14
0-311-CC2 (BLK 18ga )
GB12 REAR CAB
1
1
t
A
1
SH13:F-5
H1 H2
MC262
ACCEL PEDAL POT LOW REF m
TB31
42PML-001-AJ2 (ORG 14ga )
25 25
0-270-AA1 (BLK 14ga )
J14
71P-006-CC2 (BRN 14ga )
PB8624 SH7:F-19
SHIELD-277 1
SH12:F-20 ACCEL, RSC, RET PEDAL/LEVER POT HI REF
1
1
71P-001-AC2 (BRN 14ga )
P02
PC1377
71H-000-AA3 (LBL 18ga )
RETARD SP CONT POT SHIELD
1
SWITCH BODYUP OVERRIDE / RESET (ORS)
h
AUTONOMOUS MODE REQUEST
15
P15
VEC-89
J02
RESET/BODY UP OVERRIDE
P
SHIELD-209A-AD1 (BLK 18ga )
TB23
TB21
1
SHIELD-214
71P-007-AC3 (DGR 16ga )
A
74Z-001-SS1 (BLK 18ga )
z
RETARD SP CONT
SP770
SHLD_209-AD1 (BLK 18ga )
B
P304 CONN INSTALL CHECK
S4
B
A
SENSOR GE ALTERNATOR SPEED
MC252
P305
71CN1-000-AA3 (PNK 18ga )
SP769
TB33
SHIELD-251
SHIELD-251
SHIELD-214
33 33
J11
SH11:H-5
10 10
BUFFERED RH RR SP SIG SHIELD
19 19
J15
MC250
MC209
A
74ZA-000-AA3 (DGR 18ga ) MC250
MC209
13 13
A
42PMS-001-AJ2 (DBL 16ga )
HPML AK4619 HPML
SH5:I-5
TB24
4D D
SENSOR RIGHT REAR WHEEL SPEED A
SP741
t
42PML-000-AA1 (ORG 14ga )
35 35
42PML-002-JJ1 (ORG 14ga )
P720
15RRW-000-AD1 (RED 18ga ) TW1
714P-001-AA1 (RED 18ga )
P301
DIG OUT (EXT RETARD LIGHT)
1
42-000-AA2 (BRN 12ga )
1
RH RR WHEEL SP SHIELD M
VEC-91
F34
71CNCK-000-AA3 (PNK 18ga )
1
RH RR WHEEL SP +V1
2
42PMS-000-AA1 (DBL 16ga )
11SL-001-AA1 (DBL 14ga )
1
1
11 BUSS
P13
77C-003-AA3 (WHT 18ga ) TW2
77B-003-AA3 (GRN 18ga ) TW3
SWITCH HYDRAULIC PUMP MOD LAMP (OPT)
PC2644
SHIELD-233 D SHIELD
SHIELD-233
LH RR WHEEL SP SIGNAL +V2 C
E
1
1
11SL-002-AA1 (DBL 14ga )
SENSOR LEFT FRONT WHEEL SPEED MC234 P507
SENSOR LEFT REAR WHEEL SPEED
MC217
15LRW-001-AA1 (RED 18ga ) TW1
LH RR WHEEL SP SIGNAL +V1
ENGINE AND PUMP MODULE SERVICE LAMPS T
J13
MC228 TB29
A
TIMER (1HR) HYDRAULIC PUMP MOD (HPLT)
SHIELD-239
MC228
15RFWS-000-AR1 (RED 16ga )
MC232 P501
1 2
P57
33LF-003-AA1 (WHT 18ga )
33LF-001-AA1 (WHT 18ga )
SENSOR RIGHT FRONT WHEEL SPEED
MC232
AHT LH WHEEL SPD RESISTOR (OPT) R57
1
N1 N2
1 2
15RFWS-003-AA1 (RED 18ga )
SHIELD-240
1
S1 S2
1
SP728
15RFWS-002-AA1 (RED 18ga )
MC239
TB33
MC244
1C C
33RF-003-AA1 (WHT 18ga )
1
J2
F58-2
D 1D
15SRW-001-AA1 (RED 18ga )
BODY HOIST LIMIT
P240
J240
PC1372
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 10 of 20
0-101-CC3 (BLK 16ga )
1
T2 T1
1
51 51
47S-001-AC3 (LBL 16ga )
P03
3 3
47S-000-CC3 (LBL 16ga )
J03
6
SH9:A-5
SH7:E-15
79BA-002-AA1 (YEL 18ga )
85
F3
11 BUSS
87
15
11C
87a
D14
BACKUP HORN RELAY 3
D
9C
25
1
0-246-DD1 (BLK 10ga )
1 A1
SH5:J-5
0-241-AA1 (BLK 14ga )
2
2
0-244-AH2 (BLK 14ga )
1
B1 B2
1
0-247-DD1 (BLK 10ga )
1 A2
SH5:J-5
0-242-AA1 (BLK 14ga )
3
3
0-245-AH2 (BLK 14ga )
1
C1 A4
1
SH11:M-14
0-295-DD2 (BLK 10ga )
29 29
1
79A-001-AH2 (DBL 14ga )
TB60
1
G1 G2
LRBH-(+)
79A-002-DD1 (DBL 16ga ) 79A-003-DD1 (DBL 16ga )
TB35
47-008-AA1 (GRY 14ga )
1
L1 L2
1
L3
1
10 10
47-001-AA1 (GRY 14ga )
47-003-AH2 (GRY 14ga )
13 13
47-002-AA1 (GRY 14ga )
47-012-AA1 (GRY 14ga )
J16
1
TB60
1
F4
1
F3
1
P16
86
85
BULR-87
2
47-011-FF1 (GRY 14ga )
RBUL AK7519 RBUL
H
H
47-010-FH1 (GRY 14ga )
8
8
47-009-AH1 (GRY 14ga )
8
8
J
J
0-257-FH1 (BLK 14ga )
9
9
0-256-AH1 (BLK 14ga )
9
9
1
P502
P541
J541
P11
47-015-GG1 (GRY 14ga )
47-005-DD1 (GRY 16ga ) 1 2
47-006-DD1 (GRY 16ga )
LBUL AK7519 LBUL
H
47-014-GJ1 (GRY 14ga )
8
8
47-013-AJ1 (GRY 14ga )
8
8
J
J
0-261-GJ1 (BLK 14ga )
9
9
0-262-AJ1 (BLK 14ga )
9
9
47-007-DD1 (GRY 16ga )
HIDBL
HIDBL_CP
P503
P540
J540
P12
EM4520
47-000-AA2 (GRY 10ga )
1
GB1 - REAR AXLE 1 B1
2
0-252-DD1 (BLK 16ga )
LRBL AK7513 LRBL
47-008-AA1 (GRY 14ga ) SH5:H-9
LAMP STOP/TAIL LEFT A
44-004-DD1 (GRY 16ga )
47-012-AA1 (GRY 14ga )
SH9:M-19
SH5:J-9
0-263-AA1 (BLK 14ga )
0-251-DD1 (BLK 16ga )
LAMP BACKUP REAR LEFT
BULR-30
0-255-AA1 (BLK 14ga )
2
RRBL AK7513 RRBL
TB61
1
41T-018-AH2 (TAN 16ga )
B
A
1
M4
1
C
C
0-264-DD1 (BLK 16ga )
LRSTL
B
PC1913
LRSTL
M1 M2
0-259-GG1 (BLK 14ga ) J503
0-249-DD1 (BLK 16ga )
RRBH-(-)
1 2
1
J11
H
0-248-DD1 (BLK 16ga )
LAMP HID BACKUP BERM AXLE (OPT)
LAMP BACKUP LIGHT LEFT DECK (OPT) 2
- 1
736131C2
41T-019-DD1 (TAN 16ga )
1
736131C2
1
SH8:O-9
0-157-AA2 (BLK 16ga )
BULR-(-)
0-258-FF1 (BLK 14ga ) J502
LRBH-(-)
HORN BACKUP LEFT
LAMP BACKUP LIGHT RIGHT DECK (OPT) 1
- 1
LAMP BACKUP REAR RIGHT
30 1 PB7276
1
0-250-DD1 (BLK 16ga )
F1 F2
47-004-AH2 (GRY 14ga )
1 A3
HORN BACKUP RIGHT
RRBH-(+)
47-000-AA2 (GRY 10ga )
-
+
1 87
47B-000-AA1 (TAN 10ga )
A1 A2
RELAY BACKUP LIGHT (BULR) 1
C
1
P23
PC1500
47A-000-AA1 (PNK 16ga )
VEC-89
0-243-AH2 (BLK 14ga )
C C
BULR-(+)
F2
11 BUSS
11D
1
79A-000-AA1 (DBL 14ga )
79A-000-AA1 (DBL 14ga )
D15
11E
E
47S-002-AA1 (LBL 16ga )
C
1
4
47S-003-CC3 (LBL 16ga )
30
0-240-AA1 (BLK 14ga )
SH4:E-11
712K-004-CC3 (LBL 16ga )
J22-CC3 (WHT 16ga )
VEC-89
86
2
5 5
D D
0-268-CC3 (BLK 16ga )
P23
11B 0 BUSS
2
1 1 6 4
B
A A
B B
0-269-CC3 (BLK 16ga )
TB22
GB1 - REAR AXLE
TB61
SH5:J-5
+
SH9:F-5
SWITCH MANUAL BACKUP LIGHT
+
BACKUP LAMPS
LAMP STOP/TAIL RIGHT
41T-019-DD1 (TAN 16ga ) 41T-020-DD1 (TAN 16ga )
A
44-005-DD1 (GRY 16ga )
41T-022-DD1 (TAN 16ga ) 41T-021-DD1 (TAN 16ga )
B
41T-020-DD1 (TAN 16ga )
J12
A
C
C
0-265-DD1 (BLK 16ga )
RRSTL
B
RRSTL
PC1913
0-265-DD1 (BLK 16ga )
LAMP BODY RIGHT SIDE MARKER
SH6:G-17
44R-003-AA1 (GRY 18ga )
SH9:M-19
11H
H
0 BUSS
85 F9
11 BUSS
SH10:G-4
74ZA-000-AA3 (DGR 18ga )
1
TB21
12E
87
30
10
VEC-89
86
E
44-000-AA1 (GRY 14ga )
1
87a
TB35 G1 G2
1
G4
1
J16
1
D4
1
74ZA-001-AA1 (DGR 18ga )
C
1C 71CK BUSS
86 F13
11 BUSS
10
A1
A2
1
1
H1 H2
1
1
D1 D2
1
D4
1
45RL-013-DD1 (DBL 16ga )
1F
F
44D-000-AA1 (LBL 16ga )
87a
1
44-004-DD1 (GRY 16ga )
41T-022-DD1 (TAN 16ga )
44-005-DD1 (GRY 16ga )
0-300-DD1 (BLK 16ga )
1
H4
1
17 17
44D-001-AA1 (LBL 16ga )
B
B
41T-023-MM1 (TAN 16ga )
C
C
0-305-MM1 (BLK 16ga )
1
E4
1
44D-005-DD1 (LBL 16ga )
1
44D-005-DD1 (LBL 16ga )
44D-006-DD1 (LBL 16ga )
P16
1
GB1 - REAR AXLE
LAMP SERVICE BRAKE OP-CAB
RETARD SWITCH INPUT 7
7
1
44-006-CC4 (GRY 16ga )
SBL
IM3
A4
1
B3
1
0-254-DD1 (BLK 16ga ) 0-253-DD1 (BLK 16ga ) 0-265-DD1 (BLK 16ga ) 0-300-DD1 (BLK 16ga ) 0-301-DD1 (BLK 16ga )
5
44D-002-AC4 (LBL 16ga )
EM8073
10C C
63-009-AA1 (PNK 14ga )
1
R1 R2
1
45LL-013-DD1 (BRN 16ga )
1
E1 E2
1
RELAY VEHICLE HORN POWER (HPR)
63-001-CC3 (PNK 14ga )
63-003-CC3 (PNK 14ga ) 63-004-CC3 (PNK 16ga )
63-008-CC3 (PNK 16ga )
HPR-87
P03
63-008-CC3 (PNK 16ga )
SWITCH COMBO 8
P121
WASHER SW WIPER CONT SW
INT
PARK
LO
HI
PC1709
X
T
P
87
P10
63W-001-CC3 (GRY 16ga )
63H1-000-CC3 (LTG 16ga )
P121
D15
1
0-379-CC3 (BLK 16ga )
J03
1
WW+
0-377-AC3 (BLK 16ga )
+
PUMP
-
4B
B
85
30 (C)
VE5339
P09
PC1730
63P-000-CC3 (DBL 16ga )
P240
86
30 (C)
P08
85
(NO) 87 (NC)87A
PC1730
6
63P-000-CC3 (DBL 16ga )
P09
RELAY WIPER MOTOR HIGH (+) (-)
P08
41T-025-MM2 (TAN 16ga )
C
C
0-302-MM2 (BLK 16ga )
5 6
4 4
MOTOR
2 2
P07
SH15:M-20
0-378-CC3 (BLK 16ga ) 0-376-CC3 (BLK 16ga ) 63H-000-CC3 (TAN 16ga )
LSCL2
SP177
P54
LSCL2
B
XB3940
0-303-MM2 (BLK 16ga )
P120
J03
13 13
11HS-002-GJ1 (DBL 14ga )
N
N
14 14
0-290-AJ1 (BLK 14ga )
14 14
0-291-GJ1 (BLK 14ga )
O
O
P12
P540
J540
B
PC1621
11HS-003-GG1 (DBL 14ga )
HORN FRONT VEHICLE SP167
0-292-GG1 (BLK 14ga )
11HS-004-GG1 (DBL 14ga ) 0-293-GG1 (BLK 14ga )
SP168
A
B
B
AHS
J503
P503
A
PC0244
0-294-GG1 (BLK 16ga ) PC2834 1
TB35 A1
1
A2
4
11A-002-AA1 (TAN 16ga )
4
11A-005-AH2 (TAN 14ga )
1
TB60 L1 L2
1
1
B1 B2
1
B3 B4
1
J16
D1
11A-006-DD2 (TAN 16ga )
P16
2
D1
1
1
11A-007-DD3 (TAN 16ga )
2
2
0-297-DD3 (BLK 16ga )
P704
J704
GB1 - REAR AXLE
SH11:B-16
0-295-DD2 (BLK 10ga )
1 B2 B4 1
0-296-DD2 (BLK 16ga )
11A-004-AC2 (TAN 18ga )
C
1 2
11A-008-BB1 (TAN 14ga )
J240
1 1
0-298-DD3 (BLK 14ga )
HLSW-1
SR8325
11A1-000-BB1 (LBL 16ga )
GB8 BRAKE CABINET 4
1
SP171
11A1-001-BB1 (LBL 16ga )
0-445-BB1 (BLK 16ga )
GB8-4
1 1
A
PC3010
LAMP HYDRAULIC CABINET #2
P07
0-382-CC3 (BLK 16ga ) SH15:M-20
11A1-002-BB1 (LBL 16ga )
HYD CABINET LAMP
0-444-BB1 (BLK 16ga )
A B
HL2
LAMP REAR SERVICE 2
B
HL1
3 3
PB9923
41T-026-MM2 (TAN 16ga )
SP176
C
A
SWITCH HYDRAULIC LAMP C
HLSW-2
5
XB3940
11A-003-AB1 (TAN 14ga )
WW-
MOTOR WINDSHIELD WIPER
63L-000-CC3 (DGR 16ga )
(NO) 87 (NC)87A
B
45LL-016-MM2 (BRN 16ga )
45LL-014-MM2 (BRN 16ga )
11HS-005-GG1 (DBL 16ga )
1
11A-000-AA1 (TAN 12ga )
LSCL1
B
1
P03
RELAY WIPER MOTOR LOW (+) (-) 86
SP175
B
1 A 2
11H-002-CC3 (DGR 16ga )
11HS-001-AJ1 (DBL 14ga )
LAMP HYDRAULIC CABINET #1
PC1150JB4H
WINDSHIELD WIPER / WASHER
15
VEC-91
MOTOR WINDSHIELD WASHER
D15
63L1-000-CC3 (BRN 16ga ) 63L1-001-CC3 (BRN 16ga ) 63L1-002-CC3 (BRN 16ga ) 63L1-003-CC3 (BRN 16ga )
57 57
13 13
J12
EB7418
VEC91-P4 SH15:D-14
63W-003-AC3 (GRY 16ga )
66 66
F33
11 BUSS
GB12-C3
JB4H 1 2 3 4
65 65
63W-000-CC3 (GRY 16ga )
1
PC2834
0-422-AA1 (BLK 14ga )
41T-027-MM2 (TAN 16ga )
0-304-MM2 (BLK 16ga )
A3
6
GB12
D15 2
11HS-000-AA1 (DBL 14ga )
HPR-30
11A-001-AA1 (TAN 12ga )
4
WADT-6
C3
63L2-000-CC3 (LBL 16ga )
1
63W-000-CC3 (GRY 16ga )
12 2 1 6
11H-001-AC3 (DGR 16ga )
P03
1
WADT-4 5
0-380-CC3 (BLK 16ga ) 63W-002-CC3 (GRY 16ga )
63W-002-CC3 (GRY 16ga )
7
1
0-380-CC3 (BLK 16ga )
85
1
HPR-(-)
30 1 PB7276
B1 B2
RRL
C
A
SWITCH HORN BUTTON
1
WADT-2 3
L
63L1-003-CC3 (BRN 16ga )
85
1
11H-000-AA1 (DGR 16ga )
TB22
45LL-015-MM2 (BRN 16ga )
LSCL1
D1
WADT-1 1 2
63-007-CC3 (PNK 16ga )
XB3940
LAMP BODY LEFT SIDE MARKER
A
TIMER WASHER DELAY (WADT)
63L1-002-CC3 (BRN 16ga )
86
63T1-000-CC3 (PUR 16ga )
PC1150JB4C
86
SH5:J-9
1
RSCL2
B
RSCL2
A
J54
EM8074
FRONT VEHICLE HORN PC0566 TIMER WIPER DELAY
63W-000-CC3 (GRY 16ga ) 63W-001-CC3 (GRY 16ga ) 63W-002-CC3 (GRY 16ga )
0-301-DD1 (BLK 16ga )
63-006-CC3 (PNK 16ga )
63-007-CC3 (PNK 16ga )
JB4C
-
+
1 87
11A-001-AA1 (TAN 12ga )
JB6G 56B0611510
1 2 3 4
1
HPR-(+)
58 58
J03
41T-021-DD1 (TAN 16ga )
J04
11A-011-AA1 (TAN 16ga )
63-002-CC3 (PNK 16ga ) 1 2 3 4 5 6
P04
63-000-AC3 (PNK 14ga )
TB10
LRL
C
A
LAMP BODY LEFT REAR MARKER
1
44D-004-CC4 (LBL 16ga )
TB24
VEC91-P10
JB6G
5
DRL
REAR TURN / TAIL / STOP LAMPS
10
41T-028-MM1 (TAN 16ga )
0-253-DD1 (BLK 16ga )
LAMP RETARD OP-CAP
712 BUSS
45RL-016-MM1 (DBL 16ga )
2
RRL PC1914
44-002-AC4 (GRY 16ga )
VEC-91
LAMP BODY RIGHT REAR MARKER
LAMP RETARD RIGHT REAR
INTERFACE MODULE
F50
XB3940
0-307-MM1 (BLK 16ga )
SP174
2
LRL PC1914
44D-006-DD1 (LBL 16ga )
Z
RSCL1
J55
RSCL1
B
41T-024-MM1 (TAN 16ga )
LAMP RETARD LEFT REAR
E1 E2
44D-003-AH2 (LBL 14ga )
SP173
45RL-014-MM1 (DBL 16ga )
C
A
0-306-MM1 (BLK 16ga ) J16
RETARD LAMPS RELAY 15
74ZA-002-AA1 (DGR 20ga )
A
P55
1
H1 H2
A
45RL-013-DD1 (DBL 16ga )
P16
TB35
45RL-015-MM1 (DBL 16ga )
45LL-013-DD1 (BRN 16ga )
TB60
87
30
44-003-AH2 (GRY 14ga )
1
VEC-89
85
SP172
TB60
45RL-012-AH2 (DBL 16ga )
16 16
44-001-AA1 (GRY 14ga )
SERVICE BRAKE LAMP RELAY 9
D1 D2
45LL-012-AH2 (BRN 16ga )
SH9:M-19
PC3010
1
PL AK7513 PL
0-297-DD3 (BLK 16ga )
SP169
TIMER REAR SERVICE LAMP (PLT)
0-299-DD3 (BLK 16ga )
1 3
T
11AL-000-DD3 (BRN 16ga )
PLT-3
11ALT-000-DD3 (WHT 14ga )
REAR AXLE SERVICE LAMP
SWITCH REAR SERVICE LAMP (PLS) 1 2
PLS-2
1 NO
SR8325
3 1
PLS-3
C 1
PLT-NO NC PC2644
PLT-C
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 11 of 20
GB31-A AUXBOX GND BLCK
GE CONTROL INTERFACE
D4
ADVANCED IDLE #1 REQ
z
1
58B-06-00120
0-443-AA2 (BLK 18ga ) 0-601-AA2 (BLK 18ga )
SH10:P-8
33ES1-001-AA3 (GRY 18ga ) NOTE: REMOVE JUMPER BAR AND GROUND WIRE (0-443) FOR 930E-4 MODEL TRUCKS
ADVANCED IDLE #2 REQ
g
EB7418
33ES2-001-AA3 (YEL 18ga )
TB26
2
1
A4 A1
1
1
A2 A3
1
B2 B1
1
B4 B3
1
1
1
2000.0
SH7:F-8
71BC-001-AA2 (DGR 18ga )
R23
33ES1-002-AA2 (GRY 18ga )
33ES1-000-AA1 (GRY 20ga )
SH13:A-2
33ES2-000-AA1 (YEL 20ga )
SH13:A-2
33ES2-002-AA2 (YEL 18ga ) 58B-06-00120 2
P302 SP LIMIT-ON/SYS NOT READY-ON W
79W-001-AA3 (GRY 18ga )
1
TB26
1
2000.0
SH7:F-8
71BC-002-AA2 (DGR 18ga )
R34
C2 C1
1
79W-000-AA1 (GRY 20ga )
SH13:B-2
E2 E1
1
75NP-001-AA3 (WHT 18ga )
1
75NP-000-AA1 (WHT 20ga )
SH13:B-2
NO PROPEL / NO RETARD DRIVER M
75-GP-001-AA3 (LBL 18ga )
1
F2 F1
1
75-GP-000-AA1 (LBL 20ga )
SH13:B-2
LINK ENERGIZED LIGHT DRIVER
Y
75LE-001-AA3 (TAN 18ga )
1
G2 G1
1
75LE-000-AA1 (TAN 20ga )
SH13:B-2
RETARD REDUCED LVL DRIVER
f
76LR-001-AA3 (DBL 18ga )
1
H2 H1
1
76LR-000-AA1 (DBL 20ga )
SH13:C-2
PROPEL SYS REST LIGHT DRIVER
T
PROPEL SYS NOT READY DRIVER
N
NO PROPEL DRIVER-LOW D
TB22
72PR-001-AA3 (YEL 18ga )
1
72NR-001-AA3 (DBL 18ga )
1
J1
1
K2 K1
1
J2
D11
A 4A
72PR-000-AA1 (YEL 20ga ) 72NR-000-AA1 (DBL 20ga )
H 4H
4B
B
72NR1-000-AA1 (LBL 20ga )
VHMS MODULE / ORBCOMM MODULE / KWB MODULE
SH13:C-2
D12
KOMTRAX PLUS MODULE
VEC-90
COMM_CAN_H_0 (RPC)
TB26 REDUCED PROPEL DRIVER
F
PROPEL SYS OVERTEMP LIGHT
Z
P304
TRUCK SPEED FM SIGNAL
TRUCK SP FM SIG
J2
J1
1
72LP-000-AA1 (BRN 20ga )
SH13:C-2
34TW-001-AA3 (GRY 18ga )
1
D2 D1
1
34TW-000-AA1 (GRY 20ga )
SH13:D-2
MC722
SH15:K-3 SH15:J-3
SHIELD-908
ACCEL INHIBIT
G
MC276
19 19 20 20 21 21
J02
MC275
MC276
77-002-AC2 (WHT 18ga ) 77A-002-AC2 (BLK 18ga )
P02
MC274
TB21 1
510E2-000-AA3 (DGR 18ga )
A1
HYD LADDER ACCEL INHIBIT (OPT)
P303
b
A2
1
510E2-001-AA1 (DGR 20ga )
SH7:H-19
A4
1
510E2-003-AA1 (DGR 18ga )
SH15:N-14
1
75A2-000-AA3 (BRN 18ga )
TB35 V1 V2
SHIELD-618 SHIELD-613
SH12:F-18 SH5:J-12 1
77-003-AA4 (WHT 18ga ) 77A-003-AA4 (BLK 18ga )
TB26
1
K2 K1
1
1
K4 K3
1
1
L2 L1
1
1
L4 L3
1
1
M2 M1
1
1
M4 M3
1
28 28
71P-005-AA1 (BRN 16ga )
26 26
MC272
SH14:K-8 SH14:K-8
u
1
71F-000-AA3 (LTG 18ga ) SH14:J-8
71F-002-AA4 (LTG 16ga )
1
TB35
1
S3
1
S4
J16
P301
SHIELD-616
1 C
SHIELD-610
NO
1
75A2-002-DD4 (WHT 18ga )
C
C
NC
1
75A1-000-DD4 (RED 18ga )
A
A
B
B
EM1179
71P-010-AH2 (BRN 14ga )
SP180
71P-014-DD4 (BLK 18ga ) 1 1
71P-011-AH2 (BRN 16ga )
TB61 J2
1
H1 H2
1
J1
J703
15VDI-002-AA3 (WHT 18ga )
1
SNSR & CNTRL +15V SUPP2
J
15VDI-003-AA3 (WHT 18ga )
SNSR & CNTRL -15V SUPP1
L
-15VDI-002-AA3 (LTG 18ga )
SNSR & CNTRL +5V SUPP1 A SNSR & CNTRL +5V SUPP2 C SNSR & CNTRL +5V SUPP3 E SNSR & CNTRL +5V COMM1 SNSR & CNTRL +5V COMM2 SNSR & CNTRL +5V COMM3 SNSR & CNTRL -15V COMM1 SNSR & CNTRL +15V COMM1 SNSR & CNTRL +15V COMM2
5VDI-002-AA3 (YEL 18ga ) 5VDI-003-AA3 (YEL 18ga ) 5VDI-004-AA3 (YEL 18ga )
B D F M H K
H
DID PANEL RS232 RECEIVE
D
DID PANEL RS232 TRANSMIT
C
DID PANEL COMM RS232 SHIELD
PSC RS232 RECEIVE
O
1 2
MC279
270.0
22 22
15VDI-000-CC2 (WHT 14ga )
6
6
1
V1 V2
1
-15VDI-001-AC2 (LTG 14ga )
23 23
-15VDI-000-CC2 (LTG 14ga )
9
9
1
W1 W2
1
5VDI-001-AC2 (YEL 14ga )
25 25
5VDI-000-CC2 (YEL 14ga )
5
5
0COM-003-AA3 (BLK 14ga )
SP182
24 24
MC279
TB25
1
A1 A2
90DIR-000-AA3 (WHT 18ga )
1
B1 B2
1
90DIT-000-AA3 (RED 18ga )
1
C1 C2
1
MC280
90CAR-000-AA3 (WHT 18ga )
1
1
D1 D2
TB25
MC277
1
1
E1 E2
1
MC277
90DIG-001-AC2 (BLK 18ga ) 90DIR-001-AC2 (WHT 18ga )
31 31
90DIT-001-AC2 (RED 18ga )
30 30
SHIELD-620
SHIELD-620
33 33
P02
MC286
MC286
90CAR-001-AC2 (WHT 18ga )
MC278
32 32
MC278
3
3
90DIR-002-CC2 (WHT 18ga )
2
2
90DIT-002-CC2 (RED 18ga )
1
1
90DIG-002-CC2 (BLK 18ga )
DID
SHIELD-621
MC283
42 42
90CAR-002-CC2 (WHT 20ga )
MC283
3
F1 F2
1
90CAT-001-AC2 (RED 18ga )
41 41
90CAT-002-CC2 (RED 20ga )
2
PSC RS232 GND
d
90CAG-000-AA3 (BLK 18ga )
1
G1 G2
1
90CAG-001-AC2 (BLK 18ga )
43 43
90CAG-002-CC2 (BLK 20ga )
5
PSC RS232 SHIELD
X
1
H1 H2
1
TCI RS232 RECEIVE
k
TCI RS232 TRANSMIT
q
TCI RS232 GND
r
TCI RS232 SHIELD
s
MMS RS232 TRANSMIT
MMS RS232 GND
MMS RS232 SHIELD
x
MC287
MC287
44 44
JUMPER7 JUMPER2 JUMPER6 JUMPER5 JUMPER1 CONNECTOR_SEL2_(GND) GND_SIG4 JUMPER8
MC284
MC284
1
90TCT-000-AA3 (RED 18ga )
1
R1 R2
1
90TCT-001-AC2 (RED 18ga )
56 56
90TCT-002-CC2 (RED 20ga )
2
90TCG-000-AA3 (BLK 18ga )
1
S1 S2
1
90TCG-001-AC2 (BLK 18ga )
58 58
90TCG-002-CC2 (BLK 20ga )
5
1
T1 T2
1
MC282
90MMR-000-AA3 (WHT 18ga )
1
1
1
90MMG-000-AA3 (BLK 18ga )
SHIELD-630
SHIELD-630
1
TB36 G1 G2
1
F1 F2
1
F4
1
H1 H2
1
H4
1
J2
J1
MC288
MC288
90MMR-001-AC2 (WHT 18ga )
SEE NOTE 1
1
57 57
SHIELD-635
1
G4
90TCR-001-AC2 (WHT 18ga )
SHIELD-635
59 59
90TCR-002-CC2 (WHT 20ga )
MC285
90MMR-002-CC2 (WHT 20ga )
MC285
2
90MMG-001-AC2 (BLK 18ga )
26 26
90MMG-002-CC2 (BLK 20ga )
5
29 29
P02
MC289
J02
SHIELD-654
72RQ-003-AA3 (GRY 18ga )
K1 K2
1
GB10 FRT CAB GND
K4
1
72RQ-004-AC3 (GRY 16ga ) 72RQ-002-AA1 (GRY 14ga )
P304
46 46
B
0-317-CC3 (BLK 16ga )
72RQ-005-CC3 (GRY 16ga )
1
D71
2
A
71P-007-AC3 (DGR 16ga )
27 27
1
72GD-000-AA3 (DBL 18ga )
TB23 S1 S2
1
72GD-001-AC3 (TAN 16ga )
8
8
90VHR-004-AA1 (RED 20ga )
90VHG-003-AC4 (BLK 18ga )
T1 T2
1
90VHG-004-AA1 (BLK 20ga )
5
1
X1 X2
1
SH12:E-6
7
PWR_IN_BRY_1
8
71VHM-003-CC4 (DGR 16ga )
PWR_IN_BRY_2
9
71VHM-004-CC4 (DGR 16ga )
GND_PWR2 12 GND_PWR3 19
8
8
71VHM-001-AC4 (DGR 16ga )
1
85-001-AC4 (GRY 14ga )
1
GND_PWR4 20
1
B1 B2
1
C1 C2
1
85-002-CC4 (GRY 14ga ) 85-003-CC4 (GRY 16ga )
SP187
GND_COMM (ORBCOMM) 1
GE - TCI DIAGNOSTIC DIAG 3 CONNECTOR
VEC-90
F47 5
VEC-91
4H
1 2 3 4 5 6
85-004-CC4 (GRY 16ga ) 85-005-CC4 (GRY 20ga ) 85-006-CC4 (GRY 20ga ) 85-007-CC4 (GRY 20ga )
10
0-347-CC4 (BLK 14ga ) 0-348-CC4 (BLK 18ga ) 0-349-CC4 (BLK 18ga ) 0-350-CC4 (BLK 18ga ) 0-351-CC4 (BLK 18ga )
1 2 3 4 5 6 7 8
85-007-CC4 (GRY 20ga ) 85-006-CC4 (GRY 20ga ) 85-005-CC4 (GRY 20ga )
56B0611530
40 PWR_IN_BATT2 36 POWER_CTR_KEY
38 GROUND2 37 GROUND1 29 DOUT (GND)
7HMWU-000-CC4 (YEL 20ga )
19 WAKE UP
COMM_232C_RXD_1 (ORBCOMM) 10
900CT-000-CC4 (WHT 20ga )
5
RS232 VHMS-R/ORB-T
900CR-000-CC4 (RED 20ga )
4
RS232 VHMS-T/ORB-R
P4B GND_SIG2
9
CNA
SHIELD-911
COMM_LAN_TX_+
1
J14-CC7 (BLK 18ga )
71VHM-005-CC4 (DGR 20ga ) 0-354-CC4 (BLK 20ga ) MC679
MC679
90ER1-000-CC4 (ORG 24ga ) TW1
COMM_LAN_TX_- 2 COMM_LAN_RX_+
90ER2-000-CC4 (W-OR 24ga ) TW1
3
90ET1-000-CC4 (GRN 24ga ) TW2
COMM_LAN_RX_- 6
90ET2-000-CC4 (W-GR 24ga ) TW2
P5
SH13:L-2 DIS_L_SNAPSHOT.SW1
2
DOS_L_LAMP 16
7826122502
73DS-005-CC4 (TAN 18ga )
SH13:F-2
74DS-000-CC4 (GRY 18ga )
SH13:F-2
KOMATSU WIRELESS BRIDGE (OPT) KWB
6
5
7
6
GND
2
24VDC
4
TX (+)
11 3
TX (-)
1
2
RX (+)
12 1
RX (-)
P653
P3B
72RR-001-CC3 (ORG 16ga )
ANTENNA KWB MODULE (OPT)
T3
CONN_SEL3 (OPEN) 12
GE - MM DIAGNOSTIC DIAG 8 CONNECTOR
T1
39 PWR_IN_BATT1
11 RS232 GND
9
ANTENNA ORBCOMM SATELLITE / GPS (OPT)
ORBCOMM MODULE (OPT)
900CG-000-CC4 (BLK 20ga )
GND_COMM (ORBCOMM) 2
11 BUSS
JB6E
3
4
F29
JB8A
P2A
COMM_232C_TXD_1 (ORBCOMM)
71CK BUSS
56B0611510
0-351-CC4 (BLK 18ga )
PWR_CTR_EXT 17
H
1B
VEC91-P4
SH14:E-8
P04
B
85-000-AA1 (GRY 14ga )
0-353-CC4 (BLK 20ga )
GE - PSC DIAGNOSTIC DIAG 1 CONNECTOR
SH10:L-3
0-446-AA1 (BLK 18ga )
71VHM-000-AA1 (DGR 16ga )
9
P1
58B-06-00110
TB28
85-004-CC4 (GRY 16ga )
0-350-CC4 (BLK 18ga )
X4
J6
85-003-CC4 (GRY 16ga )
0-349-CC4 (BLK 18ga )
1 X5
0-232-AA2 (BLK 16ga )
VHMS
SHIELD-825
J653_CP
EM8041
P35
PC2146
71P-008-CC3 (DGR 16ga )
72GD-003-CC3 (TAN 16ga )
SWITCH GRID DRY
3 3
72GD-002-CC3 (TAN 16ga )
2
6
GB31-B AUXBOX GND BLCK 1 B3
0-319-CC3 (BLK 16ga )
7826148502
A A
B B
4
0-322-AA3 (BLK 18ga ) 0-323-AA3 (BLK 18ga )
V1 V2
1
72RR-001-CC3 (ORG 16ga )
1 1 6
BATT CHG SYS FAIL IND RTN h DIG OUT RET-CONN TO GND k
90VHR-003-AC4 (RED 18ga )
3
SHIELD-824
AUXBOX KOMTRAX DIAGNOSTIC CONNECTOR
2
5
6
0-318-CC3 (BLK 16ga ) b
6
PWR_IN_BATT2
MC702
1
90VHT-004-AA1 (WHT 20ga )
P1
P35 SH10:H-12
ENG WARMUP REQ
PWR_IN_BATT1
MC702
1
SHIELD-824
P04
TB29
2
3 4
72RR-000-CC3 (ORG 16ga )
PC2834
SH4:B-4
J04
(BLK 20ga ) (BLK 20ga ) (BLK 20ga ) (BLK 20ga )
J04
SH13:L-2
SWITCH DC POWER OFF - REST SWITCH 1
J23-CC8 J24-CC8 J25-CC8 J26-CC8
71VHM-002-CC4 (DGR 16ga )
SH13:L-2
90MMG-003-AA1 (BLK 20ga )
C1
1 2 3 4 5 6
19 19
1
1
17 17 18 18
MC701
W1 W2
90VHT-003-AC4 (WHT 18ga )
0-346-AC4 (BLK 14ga )
DIAG8
SHIELD-633
90MMT-003-AA1 (RED 20ga )
TB23 1
3
90MMT-002-CC2 (RED 20ga )
1
O
1 SE1-000-CC4 (BLK 20ga ) 2 SE2-000-CC4 (BLK 20ga ) 3 SE3-000-CC4 (BLK 20ga ) 4 SE4-000-CC4 (BLK 20ga ) 5 SE5-000-CC4 (BLK 20ga ) 6 SE6-000-CC4 (BLK 20ga ) SE9-000-CC4 (BLK 20ga ) SP730 SE7-000-CC4 (BLK 20ga ) P6A SE8-000-CC4 (BLK 20ga )
MC701
16 16
P2B
27 27
SHIELD-636
TERMINAL BLOCK SPLIT UP. SEE CONNECTOR CHART FOR LOCATIONS
3
90MMT-001-AC2 (RED 18ga )
90MMR-003-AA1 (WHT 20ga )
MC700
GE DID PANEL
DIAG3
SHIELD-632
28 28
SHIELD-636
J5 1
P303
REST REQUEST
16 5 15 14 3 9 13 4
71VHM-002-CC4 (DGR 16ga )
DIAG1
SHIELD-631
P1 P2
90MMT-000-AA3 (RED 18ga )
z
SHIELD-634
1
SHIELD-629
MC282
w
TB25
MC281
90TCR-000-AA3 (WHT 18ga )
SHIELD-629
y
SHIELD-634
SHIELD-821
0-352-CC4 (BLK 20ga )
1
SHIELD-628
5
90VHG-001-CC4 (BLK 20ga )
J02
90CAT-000-AA3 (RED 18ga )
SHIELD-628
3
SHIELD-823
10 10
0COM-000-CC2 (BLK 14ga )
PSC RS232 TRANSMIT W
MMS RS232 RECEIVE
SHIELD-822
GND_PWR1 11
SHIELD-625
MC281
SP194
OP-CAB KOMTRAX DIAGNOSTIC DIAG-6 CONNECTOR
2
90VHR-001-CC4 (RED 20ga )
SP193
90VHG-000-CC4 (BLK 18ga )
MC698
90VHT-001-CC4 (WHT 20ga )
SP192
90VHR-000-CC4 (RED 18ga )
9
MC698
90VHG-002-CC4 (BLK 18ga )
W3
S3
SP191
9
15VDI-001-AC2 (WHT 14ga )
0COM-001-AC2 (BLK 14ga )
MC699
13 13
1
1
90VHT-000-CC4 (WHT 18ga )
SH10:L-5
10V-007-AC2 (LBL 18ga )
R17
1
SHIELD-817
SH13:G-5
71F-003-AA1 (LTG 20ga )
T3 T4
S1 S2
SH15:C-20
939GE-010-CC4 (GRN 20ga )
P3A
BUSW
1
1
SH15:C-20
90VHR-002-CC4 (RED 18ga )
71P-013-DD2 (BRN 16ga )
1
0COM-002-AA3 (BLK 14ga )
SP181
90DIG-000-AA3 (BLK 18ga )
MC280
15VDI-004-AC2 (WHT 18ga )
2
MC696
939YE-010-CC4 (YEL 20ga )
P703
1 2
PC2818
BUSW
1
MC696
75A2-004-DD2 (BRN 16ga )
T1 T2
1
SHIELD-625
V
P16
3 4
SH15:E-20
90VHT-002-CC4 (WHT 18ga )
TB22
0COM-004-AA3 (BLK 18ga ) 0COM-005-AA3 (BLK 18ga ) 0COM-006-AA3 (BLK 18ga ) 0COM-007-AA3 (BLK 18ga ) 0COM-008-AA3 (BLK 18ga ) 0COM-009-AA3 (BLK 18ga )
P302 DID PANEL RS232 GND
3 4
71F-004-AH2 (LTG 16ga )
SH15:E-20
SHIELD-816
P4A
58B-06-00970
SNSR & CNTRL +15V SUPP1 G
4
GND_COMM (PC TOOL)
SH13:E-2
77A-001-AA1 (BLK 20ga ) SWITCH TRACTION MOTOR PRESSURE (BPSW)
75A2-003-AH2 (BRN 16ga )
25 25
71F-001-AA1 (LTG 18ga )
TB21
COMM_CAN_H_1 (J1939)
MC695
939YP-010-CC4 (YEL 20ga ) 939GP-010-CC4 (GRN 20ga )
COMM_232C_RXD_0 (PC TOOL) 10
SWITCH BODY-UP PROXIMITY
S1 S2
5
COMM_232C_TXD_0 (PC TOOL) 11
71P-012-AH2 (BRN 16ga )
DIG IN (BODY DOWN)
COMM_CAN_SH_0 (RPC)
COMM_CAN_L_1 (J1939) 12
SH13:D-2
77-001-AA1 (WHT 20ga )
1 M5
0-232-AA2 (BLK 16ga ) 0-233-AA2 (BLK 16ga )
75A2-001-AA1 (BRN 16ga ) SH10:H-12
COMM_CAN_L_0 (RPC) 14
COMM_CAN_SH_1 (J1939) 13
77A-000-AA3 (BLK 18ga ) SHIELD-613
MC275
SHIELD-618
77-000-AA3 (WHT 18ga )
f Y
MC722
77-005-CC2 (WHT 18ga ) 77A-005-CC2 (BLK 18ga )
MC274
R
DIFF TRUCK SPEED SIG SHIELD
N.O. AXLE BOX AIR PRESS SW
72LP-001-AA3 (BRN 18ga )
1
MC695
6
2
71P-009-CC3 (DGR 16ga )
5 5
4 C C
D D
P34
PC2317
P34
J20-CC3 (WHT 16ga )
PRESHIFT BK TEST LIGHT DRIVER PRESHIFT BRAKE TEST
j a
1
33SBA-000-AA3 (YEL 18ga )
1
72SBT-000-AA3 (WHT 18ga )
TB25 W1 W2 X1 X2
SWITCH BRAKE TEST 1 1
33SBA-001-AC3 (YEL 16ga ) 72SBT-001-AC3 (DBL 16ga )
37 37 43 43
33SBA-002-CC3 (YEL 16ga )
B B
72SBT-002-CC3 (DBL 16ga )
3 3
P305
33SBA-003-CC3 (YEL 16ga )
0-320-CC3 (BLK 16ga )
6
F57 10
VEC-89
4G
TB35 G
712P-000-AA1 (YEL 16ga )
1
D1 D2
1
712P-001-AC3 (YEL 16ga )
15 15
P03
J03
712P-002-CC3 (YEL 16ga )
712P-003-CC3 (YEL 16ga )
2
5 5
4
0-132-CC3 (BLK 16ga )
SH9:M-9
C C
D D
P37 712 BUSS
2
1 1 6 4
SH7:K-19
A A
PC2648
P37
0-321-CC3 (BLK 16ga ) J13-CC3 (WHT 16ga )
GE INTERFACE
NOTES: ---------------------------------------------------------------------------1) DISSCONNECT WIRE 90MMR-003 AT TB36-G4 WHEN MODULAR MINING IS CONNECTED.
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 12 of 20
INTERFACE MODULE SWITCH DRIVERS SEAT BELT
TB28
SH12:A-9
L
33ES1-000-AA1 (GRY 20ga )
BRAKE COOLING RPM ADVANCE 1
OPERATOR SEAT BELT SWITCH
g
62SB-000-AA1 (ORG 20ga )
IM2
SH12:A-9
X
33ES2-000-AA1 (YEL 20ga )
1
1
X1 X2
62SB-001-AC2 (ORG 18ga )
BRAKE COOLING RPM ADVANCE 2
1
0-330-AC2 (BLK 18ga )
SEAT BELT ALARM OPTION
79W-000-AA1 (GRY 20ga )
t
PROP SYSTEM CAUTION
SH12:B-9
75NP-000-AA1 (WHT 20ga )
p
PROP SYSTEM NO PROPEL
SH12:B-9
75-GP-000-AA1 (LBL 20ga )
n
PROP SYSTEM NO PROP/RET
SH12:B-9
75LE-000-AA1 (TAN 20ga )
b
LINK VOLTAGE
SH12:C-9
76LR-000-AA1 (DBL 20ga )
r
PROP SYSTEM LOW RETARD
SH12:B-9
STEERING BLEED SOLENOID
J
SH12:C-10
P
1
33JB-000-AA1 (LTG 20ga )
TB30
c
72NR1-000-AA1 (LBL 20ga )
10 10
J14
SH12:C-9
72LP-000-AA1 (BRN 20ga )
SH12:D-9
34TW-000-AA1 (GRY 20ga )
A
PROP SYSTEM REDUCED LEVEL PROP SYSTEM TEMP CAUTION
KEYSWITCH OR INPUT
FUEL LEVEL SENSOR
IM3
SH12:D-9
MANUAL MODE AUTO APPLY PRESSURE SWITCH
33JB-002-AJ2 (LTG 16ga )
2
33JB-003-AJ2 (LTG 16ga )
SP183
1
BF4493
ACCBD
77-001-AA1 (WHT 20ga )
g
P14
D26
2
D26
TB35
1
38G-000-AA1 (GRY 20ga )
C1 C2
1
C4
1
h
77A-001-AA1 (BLK 20ga )
1
PC2834
MC705
939YE-008-AA1 (YEL 20ga )
SH15:C-9
939GE-008-AA1 (GRN 20ga )
r
CAN/J1939-HI
s
CAN/J1939-LO
q
CAN/J1939-SHLD
12 12
SH12:L-16
11 11
74DS-000-CC4 (GRY 18ga )
J04
f
1
33-002-AA1 (BRN 20ga )
SH10:J-5
73DS-003-AC4 (TAN 16ga )
1
74DS-001-AC4 (GRY 18ga )
M2 M1
1
L
74DS-002-AA1 (GRY 20ga )
SNAPSHOT IN PROGRESS
BRAKE ACCUMULATOR PRESSURE
U
1
33BP-002-AA1 (WHT 20ga )
R
71F-003-AA1 (LTG 20ga )
BODY DOWN SWITCH
MC653
1
18VIM-002-AJ2 (BLK 18ga )
2
MC653
26 26
33SP-002-AJ2 (WHT 18ga )
SPS
28 28
SENSOR HOIST PRESSURE #1
2
MC651
1
18VIM-004-AH2 (BLK 18ga )
2
MC651
SHIELD-732
BRAKE PRESSURE DEGRADATION
V
18VIM-003-AA1 (BLK 18ga ) 33HP1-001-AA1 (WHT 18ga )
SHIELD-733
SHIELD-001-AA1 (BLK 16ga )
1
1
33T-002-AA1 (DBL 20ga )
1 2
1
18VIM-006-AH2 (BLK 18ga )
2
MC649
33HP2-002-AH2 (WHT 18ga )
HPS2
PC1537
5
SHIELD-730
5
6
6
7
7
P16
MC650
B
DIAGNOSTIC RS232/GND
C
1
N1
SHLD_731-AA1 (BLK 18ga )
SP773
P702 12 12
1
39AP-001-AH2 (YEL 16ga )
1
18VIM-005-AA1 (BLK 18ga )
TB28 1
HOIST PRESSURE 1
CAN/RPC-SHLD
21 21
TB32 D1 D2
TB32 E1 E2
4
0-326-AH2 (BLK 16ga )
P16
J730
TB32 F1 F2
1
HOIST PRESSURE 2
LOW HYD TANK LEVEL
IM3
K1
2
PC1537
2
33BPS-002-BB1 (WHT 14ga )
MC647
SHIELD-728 SP774
BPS
SHLD-647-BB1 (BLK 14ga )
A
B
B
M M
j c i
r
MC648
D
SHIELD-729 SP775
SH13:K-12
LEFT FRONT BRAKE TEMPERATURE
BRAKE PRESSURE
P240
AMBIENT AIR TEMPERATURE D
HFSW1
XA5166
S
S
A NC
C
t
1
N
33T-001-AB1 (DBL 14ga )
MC720
MC703
N
p
C
e
90MMR-003-AA1 (WHT 20ga )
SH12:L-10
90MMT-003-AA1 (RED 20ga )
E
MMS RS232/TRANSM
SH12:L-10
90MMG-003-AA1 (BLK 20ga )
F
MMS RS232/GND
SP185
SFSW
XA5166
SFSW
0-328-HH4 (BLK 16ga )
GB8 BRAKE CABINET 1
0-338-BB1 (BLK 16ga )
2
LBPS
C
TB30
EB7418
1
A1 A2
1
L1 L2
1
MC718
MC718
N1 N4
90IMR-002-AC2 (WHT 18ga )
53 53
90IMR-003-CC2 (WHT 20ga )
3
1
P1 P4
1
90IMG-002-AC2 (BLK 18ga )
54 54
90IMG-003-CC2 (BLK 20ga )
5
1
R1 R4
1
R2
SHIELD-894
1
0-361-AA1 (BLK 18ga )
1
1
1
C1 C2
1
K2
1
H1 H2
1
K3
C4
1
B4 B3
1
G1 G2
1
K4
1
1
1
M2 M1
1
B1
1
J2
1
L4
1
J1
MC719
29 29 31 31 30 30 32 32
0-423-AA1 (BLK 18ga )
2
SH13:H-14
19 19
34BT2-000-AA1 (WHT 18ga )
SHIELD-711
SHIELD-725
SHIELD-712 MC642
MC648 33BPS-001-AB1 (WHT 14ga )
P712
MC634
34BT4-000-AJ2 (WHT 16ga )
EK8243 SENSOR HYDRAULIC TANK TEMP A B
5VIM-005-AJ2 (BLK 16ga )
1 2
P711
SHIELD-700
AK7339
40 40 39 39 38 38 37 37
MC642
5VIM-003-AA1 (BLK 18ga )
MC634
14 14
SHIELD-711
34BT1-000-AA1 (WHT 18ga )
A +VDC SUPPLY B GROUND C SIGNAL
15 15
MC641
5VIM-004-AA1 (BLK 18ga )
24VIM-009-AJ2 (RED 16ga ) 0-340-AJ2 (BLK 16ga ) 34LL-002-AJ2 (WHT 16ga )
13 13
MC640
5VIM-002-AA1 (BLK 18ga )
SENSOR HYDRAULIC TANK LEVEL
MC635
SHIELD-701
20 20
SHIELD-710
34BT3-000-AA1 (WHT 18ga )
MC641
AUXBOX IM DIAGNOSTIC CONNECTOR
MC635
18 18
MC639
5VIM-006-AA1 (BLK 18ga )
MC640
DIAG5
5
34BT4-001-AA1 (WHT 18ga )
0-447-AA1 (BLK 18ga )
OP-CAB IM DIAGNOSTIC DIAG-5 CONNECTOR
J372
24VIM-008-AA1 (LBL 16ga ) 0-341-AA1 (BLK 16ga )
SHIELD-710
2
J02
SH6:E-12 SH7:I-16
34LL-001-AA1 (BRN 20ga )
90IMT-003-CC2 (RED 20ga )
SHIELD-893
3
SHIELD-709
SHIELD-709
1
P02
SH13:J-12
0-447-AA1 (BLK 18ga )
0-267-AA2 (BLK 16ga ) 0-238-AA2 (BLK 16ga )
1
SH5:J-5
1
55 55
SHIELD-894
GB31-B AUXBOX
90IMG-001-AA1 (BLK 20ga ) X3 X1
MC717
1
90IMR-001-AA1 (WHT 20ga )
MC639
1
MC717
52 52
K1 B2
0-339-BB1 (BLK 16ga )
BDS
PC1678
90IMT-001-AA1 (RED 20ga )
TB24 1
B
90IMT-002-AC2 (RED 18ga )
SH5:I-5 1
34BT4-002-AA1 (WHT 20ga )
34AT-002-AA1 (WHT 20ga )
B
0-337-BB1 (BLK 16ga )
B
PC2552
BDS
TB28
1
34LL-001-AA1 (BRN 20ga )
MMS RS232/RECIEV
SH12:L-10
J240
SH15:E-7
SH4:J-10
33BPS-000-AA1 (WHT 20ga )
C
A NC
39SP-000-HH4 (BRN 16ga )
PBPSW
PC2469
C NO
33T-000-BB1 (DBL 14ga )
SH15:E-7
SP198 SHIELD-834
34BT1-001-AA1 (WHT 20ga )
B
75 PSI
C NO
33BP-000-BB1 (WHT 14ga )
90IMG-000-AA1 (BLK 20ga )
SHIELD-001-AA1 (BLK 16ga ) SHLD_731-AA1 (BLK 18ga )
B
C NO
HFSW2
XA5166
HFSW2
33-000-BB1 (BRN 14ga )
90IMR-000-AA1 (WHT 20ga )
34BT2-001-AA1 (WHT 20ga )
C
A NC
39HP-000-HH4 (LBL 16ga )
LBPS
SHLD-648-AB1 (BLK 14ga )
MC289
D
1
34BT3-001-AA1 (WHT 20ga )
PC2810
SWITCH PARK BRAKE SET
33BP-001-AB1 (WHT 14ga )
939GP-008-AA1 (GRN 20ga )
SH13:H-6 SH13:I-6
18VIM-007-AB1 (BLK 14ga ) 33BPS-001-AB1 (WHT 14ga )
B
P730
1
5VIM-001-AA1 (ORG 20ga ) 5VIM-000-AA1 (ORG 20ga )
GROUND
SWITCH SERVICE BRAKE DEGRADE PRESSURE
939YP-008-AA1 (YEL 20ga )
k
2
0-327-HH4 (BLK 16ga )
M1 M4
SHLD-834-AA1 (BLK 20ga )
+ VDC SIGNAL
SWITCH STEERING FILTER #1
SWITCH LOW BRAKE ACCUM PRESSURE 1
90IMT-000-AA1 (RED 20ga )
J16
A
J240
i
HYDRAULIC TANK TEMPERATURE m
SHIELD-731
RIGHT FRONT BRAKE TEMPERATURE
18VIM-008-BB1 (BLK 14ga )
C
PBPSW
IM2
NC2
1
C NO
NO
4
33-001-AB1 (BRN 14ga )
IM1
+5V SENSOR
1
MC703
1
0-324-HH4 (BLK 16ga )
P730 SWITCH HYDRAULIC FILTER #2
C NO
0-387-AA1 (BLK 20ga )
+5V SENSOR MONITOR
SENSOR BRAKE PRESSURE MC647
j
SENSOR FUEL LEVEL
3
J730
A NC
39AP-002-HH4 (YEL 16ga )
SHIELD-130
SH13:K-10 q
P16
C
SHIELD-896
CAN/RPC-LO k
s
3
38G-003-AH2 (GRY 14ga )
SWITCH HYDRAULIC FILTER #1
+18V SENSOR
CAN/RPC-HI
33HP2-000-AA1 (WHT 20ga )
33HP2-001-AA1 (WHT 18ga )
DIAGNOSTIC RS232/RECIEV
MC720
W1 W4
J3
11 11
J16
IM2 b
18VIM-000-AA1 (WHT 20ga )
TB30
1
SHIELD-731 MC649
A
SH13:K-10
33HP1-000-AA1 (WHT 20ga )
SENSOR HOIST PRESSURE #2
STEERING PRESSURE
DIAGNOSTIC RS232/TRANSM
SP737
SHIELD-735 SHIELD-733 MC652
33 33
d
33SP-000-AA1 (WHT 20ga )
J14
32 32
HPS1
PC1537
T1
SHIELD-735
31 31
33HP1-002-AH2 (WHT 18ga )
1
VEC-89
87-000-AA1 (TAN 18ga )
71CK BUSS
5
38G-004-HH4 (GRY 16ga )
P240
TB30
33SP-001-AA1 (WHT 18ga )
SHIELD-734
P14
1
18VIM-001-AA1 (BLK 18ga )
1
F42
4H
H
87-000-AA1 (TAN 18ga )
A NC
MC654
27 27
1
87-002-AA2 (TAN 18ga )
J2
11 BUSS
10
STEERING BLEED PWR RELAY 14
2
560.0
IM2
SENSOR STEERING PRESSURE
J1
F12
30
87a
J14
A NC
P04 SH12:G-9
TB21
1
AHT ) J9-AA8 (BLK 16ga AUXBOX CONNECTOR (OPT)
0-325-AA1 (BLK 16ga )
IM1
73DS-005-CC4 (TAN 18ga )
D26
HFSW1
PARK BRAKE APPLY PSW
E
33J-000-AA1 (GRY 16ga )
0 BUSS
85
FLS
39AP-000-AA1 (YEL 16ga )
SH5:J-5
7
P14
1
86
1E
R15
J16
SH12:L-16
SP184
71CK BUSS
15
SEAT BELT ALARM (OPT) RELAY 41
VEC-89
33J-003-AJ2 (GRY 16ga )
38G-002-AA2 (GRY 18ga )
15 15
J702
SH15:C-9
7
SH4:J-13
24VIM-002-AA1 (LBL 18ga )
71CK BUSS
1
L2
F63
30
87a
TB32
33J-001-AJ2 (GRY 16ga )
TRUCK SPEED IN -
Y
62SBA-000-AA1 (ORG 14ga )
21 21
52AA2-000-AA1 (BRN 20ga ) 39-000-AA1 (TAN 20ga )
HYDRAULIC PUMP FILTERS PRESSURE
MC705
33J-002-AJ2 (GRY 16ga )
58B-06-00160
16 16
SH12:E-9
87
2G G
86
87
38G-001-AA1 (GRY 16ga )
TRUCK SPEED IN +
H 2H
VEC-89
ACCBD
87-001-AA1 (TAN 20ga )
d
85
SOLENOID STEERING BLEED DOWN
G
g
2A
A
SH7:I-16
0-229-AA2 (BLK 16ga )
R19
IM3 MC272
2
1
33JB-005-AA2 (LTG 18ga )
33JB-004-AJ2 (LTG 16ga ) B
P212
62A-000-AA1 (YEL 20ga )
1
D4
1 1
J02
SEAT BELT ALARM CUSTOMER ATTACHMENT (OPT)
PROPEL SYS AT REST OR NOT READY
XK1267
0-329-CC2 (BLK 18ga )
58B-06-00290
1
D1 D2
IM1
IM2
PC1538
1
2 2
62SB-002-CC2 (ORG 18ga )
62A-000-AA1 (YEL 20ga )
33JB-001-AA1 (GRY 16ga )
2
1
P02 IM1
1
4
P212
GB31-B AUXBOX GND BLCK A4
4
36 36
SH13:K-5 23 23 21 21
SHIELD-725
34AT-001-AA1 (WHT 18ga ) 5VIM-008-AA1 (BLK 18ga )
MC645
34AT-000-AJ2 (WHT 16ga )
22 22
MC646
MC646
IM3
SHIELD-723
A B
5VIM-007-AJ2 (BLK 16ga )
1 2
SENSOR DUCT AIR TEMPERATURE AK7339
ATS J14
P14 SWITCH AUTOLUBE PRESSURE
AUTOLUBE PRESSURE SWITCH
Y
68P-003-AA1 (PUR 20ga ) 68P-004-AA1 (PUR 16ga )
51A2-000-AR1 (BRN 16ga )
C
1
1
W1 W2
1
TB60 1
68P-002-AA1 (PUR 16ga ) 68T-002-AA1 (DBL 16ga )
W3
IM3
SWITCH ACCUMULATOR PRESSURE #1 (ACCP1) 1 NO
TB35
AUTOLUBE SOLENOID
51A1-001-AR1 (LBL 16ga )
19 19
51A1-000-AA1 (LBL 20ga )
T
68T-004-AA1 (DBL 20ga )
IM1
1
R1 R2
1
1
R3 R4
1
C
1
0-335-AR1 (BLK 16ga )
PC0909
P13
SWITCH LOW STEERING PRESSURE C NO
C
A NC
ACPSW
B
20 20
0-336-AA1 (BLK 16ga )
33F-000-AJ2 (DBL 16ga )
6
6
4C
VEC-89
85
33F-001-AA1 (DBL 20ga )
S
4E
NO
C
NC
A
PC1677
SABS
B1 B2
1
24 24
68T-001-AH2 (DBL 14ga )
1
M1 M2
1
10
87a
J16
P16
1
68T-005-AA2 (DBL 18ga )
2
0-345-AA2 (BLK 18ga )
R30
B
68ES-003-AA1 (DBL 16ga )
71CK BUSS 4F
NO
C
NC
A
PC1654
LLPS
58B-06-00290
SP785
68ES-004-AA1 (DBL 16ga ) 68-005-AA1 (TAN 16ga ) 68LS-003-AA1 (DGR 20ga )
F
SH7:I-16
32 32 33 33 34 34
J12
P12 SOLENOID AUTO LUBE
2
2
0-333-AA1 (BLK 16ga )
9
9
AUTOLUBE SOLENOID SENSE
SH5:J-5
33JA-001-AA1 (YEL 20ga )
Z
0-334-AA1 (BLK 16ga )
1
M1 M2
1
68ES-000-AA1 (DBL 16ga )
68-005-AA1 (TAN 16ga ) 68-002-AA1 (TAN 16ga )
P14
1
B2
E
E
54 54
68-003-AH1 (TAN 14ga )
B
B
68LS-002-AA1 (DGR 20ga )
SP786
68LS-004-AA1 (DGR 20ga )
56 56
68LS-001-AH1 (DGR 16ga )
C
C
72AT-000-AA1 (PNK 20ga )
e
AUTO MODE OPERATION REQUEST
72MAN-000-AA1 (LTG 20ga )
s
MANUAL MODE OPERATOR REQUEST
IM2
68ES-002-HH3 (DBL 14ga )
2
LLSOL
68-004-HH3 (TAN 14ga )
1
PC2436
LLSOL
IM3
68LS-000-HH3 (DGR 16ga )
C NO A NC
0-344-AA1 (BLK 16ga )
55 55
J11
TB33
1
68ES-001-AH1 (DBL 14ga )
SH5:I-5
J14
A2
57 57
SWITCH AUTOLUBE LEVEL (OPT) AUTOLUBE GREASE LEVEL W
34 34
68-001-AA1 (TAN 16ga ) 68-000-AA1 (TAN 20ga )
STEERING BLEED PRESSURE SW
33JA-000-AJ2 (YEL 16ga ) 0-332-AJ2 (BLK 16ga )
X
TB34
SH5:I-9
INTERFACE MODULE
LLPS
AUTO LUBE RELAY 29
LOW STEERING PRESSURE
B C
68P-000-DD1 (PUR 14ga )
68T-000-DD1 (DBL 14ga )
2B
30
ACPSW
PC1693
F20
86
87
J13
SWITCH STEERING BLEED PRESSURE
SABS
C
E
0-331-AJ2 (BLK 16ga )
B C
SH5:H-9
1
68T-003-AA1 (DBL 16ga )
SWITCH ACCUMULATOR PRESSURE #2 (ACCP2) 1 NO
68P-001-AH2 (PUR 14ga )
TB35
W LOW STEERING PRE-CHARGE
PC0909
23 23
P11
0-342-AH1 (BLK 16ga )
A
J511
A
P511
ALLSW
0-343-HH3 (BLK 16ga )
XA3247
C
B
ALLSW
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 13 of 20
SWITCH HEATED MIRROR (OPT)
71LS-015-CC3 (DGR 16ga ) 71LS-014-CC3 (DGR 16ga )
A A
2
B B
2
6 4
C C
P33
TB28 39 39
69MA-000-CC3 (YEL 16ga )
1
69MA-001-AC3 (YEL 16ga )
1
W1 W2
HEATED MIRROR OPTION
1 1
5 5
71LS-013-CC3 (DGR 16ga )
J19-CC3 (BLK 18ga )
3 3 6
J03
P03
4
D D
J18-CC3 (BLK 18ga )
MIRROR HEATED RIGHT DECK (OPT)
69M-001-AA1 (YEL 14ga ) 0-403-AA1 (BLK 14ga )
P33
PC2238
6 7
SH5:H-9
6 7
6 7
69M-003-AH1 (YEL 14ga ) 0-404-AH1 (BLK 14ga )
6 7
69M-005-FH1 (YEL 14ga ) 0-405-FH1 (BLK 14ga )
F G
F G
69M-007-FF1 (YEL 14ga ) 0-406-FF1 (BLK 14ga )
P546
69MA-002-AA1 (YEL 18ga ) J11
G 1G
0 BUSS
85 F53
11 BUSS
86
30
20
1H
87
P11
1
69M-000-AA1 (YEL 12ga )
F1 F2
SH9:M-3
A A
2
11L-003-CC3 (YEL 14ga )
GB10 FRT CAB GND D2
1
B B
VEC-89
SH5:H-9
2
6 4
71LS-012-CC3 (DGR 16ga )
C C
P32
6
J03
1
11RB-001-AC3 (DGR 14ga )
6 7
1
E4
1
E3
1
P03
6 7
69M-006-GJ1 (YEL 14ga ) 0-409-GJ1 (BLK 14ga )
F G
F G
69M-008-GG1 (YEL 14ga ) 0-410-GG1 (BLK 14ga )
1 2
1 2
1 2
J547_CP
L547
1
1
2
2
MIRROR1
J540
P540
4 5
11RB-005-AH1 (DGR 14ga ) 0-395-AH1 (BLK 14ga )
P503
4 5
69M-010-GG2 (YEL 14ga ) 0-431-GG2 (BLK 14ga )
PC2930
D E
11RB-007-FH1 (DGR 14ga ) 0-396-FH1 (BLK 14ga )
D E
1 2
11RB-009-FF1 (DGR 14ga ) 0-397-FF1 (BLK 14ga )
P11
4 5
11RB-003-AA1 (DGR 14ga ) 0-402-AA1 (BLK 14ga )
J541
4 5
4 5
11RB-006-AJ1 (DGR 14ga ) 0-398-AJ1 (BLK 14ga )
P541
4 5
P502
D E
11RB-008-GJ1 (DGR 14ga ) 0-399-GJ1 (BLK 14ga )
J540
P540
P503
1
2
2
PC2930
RIGHT DECK ROTATING BEACON OPTION
1 2
J548_CP
J502
D E
1 2
11RB-010-GG1 (DGR 14ga ) 0-400-GG1 (BLK 14ga )
P549 P12
1
MIRROR2
J503
P548
J12
LEFT DECK ROTATING BEACON OPTION
1 2
J549_CP
J503
J16-CC3 (BLK 18ga ) 11RB-004-AC4 (DGR 14ga )
P32
PC2272
SH5:J-9
6 7
69M-004-AJ1 (YEL 14ga ) 0-408-AJ1 (BLK 14ga )
P12
4 5
J11
E1 E2
4
D D
R546
J502
P547
4 5
11RB-002-AA1 (DGR 14ga ) 0-401-AA1 (BLK 14ga )
TB22 38 38
11RB-000-CC3 (DGR 14ga )
1 1
5 5
0-411-CC3 (BLK 18ga )
J17-CC3 (BLK 18ga )
3 3
P502
J546_CP
69M-009-FF2 (YEL 14ga ) 0-430-FF2 (BLK 14ga )
MIRROR HEATED LEFT DECK (OPT) 6 7
69M-002-AA1 (YEL 14ga ) SH5:J-9 0-407-AA1 (BLK 14ga )
SWITCH ROTATING BEACON (OPT)
71LS-011-CC3 (DGR 16ga )
P541
1 2
1
J12
SH9:C-1
J541
1 2
TB23 H
87a
HEATED MIRROR (OPT) RELAY 39
1 2
GB31-A AUXBOX GND BLCK
ROTATING BEACON OPTION
B4
1
0-427-AC4 (BLK 14ga ) 0-346-AC4 (BLK 14ga ) SH12:G-18 0-091-AC4 (BLK 16ga ) SH5:K-10
GB31A-B4
14 14
11RB-011-CC4 (DGR 14ga )
1
15 15
0-428-CC4 (BLK 14ga )
1
P04
CAB MOUNT ROTATING BEACON OPTION
J04
LAMP RED PAYLOAD RIGHT G
39A-001-AA1 (LTG 18ga )
2G
VEC-90 0 BUSS
PAYLOAD METER III
71CK BUSS
85 F14
30
5
TB34
39A-000-AA4 (LTG 18ga ) 39B-000-AA4 (BRN 18ga ) 39C-000-AA4 (DBL 18ga )
1
S1 S2
1
1
R1 R2
1
1
P1 P2
1
3A
87
39B-001-AA1 (BRN 18ga )
85 30
B
39C-001-AA1 (DBL 18ga )
1
39AA-000-AA1 (DGR 16ga )
3B
K
0 BUSS
85 30
2
0-189-FF1 (BLK 16ga )
RPLR EK9380 RPLR
11 11
11 11
39BA-002-AH1 (LBL 16ga )
L
39BA-004-FH1 (LBL 16ga )
L
1
39BA-005-FF1 (LBL 16ga )
2
RPLA EK9381
0-199-FF1 (BLK 16ga )
SP195
RPLA
LAMP GREEN PAYLOAD RIGHT
B
C
1
39BA-000-AA1 (LBL 16ga )
12 12
12 12
39CA-002-AH1 (YEL 16ga )
M M
39CA-004-FH1 (YEL 16ga )
1
39CA-005-FF1 (YEL 16ga )
TB23
RPLG
D1
J11
87a
P11
J541
P541
P502
J502
2
EK9382
0-158-FF1 (BLK 16ga )
RPLG
SH9:L-18
PAYLOAD AMBER LAMP RELAY 17
2B
1
39AA-005-FF1 (DGR 16ga )
LAMP AMBER PAYLOAD RIGHT
39CA-001-AA1 (YEL 16ga ) 2C
K
39AA-004-FH1 (DGR 16ga )
C1
86 87
10 10
39AA-002-AH1 (DGR 16ga )
TB23
39BA-001-AA1 (LBL 16ga )
2D 0 BUSS
A
87a
PAYLOAD RED LAMP RELAY 16 D
10 10
39AA-001-AA1 (DGR 16ga )
86
0-364-FF1 (BLK 16ga )
LAMP RED PAYLOAD LEFT
39AA-006-AA1 (DGR 16ga )
86 2A
87
A
1
39CA-000-AA1 (YEL 16ga )
10 10
10 10
39AA-007-AJ1 (DGR 16ga )
K
39AA-008-GJ1 (DGR 16ga )
K
1
39AA-009-GG1 (DGR 16ga )
TB23
2
LPLR EK9380
E1
0-367-GG1 (BLK 16ga )
LPLR
LAMP AMBER PAYLOAD LEFT
87a
11 11
39BA-006-AA1 (LBL 16ga )
PAYLOAD GREEN LAMP RELAY 18
11 11
39BA-007-AJ1 (LBL 16ga )
L
39BA-008-GJ1 (LBL 16ga )
L
1
39BA-009-GG1 (LBL 16ga )
2
LPLA EK9381
SP196
0-368-GG1 (BLK 16ga )
LPLA
LAMP GREEN PAYLOAD LEFT
39C-000-AA4 (DBL 18ga ) 39B-000-AA4 (BRN 18ga ) 39A-000-AA4 (LTG 18ga ) SH4:B-3 F46
71CK BUSS
5
4D VEC-90
D
712PL-000-AA1 (LTG 16ga )
1
TB34 V1 V2
39G-001-AA4 (DBL 16ga )
1
1
GREEN LAMP DRIVE AMBER LAMP DRIVE RED LAMP DRIVE
1
+24VDC POWER
J12
3
0-365-AA4 (BLK 16ga )
SCORE BOARD RIGHT (OPT) PWR & COMM GND 1 N/C 1 SIGN TX SIGN RX 24 VDC PWR IN
SH12:G-3
712SL-000-AA1 (DGR 16ga )
28 BRAKE LOCK
39H1-001-AA4 (YEL 16ga )
18 BODY UP
71F-002-AA4 (LTG 16ga )
SH12:D-9 SH12:D-9
MC275
77-003-AA4 (WHT 18ga ) 77A-003-AA4 (BLK 18ga )
MC605
1
P1 P2
1
1
S1 S2
1
35L10-000-FG1 (WHT 16ga ) 712SL-002-FG1 (RED 16ga )
MC607
35L8-001-AF1 (WHT 16ga )
D
SIGN RX
C
SIGN TX
A
PWR & COMM GND 1
T1 T2
1
35L9-001-AF1 (BRN 16ga )
35L7-000-AA4 (BLK 18ga )
1
R1 R2
1
35L7-001-AF1 (BLK 16ga )
15 SPEED INPUT - LO PASSIVE 25 SPEED INPUT - HI PASSIVE
TB34 4
1
73MSL-000-AA4 (BRN 18ga )
X1 X2
1
1
2
1
39F-007-AR1 (BLK 16ga )
2
39FC-003-AR1 (WHT 16ga ) P150
58E-06-10050
14 14 15 15
SHIELD-877
13 13
2
MC713
1
39F-008-AR1 (BLK 16ga )
2
39FD-003-AR1 (WHT 16ga )
58E-06-10050 P151
SHIELD-661
17 17
MC294
16 16
SHIELD-878
18 18
P13
TB36
39FC-001-AA1 (WHT 16ga )
SENSOR PAYLOAD PRESSURE LEFT FRONT 1
39F-001-AA1 (BLK 16ga )
2
1
MC743
2
39F-003-DD1 (BLK 16ga )
SHIELD-661
39F-002-AA1 (BLK 16ga )
2
58E-06-10050
1
MC744
2
P153
1
1
B1 B2
1
C1 C2
1
1
C3 C4
1
1
J3
1
MC294
SHIELD-660
SHIELD-660
J13
J4
39FC-000-AA4 (BLK 18ga )
MC603
0-375-AA4 (BLK 18ga )
SHIELD-663
E
73MSL-001-AA1 (BRN 18ga )
TB61
SHIELD-884
SHIELD-884
40 40 SHIELD-883
D1 D2
1
1
E1 E2
1
39FB-002-AH2 (BLK 16ga )
37 37
39FB-001-AA1 (BLK 18ga )
1
D1 D2
1
39FB-000-AA4 (BLK 18ga )
39F-004-DD1 (BLK 16ga )
1
F1 F2
1
39FA-002-AH2 (WHT 16ga )
39 39
39FA-001-AA1 (WHT 18ga )
1
E1 E2
1
39FA-000-AA4 (WHT 18ga )
39FA-004-DD1 (WHT 16ga )
1
G1 G2
1
39F-011-AH2 (RED 16ga )
38 38
MC744
MC715
MC715 P16
REAR AXLE JUNCTION BOX
J16
TB36
GROUND SIGNAL +18V SUPPLY
7861925330
1 2 3
P246
MC298
39FG-000-AA4 (BLK 18ga ) 39FE-000-AA4 (WHT 18ga ) 39F-012-AA4 (RED 18ga )
SHIELD-664
MC298
J503
1
1
0-369-GG1 (BLK 16ga )
LPLG
SH9:J-18
1
0-363-GG1 (BLK 16ga )
PC1137
85 30
86
VEC-91 TB21
1F
87
F
73MS-000-AA1 (DGR 18ga )
87a
0 BUSS
85
0 BUSS
30
SP744
1
G1 G2
1
G3
1
73MS-001-AA3 (DGR 18ga )
d
0V=70% LOAD, 24V=NOT 70% LOAD
a
0V=100% LOAD, 24V=NOT 100% LOAD
n
24V=OVRLD, 0V=NOT OVRLD
58B-06-00120 1
73MS-002-AA2 (DGR 18ga )
2000.0
2
R21
SH5:A-13
86 1H
87
712-006-AA2 (ORG 18ga )
TB21
H
87a
73LS-000-AA1 (WHT 18ga )
VEC91-P1
PAYLOAD 100 % RELAY 35
1
F1 F2
1
F3
1
73LS-001-AA3 (WHT 18ga ) 58B-06-00120 1
73LS-002-AA2 (WHT 18ga )
2000.0
2
R20
SH5:A-13
TB21 TCI OVER 110%
MC297
9
MC601
MC601
CAN HI 1 11 CAN LO1 21 CAN GND 1 31
19 INCLINOMETER GND 29 INCLINOMETER - SIGNAL
CAN HI 2 12 CAN LO2 22 CAN GND 2 32
P264 EJ3060
939YP-007-AA4 (YEL 20ga ) 939GP-007-AA4 (GRN 20ga )
MC711
SHIELD-860 MC710 SHIELD-858
P264
939YE-009-AA4 (YEL 20ga ) 939GE-009-AA4 (GRN 20ga )
MC710
L1 L2
1
L4
1
M1 M2
1
M4
1
1
N1 N2
1
1
K3 N4
1
1
K4 K2
1
1
K1 K5
1
1
35L4-000-AA4 (WHT 18ga )
MC711
TB36 1
35L2-000-AA4 (BLK 18ga )
35L3-000-AA4 (RED 18ga )
RS232 T1 23
30 SUSPENSION PRESSURE - LR
1
72IP-000-AA4 (DGR 18ga )
40 SUSPENSION PRESSURE - RR
SP743
EK9382
GB LEFT DECK
PAYLOAD 70 % RELAY 34
G 1G
73LSL-001-AA1 (LTG 18ga )
LPLG
2
GE CONTROL INTERFACE
1E
VEC91-P1
39F-009-AA1 (RED 18ga ) MC714 INCLINOMETER
W1 W2
20 SUSPENSION PRESSURE - RF
RS232 GND 1 33
1
1
73LSL-000-AA4 (LTG 18ga )
CNLIN
1 C3
36 18VDC SENSOR SUPPLY
39F-000-AA4 (RED 18ga ) 39F-010-AA4 (RED 18ga )
2
TB34
MC607
GB31-B AUXBOX GND BLCK
SHIELD-673
39 SUSPENSION PRESSURE - LF
39FD-000-AA4 (WHT 18ga ) SHIELD-669
TCI 100%
RS232 R1 13
SHIELD-950 SHIELD-951
SENSOR PAYLOAD PRESSURE RIGHT REAR 1
A2
SHIELD-AA4 (BLK 18ga ) TERMINAL BLOCK SPLIT UP. SEE CONNECTOR CHART FOR LOCATIONS
39FD-001-AA1 (WHT 16ga )
MC743
39FB-003-DD1 (WHT 16ga )
58E-06-10050 P152
A1
1
SENSOR PAYLOAD PRESSURE LEFT REAR 1
1
MC603
SHIELD-883
1
MC295
CNLO
24 VDC PWR IN
1
R4
MC606
712SL-001-AF1 (RED 16ga )
35L9-000-AA4 (RED 18ga )
SHIELD-671
1
39CA-009-GG1 (DGR 16ga )
PWR & COMM GND 2 PWR & COMM GND 3 N/C 2 SIGN TX2 REBROADCAST 24 VDC PWR OUT
N/C 1
RS232 R2 14 RS232 GND 2 34
A B C D E
E
0 BUSS
MC295
P503
B
0 BUSS
MC712
P540
0-370-FG1 (BLK 16ga )
35L8-000-AA4 (WHT 18ga )
TCI 70%
SENSOR PAYLOAD PRESSURE RIGHT FRONT
M M
39CA-008-GJ1 (YEL 16ga )
SCORE BOARD LEFT (OPT)
MC606
A B C D E
RS232 T2 24
MC605 MC275
J540
P12
CNRIN
PC1137
PLM3 GROUND
TB36
SH7:N-8
12 12
39CA-007-AJ1 (YEL 16ga )
SHIELD-929
17 KEYSWITCH
712PL-001-AA4 (LTG 18ga )
GB31-B AUXBOX GND BLCK A3
7 6 5
12 12
39CA-006-AA1 (YEL 16ga )
PAY LOAD METER 3
TO RPC SH15:E-4 NETWORK SH15:E-4 CONNECTOR
MC290
CONNECTOR
1
712-007-AA2 (ORG 18ga ) 72IP-001-AA3 (DGR 18ga )
P304 5
35L2-001-AA4 (BLK 20ga )
35L3-001-AA4 (RED 20ga )
3
35L4-001-AA4 (WHT 20ga )
2
AUXBOX PLM3 DIAGNOSTIC CONNECTOR
J362 SHIELD-656 SHIELD-668
35L2-002-AC2 (BLK 18ga ) 35L3-002-AC2 (RED 18ga ) 35L4-002-AC2 (WHT 18ga )
TO J1939
SH15:C-6 NETWORK SH15:C-6
C1 C2
0-234-AA2 (BLK 16ga ) 0-235-AA2 (BLK 16ga )
SH5:J-12 SH6:E-12
MC602
SHIELD-668
34 34 35 35 36 36 37 37
P02
MC622
SHIELD-688
35L2-003-CC2 (BLK 20ga ) 35L3-003-CC2 (RED 20ga ) 35L4-003-CC2 (WHT 20ga )
MC622
5 3 2
DIAG7
OP-CAB PLM3 DIAGNOSTIC DIAG-7 CONNECTOR
J02
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 14 of 20
FROM ENGINE CAN J1939
MC258
MC258
SH6:H-9 SH6:H-9
IM CAN TEE
PLM3 CAN TEE CAN TEE J1939 # 1
939YE-001-AE1 (YEL 18ga ) 939GE-001-AE1 (GRN 18ga )
SHIELD-270
MC690 A2 A P303B B2 B C2 C
A A1 B B1 C C1
P301B
A3 A B3 B C3 C
MC690
939YE-003-AA6 (YEL 18ga ) 939GE-003-AA6 (GRN 18ga )
SHIELD-799 MC710
CAN TEE J1939 # 2 A A1 B B1 C C1
SHIELD-799 P304B SH14:O-13 SH14:O-13
939YE-009-AA4 (YEL 20ga ) 939GE-009-AA4 (GRN 20ga )
SHIELD-858
P315B
939YE-008-AA1 (YEL 20ga ) 939GE-008-AA1 (GRN 20ga )
SHIELD-962
MC705
A A1 B B1 C C1
A2 A B2 B C2 C
P316B
SH13:E-4 SH13:E-4
SHIELD-836 P306D
PC0616
MC749
939YE-011-AA10 (YEL 18ga ) 939GE-011-AA10 (GRN 18ga )
SHIELD-962 MC705
A3 A B3 B C3 C
P302D
PC0616
A2 A B2 B C2 C
GE CAN TEE CAN TEE J1939 # 5
A3 A B3 B C3 C
DIAG CAN TEE
MC691
P305B
939YE-004-AC2 (YEL 18ga ) 939GE-004-AC2 (GRN 18ga )
SHIELD-802
SHIELD-802
939YE-012-AA12 (YEL 18ga ) 939GE-012-AA12 (GRN 18ga ) SHIELD-966
SHIELD-966
P317D
PC0616
MC691
A B C
GE CAN J1939 CONNECTION
46 46 45 45 47 47
P02
MC692
MC692
939YE-005-CC2 (YEL 18ga ) 939GE-005-CC2 (GRN 18ga )
P307B
A3 A B3 B C3 C
J02
P318D
SH11:M-11
CAN J1939 NETWORK (RED)
TERM#2 PC0618
PLM3 CAN TEE CAN TEE RPC # 1 A A1 B B1 C C1
A2 A B2 B C2 C
SEE NOTE #1 FOR AHT OPT
939YP-000-AA5 (YEL 18ga ) 939GP-000-AA5 (GRN 18ga )
SHIELD-835 MC711
A3 A B3 B C3 C
939YP-007-AA4 (YEL 20ga ) 939GP-007-AA4 (GRN 20ga )
IM CAN TEE CAN TEE RPC # 2
MC704 SHIELD-835
MC711
SH14:N-13 SH14:N-13
SHIELD-860
A A1 B B1 C C1
P204B
MC748
SHIELD-959 MC703
A3 A B3 B C3 C
P202D
PC0616
A2 A B2 B C2 C
P215B
939YP-012-AA9 (YEL 18ga ) 939GP-012-AA9 (GRN 18ga )
SHIELD-959
MC703
939YP-008-AA1 (YEL 20ga ) 939GP-008-AA1 (GRN 20ga )
GE CAN TEE CAN TEE RPC # 6
MC748
A3 A B3 B C3 C
P206D
PC0616
A2 A B2 B C2 C
P216B
SH13:H-11 SH13:I-11
SHIELD-834
A A1 B B1 C C1
PC0616
MC706
939YP-002-AC1 (YEL 18ga ) 939GP-002-AC1 (GRN 18ga )
SHIELD-842
939YP-009-AA11 (YEL 18ga ) 939GP-009-AA11 (GRN 18ga ) SHIELD-965
SHIELD-965
P218D
A B C
GE CAN RPC CONNECTION
21 21 20 20 22 22
P01
MC707
CAN TEE RPC # 3
MC707
48 48
11A-004-AC2 (TAN 18ga )
939YP-003-CC1 (YEL 18ga ) 939GP-003-CC1 (GRN 18ga )
SHIELD-843
SHIELD-843
A A1 B B1 C C1
A2 A B2 B C2 C
P207B
A3 A B3 B C3 C
J01
P219D
PC0616
MC708
P208B
11 BUSS
71CK BUSS
CAN RPC NETWORK (YELLOW)
939YP-004-CC1 (YEL 18ga ) 939GP-004-CC1 (GRN 18ga )
SHIELD-844 MC255
SH9:C-1
71LS-009-CC2 (DGR 16ga ) 71LS-010-CC2 (DGR 16ga )
2
1
2
P31
1 12 12
86A-000-CC2 (RED 16ga )
6
79RC-000-CC2 (ORG 18ga )
PC3206
1
12
6
86A-002-CC6 (RED 16ga )
6
SP702
712MM-000-AA1 (DBL 16ga )
1
P1 P2
1
11M-001-AC2 (LTG 14ga )
39 39
R1 R2
1
712MM-001-AC2 (DBL 16ga )
40 40
A A1 B B1 C C1
A2 A B2 B C2 C
P210B
A3 A B3 B C3 C
SHIELD-265 P209D
1
1
1
7
7
7
SH9:I-3
45R-005-CC2 (LBL 16ga )
8
8
8
SH9:I-3
45L-005-CC2 (DGR 16ga ) MC722
77A-005-CC2 (BLK 18ga )
9
MC722
77-005-CC2 (WHT 18ga ) SHIELD-908
9
9
10 10
10
11 11
11
2
P651
1
2
C2
1
D2
1
E1
1
E2
1
D4
712MM-004-CC2 (DBL 16ga )
6
4 2 3 1
0-500-JJ6 (BLK 8ga ) 86-500-JJ6 (GRN 8ga )
MC723
1
1
G3
1
H1
1
H2
1
F4
87-500-JJ6 (WHT 8ga )
J712
D3
1
1
J2
1
J3
1
K1
1
K2
1
K4
HOTSTART JUNCTION BOX
P Q R S
46GA-007-FH1 (LBL 14ga ) 46YA-007-FH1 (TAN 14ga ) 46RA-007-FH1 (LTG 14ga ) 0-440-FH1 (BLK 14ga )
P Q R S
1 2 3 4
46GA-008-FF1 (LBL 14ga ) 46YA-008-FF1 (TAN 14ga ) 46RA-008-FF1 (LTG 14ga ) 0-441-FF1 (BLK 14ga )
J541
61 61 62 62 63 63 64 64
P541
24 24 25 25 26 26 27 27
46GA-003-AJ1 (LBL 14ga ) 46YA-003-AJ1 (TAN 14ga ) 46RA-003-AJ1 (LTG 14ga ) 0-435-AJ1 (BLK 14ga )
P502 P Q R S
46GA-009-GJ1 (LBL 14ga ) 46YA-009-GJ1 (TAN 14ga ) 46RA-009-GJ1 (LTG 14ga ) 0-436-GJ1 (BLK 14ga )
46GA-005-AA1 (LBL 14ga ) 46GA-000-AA1 (LBL 14ga )
7
REVERSE INPUT
45R-006-CC6 (LBL 18ga )
8
RIGHT TURN
9
MC721
MC721
77A-006-CC6 (BLK 18ga )
2
LEFT TURN
10 SPEED INPUT (+) 11 SPEED INPUT (-)
77-006-CC6 (WHT 18ga ) SHIELD-904
P652
1
PC3190
GROUND
1
1
POWER SUPPLY
2
GROUND
CAM 1
2
72FC-000-CC6 (LTG 16ga )
3
CAM 1 SELECT
CAM 2
3
45RA-000-CC6 (LBL 16ga )
4
CAM 2 SELECT
CAM 3
4
45LA-000-CC6 (DGR 16ga )
5
CAM 3 SELECT
CAM 4
5
79R-000-CC6 (DBL 16ga )
6
CAM 4 SELECT
P652
1
A1
A2
TB32 B1 B2
1
P12
J540
AHT AUXBOX CONNECTOR (OPT)
4
4
5 6 7
5 6 7
46GA-000-AA1 (LBL 14ga ) 46YA-005-AA1 (TAN 14ga ) 46RA-000-AA1 (LTG 14ga ) 46YA-000-AA1 (TAN 14ga )
1
C1 C2
1
J502 P Q R S
1 2 3 4
46GA-010-GG1 (LBL 14ga ) 46YA-010-GG1 (TAN 14ga ) 46RA-010-GG1 (LTG 14ga ) 0-437-GG1 (BLK 14ga )
46YA-002-AA1 (TAN 14ga )
MC728
33PG-000-AA1 (BLK 18ga ) 5VDI-009-AA1 (RED 18ga ) 33PRR-000-AA1 (WHT 18ga )
8 8 9 9 10 10
P702
27 27 34 34 35 35 36 36
1
0-433-AH2 (BLK 14ga ) 46GA-001-AH2 (LBL 14ga ) 46RA-001-AH2 (LTG 14ga ) 46YA-001-AH2 (TAN 14ga )
4 1 2 3
RBML SHIELD-918
MC727
33PG-002-AA1 (BLK 18ga ) 5VDI-011-AA1 (RED 18ga ) 33PLR-000-AA1 (WHT 18ga )
SHIELD-917
SHIELD-917
17 17
39AP-003-AA1 (YEL 16ga )
18 18
39-001-AA1 (TAN 16ga )
8
8
11 11
J702
J14
1 2 3 4
AHT LEFT DECK MODE LAMPS CONNECTOR (OPT)
LDML_CP
J503
46RA-002-AA1 (LTG 14ga )
SHIELD-918
P650
P503
RDML_CP
AHT RIGHT DECK MODE LAMPS CONNECTOR (OPT)
0-432-AA1 (BLK 14ga ) 46GA-002-AA1 (LBL 14ga )
TB32 12 12 13 13 14 14
P540
1 2 3 4
8 8 9 9 10 10 11 11
20 20 21 21 22 22 23 23
J16
MC726
P16 1 3 2
33PG-001-AD1 (BLK 18ga ) 5VDI-010-AD1 (RED 18ga ) 33PRR-001-AD1 (WHT 18ga )
SHIELD-914
RRBPS
MC725
1 3 2
33PG-003-AD1 (BLK 18ga ) 5VDI-012-AD1 (RED 18ga ) 33PLR-001-AD1 (WHT 18ga )
SHIELD-913
LRBPS
P15
39AP-004-AJ2 (YEL 16ga )
1
1
39-002-AJ2 (TAN 16ga )
2
2
RRBPS_CP
LRBPS_CP
4 1 2 3
4 1 2 3
RBML_CP
RBML1
4 1 2 3
0-442-DD1 (BLK 14ga ) 46GA-011-DD1 (LBL 14ga ) 46RA-011-DD1 (LTG 14ga ) 46YA-011-DD1 (TAN 14ga )
RBML2
4 1 2 3
AHT REAR AXLE MODE LAMPS CONNECTOR (OPT)
RBML2_CP
AHT RIGHT REAR BRAKE PRESSURE SENSOR (OPT)
AHT LEFT REAR BRAKE PRESSURE SENSOR (OPT)
AHT HYDRAULIC FILTER SWITCHES (OPT)
ATFS_CP
P14
THERMOSTAT OIL RESERVE TANK
90-510-JJ8 (BLK 14ga ) 86-511-JJ8 (BLK 14ga )
A A B B C C
EG1968
ECHTR1 A B C
86-510-JJ7 (TAN 14ga ) 0-514-JJ7 (BLK 14ga )
HEATER OIL RESERVE TANK
A B C
87-511-JJ8 (BLK 14ga ) 90-510-JJ8 (BLK 14ga ) 0-515-JJ8 (BLK 14ga )
A A B B C C
EG1966
ECHTR2
A A B B C C
87-503-EJ3 (BLK 14ga ) 90-500-EJ3 (BLK 14ga ) 0-504-EJ3 (BLK 14ga )
SP706
HEATER ENGINE OIL LH
EOTS PARALLEL JUNCTION BLOCK
86-503-EJ3 (BLK 14ga ) 90-500-EJ3 (BLK 14ga ) 0-506-EJ3 (BLK 14ga )
SP703 SP704 SP705
86-504-EJ3 (BLK 14ga ) 90-501-EJ3 (BLK 14ga ) 0-507-EJ3 (BLK 14ga )
A A B B C C
PC0292
EOH1
A B C
CON1
A B C
86-507-JJ3 (BLK 14ga ) 87-507-JJ3 (BLK 14ga ) 0-510-JJ3 (BLK 14ga )
SP707 SP708 SP709
1A1
1
1A2
1
1B1
1
1B2
1
1C1
1
1C2
1
HEATER ENGINE OIL RH
86-505-EJ3 (BLK 14ga ) 90-502-EJ3 (BLK 14ga ) 0-508-EJ3 (BLK 14ga )
A A B B C C
PC0292
EOH2
90-503-JJ3 (BLK 14ga ) 87-507-JJ3 (BLK 14ga )
86-506-JJ7 (PNK 14ga ) 87-506-JJ7 (TAN 14ga ) 0-509-JJ7 (BLK 14ga )
GE ALTERNATOR & WHEEL MOTOR POWER CIRCUIT GE CONTROL CABINET
THERMOSTAT ENGINE OIL
TB-HTST 1
24 24 25 25 26 26 27 27
46GA-006-AH1 (LBL 14ga ) 46YA-006-AH1 (TAN 14ga ) 46RA-006-AH1 (LTG 14ga ) 0-439-AH1 (BLK 14ga )
P11
J12
TB32
POWER +24VDC 12
THERMOSTAT HYDRAULIC OIL
J1
CAN RPC NETWORK (YELLOW)
12
46GA-004-AA1 (LBL 14ga ) 46YA-004-AA1 (TAN 14ga ) 46RA-004-AA1 (LTG 14ga ) 0-434-AA1 (BLK 14ga )
GB31-A
CAMERA CONTROLLER (OPT)
79B-006-CC6 (YEL 18ga )
XB7269
1
G2
NOTE: 1) OPTIONAL AHT CONNECTION TO CAN RPC REMOVES TERM #2 RESISTOR FROM RPC CAN TEE #1 AND AHT CONNECTOR P216B CONNECTS TO RPC CAN TEE #1
RDML
CAMERA SYSTEM (OPT)
CAM 4 MAN
TB-HTST G1
SHIELD-816
MM/RPC
61 61 62 62 63 63 64 64
SH12:C-16 SH12:C-16
P214D
OP-CAB MODULAR MINING CONNECTION
11
MC695
939YP-010-CC4 (YEL 20ga ) 939GP-010-CC4 (GRN 20ga )
XB7268
87-502-JJ8 (WHT 14ga ) 0-502-JJ8 (DGR 14ga ) 86-502-JJ8 (BLK 14ga )
0-505-EJ3 (BLK 14ga )
SUPPLY POWER SINGLE PHASE 240 VAC FULL LOAD AMPS: 35
MC695
A3 A B3 B C3 C
10
J11
0-394-CC6 (BLK 16ga ) 0-393-CC6 (BLK 16ga )
6
45L-006-CC6 (DGR 18ga )
SERIES JUNCTION BLOCK
POWER RECEPTACLE ON FRONT LH BUMPER
P213B
PC0618
3
0-214-CC2 (BLK 14ga )
46RA-005-AA1 (LTG 14ga ) 46RA-000-AA1 (LTG 14ga )
HEATER COOLANT RH
1
MC255
TERM#3
A2 A B2 B C2 C
A A1 B B1 C C1
PC0616
2
ATFS
1
SH8:H-9 SH8:H-9
SHIELD-263
712MM-003-CC2 (DBL 16ga )
46GA-005-AA1 (LBL 14ga ) 46YA-005-AA1 (TAN 14ga ) 46RA-005-AA1 (LTG 14ga ) 0-438-AA1 (BLK 14ga )
0-392-CC6 (BLK 16ga )
J651_CPJ651
87-501-HH7 (WHT 14ga ) 0-501-HH7 (DGR 14ga ) 86-501-HH7 (BLK 14ga )
VHMS CAN TEE CAN TEE RPC # 5
SHIELD-845
939YP-001-CC1 (YEL 18ga ) 939GP-001-CC1 (GRN 18ga )
SP157
AHT CONNECTIONS OPTION
HEATER COOLANT LH
C1
SHIELD-845 MC254
SH12:D-16 SH12:D-16
CAN J1939 NETWORK (RED)
H J
MC709
MC696
SHIELD-817
OP-CAB CONNECTOR ENGINE DATALINK TIER 1 OR TIER 2 DIAGNOSTIC DIAG4
939YP-005-CC4 (YEL 18ga ) 939GP-005-CC4 (GRN 18ga )
1
J15
TB-HTST
MC709
939YE-010-CC4 (YEL 20ga ) 939GE-010-CC4 (GRN 20ga )
P311D
PC0616
P212D
PC0616
712MM-002-CC2 (DBL 16ga )
11 11
HOT START OPTION
P211B
939YP-006-CC2 (YEL 18ga )
B2
B A
0-362-CC2 (BLK 18ga )
11M-002-CC2 (LTG 14ga )
J02
F G
MC696
LDML
SP701
79B-005-CC2 (YEL 18ga )
SH12:D-3
1
ACTIA CAN TEE CAN TEE RPC # 4
SHIELD-844
A3 A B3 B C3 C
PC0618
79C-001-CC6 (ORG 18ga )
P31
SH7:H-19
SH12:D-3
1
86A-004-CC6 (RED 16ga ) 86A-003-CC6 (RED 16ga )
D D
J15-CC2 (BLK 18ga ) 0-390-CC2 (BLK 16ga ) 0-389-CC2 (BLK 16ga )
GB10 FRT CAB GND D4
B
6 6
C C
C4
SHIELD-265
CAMERA SYSTEM OPTION
3 3 4 4
5 5
E
11M-000-AA1 (LTG 12ga )
TB32
MC689
GB12 REAR CAB
GB12 REAR CAB
SWITCH CAMERA (OPT) B
4E VEC-90
5
G
P02
86A-001-CC2 (RED 16ga )
A A
4G
20 F48
J02
939GP-006-CC2 (GRN 18ga )
VEC-91
C D E
11A-012-CC2 (TAN 18ga )
MC708
OPERATOR CAB CAN RPC F30
939YE-007-CC2 (YEL 20ga ) 939GE-007-CC2 (GRN 20ga )
900-003-CC2 (WHT 18ga ) 901-003-CC2 (BLK 18ga )
MM CAN TEE
P205B MC706
P310B
MC694
TERM#1
A2 A B2 B C2 C
A A1 B B1 C C1
SHIELD-811
MC689
P02
MC704
P203B
SHIELD-808
SHIELD-811 SH6:I-13 SH6:I-13
CAN TEE J1939 # 4
MC693
939YE-006-CC4 (YEL 18ga ) 939GE-006-CC4 (GRN 18ga )
SHIELD-808 MC694
P309D
PC0616
OPERATOR CAB CAN J1939
MC693
A2 A P308B B2 B C2 C
A A1 B B1 C C1
SHIELD-805
SHIELD-805
VHMS CAN TEE
CAN TEE J1939 # 3
A A B B C C
EG1968
HEATER HYDRAULIC OIL #1
86-508-JJ3 (BLK 14ga ) 90-506-JJ3 (BLK 14ga ) 0-511-JJ3 (BLK 14ga )
CON2
A A B B C C
EG1966
HOHTR1 HEATER HYDRAULIC OIL #2
86-509-JJ3 (BLK 14ga ) 90-507-JJ3 (BLK 14ga ) 0-512-JJ3 (BLK 14ga )
A A B B C C
HOHTR2
EG1966
2A1
1
2A2
1
2B1
1
2B2
1
2C1
1
2C2
1
CMTAFSE
1
AFSE
1
IPT1AX2 IPT1AX3 IPT1BX2 IPT1BX3 IPT1CX2 IPT1CX3 IPT2AX2 IPT2AX3 IPT2BX2 IPT2BX3 IPT2CX2 IPT2CX3 T19 T20
7M1A1-DT1 (GRY 4/0-MCM ) 7M1A2-DT2 (GRY 4/0-MCM ) 7M1B1-DT3 (GRY 4/0-MCM ) 7M1B2-DT4 (GRY 4/0-MCM ) 7M1C1-DT5 (GRY 4/0-MCM ) 7M1C2-DT6 (GRY 4/0-MCM ) 7M2A1-DT7 (GRY 4/0-MCM ) 7M2A2-DT8 (GRY 4/0-MCM ) 7M2B1-DT9 (GRY 4/0-MCM ) 7M2B2-DT10 (GRY 4/0-MCM ) 7M2C1-DT11 (GRY 4/0-MCM ) 7M2C2-DT12 (GRY 4/0-MCM ) 71J-000-ST1 (GRY 2/0-MCM ) 74D-000-ST2 (GRY 2/0-MCM )
M1-TA1 M1-TA2 M1-TB1 M1-TB2 M1-TC1 M1-TC2 M2-TA1 M2-TA2 M2-TB1 M2-TB2 M2-TC1
1
MOTOR WHEEL DRIVE # 1 A1
1
A2
1
B1
1
B2
1
C1
1
1
ALT2
SH7:H-15
1 2 3 4
C2
A1
1
A2
1
B1
1
B2
1
C1
1
C2
1
PIN1
1
PIN2
NOTE: USE GE SCHEMATIC FOR ADDITIONAL CABLES TO ALTERNATOR
7
52PB-001-AC3 (PUR 16ga )
P03
MOTOR WHEEL DRIVE # 2
M2-TC2 ALTERNATOR PROPULSION DRIVE ALT1
HYDRAULIC LADDER OPTION
SH12:E-5
510E2-003-AA1 (DGR 18ga )
24 24
J12 SH6:L-14
OPTIONAL HYD ACCESS LADDER UP SWITCH
510E2-002-AJ1 (DGR 16ga )
P12
0-519-AJ1 (BLK 16ga )
1 2
P830
1 2
J262_CP
SH11:P-8 RELAY HYDRAULIC LADDER PK STATUS (OPT) 7
52PB-004-CC3 (PUR 16ga )
J03
1 2 3 4
86
(+)
85
GB10 FRT CAB GND 1 C3
0-381-CC3 (BLK 16ga ) 0-376-CC3 (BLK 16ga )
SH11:P-8
GB10-C3
(NO) 87
30 (C)
P263
(-)
0-382-CC3 (BLK 16ga )
(NC)87A
PC1730
52RS1-000-CC3 (YEL 16ga ) 52RS2-000-CC3 (DGR 16ga )
P263
P262
J30-JJ9 (BLK 16ga )
J830
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 15 of 20
WIRE TABLE WIRE LIST NAME
WIRE LIST
DEVICE FROM -15VDI-000 -15VDI-001 TB21
CONN FROM DEVICE TO GE DID PANEL J02 TB21-V2
CONN TO DID
-15VDI-002 GE CONTROL INTERFACE GB70 FRAME GND 0-000
P302
TB21
TB21-V1
NAME DEVICE FROM CONN FROM DEVICE TO RELAY BACKUP LIGHT (BULR) 0-157 RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(-) LAMP GREEN PAYLOAD RIGHT 0-158 SP195 SP14 GB31A-A2 0-160 GB31-B AUXBOX GND BLCK
GB70-A2
BUSS BAR 0
DISC(-)-5
0-161
-
J14
P02
CONTINUED ON DIAGRAM 17 & 18
WIRE LIST CONN TO BULR-(-)
NAME DEVICE FROM 0-298 SP169
RPLG
0-299
SP169
CONN FROM DEVICE TO LAMP REAR SERVICE TIMER REAR SERVICE LAMP (PLT) -
-
0-300
GB1 - REAR AXLE
GB1-B3
-
SP14
-
0-301
GB1 - REAR AXLE
GB1-B3
WIRE LIST CONN TO PL
NAME 0-435
DEVICE FROM -
PLT-3
0-436
-
CONN FROM DEVICE TO P12 P540
P55
0-437
-
J503
-
-
J54
0-438
-
J11
WIRE LIST
WIRE LIST
CONN TO J540
NAME 11A-000
DEVICE FROM VEC-91
P503
11A-001
TB35
CONN FROM DEVICE TO TB35 VEC91-P4 RELAY VEHICLE HORN POWER (HPR) TB35-A1
CONN TO TB35-B3
NAME
DEVICE FROM 11RCNT-004 ACTIA DASH DISPLAY 11RWL
CONN FROM DEVICE TO P11 P902
LDML
11A-002
TB35
TB35-A2
-
J16
P01
TB35
TB35-P1
P240
11RWL-001 11RWL-002 TB35
GB31-A AUXBOX GND BLCK
GB31A-D3
11A-003
TB35
TB35-B2
-
TB35-P2
INTERFACE MODULE
IM1
HPR-87
CONN TO P180 J01
0-001
24VDC ALTERNATOR
ALT (-)
GB70 FRAME GND
GB70-A1
0-162
-
J12
SP13
-
0-302
-
P54
SP177
-
0-439
-
J541
-
P11
11A-004
TB35
TB35-B4
-
P02
11S-000
VEC-90
VEC90-P3
SP106
-
0-002
GB70 FRAME GND
GB70-B2
GB31-A AUXBOX GND BLCK
GB31A-A1
0-163
-
J12
SP13
-
0-303
SP177
-
LAMP BODY LEFT REAR MARKER
LSCL2
0-440
-
P541
-
P502
11A-005
-
P16
TB60
TB60-L1
11S-001
SP106
-
-
J12
0-003
BUSS BAR 0
DISC(-)-4
M0TOR STARTER 1 (STRT1)
STRT1-2A
0-164
-
J11
SP10
-
0-304
LAMP BODY LEFT SIDE MARKER
LSCL1
SP177
-
0-441
-
RDML
-
J502
11A-006
TB60
TB60-L2
-
P704
11S-002
SP106
-
-
J11
0-004
BUSS BAR 0
DISC(-)-3
MOTOR STARTER 2 (STRT2)
STRT2-2A
0-165
-
J11
SP10
-
0-305
-
J55
SP174
-
0-442
-
RBML1
-
RBML2
11A-007
-
J704
SWITCH REAR SERVICE LAMP (PLS)
PLS-3
11S-003
-
P12
-
P536
0-005
VEC-90
VEC90-S7A
VEC-89
VEC89-S7A
0-166
-
P11
-
J541
0-306
SP174
-
LAMP BODY RIGHT REAR MARKER
RSCL2
0-443
GB31-A AUXBOX GND BLCK
GB31A-D4
TB26
TB26-A2
11A-008
-
J240
SWITCH HYDRAULIC LAMP
HLSW-2
11S-004
-
J536
0-006
RELAY KEY / GE CNTRL PWR (KCNP...
KCNPR-(-)
RELAY KEY SWITCH (KSWPR)
KSWPR-(-)
0-167
-
P541
LAMP DECK LADDER LIGHT #1
RDLLT
0-307
LAMP BODY RIGHT SIDE MARKER
RSCL1
SP174
-
0-444
LAMP HYDRAULIC CABINET #2
HL2
GB8 BRAKE CABINET
GB8-4
11A-011
RELAY VEHICLE HORN POWER (HPR)
HPR-87
RELAY VEHICLE HORN POWER (HPR)
HPR-(+)
11S-005
-
P11
SWITCH LEFT GROUND LEVEL SHUTD... ESDS-2 P533 -
0-007
RELAY KEY / GE CNTRL PWR (KCNP...
KCNPR-(-)
12V POWER RELAY (12VPR)
12VPR-(-)
0-168
-
J541
-
P11
0-308
JB6C
JB6C
-
J229
0-445
GB8 BRAKE CABINET
GB8-4
LAMP HYDRAULIC CABINET #1
HL1
11A-012
-
DIAG4
-
J02
11S-006
-
J533
0-008
-
J11
SP09
-
0-169
LAMP DECK LIGHT #2
RDLT
-
P541
0-309
JB6C
JB6C
-
J228
0-446
TB31
TB31-G3
TB29
TB29-X4
11A1-000
SWITCH HYDRAULIC LAMP
HLSW-1
SP171
-
11SL-000
VEC-91
VEC91-P4
SWITCH RIGHT GROUND LEVEL SHUT... ESDSR-2 TB24-A1 TB24
0-009
12VDC CONVERTER (12VCN)
0-170
-
J540
-
P12
0-310
JB6C
JB6C
TB30
TB30-B2
TB28
TB28-R2
11A1-001
LAMP HYDRAULIC CABINET #1
HL1
SP171
-
11SL-001
TB24
TB24-A1
TIMER (1HR) ENGINE SERVICE LAM...
GB31A-B1
0-171
LAMP DIAGONAL LADDER LIGHT #1
LDLLT
-
P540
0-311
JB6C
JB6C
SWITCH CAB SECONDARY ENGINE SH... ESS-B SWITCH BODYUP OVERRIDE / RESET... ORS-B
0-447
VEC-91
12VCN-GND GB31-A AUXBOX GND BLCK VEC91-S6B GB31-A AUXBOX GND BLCK
GB31A-A3
0-011
0-448
RELAY MASTER DISCONNECT
MLREL
JB1
JB1
11A1-002
SP171
-
LAMP HYDRAULIC CABINET #2
HL2
11SL-002
TB24
TB24-A1
0-012
VEC-91
VEC91-S6A
TIMER REAR SERVICE LAMP (PLT)
PLT-C
SWITCH REAR SERVICE LAMP (PLS)
PLS-2
11SM1-000
M0TOR STARTER 1 (STRT1)
STRT1-4B
TIMER (1HR) HYDRAULIC PUMP MOD... HPLT-C J801 -
0-013
PLT-NO
LAMP REAR SERVICE
PL
11SM1-001
-
P801
TB28
TB28-F1
0-014
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(-) HBHR-85 RELAY HI-BEAM HEADLIGHT (HBHR)
TB24-L1
11SM1-002
TB28
TB28-F2
INTERFACE MODULE
IM3
0-015
RELAY HI-BEAM HEADLIGHT (HBHR)
12VPR-87
11SM1-003
-
J801-
-
STRT1-4B-
0-016 0-017
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(-) SP103
0-018
DL1
0-019
ESLT-C
VEC90-S7B
0-172
-
J540
-
P12
0-312
SWITCH RETARD SPEED CONTROL (R...
RSCS_1-3
GB12 REAR CAB
GB12-D4
0-449
LAMP DECK LIGHT #1 (OPT LOCATI...
LDLT
-
J544
11AL-000
RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(-) KSWPR-(-) RELAY KEY SWITCH (KSWPR)
0-173
-
P540
-
P544
0-313
-
J02
RETARD SPEED CONTROL
RSP
0-500
-
J712
TB-HTST
TB-HTST-D4
0-174
-
P565
-
P14
0-314
SWITCH RETARD SPEED CONTROL (R...
RSCS-B
0-501
HEATER COOLANT LH
-
TB-HTST
TB-HTST-C1
GB31-B AUXBOX GND BLCK
GB31B-B1
0-175
-
J565
SP151
-
0-315
-
P02
SWITCH RETARD SPEED CONTROL (R... RSCS_1-3 TB31-G2 TB31
11ALT-000 TIMER REAR SERVICE LAMP (PLT) 12VDC CONVERTER (12VCN) 11B1-000
0-502
HEATER COOLANT RH
-
TB-HTST
TB-HTST-C2
11B1-001
12VDC CONVERTER (12VCN)
12VCN-12VB TB24 12VCN-12VA 12V POWER RELAY (12VPR)
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-85
0-176
SP151
-
0-316
GE CONTROL INTERFACE
P303
TB31
TB31-G1
0-504
SP706
-
THERMOSTAT ENGINE OIL
EOTS
11B1-002
TB24
TB24-L4
VEC-91
VEC91-P10
11SM2-000
MOTOR STARTER 2 (STRT2)
STRT2-4A
-
J801
GB31-A AUXBOX GND BLCK
GB31A-B3
0-177
LAMP CONTROL CABINET WORK LIGH... CDL1 LAMP CONTROL CABINET WORK LIGH... CDL2
SP151
-
0-317
SWITCH DC POWER OFF - REST SWI...
P35
GB10 FRT CAB GND
GB10-C1
0-505
SP706
-
TB-HTST
TB-HTST-E1
11B1-003
TB24
TB24-L3
INTERFACE MODULE
IM3
11SM2-001
-
P801
TB28
TB28-G1
DL1
SP104
-
0-178
GB10 FRT CAB GND
GB10-B2
ACTIA DISPLAY PANEL DIMMER
P18
0-318
SWITCH GRID DRY
P34
GB10 FRT CAB GND
GB10-C1
0-506
SP706
-
SP705
-
11B5-000
CB60
CB60-2
12VDC CONVERTER (12VCN)
12VCN-24VA
11SM2-002
TB28
TB28-G2
INTERFACE MODULE
IM3
SP104
-
DL2
DL2
0-179
SWITCH DISPLAY MODE #2
P20
GB10 FRT CAB GND
GB10-B4
0-319
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
0-507
HEATER ENGINE OIL LH
EOH1
SP705
-
11D-000
VEC-89
VEC89-P2
TB22
TB22-A1
11SM2-003
-
J801-
-
STRT2-4A-
0-020
DL3
DL3
SP104
-
0-180
SWITCH DISPLAY MODE #2
P20
SWITCH DISPLAY MODE #2
P20
0-320
SWITCH BRAKE TEST
P37
SWITCH BRAKE LOCK
P39
0-508
SP705
-
HEATER ENGINE OIL RH
EOH2
11D-001
TB22
TB22-A2
-
P03
11ST-000
BUSS BAR 11ST
SDISC-4
FUSE LINK1 (150A)
FUS-1
0-021
DL4
DL4
SP103
-
0-181
SWITCH DISPLAY MODE #2
P20
SWITCH DISPLAY MODE #2
P20
0-321
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
0-509
TB-HTST
CON1
11D-002
-
J03
SWITCH HEADLIGHTS
P25
11ST-001
BUSS BAR 11ST
SDISC-3
M0TOR STARTER 1 (STRT1)
STRT1-1A
0-022
DL5
DL5
SP103
-
0-182
SWITCH DISPLAY MODE #2
P20
SWITCH DISPLAY MODE #1
P21
0-322
GE CONTROL INTERFACE
P305
GB31-B AUXBOX GND BLCK
GB31B-B3
0-510
SP709
TB-HTST-D2 -
CON2
11D-003
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
11ST-002
BUSS BAR 11ST
SDISC-5
MOTOR STARTER 2 (STRT2)
STRT2-1A
0-023
DL6
DL6
SP103
-
0-183
SWITCH DISPLAY MODE #1
P21
SWITCH DISPLAY MODE #1
P21
0-323
GE CONTROL INTERFACE
P305
GB31-B AUXBOX GND BLCK
GB31B-B3
0-511
HEATER HYDRAULIC OIL #1
HOHTR1
SP709
-
VEC91-P2
TB23
TB23-G2
11ST-003
M0TOR STARTER 1 (STRT1)
STRT1-1C
MOTOR STARTER 2 (STRT2)
STRT2-1B
0-024
SP104
-
SP103
-
0-184
SWITCH DISPLAY MODE #1
P21
SWITCH DISPLAY MODE #1
P21
0-324
SENSOR FUEL LEVEL
FLS
SP185
-
0-512
SP709
-
HEATER HYDRAULIC OIL #2
HOHTR2
11DISP-000 VEC-91 11DISP-001 TB23
TB23-G1
-
P01
11ST-005
BUSS BAR 11ST
SDISC-8
RELAY STARTER LOCKOUT
SLREL
0-025
SP100
-
SP102
-
0-185
ACTIA DASH DISPLAY
P903
GB10 FRT CAB GND
GB10-D3
0-325
-
J16
SP15
-
0-514
-
CON3
TB-HTST
TB-HTST-E2
J01
ACTIA DASH DISPLAY
P903
11ST-006
BUSS BAR 11ST
SDISC-8
0-026
LAMP LED MASTER DISCONNECT CL...
MLLON
BUSS BAR 0
DISC(-)-7
0-186
SWITCH CAB LADDER LIGHT
P24
SWITCH HEADLIGHTS
P25
0-326
-
J730
-
P16
0-515
HEATER OIL RESERVE TANK
ECHTR2
-
CON4
11DISP-003 11DSL-000 VEC-89
VEC89-P12
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-88
12H-000
VEC-91
VEC91-P9
LAMP LED STARTER LOCKOUT CLOSE... SLON TB22-G1 TB22
0-027
JB1
JB1
BUSS BAR 0
DISC(-)-7
0-187
R27
R27
GB10 FRT CAB GND
GB10-B2
0-327
SP185
-
-
P730
0-516
BATT1
BAT1(+)
BATT2
BAT2(-)
11E1-000
TB27
TB27-A2
VEC-91
VEC91-P2
12H-001
TB22
TB22-G2
-
P03
0-028
M0TOR STARTER 1 (STRT1)
STRT1-2B
MOTOR STARTER 2 (STRT2)
STRT2-2B
0-188
SWITCH CAB LADDER LIGHT
P24
SWITCH CAB LADDER LIGHT
P24
0-328
SWITCH STEERING FILTER #1
SFSW
SP185
-
0-517
BATT3
BAT3(+)
BATT4
BAT4(-)
11E1-001
TB27
TB27-A1
-
P808
12H-002
-
J03
-
P140
0-030
RELAY 1 PROPEL LOCKOUT
PLREL
JB1
JB1
0-189
LAMP RED PAYLOAD RIGHT
RPLR
SP195
-
0-329
-
J02
SWITCH DRIVERS SEAT BELT
P212
0-518
SP777
-
-
J506
11E1-002
TB27
TB27-A3
-
P808
12V-000
12V POWER RELAY (12VPR)
12VPR-30
VEC-91
VEC91-S7A
0-031
RELAY STARTER LOCKOUT
SLREL
JB1
JB1
0-191
SWITCH LEFT WINDOW
P072
GB12 REAR CAB
GB12-D2
0-330
-
P02
GB31-B AUXBOX GND BLCK
GB31B-A4
0-519
SP777
-
-
P830
11E1-003
-
J808
SP112
-
VEC91-P11
TB21
TB21-B1
0-032
JB1
JB1
LAMP LED PROPEL LOCKOUT ON
PLON
0-192
GB12 REAR CAB
GB12-D1
SWITCH LEFT WINDOW
P072
0-331
SWITCH LOW STEERING PRESSURE
ACPSW
-
P14
0-600
TB31
TB31-V4
TB31
TB31-L3
11E1-004
SP112
-
-
J808
12VREG-000 VEC-91 12VREG-001 TB21
TB21-B2
-
P03
0-033
LAMP LED PROPEL LOCKOUT LOCKED... PLLO SLLO LAMP LED STARTER LOCKOUT OPEN
JB1
JB1
0-194
SWITCH LEFT WINDOW
P072
SWITCH LEFT WINDOW
P072
0-332
SWITCH STEERING BLEED PRESSURE
SABS
-
P14
0-601
GB31-A AUXBOX GND BLCK
GB31A-D4
TB31
TB31-L3
11E1-005
ENGINE QSK60 INTERFACE TIER II
P804
SP112
-
TB21-B3
-
P03
JB1
JB1
0-195
SWITCH LEFT WINDOW
P072
GB12 REAR CAB
GB12-D2
0-333
-
J14
SP14
-
0ACL-000
-
J01
ACCELERATOR PEDAL
P236
11E1-006
-
J808-
ENGINE QSK60 INTERFACE TIER I
P805-
12VREG-002 TB21 12VREG-003 -
J03
SP156
-
GB3 ENG GND BLOCK
GB3-B3
0-197
SWITCH RIGHT WINDOW
P071
GB12 REAR CAB
GB12-D1
0-334
-
J14
SP14
-
0ACL-001
TB31
TB31-W2
-
P01
11E2-000
TB27
TB27-B2
VEC-91
VEC91-P2
SP156
-
GB3 ENG GND BLOCK
GB3-B1
0-198
SWITCH RIGHT WINDOW
P071
GB12 REAR CAB
GB12-C2
0-335
-
P13
0ACL-002
GE CONTROL INTERFACE
P303
TB31
TB31-W3
11E2-001
-
P808
TB27
TB27-B1
-
-
J601
0-042
RELAY ENGINE PRELUBE
P800
0-199
SP195
-
LAMP AMBER PAYLOAD RIGHT
RPLA
0-336
SP08
-
0ACL-003
GE CONTROL INTERFACE
P304
TB31
TB31-W1
11E2-002
-
P808
TB27
TB27-B3
SENSOR LEFT FRONT WHEEL SPEED
P507
RELAY ENG STARTER 1 (ESREL1)
ESREL1-85
0-200
GB12 REAR CAB
GB12-C2
SWITCH RIGHT WINDOW
P071
0-337
SWITCH PARK BRAKE SET
GB8 BRAKE CABINET
GB8-2
0COM-000
-
J02
GE DID PANEL
DID
11E2-003
-
J808
SP113
-
15LFWS-000 15LFWS-001 SP729
P13
0-048
RELAY ENGINE PRELUBE MAG SWITC... PLMS-(-) ESREL2-85 RELAY ENG STARTER 2 (ESREL2)
SWITCH ACCUMULATOR PRESSURE #2... ACCP2-C J13 -
12VREG-004 12VREG-005 SP156
J03
0-041
ENGINE PRELUBE HIGH VOLUME PUM... PLPM-(-) RELAY ENGINE PRELUBE MAG SWITC... PLMS-(-)
-
-
J13
0-049
-
P12
RELAY ENG STARTER 1 (ESREL1)
ESREL1-85
0-201
SWITCH RIGHT WINDOW
P071
SWITCH RIGHT WINDOW
P071
0-338
GB8 BRAKE CABINET
GB8-2
0COM-001
-
P02
TB22
TB22-S2
11E2-004
SP113
-
-
J808
-
P57
-
J12
SP13
-
0-202
-
J210
-
J04
0-339
GB8 BRAKE CABINET
GB8-2
0COM-002
TB22
TB22-S1
SP181
-
11E2-005
ENGINE QSK60 INTERFACE TIER II
P804
SP113
-
15LFWS-002 SP729 15LFWS-003 VEC-91
-
0-050
SWITCH LOW BRAKE ACCUM PRESSUR... LBPS SWITCH SERVICE BRAKE DEGRADE P... BDS
VEC91-P1
SP729
-
0-051
GB8 BRAKE CABINET
GB8-1
0-203
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C1
0-340
-
P14
SENSOR HYDRAULIC TANK LEVEL
P712
0COM-003
TB22
TB22-S3
SP182
-
11E2-006
-
J808-
ENGINE QSK60 INTERFACE TIER I
P805-
SENSOR LEFT REAR WHEEL SPEED
P720
-
J12
0-204
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C1
0-341
-
J14
SP14
-
0COM-004
GE CONTROL INTERFACE
P302
SP181
-
11E3-000
TB27
TB27-C2
VEC-91
VEC91-P2
15LRW-000 15LRW-001 VEC-89
P15
0-055
SWITCH PARK BRAKE RELEASE PRES... PBRPS SP12
VEC89-P2
-
J15
0-060
ENGINE QSK60 INTERFACE TIER II
P804
SP115
-
0-205
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C4
0-342
-
J511
-
P11
0COM-005
GE CONTROL INTERFACE
P302
SP181
-
11E3-001
-
P808
TB27
TB27-C1
P13
SENSOR RIGHT FRONT WHEEL SPEED
P501
0-061
ENGINE QSK60 INTERFACE TIER II
P804
SP116
-
0-206
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C4
0-343
SWITCH AUTOLUBE LEVEL (OPT)
ALLSW
-
P511
0COM-006
GE CONTROL INTERFACE
P302
SP181
-
11E3-002
-
P808
TB27
TB27-C3
15RFWS-000 15RFWS-001 -
J13
SP728
-
0-062
ENGINE QSK60 INTERFACE TIER II
P804
SP117
-
0-207
-
J03
GB12 REAR CAB
GB12-A1
0-344
-
J11
SP10
-
0COM-007
GE CONTROL INTERFACE
P302
SP182
-
11E3-003
-
J808
SP114
-
VEC91-P1
SP728
-
0-063
-
J808
SP115
-
0-208
-
J03
GB12 REAR CAB
GB12-A1
0-345
R30
R30
TB21
TB21-X3
0COM-008
GE CONTROL INTERFACE
P302
SP182
-
11E3-004
-
J808
SP114
-
15RFWS-002 VEC-91 15RFWS-003 SP728
-
-
P56
0-064
SP115
-
-
J808
0-209
-
J03
GB12 REAR CAB
GB12-B1
0-346
-
P04
GB31-A AUXBOX GND BLCK
GB31A-B4
0COM-009
GE CONTROL INTERFACE
P302
SP182
-
11E3-005
ENGINE QSK60 INTERFACE TIER II
P804
SP114
-
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
0-065
-
J808
SP116
-
0-210
-
J03
GB12 REAR CAB
GB12-B1
0-347
-
J04
JB8A
JB8A
0LEV-000
-
J01
RETARD CONTROL LEVER (OPT)
P237
11E4-000
TB27
TB27-D2
VEC-91
VEC91-P2
15RRW-000 15RRW-001 -
J15
VEC-91
VEC91-P3
0-066
SP116
-
-
J808
0-211
GB12 REAR CAB
GB12-A2
-
J601
0-348
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LEV-001
TB31
TB31-L2
-
P01
11E4-001
TB27
TB27-D1
-
P808
VEC91-P1
TB33
TB33-S2
0-067
-
J808
SP117
-
0-212
GB12 REAR CAB
GB12-A2
-
J601
0-349
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LEV-002
GE CONTROL INTERFACE
P302
TB31
TB31-L1
11E4-002
ENGINE QSK60 INTERFACE TIER II
P804
-
J808
15SLW-001 VEC-91 15SLW-002 GE CONTROL INTERFACE
P301
TB33
TB33-S1
0-068
SP117
-
-
J808
0-213
GB12 REAR CAB
GB12-B1
-
J602
0-350
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LF-000
-
P13
SENSOR LEFT FRONT WHEEL SPEED
P507
11ER-000
VEC-91
VEC91-P11
TB22
TB22-D1
VEC91-P1
TB33
TB33-M2
0-069
-
P808
GB31-B AUXBOX GND BLCK
GB31B-C1
0-214
-
MM/RPC
GB12 REAR CAB
GB12-B2
0-351
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LF-001
TB33
TB33-P2
-
J13
11ER-001
TB22
TB22-D2
-
P03
15SRW-001 VEC-91 15SRW-002 GE CONTROL INTERFACE
P301
TB33
TB33-M1
0-070
-
P808
GB31-B AUXBOX GND BLCK
GB31B-C1
0-215
-
P801
GB31-B AUXBOX GND BLCK
GB31B-A1
0-352
JB8A
JB8A
ORBCOMM MODULE (OPT)
CNA
0LF-002
GE CONTROL INTERFACE
P301
TB33
TB33-P1
11ER-002
TB22
TB22-D3
-
P03
15VDI-000
-
J02
GE DID PANEL
DID
0-071
-
P808
GB31-B AUXBOX GND BLCK
GB31B-B4
0-216
-
J12
SP13
-
0-353
ORBCOMM MODULE (OPT)
CNA
JB8A
JB8A
0LF-003
GE CONTROL INTERFACE
P301
TB33
TB33-P3
11ER-003
-
J03
SP155
-
15VDI-001
-
P02
TB21
TB21-T4
0-072
-
P808
GB31-B AUXBOX GND BLCK
GB31B-B4
0-217
-
P12
SP777
-
0-354
JB8A
JB8A
-
P653
0RET-000
-
J01
RETARD CONTROL PEDAL
P235
11ER-004
-
J03
SP155
-
15VDI-002
GE CONTROL INTERFACE
P302
TB21
TB21-T1
0-073
-
P808
GB31-B AUXBOX GND BLCK
GB31B-D1
0-218
-
P12
-
P505-
0-355
-
J808-
ENGINE QSK60 INTERFACE TIER I
P806-
0RET-001
TB31
TB31-V2
-
P01
11ER-005
-
J601
SP155
-
15VDI-003
GE CONTROL INTERFACE
P302
TB21
TB21-T3
0-074
-
P808
GB31-B AUXBOX GND BLCK
GB31B-D1
0-219
-
J12
SP13
-
0-356
-
J808-
ENGINE QSK60 INTERFACE TIER I
P805-
0RET-002
GE CONTROL INTERFACE
P302
TB31
TB31-V1
11FS-000
VEC-91
VEC91-P11
TB22
TB22-F1
15VDI-004
TB21
TB21-T2
R17
R17
0-075
-
J11
SP10
-
0-220
-
P11
-
P180
0-357
A/C COMPRESSOR CLUTCH T1
P803-
GB3 ENG GND BLOCK
GB3-A1
0RF-000
-
P13
SENSOR RIGHT FRONT WHEEL SPEED
P501
11FS-001
TB22
TB22-F2
-
P03
18AZ-000
-
J801
-
SPR_2
0-076
-
J543
-
P11
0-221
-
P11
-
J190
0-358
GB3 ENG GND BLOCK
GB3-A1
SWITCH A/C RECIEVER DRYER T1
RECDR-T1
0RF-001
-
J13
TB33
TB33-K2
11FS-002
-
J602
-
J03
18AZ-001
-
P801
-
SPR_3
0-077
-
P520
-
P543
0-222
-
J11
SP09
-
0-359
SWITCH ENGINE RUN OIL PRESSURE...
EOPSW2
-
J801-
0RF-002
GE CONTROL INTERFACE
P301
TB33
TB33-K1
11H-000
TB22
TB22-B1
RELAY VEHICLE HORN POWER (HPR)
HPR-(-)
18AZ-002
-
J801-
-
SPR_1
0-078
SOLENOID ENGINE SHUTTER (OPT)
ESSOL
-
J520-
0-223
-
J11
SP09
-
0-361
TB28
TB28-R2
GB31-B AUXBOX GND BLCK
GB31B-C4
0RF-003
GE CONTROL INTERFACE
P301
TB33
TB33-K3
11H-001
-
P03
TB22
TB22-B2
18VIM-000
INTERFACE MODULE
IM3
TB30
TB30-W1
0-079
VEC RTMR1
RTMR1-C2
GB31-A AUXBOX GND BLCK
GB31A-D1
0-225
GB31-B AUXBOX GND BLCK
GB31B-D4
-
P240
0-362
-
DIAG4
GB12 REAR CAB
GB12-C4
1M-000
RELAY MASTER DISCONNECT
MLREL
11H-002
-
J03
SWITCH HORN BUTTON
P120
18VIM-001
TB30
TB30-W1
-
J14
0-080
-
J12
SP13
-
0-226
-
P240
GB31-B AUXBOX GND BLCK
GB31B-D4
0-363
SP142
-
SP196
-
1S-000
RELAY STARTER LOCKOUT
SLREL
LAMP LED MASTER DISCONNECT OPE... MLLO SLLO LAMP LED STARTER LOCKOUT OPEN
11HL-000
VEC-89
VEC89-P12
RELAY HI-BEAM HEADLIGHT (HBHR)
HBHR-88
18VIM-002
-
P14
SENSOR STEERING PRESSURE
SPS
0-081
-
P12
-
J542
0-227
-
J240
GB8 BRAKE CABINET
GB8-1
0-364
SP147
-
SP195
-
5EFQ-000
ENGINE QSK60 INTERFACE TIER I
P805-
ENGINE QSK60 INTERFACE TIER I
P805-
11HS-000
RELAY VEHICLE HORN POWER (HPR)
HPR-30
-
J12
18VIM-003
-
J16
TB30
TB30-W1
0-082
-
P542
-
ETHER1
0-228
-
J240
GB8 BRAKE CABINET
GB8-1
0-365
PAY LOAD METER 3
P264
GB31-B AUXBOX GND BLCK
GB31B-A3
5VDI-000
-
J02
GE DID PANEL
DID
11HS-001
-
P12
-
J540
18VIM-004
-
P16
SENSOR HOIST PRESSURE #1
HPS1
0-084
-
J11
SP10
-
0-229
TB21
TB21-X1
R19
R19
0-366
JB1
JB1
5VDI-001
TB21
TB21-W2
-
P02
11HS-002
-
P540
-
P503
18VIM-005
-
J16
TB30
TB30-W1
0-085
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
0-230
INTERFACE MODULE
IM1
TB21
TB21-X2
0-367
LAMP LED STARTER LOCKOUT CLOSE... SLON SP196
LAMP RED PAYLOAD LEFT
LPLR
5VDI-002
TB21
TB21-W1
GE CONTROL INTERFACE
P302
11HS-003
-
J503
SP167
-
18VIM-006
-
P16
SENSOR HOIST PRESSURE #2
HPS2
0-086
-
P808
GB31-B AUXBOX GND BLCK
GB31-D3
0-231
R18
R18
TB21
TB21-X3
0-368
SP196
-
LAMP AMBER PAYLOAD LEFT
LPLA
5VDI-003
GE CONTROL INTERFACE
P302
TB21
TB21-W1
11HS-004
SP167
-
HORN FRONT VEHICLE
AHS
18VIM-007
-
P240
TB30
TB30-W4
0-087
SWITCH A/C RECIEVER DRYER T2
RECDR
GB3 ENG GND BLOCK
GB3-A3
0-232
TB29 X5
TB29-X5
TB26 M5
TB26-M5
0-369
LAMP GREEN PAYLOAD LEFT
LPLG
SP196
-
5VDI-004
TB21
TB21-W3
GE CONTROL INTERFACE
P302
11HS-005
D1
D1
SP167
-
18VIM-008
SENSOR BRAKE PRESSURE
BPS
-
J240
0-088
A/C COMPRESSOR CLUTCH T2
P803
GB3 ENG GND BLOCK
GB3-A3
0-233
TB26 M5
TB26-M5
GB31-A AUXBOX GND BLCK
GB31A-C3
0-370
SCORE BOARD RIGHT (OPT)
CNRIN
SCORE BOARD LEFT (OPT)
CNLO
5VDI-009
-
J15
-
J702
11IM2-000
VEC-91
VEC91-P4
INTERFACE MODULE
IM1
21NSL-000
ENGINE QSK60 INTERFACE TIER II
P805
-
J808
0-090
-
P140
GB10 FRT CAB GND
GB10-A4
0-234
GB31-A AUXBOX GND BLCK
GB31A-C3
TB36
TB36-K1
0-375
TB36
TB36-R4
GB31-B AUXBOX GND BLCK
GB31B-C3
5VDI-010
-
P15
-
RRBPS
11INT-000
VEC-91
VEC91-P3
INTERFACE MODULE
IM1
21NSL-001
-
P808
TB27
TB27-E1
0-091
GB31-A AUXBOX GND BLCK
GB31A-B4
-
P04
0-235
TB36
TB36-K1
TB27
TB27-W3
0-376
RELAY WIPER MOTOR HIGH
P08
5VDI-011
-
J15
-
J702
11KS-001
-
P12
-
P536
21NSL-002
ENGINE QSK60 INTERFACE TIER I
P805-
-
J808-
0-092
SWITCH ENGINE RUN OIL PRESSURE...
EOPSW-2
-
J801
0-237
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-85
GB31-A AUXBOX GND BLCK
GB31A-A4
0-377
MOTOR WINDSHIELD WASHER
WW-
RELAY HYDRAULIC LADDER PK STAT... P263 P03 -
5VDI-012
-
P15
-
LRBPS
11KS-002
-
J12
TB24
TB24-H1
21NSL-003
TB27
TB27-E2
INTERFACE MODULE
IM3
0-094
-
J12
SP12
-
0-238
TB24
TB24-X1
TB21
TB21-X4
0-378
RELAY WIPER MOTOR LOW
P09
RELAY WIPER MOTOR HIGH
P08
5VIM-000
TB30
TB30-K1
INTERFACE MODULE
IM3
11KS-003
TB24
TB24-H1
VEC-90
VEC90-P1
21NSL-004
TB27
TB27-E4
R51
R51
0-095
GB10 FRT CAB GND
GB10-A4
SWITCH BRAKE LOCK
P39
0-239
GB8 BRAKE CABINET
GB8-3
D3
D3
0-379
-
J03
GB12 REAR CAB
GB12-C3
5VIM-001
TB30
TB30-K1
INTERFACE MODULE
IM3
11KS-004
-
P03
TB24
TB24-H2
21OR-000
ENGINE QSK60 INTERFACE TIER II
P805
-
J808
0-096
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
0-240
-
J16
SP15
-
0-380
TIMER WASHER DELAY (WADT)
WADT-4
RELAY WIPER MOTOR LOW
P09
5VIM-002
-
J14
TB30
TB30-K2
11KS-005
-
J536
SWITCH LEFT GROUND LEVEL SHUTD...
ESDS -1
21OR-001
-
P808
TB27
TB27-K1
0-097
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
0-241
-
J16
SP15
-
0-381
GB10 FRT CAB GND
GB10-C3
5VIM-003
TB30
TB30-K4
-
J14
11KS-006
-
J03
SWITCH KEY (KEYSW)
KEYSW-B
21OR-002
-
J11
TB27
TB27-K3
0-098
SOLENOID BRAKE LOCK
BLS
GB8 BRAKE CABINET
GB8-3
0-242
SP15
-
-
J16
0-382
RELAY HYDRAULIC LADDER PK STAT... P263 P07 MOTOR WINDSHIELD WIPER
GB10 FRT CAB GND
GB10-C3
5VIM-004
TB30
TB30-K3
-
J14
11KS-007
-
P11
-
P533
21OR-004
-
P11
-
P170
0-099
-
P210
ENTERTAINMENT RADIO
P737
0-243
-
P16
TB61
TB61-A1
0-383
12VDC POWER PORT #1
PWR1-2
-
J03
5VIM-005
SENSOR HYDRAULIC TANK TEMP
P711
-
P14
11KS-008
-
J11
TB24
TB24-H1
21OR-005
-
J12
TB27
TB27-K3
0-100
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
0-244
-
P16
TB61
TB61-B1
0-384
12VDC POWER PORT #2
PWR2-2
-
J03
5VIM-006
-
J14
TB30
TB30-L2
11KS-009
-
J533
SWITCH RIGHT GROUND LEVEL SHUT...
ESDSR-1
21OR-006
-
P12
-
P504
0-101
SWITCH CAB LADDER LIGHT
P24
SWITCH MANUAL BACKUP LIGHT
P23
0-245
-
P16
TB61
TB61-C1
0-385
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C1
5VIM-007
SENSOR DUCT AIR TEMPERATURE
ATS
-
P14
11L-000
VEC-91
VEC91-P3
TB22
TB22-C1
P805
-
J808
0-102
LAMP RIGHT FOG
RFLT
-
P543
0-246
TB61
TB61-A2
GB1 - REAR AXLE
GB1-A1
0-386
-
P03
GB31-A AUXBOX GND BLCK
GB31A-C4
5VIM-008
-
J14
TB30
TB30-L4
11L-001
TB22
TB22-C2
-
P03
21ORR-000 ENGINE QSK60 INTERFACE TIER II 21ORR-001 -
P808
TB27
TB27-L1
0-103
-
J543
-
P11
0-247
TB61
TB61-B2
GB1 - REAR AXLE
GB1-A2
0-387
SP198
-
TB24
TB24-X3
P2A
ORBCOMM MODULE (OPT)
CNA
11L-002
-
J03
TB10
TB10-G1
TB27
TB27-L3
-
J11
SP09
-
0-248
HORN BACKUP RIGHT
LRBH-(-)
GB1 - REAR AXLE
GB1-A3
0-388
R51
R51
TB27
TB27-W4
IPT1AX2
MOTOR WHEEL DRIVE # 1
M1-TA1
11L-003
TB10
TB10-H2
SWITCH ROTATING BEACON (OPT)
P32
21ORR-003 21ORR-004 -
J11
0-104
7HMWU-000 KOMTRAX PLUS MODULE GE CONTROL CABINET 7M1A1
P11
-
P170
0-105
LAMP LEFT FOG
LFLT
-
P542
0-249
HORN BACKUP LEFT
RRBH-(-)
GB1 - REAR AXLE
GB1-A3
0-389
-
P651
GB10 FRT CAB GND
GB10-D4
7M1A2
GE CONTROL CABINET
IPT1AX3
MOTOR WHEEL DRIVE # 1
M1-TA2
11L-004
TB10
TB10-G1
SP732
-
J12
TB27
TB27-L3
0-106
-
J542
-
P12
0-250
GB1 - REAR AXLE
GB1-A3
-
HIDBL
0-390
SWITCH CAMERA (OPT)
P31
GB10 FRT CAB GND
GB10-D4
7M1B1
GE CONTROL CABINET
IPT1BX2
MOTOR WHEEL DRIVE # 1
M1-TB1
11L-005
-
J04
LAMP CAB DOME
CDL
21ORR-005 21ORR-006 -
P12
-
P504
0-110
-
J542
-
P12
0-251
LAMP BACKUP REAR RIGHT
RRBL
GB1 - REAR AXLE
GB1-B1
0-391
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
7M1B2
GE CONTROL CABINET
IPT1BX3
MOTOR WHEEL DRIVE # 1
M1-TB2
11L-006
SWITCH HAZARD LIGHTS
P36
SWITCH HAZARD LIGHTS
P36
21PL-000
RELAY ENGINE PRELUBE
P800
0-111
LAMP HIGH MOUNT LEFT HI-BEAM
HMLHB
-
P542
0-252
LAMP BACKUP REAR LEFT
LRBL
GB1 - REAR AXLE
GB1-B1
0-392
-
J651
SP701
-
7M1C1
GE CONTROL CABINET
IPT1CX2
MOTOR WHEEL DRIVE # 1
M1-TC1
11L-007
TB22
TB22-C4
-
P04
21PL-001
D87
D87
RELAY ENGINE PRELUBE MAG SWITC... PLMS-(+) RELAY ENGINE PRELUBE MAG SWITC... PLMS-(+)
0-112
-
J542
-
P12
0-253
LAMP RETARD LEFT REAR
LRL
GB1 - REAR AXLE
GB1-A4
0-393
CAMERA CONTROLLER (OPT)
P652
SP701
-
7M1C2
GE CONTROL CABINET
IPT1CX3
MOTOR WHEEL DRIVE # 1
M1-TC2
11L-008
TB10
TB10-H2
SWITCH CAB LADDER LIGHT
P24
21PS-000
VEC-91
VEC91-P3
TB28
TB28-H1
0-113
LAMP LOW MOUNT LEFT LOW-BEAM
LMLLB
-
P542
0-254
GB1 - REAR AXLE
GB1-A4
LAMP RETARD RIGHT REAR
RRL
0-394
SP701
-
-
P650
7M2A1
GE CONTROL CABINET
IPT2AX2
MOTOR WHEEL DRIVE # 2
M2-TA1
11L-009
SP732
-
SWITCH HAZARD LIGHTS
P36
21PS-001
TB28
TB28-H2
-
P801
0-114
-
J542
-
P12
0-255
-
J11
SP08
-
0-395
-
J541
-
P11
7M2A2
GE CONTROL CABINET
IPT2AX3
MOTOR WHEEL DRIVE # 2
M2-TA2
11L-010
SP732
-
SWITCH HEADLIGHTS
P25
21PS-002
-
J801
-
J815
0-115
-
P543
0-256
-
J541
-
P11
0-396
-
P502
-
P541
7M2B1
GE CONTROL CABINET
IPT2BX2
MOTOR WHEEL DRIVE # 2
M2-TB1
11LL-000
VEC-89
VEC89-P9
SP108
-
-
P815
-
J543
0-257
-
P502
-
P541
0-397
-
P548
-
J502
7M2B2
GE CONTROL CABINET
IPT2BX3
MOTOR WHEEL DRIVE # 2
M2-TB2
11LR-000
VEC-89
VEC89-P9
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(87) RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(87)
21PS-003
0-116
LAMP LOW MOUNT RIGHT LOW-BEAM LMRLB P11 -
21PS-004
SP108
-
0-117
-
P542
LAMP HIGH MOUNT LEFT LOW-BEAM
HMLLB
0-258
LAMP BACKUP LIGHT RIGHT DECK (...
RBUL
-
J502
0-398
-
J540
-
P12
7M2C1
GE CONTROL CABINET
IPT2CX2
MOTOR WHEEL DRIVE # 2
M2-TC1
11M-000
VEC-91
VEC91-P4
TB32
TB32-P1
21PS-005
SWITCH ENGINE PRELUBE OIL PRES... PLPSW SP108
RELAY ENGINE PRELUBE
P800
0-118
-
J542
-
P12
0-259
LAMP BACKUP LIGHT LEFT DECK (O...
LBUL
-
J503
0-399
-
P503
-
P540
7M2C2
GE CONTROL CABINET
IPT2CX3
MOTOR WHEEL DRIVE # 2
M2-TC2
11M-001
TB32
TB32-P2
-
P02
21PS-006
-
J801-
-
J815-
0-119
-
J543
-
P11
0-260
SHIFTER DIRECTION SELECTOR
P108
JB6C
JB6C
0-400
-
P549
-
J503
10V-000
GE CONTROL INTERFACE
P303
TB31
TB31-M1
11M-002
-
J02
-
MM/RPC
21PT-000
-
P12
RELAY ENG STARTER 1 (ESREL1)
ESREL1-86
0-120
-
P543
0-261
-
P503
-
P540
0-401
-
J11
SP08
-
10V-001
-
P02
TB31
TB31-M2
ACTIA DASH DISPLAY
P903
21PT-001
-
J12
TB28
TB28-J1
LAMP LOW MOUNT LEFT HI-BEAM
LMLHB
0-262
-
J540
-
P12
0-402
-
J12
SP11
-
10V-003
-
J01
ACCELERATOR PEDAL
P236
11ONS-000 11ONS-001 -
J01
0-121
LAMP HIGH MOUNT RIGHT LOW-BEAM HMRLB P542 -
P01
TB35
TB35-T1
21PT-002
-
J801
-
J815
0-122
-
P11
-
J543
0-263
-
J12
SP11
-
0-403
-
J11
SP08
-
10V-004
-
J01
RETARD CONTROL PEDAL
P235
TB35-T2
INTERFACE MODULE
IM1
21PT-003
-
-
P543
LAMP HIGH MOUNT RIGHT HI-BEAM
HMRHB
0-264
GB1 - REAR AXLE
GB1-B1
LAMP STOP/TAIL LEFT
LRSTL
0-404
-
J541
-
P11
10V-005
-
J01
RETARD CONTROL LEVER (OPT)
P237
J801
SWITCH ENGINE OIL RESERVE PRES...
ORPS-1
21PT-004
SWITCH ENGINE PRELUBE OIL PRES... PLPSW SP107
SP107
0-123
11ONS-002 TB35 11ORS-000 -
RELAY ENGINE PRELUBE
P800
0-124
-
P11
-
J543
0-265
LAMP STOP/TAIL RIGHT
RRSTL
GB1 - REAR AXLE
GB1-B3
0-405
-
P502
-
P541
10V-006
-
J02
RETARD SPEED CONTROL
RSP
P801
TB28
TB28-D1
21PT-005
SP107
-
RELAY ENGINE PRELUBE
P800
0-125
-
P543
LAMP LOW MOUNT RIGHT HI-BEAM
LMRHB
0-266
JB6C
JB6C
GB12 REAR CAB
GB12-D3
0-406
-
P546
-
J502
10V-007
TB31
TB31-N3
R17
R17
11ORS-001 11ORS-002 VEC-91
VEC91-P4
TB28
TB28-D2
21PT-006
-
P815
SP107
-
0-126
-
J11
SP10
-
0-267
TB24
TB24-X1
TB27
TB27-W3
0-407
-
J12
SP11
-
10V-008
TB31
TB31-M4
-
P01
-
J801-
21PT-007
-
P801
TB28
TB28-J3
0-127
-
J11
SP09
-
0-268
SWITCH FOG LAMP (OPT)
P22
SWITCH MANUAL BACKUP LIGHT
P23
0-408
-
J540
-
P12
10V-009
TB31
TB31-N2
-
P01
21PT-008
GE CONTROL INTERFACE
P304
TB28
TB28-J4
0-128
-
J12
SP12
-
0-269
SWITCH MANUAL BACKUP LIGHT
P23
SWITCH MANUAL BACKUP LIGHT
P23
0-409
-
P503
-
P540
10V-010
TB31
TB31-N4
-
P01
21PT-009
RELAY ENG STARTER 1 (ESREL1)
ESREL1-86
RELAY ENG STARTER 2 (ESREL2)
ESREL2-86
0-129
-
J12
SP12
-
0-270
-
J14
SP14
-
0-410
-
P547
-
J503
11-000
BATT2
BAT2(+)
BUSS BAR 24VDC BATT BOX
BUS24V-1
0-130
SP10
-
GB31-A AUXBOX GND BLCK
GB31B-A2
0-271
-
P563
-
P14
0-411
SWITCH ROTATING BEACON (OPT)
P32
GB10 FRT CAB GND
GB10-D2
11-001
BATT4
BAT4(+)
BUSS BAR 24VDC BATT BOX
BUS24V-6
0-131
SP11
-
GB31-A AUXBOX GND BLCK
GB31B-B2
0-272
-
J563
SP166
-
0-412
GB10 FRT CAB GND
GB10-D2
SWITCH HEATED MIRROR (OPT)
P33
11-002
BUSS BAR 24VDC BATT BOX
BUS24V-11
BUSS BAR 11
SDISC-1
0-132
SWITCH HAZARD LIGHTS
P36
SWITCH BRAKE TEST
P37
0-273
SP166
-
LAMP HYDRAULIC PUMP MOD (OPT)
HPML
0-413
GB31-A AUXBOX GND BLCK
GB31A-C2
SP12
-
11-003
BUSS BAR 24VDC BATT BOX
BUS24V-10
BUSS BAR 11
SDISC-2
0-133
SWITCH HAZARD LIGHTS
P36
SWITCH HAZARD LIGHTS
P36
0-274
SP166
-
0-414
GB31-A AUXBOX GND BLCK
GB31A-D2
SP13
-
11-004
24VDC AUXBOX BUSS
24VDC-A2
RELAY KEY SWITCH (KSWPR)
KSWPR-87
0-134
-
J12
SP11
-
0-276
SWITCH HYDRAULIC PUMP MOD LAMP... HPMS-3 J540 -
-
P12
0-415
GB31-B AUXBOX GND BLCK
GB31A-B2
SP15
-
11-005
24VDC AUXBOX BUSS
24VDC-A4
RELAY KEY / GE CNTRL PWR (KCNP...
KCNPR-87
0-135
-
J11
SP08
-
0-277
LAMP LEFT UPPER ENGINE SERVICE
LUESL
-
P540
0-416
GB31-B AUXBOX GND BLCK
GB31B-C2
SP08
-
11-006
CB60
CB60-1
24VDC AUXBOX BUSS
24VDC-A3
0-136
-
P12
-
J540
0-279
-
J540
-
P12
0-417
GB31-B AUXBOX GND BLCK
GB31B-D2
SP09
-
11-007
BUSS BAR 24VDC BATT BOX
BUS24V-8
24VDC AUXBOX BUSS
0-137
-
P540
-
P503
0-280
LAMP LEFT LOWER ENGINE SERVICE
LLESL
-
P540
0-420
SP09
-
-
J11
11-008
ENGINE JUMP START1
-
0-138
-
J503
SP142
-
0-282
-
J541
-
P11
0-421
SP08
-
-
J11
11-009
ENGINE JUMP START2
0-139
SP142
-
0-283
LAMP RIGHT UPPER ENGINE SERVIC...
RUESL
-
P541
0-422
SP11
-
-
J12
11-010
0-140
SP142
-
LAMP MARKER/TURN LEFT SIDE DEC... LCL1 LAMP MARKER/TURN LEFT FRT DECK LCL2
0-285
-
J541
-
P11
0-423
-
J14
SP14
-
0-141
-
P11
-
J541
0-286
-
P541
SP165
-
0-424
-
J12
SP12
0-142
-
P541
-
P502
0-287
SP165
-
0-425
-
J12
0-143
-
J502
SP147
-
0-288
SWITCH RIGHT ENGINE SERVICE LA...
RESLS-1
LAMP RIGHT LOWER ENGINE SERVIC... RLESL SP165
0-426
-
0-144
SP147
-
0-290
-
J540
-
P12
0-427
0-145
SP147
-
LAMP MARKER/TURN RIGHT FRT DEC... RCL1 LAMP MARKER/TURN RIGHT SIDE DE... RCL2
0-291
-
P503
-
P540
0-146
-
J16
SP15
-
0-292
-
J503
SP168
0-147
-
J14
SP14
-
0-293
HORN FRONT VEHICLE
AHS
0-149
-
P14
-
P732
0-294
D1
0-150
SWITCH FOG LAMP (OPT)
P22
SWITCH FOG LAMP (OPT)
P22
0-295
0-151
SWITCH FOG LAMP (OPT)
P22
GB10 FRT CAB GND
GB10-A3
0-156
-
P16
-
P731
0-034 0-040
HBHR-85
VEC-90
PBPSW
11ORS-003 SWITCH ENGINE OIL RESERVE PRES... ORPS1 RELAY ENGINE PRELUBE MAG SWITC... PLMS-2 11PF-000 FUS-2 FUSE LINK1 (150A) 11PL-000
ENGINE PRELUBE HIGH VOLUME PUM... PLPM-(+) RELAY ENGINE PRELUBE MAG SWITC... PLMS-1
11POR-000 11POR-001 -
J801
SWITCH ENGINE OIL RESERVE PRES...
ORPS-2
21PT-010
INTERFACE MODULE
IM3
TB28
TB28-J1
P801
TB28
TB28-E1
21PT-011
-
J801-
-
J815-
11POR-002 TB28 11POR-003 TB28
TB28-E2
-
J11
21PT-012
D87
D87
SP107
-
TB28-E2
-
J12
21S-000
SWITCH KEY (KEYSW)
KEYSW-C
-
J03
11POR-004 11POR-005 -
P11
-
J190
21S-001
-
P03
TB22
TB22-H1
P12
-
J506
21S-002
TB22
TB22-H4
VEC-91
VEC91-P2
J801-
SWITCH ENGINE OIL RESERVE PRES...
ORPS2
21S-003
TB22
TB22-H2
INTERFACE MODULE
IM2
24VDC-A1
11POR-006 SWITCH ROTATING BEACON (OPT) 11RB-000
P32
-
J03
21SL-000
VEC-91
VEC91-P4
INTERFACE MODULE
IM1
BUSS BAR 24VDC BATT BOX
BUS24V-2
11RB-001
-
P03
TB22
TB22-E1
22C-000
JB41
JB41
SWITCH A/C RECIEVER DRYER T2
RECDR
-
BUSS BAR 24VDC BATT BOX
BUS24V-3
11RB-002
TB22
TB22-E2
-
J11
22C-001
JB41
JB41
-
J808
24VDC AUXBOX BUSS
24VDC-B1
VEC-90
VEC90-P2
11RB-003
-
J12
TB22
TB22-E4
22C-002
ENGINE QSK60 INTERFACE TIER II
P806
JB41
JB41
11-011
24VDC AUXBOX BUSS
24VDC-B4
VEC-91
VEC91-S5A
11RB-004
TB22
TB22-E3
-
P04
22C-003
ENGINE QSK60 INTERFACE TIER II
P806
JB41
JB41
-
11-012
24VDC AUXBOX BUSS
24VDC-B2
VEC-89
VEC89-S8A
11RB-005
-
P11
-
J541
22C-005
-
P808
TB27
TB27-G1
SP12
-
11-013
24VDC ALTERNATOR
ALT_SEN
BUSS BAR 24VDC BATT BOX
BUS24V-9
11RB-006
-
J540
-
P12
22C-006
-
J808-
JB41-
JB41-
J12
SP11
-
11-020
BUSS BAR 11
SDISC-7
11RB-007
-
P541
-
P502
22C-007
SWITCH A/C RECIEVER DRYER T1
RECDR-T1
JB41-
JB41-
-
P04
GB31-A AUXBOX GND BLCK
GB31A-B4
11-021
LAMP LED MASTER DISCONNECT CL... MLLON SDISC-7 BUSS BAR 11
RELAY MASTER DISCONNECT
MLREL
11RB-008
-
P503
-
P540
22C-008
JB41-
JB41-
ENGINE QSK60 INTERFACE TIER I
P806-
0-428
-
J04
-
RRBB2
11-022
RELAY MASTER DISCONNECT
MLREL
RELAY MASTER DISCONNECT
MLREL
11RB-009
-
J502
-
P548
22C-009
JB41-
JB41-
ENGINE QSK60 INTERFACE TIER I
P805-
-
0-429
SOLENOID ETHER START (OPT)
ESOL
-
ETHER2-
11-025
RELAY ENG STARTER 1 (ESREL1)
ESREL1-88
BUSS BAR 24VDC BATT BOX
BUS24V-4
11RB-010
-
P549
-
J503
22FO-000
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
SP168
-
0-430
-
R546
MIRROR HEATED RIGHT DECK (OPT)
MIRROR1
11-026
BUSS BAR 24VDC BATT BOX
BUS24V-5
RELAY ENG STARTER 2 (ESREL2)
ESREL2-88
11RB-011
-
J04
-
RRBB1
22FO-001
-
P808
TB31
TB31-X1
D1
SP168
-
0-431
-
L547
MIRROR HEATED LEFT DECK (OPT)
MIRROR2
11-027
BUSS BAR 24VDC BATT BOX
BUS24V-7
24VDC ALTERNATOR
ALT (+)
VEC91-P4
TB28
TB28-L1
22FO-002
ENGINE QSK60 INTERFACE TIER I
P806-
-
J808-
TB61
TB61-A4
GB1 - REAR AXLE
GB1-B2
0-432
-
J16
GB31-A AUXBOX GND BLCK
GB31A-D3
11-028
SWITCH PROPEL LOCKOUT (PLOS)
PLOS-F2
RELAY 1 PROPEL LOCKOUT
PLREL
11RCNT-000 VEC-91 11RCNT-001 TB28
TB28-L1
-
J12
23D-000
VEC-90
VEC90-P4
TB27
TB27-J1
0-296
-
P704
GB1 - REAR AXLE
GB1-B4
0-433
-
P16
-
RBML
11-029
SWITCH PROPEL LOCKOUT (PLOS)
PLOS-F2
BUSS BAR 11
SDISC-6
P12
-
P505-
23D-001
R5
R5
TB27
TB27-J4
0-297
-
J704
SP169
-
0-434
-
J12
GB31-A AUXBOX GND BLCK
GB31A-D3
11-030
BUSS BAR 11
SDISC-6
RELAY STARTER LOCKOUT
SLREL
11RCNT-002 11RCNT-003 TB28
TB28-L1
-
J11
23D-002
R3
R3
TB27
TB27-J3
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 16 of 20
WIRE TABLE WIRE LIST NAME
WIRE LIST
23D-003
DEVICE FROM R4
23F-000
-
CONN FROM DEVICE TO TB27 R4 TB22 J702
CONN TO TB27-J2
23F-001
TB22
TB22-L2
-
23F-002
-
J02
23FA-000
VEC-90
VEC90-P4
SWITCH CAB SECONDARY ENGINE SH... ESS_1-3 J702
24SON-000 JB4D 24SON-001 R16
JB4D
SONALERT (SONA)
SONA(+)
R16
JB4D
JB4D
24SON-002 D9 24SON-003 JB4D
D9
JB4D
JB4D
JB4D
D10
D10
24VIM-000 INTERFACE MODULE 24VIM-001 TB32
IM1
TB32
TB32-H2
TB32-H1
VEC-91
VEC91-P2
24VIM-002 TB32 24VIM-004 ACTIA DASH DISPLAY
TB32-H1
VEC-89
VEC89-P2
35L9-001 SCORE BOARD LEFT (OPT) 35L10-000 SCORE BOARD RIGHT (OPT)
P902
-
J01
36-000
24VIM-005 TB32 24VIM-006 TB32
TB32-G1
-
P01
TB32-G4
-
24VIM-007 D10 24VIM-008 TB32
D10
24VIM-009 RELAY ENG STARTER 1 (ESREL1) 25A-000
TB22-L1 P02
NAME
CONTINUED FROM DIAGRAM 16 & 18
WIRE LIST
DEVICE FROM 35L3-003 35L4-000 PAY LOAD METER 3
CONN FROM DEVICE TO J02 TB36 P264
CONN TO DIAG7
35L4-001 35L4-002 TB36
J362
TB36
TB36-N2
TB36-N4
-
P02
35L4-003 35L7-000 PAY LOAD METER 3
J02
-
DIAG7
P264
TB36
TB36-R1
35L7-001 SCORE BOARD LEFT (OPT) 35L8-000 PAY LOAD METER 3
CNLIN
TB36
P264
35L8-001 SCORE BOARD LEFT (OPT) 35L9-000 PAY LOAD METER 3
TB36-N1
NAME
DEVICE FROM CONN FROM DEVICE TO 41LM-000 RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(30) RELAY HEADLIGHT LOW MOUNT (HLM... J11 41LM-001 P12 41LM-002 -
WIRE LIST CONN TO J12
NAME 45R-005
DEVICE FROM TB10
HLMR-(30)
45R-006
-
J542
45RA-000 CAMERA CONTROLLER (OPT) 45RL-000 VEC-89
P652
-
VEC89-P12
45RL-001 TB35 45RL-002 -
41LM-003 LAMP LOW MOUNT LEFT LOW-BEAM 41LM-004 -
LMLLB
-
P542
P11
-
J543
LMRLB
-
P543
TB36-R2
41LM-005 LAMP LOW MOUNT RIGHT LOW-BEAM VEC-89 41T-000
VEC89-P11
TB35
TB35-E1
TB36
TB36-S1
41T-001
TB35
TB35-E2
-
J12
CNLIN
TB36
TB36-S2
41T-002
TB35
TB35-E4
-
J11
P264
TB36
TB36-T1
41T-003
-
P12
-
J540
CNLIN
TB36
TB36-T2
41T-004
-
P540
-
P503
CNRIN
SCORE BOARD LEFT (OPT)
CNLO
41T-005
-
J503
SP143
-
-
J801
SWITCH ENGINE RUN OIL PRESSURE...
EOPSW-1
41T-006
SP143
-
LAMP MARKER/TURN LEFT SIDE DEC...
LCL1
36-001
-
P801
TB28
TB28-A1
41T-007
SP143
-
LAMP MARKER/TURN LEFT FRT DECK
LCL2
P04
36-002
TB28
TB28-A2
VEC-90
VEC90-P9
41T-008
-
P11
-
J541
-
J04
36-003
-
J801-
SWITCH ENGINE RUN OIL PRESSURE...
EOPSW1
41T-009
-
P541
-
P502
TB32-H2
-
J14
38G-000
TB35
TB35-C1
INTERFACE MODULE
IM3
41T-010
-
J502
SP146
-
P14
SENSOR HYDRAULIC TANK LEVEL
P712
38G-001
TB35
TB35-C4
-
J16
41T-011
SP146
-
LAMP MARKER/TURN RIGHT FRT DEC...
RCL1
ESREL1-88a M0TOR STARTER 1 (STRT1) ESREL2-88a MOTOR STARTER 2 (STRT2)
STRT1-3
38G-002
R15
R15
TB35
TB35-C2
41T-012
SP146
-
LAMP MARKER/TURN RIGHT SIDE DE...
RCL2
STRT2-3
38G-003
-
P16
-
J730
41T-013
TB35
TB35-E4
-
J14
27LPR-000 ENGINE QSK60 INTERFACE TIER II 27LPS-000 ENGINE QSK60 INTERFACE TIER II
P826
-
LP
38G-004
SENSOR FUEL LEVEL
FLS
-
P730
41T-014
-
P14
-
P732
P826
-
LP
39-000
-
J702
INTERFACE MODULE
IM2
41T-015
TB35
TB35-E2
-
J16
27WR-000 ENGINE QSK60 INTERFACE TIER II 27WS-000 ENGINE QSK60 INTERFACE TIER II
P826
-
WIF
39-001
-
J702
-
J14
41T-016
-
P16
SP149
-
P826
-
WIF
39-002
-
P14
-
ATFS
41T-017
SP149
-
-
P731
25B-000
RELAY ENG STARTER 2 (ESREL2)
CONN FROM DEVICE TO TB10-M3 CAMERA CONTROLLER (OPT) J651
WIRE LIST CONN TO P651
NAME 48LF-005
DEVICE FROM -
P652
48LF-006
P650
49-001
TB35
TB35-K1
TB35-K2
-
P11
45RL-003 45RL-004 -
WIRE LIST CONN TO RFLT
NAME 67L-000
DEVICE FROM MOTOR LEFT WINDOW
-
CONN FROM DEVICE TO LAMP RIGHT FOG P543 LAMP LEFT FOG P542
LFLT
67L-001
SWITCH LEFT WINDOW
CONN FROM DEVICE TO SP779 P059 SP779 P072
CONN TO -
ACTIA DISPLAY PANEL DIMMER
P18
TB10
TB10-D2
67M-000
MOTOR LEFT WINDOW
P059
SP778
-
49-002
ACTIA DASH DISPLAY
P903
TB10
TB10-D3
67M-001
SWITCH LEFT WINDOW
P072
SP778
-
J11
49-003
JB6B
JB6B
TB10
TB10-D4
67P-000
TB24
TB24-T2
VEC-91
VEC91-P9
-
J541
49-004
SHIFTER DIRECTION SELECTOR
P108
JB6B
JB6B
67P-001
TB24
TB24-T1
-
P03
P541
-
P502
49-005
R27
R27
TB10
TB10-D2
67P-002
TB24
TB24-T1
-
P03
J502
SP145
-
49-006
JB6B
JB6B
67P-003
-
J03
SP135
-
45RL-005 ACTIA DASH DISPLAY 45RL-006 -
P902
-
J01
49-007
JB6B
JB6B
SWITCH CAB SECONDARY ENGINE SH... ESS-A SWITCH BODYUP OVERRIDE / RESET... ORS-A
67P-004
-
J03
SP135
-
P01
TB35
TB35-K3
49-008
JB6B
JB6B
SWITCH RETARD SPEED CONTROL (R...
RSCS-A
67P-005
SP135
-
SWITCH LEFT WINDOW
P072
45RL-007 SP145 45RL-008 TB35
-
51A1-000
-
J13
INTERFACE MODULE
IM2
67P-006
SWITCH LEFT WINDOW
P072
SP135
-
TB35-K4
LAMP MARKER/TURN RIGHT FRT DEC... RCL1 J16 -
51A1-001
-
P13
67R-000
TB24
TB24-S2
VEC-91
VEC91-P9
45RL-009 SP145 45RL-010 -
-
LAMP MARKER/TURN RIGHT SIDE DE...
RCL2
51A2-000
67R-001
TB24
TB24-S1
-
P03
P16
SP148
-
52A-000
SWITCH ACCUMULATOR PRESSURE #1... ACCP1-NO J240 -
SWITCH ACCUMULATOR PRESSURE #1... ACCP1-C SWITCH ACCUMULATOR PRESSURE #2... ACCP2-NO
67R-002
TB24
TB24-S1
-
P03
45RL-011 SP148 45RL-012 SP148
-
-
P731
52A-001
-
P240
SWITCH PARK BRAKE RELEASE PRES... PBRPS TB32-N2 TB32
67R-003
-
J03
SP138
-
-
TB60
TB60-H1
IM2
-
J702
67R-004
-
J03
SP138
-
45RL-013 TB60 45RL-014 -
TB60-H2
-
P55
52AA2-000 INTERFACE MODULE 52ABA-000 INTERFACE MODULE
IM1
TB32
TB32-S1
67R-005
SP138
-
SWITCH RIGHT WINDOW
P071
J55
SP172
-
TB32-S1
VEC RTMR1
RTMR1-F2
67R-006
SWITCH RIGHT WINDOW
P071
SP138
-
45RL-015 LAMP BODY RIGHT SIDE MARKER 45RL-016 LAMP BODY RIGHT REAR MARKER
RSCL1
SP172
-
52ABA-001 TB32 VEC-90 52B-000
VEC90-P9
TB32
TB32-J1
67S-000
MOTOR RIGHT WINDOW
P058
SP782
-
RSCL2
SP172
-
52B-001
INTERFACE MODULE
IM2
TB32
TB32-J1
67S-001
SWITCH RIGHT WINDOW
P071
SP782
-
46GA-000 TB32 46GA-001 -
TB32-A1
-
J702
52B-002
VEC RTMR1
RTMR1-D2
TB32
TB32-J1
67T-000
MOTOR RIGHT WINDOW
P058
SP783
-
P16
-
RBML
52B-003
TB32
TB32-J4
-
P240
67T-001
SWITCH RIGHT WINDOW
P071
SP783
-
46GA-002 46GA-003 -
J16
TB32
TB32-A2
52B-004
-
J240
SP160
-
68-000
TB34
TB34-M1
INTERFACE MODULE
IM3
P12
-
J540
52B-005
SP160
-
SOLENOID BRAKE LOCK
BLS
68-001
TB34
TB34-M1
VEC-89
VEC89-P4
46GA-004 46GA-005 TB32
J12
TB32
TB32-A2
52B-006
SP160
-
D3
D3
68-002
TB34
TB34-M1
-
J11
TB32-A1
-
J11
52B1-000
VEC-90
VEC90-P9
TB23
TB23-B1
68-003
-
J511
-
P11
46GA-006 46GA-007 -
J541
-
P11
52B1-001
-
P03
TB23
TB23-B2
68-004
SOLENOID AUTO LUBE
LLSOL
-
P511
P502
-
P541
52B1-002
-
J03
SWITCH BRAKE LOCK
P39
68-005
-
J12
TB34
TB34-M2
46GA-008 46GA-009 -
RDML
-
J502
52B1-003
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
68ES-000
-
J11
SP785
-
P503
-
P540
52C-000
SHIFTER DIRECTION SELECTOR
P108
-
J02
68ES-001
-
J511
-
P11
46GA-010 46GA-011 -
J503
-
LDML
52C-001
-
P02
TB21
TB21-K2
68ES-002
SOLENOID AUTO LUBE
LLSOL
-
P511
RBML1
-
RBML2
52C-002
TB21
TB21-K1
-
J701
68ES-003
VEC-89
VEC89-P2
SP785
-
46RA-000 TB32 46RA-001 -
TB32-B1
-
J702
52CA-000
TB24
TB24-E2
GE CONTROL INTERFACE
P304
68ES-004
-
J12
SP785
-
P16
-
RBML
52CA-001
-
J701
TB24
TB24-E1
68LS-000
SWITCH AUTOLUBE LEVEL (OPT)
ALLSW
-
P511
46RA-002 46RA-003 -
J16
TB32
TB32-B2
52CA-003
TB24
TB24-E4
INTERFACE MODULE
IM3
68LS-001
-
J511
-
P11
P12
-
J540
52CS-000
VEC-90
VEC90-P11
TB32
TB32-K3
68LS-002
INTERFACE MODULE
IM3
SP786
-
46RA-004 46RA-005 -
J12
TB32
TB32-B2
52CS-001
TB32
TB32-K3
INTERFACE MODULE
IM1
68LS-003
-
J12
SP786
-
J11
TB32
TB32-B1
52CS-002
TB32
TB32-K2
R18
R18
68LS-004
-
J11
SP786
-
46RA-006 46RA-007 -
J541
-
P11
52CS-003
-
P240
TB32
TB32-K1
68P-000
TB60
TB60-B2
SWITCH AUTOLUBE PRESSURE
LLPS
P541
-
P502
52CS-004
SOLENOID PARK BRAKE
PBS
SP161
-
68P-001
TB60
TB60-B1
-
P16
46RA-008 46RA-009 -
RDML
-
J502
52CS-005
D2
D2
SP161
-
68P-002
TB35
TB35-W2
-
J16
P540
-
P503
52CS-006
SP161
-
-
J240
68P-003
TB35
TB35-W1
INTERFACE MODULE
IM3
46RA-010 46RA-011 -
J503
-
LDML
52PB-000
VEC-90
VEC90-P11
TB24
TB24-B1
68P-004
TB35
TB35-W3
VEC-89
VEC89-P4
RBML1
-
RBML2
52PB-001
TB24
TB24-B4
-
P03
68T-000
SWITCH AUTOLUBE PRESSURE
LLPS
TB60
TB60-M2
46YA-000 TB32 46YA-001 -
TB32-C1
-
J702
52PB-003
TB24
TB24-B2
INTERFACE MODULE
IM3
68T-001
TB60
TB60-M1
-
P16
P16
-
RBML
52PB-004
-
J03
68T-002
TB35
TB35-R2
-
J16
46YA-002 46YA-003 -
J16
TB32
TB32-C2
52R-000
-
J01
RELAY HYDRAULIC LADDER PK STAT... P263 P237 RETARD CONTROL LEVER (OPT)
68T-003
VEC-89
VEC89-P4
TB35
TB35-R3
P12
-
J540
52R-001
TB31
TB31-K2
-
P01
68T-004
TB35
TB35-R1
INTERFACE MODULE
IM1
46YA-004 46YA-005 -
J12
TB32
TB32-C2
52R-002
TB31
TB31-K1
-
J701
68T-005
TB35
TB35-R4
R30
R30
J11
TB32
TB32-C1
52RA-000
GE CONTROL INTERFACE
P302
SP740
-
69M-000
VEC-89
VEC89-P1
TB23
TB23-F1
46YA-006 46YA-007 -
J541
-
P11
52RA-001
SP740
-
-
J701
69M-001
TB23
TB23-F2
-
J11
P541
-
P502
-
P262
69M-002
TB23
TB23-F2
-
J12
46YA-008 46YA-009 -
RDML
-
J502
-
P262
69M-003
-
P11
-
J541
P503
-
P540
52RS1-000 RELAY HYDRAULIC LADDER PK STAT... P263 52RS2-000 RELAY HYDRAULIC LADDER PK STAT... P263 HLS SWITCH HOIST LIMIT 53H-000
TB60
TB60-J2
69M-004
-
P12
-
J540
J503
-
LDML
53H-001
-
J16
TB35
TB35-N1
69M-005
-
P541
-
P502
RBML1
-
RBML2
53H-002
TB60
TB60-J1
-
P16
69M-006
-
P540
-
P503
-
28E-000
VEC-91
VEC91-P12
-
J12
39A-000
PAY LOAD METER 3
P264
TB34
TB34-S1
41T-018
SP149
-
TB61
TB61-M1
28E-001
-
P12
-
J542
39A-001
VEC-90
VEC90-P2
TB34
TB34-S2
41T-019
LAMP STOP/TAIL LEFT
LRSTL
TB61
TB61-M2
28E-002
-
P542
-
ETHER1
VEC90-P3
TB23
TB23-C1
41T-020
LAMP STOP/TAIL RIGHT
RRSTL
TB61
TB61-M2
28E-003
-
ETHER2-
SOLENOID ETHER START (OPT)
ESOL
39AA-000 VEC-90 39AA-001 TB23
TB23-C1
-
J11
41T-021
TB61
TB61-M4
-
J54
28EC-000
VEC-91
VEC91-P12
TB27
TB27-H2
P11
-
J541
41T-022
TB61
TB61-M4
-
P55
28EC-001
ENGINE QSK60 INTERFACE TIER II
P805
-
J808
39AA-002 39AA-004 -
P541
-
P502
41T-023
-
J55
SP173
-
28EC-002
-
P808
TB27
TB27-H1
J502
LAMP RED PAYLOAD RIGHT
RPLR
41T-024
LAMP BODY RIGHT SIDE MARKER
RSCL1
SP173
-
28EC-003
ENGINE QSK60 INTERFACE TIER I
P806-
-
J808-
39AA-005 39AA-006 TB23
TB23-C1
-
J12
41T-025
-
P54
SP176
-
31ILM-000 INTERFACE MODULE 31IML-001 TB34
IM1
TB34
TB34-N2
P12
-
J540
41T-026
SP176
-
LAMP BODY LEFT REAR MARKER
LSCL2
TB34-N1
-
P04
39AA-007 39AA-008 -
P540
-
P503
41T-027
LAMP BODY LEFT SIDE MARKER
LSCL1
SP176
-
31IML-002 SONALERT (SONA) 31IML-003 SP723
SONA(-)
SP723
-
J503
LAMP RED PAYLOAD LEFT
LPLR
41T-028
LAMP BODY RIGHT REAR MARKER
RSCL2
SP173
-
-
R16
R16
39AA-009 39AP-000 -
J16
-
J702
41TS-000
SWITCH HEADLIGHTS
P25
TB10
TB10-A1
31IML-004 31RR-000 -
J04
SP723
-
P16
-
J730
41TS-001
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
J02
SWITCH RETARD SPEED CONTROL (R...
RSCS_2-1
39AP-001 39AP-002 -
P730
SWITCH HYDRAULIC FILTER #1
HFSW1
41TS-002
TB10
TB10-A3
-
J02
31RR-001
-
P02
TB31
TB31-E2
J702
-
J14
41TS-003
-
P02
TB34
TB34-A2
31RR-002
GE CONTROL INTERFACE
P304
TB31
TB31-E1
39AP-003 39AP-004 -
P14
-
ATFS
41TS-004
SWITCH LEFT WINDOW
P072
JB6A
JB6A
33-000
-
J240
SWITCH PARK BRAKE SET
PBPSW
39B-000
PAY LOAD METER 3
P264
TB34
TB34-R1
41TS-005
VEC-89
VEC89-P11
TB34
TB34-A1
33-001
TB32
TB32-D2
-
P240
39B-001
VEC-90
VEC90-P2
TB34
TB34-R2
41TS-006
ACTIA DISPLAY PANEL DIMMER
P18
TB10
TB10-A4
33-002
TB32
TB32-D1
INTERFACE MODULE
IM2
VEC90-P2
TB23
TB23-D1
41TS-007
SWITCH RIGHT WINDOW
P071
JB6A
JB6A
33BP-000
-
J240
TB23-D1
-
J11
41TS-008
SWITCH RIGHT WINDOW
P071
SWITCH RIGHT WINDOW
P071
33BP-001
TB32
TB32-E2
SWITCH LOW BRAKE ACCUM PRESSUR... LBPS P240 -
39BA-000 VEC-90 39BA-001 TB23
P11
-
J541
41TS-009
SWITCH LEFT WINDOW
P072
SWITCH LEFT WINDOW
P072
33BP-002
TB32
TB32-E1
INTERFACE MODULE
IM2
39BA-002 39BA-004 -
P541
-
P502
41TS-010
JB6A
JB6A
TB10
TB10-A1
33BPS-000 INTERFACE MODULE 33BPS-001 -
IM3
TB30
TB30-M2
J502
LAMP AMBER PAYLOAD RIGHT
RPLA
41TS-011
-
P140
JB6A
JB6A
P240
TB30
TB30-M1
39BA-005 39BA-006 TB23
TB23-D1
-
J12
42-000
TIMER (1HR) ENGINE SERVICE LAM...
ESLT-NO
TB35
TB35-M1
33BPS-002 SENSOR BRAKE PRESSURE 33ES1-000 INTERFACE MODULE
BPS
-
J240
P12
-
J540
42-001
-
J11
TB35
TB35-M2
IM1
TB26
TB26-A3
39BA-007 39BA-008 -
P540
-
P503
42-002
-
J11
TB35
TB35-M2
33ES1-001 TB26 33ES1-002 R23
TB26-A4
GE CONTROL INTERFACE
P302
J503
LAMP AMBER PAYLOAD LEFT
LPLA
42-003
-
J541
-
P11
R23
TB26
TB26-A1
39BA-009 39C-000 PAY LOAD METER 3
P264
TB34
TB34-P1
42-004
-
J541
-
P11
33ES2-000 INTERFACE MODULE 33ES2-001 TB26
IM1
TB26
TB26-B3
39C-001
VEC-90
VEC90-P2
TB34
TB34-P2
42-005
-
P541
LAMP RIGHT LOWER ENGINE SERVIC...
RLESL
TB26-B4
GE CONTROL INTERFACE
P302
VEC90-P2
TB23
TB23-E1
42-006
-
P541
LAMP RIGHT UPPER ENGINE SERVIC...
RUESL
33ES2-002 R34 33F-000
R34
TB26
TB26-B1
39CA-000 VEC-90 39CA-001 TB23
TB23-E1
-
J11
42-007
-
J12
TB35
TB35-M3
P14
SWITCH LOW STEERING PRESSURE
ACPSW
39CA-002 39CA-004 -
P11
-
J541
42-008
-
J12
TB35
TB35-M3
46YA-010 46YA-011 -
P541
-
P502
42-009
-
J540
-
P12
47-000
RELAY BACKUP LIGHT (BULR)
BULR-30
TB35
TB35-L1
53H-003
TB35
TB35-N2
-
P240
69M-007
-
J502
-
P546
39CA-005 39CA-006 TB23
J502
LAMP GREEN PAYLOAD RIGHT
RPLG
42-010
-
J540
-
P12
47-001
TB35
TB35-L2
-
J16
53H-004
-
J240
SOLENOID HOIST LIMIT
HS
69M-008
-
J503
-
P547
TB23-E1
-
J12
42-011
LAMP LEFT LOWER ENGINE SERVICE
LLESL
-
P540
47-002
TB35
TB35-L2
-
J16
55A-000
SWITCH DISPLAY MODE #2
P20
-
J01
69M-009
-
R546
MIRROR HEATED RIGHT DECK (OPT)
MIRROR1
39CA-007 39CA-008 -
P12
-
J540
42-012
LAMP LEFT UPPER ENGINE SERVICE
LUESL
-
P540
47-003
-
P16
TB60
TB60-F1
55A-001
-
P01
TB26
TB26-N1
69M-010
-
L547
MIRROR HEATED LEFT DECK (OPT)
MIRROR2
P540
-
P503
42A-000
SWITCH LEFT ENGINE SERVICE LAM...
LESLS-2
-
P540
47-004
-
P16
TB60
TB60-F1
55A-002
TB26
TB26-N2
INTERFACE MODULE
IM3
69MA-000
SWITCH HEATED MIRROR (OPT)
P33
-
J03
J503
LAMP GREEN PAYLOAD LEFT
LPLG
42A-001
-
J540
-
P12
47-005
TB60
TB60-F2
-
HIDBL
55B-000
SWITCH DISPLAY MODE #2
P20
-
J01
69MA-001
-
P03
TB28
TB28-W1
P264
TB36
TB36-C2
42A-002
-
J12
-
J11
47-006
TB60
TB60-F4
LAMP BACKUP REAR RIGHT
RRBL
55B-001
-
P01
TB26
TB26-P1
69MA-002
TB28
TB28-W2
VEC-89
VEC89-P1
33F-001
-
J14
INTERFACE MODULE
IM2
33H-000
R44
R44
GE CONTROL INTERFACE
P304
33HP1-000 INTERFACE MODULE 33HP1-001 TB30
IM3
TB30
TB30-N1
TB30-N1
-
J16
33HP1-002 SENSOR HOIST PRESSURE #1 33HP2-000 TB28
HPS1
-
P16
TB28-K1
INTERFACE MODULE
IM3
33HP2-001 33HP2-002 -
J16
TB28
TB28-K1
39CA-009 39F-000 PAY LOAD METER 3
P16
SENSOR HOIST PRESSURE #2
HPS2
39F-001
TB36
TB36-C1
-
J13
42A-003
-
P11
-
J541
47-007
TB60
TB60-F3
LAMP BACKUP REAR LEFT
LRBL
55B-002
TB26
TB26-P2
INTERFACE MODULE
IM3
71ABA-000
TB32
TB32-T1
VEC RTMR1
RTMR1-F1
33J-000
VEC-89
VEC89-P1
-
J14
39F-002
TB36
TB36-C1
-
J13
42A-004
-
P541
SWITCH RIGHT ENGINE SERVICE LA...
RESLS-2
47-008
TB35
TB35-L3
-
J11
55C-000
SWITCH DISPLAY MODE #1
P21
-
J01
71ABA-001
VEC RTMR1
RTMR1-D1
VEC RTMR1
RTMR1-F1
33J-001
SP184
-
-
P14
39F-003
SENSOR PAYLOAD PRESSURE LEFT R...
P152
TB61
TB61-F1
42B-000
-
P540
SWITCH LEFT ENGINE SERVICE LAM...
LESLS-3
47-009
-
P11
-
J541
55C-001
-
P01
TB26
TB26-R1
71ABA-002
TB32
TB32-T1
VEC-90
VEC90-P11
33J-002
SOLENOID STEERING BLEED DOWN
ACCBD
SP184
-
39F-004
SENSOR PAYLOAD PRESSURE RIGHT ...
P153
TB61
TB61-F1
42B-001
-
P12
-
J540
47-010
-
P541
-
P502
55C-002
TB26
TB26-R2
INTERFACE MODULE
IM3
71BC-000
VEC-90
VEC90-P9
TB25
TB25-V4
33J-003
D26
D26
SP184
-
39F-007
-
P13
SENSOR PAYLOAD PRESSURE RIGHT ...
P150
42B-002
-
J11
-
J12
47-011
-
J502
LAMP BACKUP LIGHT RIGHT DECK (...
RBUL
55D-000
SWITCH DISPLAY MODE #1
P21
-
J01
71BC-001
TB25
TB25-V3
R23
R23
33JA-000
-
P14
SWITCH STEERING BLEED PRESSURE
SABS
39F-008
-
P13
SENSOR PAYLOAD PRESSURE LEFT F...
P151
42B-003
-
J541
-
P11
47-012
TB35
TB35-L3
-
J12
55D-001
-
P01
TB26
TB26-S1
71BC-002
TB25
TB25-V1
R34
R34
33JA-001
-
J14
INTERFACE MODULE
IM2
39F-009
TB36
TB36-C3
-
J16
42B-004
SWITCH RIGHT ENGINE SERVICE LA...
RESLS-3
-
P541
47-013
-
P12
-
J540
55D-002
TB26
TB26-S2
INTERFACE MODULE
IM2
71BC-003
TB25
TB25-V2
-
P240
33JB-000
INTERFACE MODULE
IM1
TB30
TB30-D1
39F-010
TB36
TB36-C4
SP744
-
J14
TIMER (1HR) HYDRAULIC PUMP MOD...
HPLT-NO
47-014
-
P540
-
P503
62A-000
VEC-89
VEC89-P2
INTERFACE MODULE
IM1
71BC-004
JB4A
JB4A
D2
D2
33JB-001
TB30
TB30-D4
-
J14
39F-011
-
P16
TB61
TB61-F2
42PML-000 42PML-001 -
P563
-
P14
47-015
-
J503
LAMP BACKUP LIGHT LEFT DECK (O...
LBUL
62SB-000
INTERFACE MODULE
IM2
TB28
TB28-X1
71BC-005
JB4A
JB4A
SOLENOID PARK BRAKE
PBS
33JB-002
-
P14
SP183
-
39F-012
SP744
-
INCLINOMETER
P246
J563
LAMP HYDRAULIC PUMP MOD (OPT)
HPML
47A-000
VEC-89
VEC89-P11
RELAY BACKUP LIGHT (BULR)
BULR-(+)
62SB-001
TB28
TB28-X2
-
P02
71BC-006
JB4A
JB4A
SWITCH SERVICE BRAKE PSI
SBPS
33JB-003
SOLENOID STEERING BLEED DOWN
ACCBD
SP183
-
TB36-E2
PAY LOAD METER 3
P264
J14
TIMER (1HR) HYDRAULIC PUMP MOD...
HPLT-3
47B-000
VEC-89
VEC89-P9
RELAY BACKUP LIGHT (BULR)
BULR-87
62SB-002
-
J02
SWITCH DRIVERS SEAT BELT
P212
71BC-007
JB4A
JB4A
-
J240
33JB-004
D26
D26
SP183
-
39FA-000 TB36 39FA-001 TB36
42PML-002 42PMS-000 -
TB36-E1
-
J16
P563
-
P14
47S-000
SWITCH MANUAL BACKUP LIGHT
P23
-
J03
TB32
TB32-L2
71C-000
VEC-91
VEC91-P10
RELAY KEY / GE CNTRL PWR (KCNP...
KCNPR-(+)
R19
R19
TB30
TB30-D2
P16
TB61
TB61-G2
J563
-
P03
TB22
TB22-T1
TB24-R2
-
P03
71CK-000
TB24-N1
P13
SENSOR LEFT FRONT WHEEL SPEED
P507
P153
TB61
TB61-G1
42SL-000
TIMER (1HR) ENGINE SERVICE LAM...
ESLT-3
47S-002
TB22
TB22-T2
VEC-89
VEC89-P11
63-001
-
J03
TB10
TB10-E2
71CK-001
RELAY KEY / GE CNTRL PWR (KCNP... KCNPR-30 VEC89-S6A VEC-89
TB24
-
SWITCH HYDRAULIC PUMP MOD LAMP... HPMS-1 J12 -
47S-001
33LF-000
39FA-002 39FA-004 SENSOR PAYLOAD PRESSURE RIGHT ...
62SBA-000 VEC-89 TB24 63-000
VEC89-P2
33JB-005
42PMS-001 42PMS-002 -
VEC-90
VEC90-S8A
33LF-001
TB33
TB33-R2
-
J13
TB36-D2
PAY LOAD METER 3
P264
42SL-001
-
P12
-
J540
47S-003
SWITCH MANUAL BACKUP LIGHT
P23
SWITCH MANUAL BACKUP LIGHT
P23
63-002
TB10
TB10-E1
SWITCH COMBO
P121
71CK-002
VEC-90
VEC90-S8B
TB24
TB24-N2
33LF-002
TB33
TB33-R1
GE CONTROL INTERFACE
P301
39FB-000 TB36 39FB-001 TB36
TB36-D1
-
J16
42SL-002
-
P540
SWITCH LEFT ENGINE SERVICE LAM...
LESLS-1
48-000
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-88A
TB26
TB26-T1
63-003
TB10
TB10-E1
JB6G
JB6G
71CK-003
TB24
TB24-N4
R44
R44
33LF-003
TB33
TB33-R4
-
P57
P16
TB61
TB61-E2
44-000
VEC-89
VEC89-P12
TB35
TB35-G1
48-001
TB26
TB26-T2
-
J11
63-004
JB6G
JB6G
RELAY WIPER MOTOR LOW
P09
71CN1-000
GE CONTROL INTERFACE
P305
GE CONTROL INTERFACE
P304
33PG-000
-
J15
-
J702
39FB-002 39FB-003 SENSOR PAYLOAD PRESSURE LEFT R...
P152
TB61
TB61-E1
44-001
TB35
TB35-G2
-
J16
48-002
-
J11
TB26
TB26-T2
63-005
JB6G
JB6G
RELAY WIPER MOTOR HIGH
P08
71CN2-000
GE CONTROL INTERFACE
P303
GE CONTROL INTERFACE
P302
33PG-001
-
P15
-
RRBPS
P264
TB36
TB36-A2
44-002
TB35
TB35-G4
-
P04
48-003
TB26
TB26-V2
-
J12
63-006
JB6G
JB6G
MOTOR WINDSHIELD WIPER
P07
GE CONTROL INTERFACE
P301
-
J15
-
J702
TB36-A1
-
J13
44-003
-
P16
TB60
TB60-D1
48-004
-
J12
TB26
TB26-V2
63-007
JB6G
JB6G
TIMER WASHER DELAY (WADT)
WADT-2
71CNCK-000 GE CONTROL INTERFACE TB35 71F-000
P301
33PG-002
39FC-000 PAY LOAD METER 3 39FC-001 TB36
TB35-S1
GE CONTROL INTERFACE
P301
33PG-003
-
P15
-
LRBPS
P13
SENSOR PAYLOAD PRESSURE RIGHT ...
P150
44-004
TB60
TB60-D2
LAMP STOP/TAIL LEFT
LRSTL
48-005
-
J14
TB26
TB26-V2
63-008
JB6G
JB6G
TIMER WIPER DELAY
P10
71F-001
-
J16
TB35
TB35-S2
33PLR-000 33PLR-001 -
J15
-
J702
39FC-003 39FD-000 PAY LOAD METER 3
P264
TB36
TB36-B2
44-005
TB60
TB60-D4
LAMP STOP/TAIL RIGHT
RRSTL
48-006
-
J541
-
P11
63-009
VEC-91
VEC91-P10
TB24
TB24-R1
71F-002
TB35
TB35-S3
PAY LOAD METER 3
P264
P15
-
LRBPS
TB36-B1
-
J13
44-006
-
J04
LAMP SERVICE BRAKE OP-CAB
SBL
48-007
-
P541
LAMP DECK LADDER LIGHT #1
RDLLT
63H-000
MOTOR WINDSHIELD WIPER
P07
RELAY WIPER MOTOR HIGH
P08
71F-003
TB35
TB35-S4
INTERFACE MODULE
IM2
33PRR-000 33PRR-001 -
J15
-
J702
39FD-001 TB36 39FD-003 -
P13
SENSOR PAYLOAD PRESSURE LEFT F...
P151
44D-000
VEC-89
VEC89-P1
TB35
TB35-H1
48-009
-
P11
-
J541
63H1-000
SWITCH COMBO
P121
RELAY WIPER MOTOR HIGH
P08
71F-004
-
P16
SWITCH BODY-UP PROXIMITY
BUSW
P15
-
RRBPS
P264
INCLINOMETER
P246
44D-001
TB35
TB35-H2
-
J16
48-010
-
P541
LAMP DECK LIGHT #2
RDLT
63L-000
RELAY WIPER MOTOR LOW
P09
MOTOR WINDSHIELD WIPER
P07
71GE-000
GE CONTROL INTERFACE
P305
TB24
TB24-G3
33RF-000
-
P13
SENSOR RIGHT FRONT WHEEL SPEED
P501
39FE-000 PAY LOAD METER 3 39FG-000 PAY LOAD METER 3
P264
INCLINOMETER
P246
44D-002
TB35
TB35-H4
-
P04
48-011
-
P12
-
J540
63L1-000
D15
D15
JB4H
JB4H
71GE-001
TB24
TB24-G2
VEC-91
VEC91-P10
33RF-001
-
J13
TB33
TB33-L2
39G-000
VEC-90
VEC90-P2
TB34
TB34-T1
44D-003
-
P16
TB60
TB60-E1
48-012
-
P540
LAMP DIAGONAL LADDER LIGHT #1
LDLLT
63L1-001
RELAY WIPER MOTOR LOW
P09
JB4H
JB4H
71GE-002
INTERFACE MODULE
IM3
TB24
TB24-G1
33RF-002
GE CONTROL INTERFACE
P301
TB33
TB33-L1
39G-001
TB34
TB34-T2
PAY LOAD METER 3
P264
44D-004
-
J04
LAMP RETARD OP-CAP
DRL
48-013
-
P12
-
J540
63L1-002
TIMER WASHER DELAY (WADT)
WADT-1
JB4H
JB4H
71GG-000
SWITCH PROPEL LOCKOUT (PLOS)
PLOS-F1
-
J537
33RF-003
TB33
TB33-L4
-
P56
39H-000
SWITCH BRAKE LOCK
P39
-
J03
44D-005
TB60
TB60-E2
LAMP RETARD LEFT REAR
LRL
48-014
-
P540
-
P544
63L1-003
TIMER WIPER DELAY
P10
JB4H
JB4H
71GG-001
-
P537
-
P12
33RR-000
-
J02
SWITCH RETARD SPEED CONTROL (R...
RSCS_1-2
39H-001
-
P03
TB23
TB23-A2
44D-006
TB60
TB60-E4
LAMP RETARD RIGHT REAR
RRL
48-015
-
P14
-
P565
63L2-000
SWITCH COMBO
P121
D15
D15
71GG-002
-
J12
TB25
TB25-K1
33RR-001
SWITCH RETARD SPEED CONTROL (R...
RSCS_1-4
39H-002
-
J702
TB23
TB23-A1
44R-000
TB35
TB35-F2
GE CONTROL INTERFACE
P303
48-016
-
J565
SP150
-
63P-000
MOTOR WINDSHIELD WIPER
P07
SWITCH COMBO
P121
71GG-003
TB25
TB25-K2
GE CONTROL INTERFACE
P303
33RR-002
SWITCH RETARD SPEED CONTROL (R... RSCS_1-2 P02 -
TB31
TB31-F2
J702
TB22
TB22-X2
44R-001
TB35
TB35-F4
INTERFACE MODULE
IM3
48-017
SP150
-
SWITCH COMBO
P121
TIMER WIPER DELAY
P10
71GH-000
SWITCH PROPEL LOCKOUT (PLOS)
PLOS-B1
-
J537
GE CONTROL INTERFACE
P303
TB31
TB31-F1
TB22-X1
PAY LOAD METER 3
P264
44R-003
TB35
TB35-F3
VEC-89
VEC89-P11
48-018
63W-000
JB4C
JB4C
-
J03
71GH-001
-
P537
-
P12
33RS-000
RETARD SPEED CONTROL
RSP
SWITCH RETARD SPEED CONTROL (R...
RSCS_1-1
P39
-
J03
44R-004
SWITCH SERVICE BRAKE PSI
SBPS
-
J240
48-019
LAMP DECK LIGHT #1 (OPT LOCATI...
LDLT
63W-001
SWITCH COMBO
P121
JB4C
JB4C
71GH-002
-
J12
TB25
TB25-L1
33SBA-000 TB25 33SBA-001 TB25
TB25-W1
GE CONTROL INTERFACE
P305
39HA-000 SWITCH BRAKE LOCK 39HA-001 -
LAMP CONTROL CABINET WORK LIGH... CDL2 J544 -
LAMP CONTROL CABINET WORK LIGH... CDL1 SP150
63T1-000
33RR-003
39H1-000 39H1-001 TB22
P03
TB23
TB23-V2
44R-005
-
P240
TB35
TB35-F1
48A-000
SWITCH CAB LADDER LIGHT
P24
-
J03
63W-002
JB4C
JB4C
TIMER WASHER DELAY (WADT)
WADT-6
71GH-003
TB25
TB25-L2
GE CONTROL INTERFACE
P303
TB25-W2
-
P03
HFSW1
SWITCH HYDRAULIC FILTER #2
HFSW2
45L-000
SWITCH COMBO
P121
TB10
TB10-J1
48A-001
-
P03
TB34
TB34-J1
63W-003
-
P03
MOTOR WINDSHIELD WASHER
WW+
71H-000
GE CONTROL INTERFACE
P304
TB21
TB21-R1
33SBA-002 33SBA-003 SWITCH BRAKE TEST
J03
SWITCH BRAKE TEST
P37
39HP-000 SWITCH HYDRAULIC FILTER #1 39SP-000 SWITCH HYDRAULIC FILTER #2
HFSW2
SWITCH STEERING FILTER #1
SFSW
45L-001
TB10
TB10-J1
-
J03
48A-002
TB34
TB34-J2
-
J12
65-000
VEC-91
VEC91-P12
TB24
TB24-D1
71H-001
TB21
TB21-R2
-
P02
P37
SWITCH BRAKE TEST
P37
41H-000
SWITCH COMBO
P121
TB10
TB10-K1
45L-002
D4
D4
TB10
TB10-J1
48A-003
-
P12
-
J535
65-001
ENTERTAINMENT RADIO
P737
-
J211
71H-002
-
J02
ALTERNATOR PROPULSION DRIVE
ALT1
33SP-000
INTERFACE MODULE
IM3
TB30
TB30-T1
41H-001
-
P03
TB34
TB34-B1
45L-003
-
P03
TB22
TB22-P1
48A-004
TB34
TB34-J2
-
J11
65-002
-
P04
TB24
TB24-D2
71J-000
SWITCH BODYUP OVERRIDE / RESET... ORS_1-3 T19 GE CONTROL CABINET
33SP-001
TB30
TB30-T1
-
J14
41H-002
TB34
TB34-B2
RELAY HI-BEAM HEADLIGHT (HBHR)
HBHR-86
45L-004
TB22
TB22-P2
VEC-89
VEC89-P12
48A-005
-
P11
-
J534
65-003
-
P211
-
J04
71LS-000
TB23
TB23-M1
VEC-89
VEC89-P4
33SP-002
-
P14
SENSOR STEERING PRESSURE
SPS
41H-004
TB10
TB10-K1
-
J03
45L-005
TB10
TB10-J3
-
P651
48A-006
SWITCH CAB LADDER LIGHT
P24
SWITCH CAB LADDER LIGHT
P24
65A-000
VEC-91
VEC91-P12
TB24
TB24-F1
71LS-001
TB23
TB23-M2
-
P01
33T-000
-
J240
SWITCH SERVICE BRAKE DEGRADE P...
BDS
41H-006
TB10
TB10-K3
ACTIA DASH DISPLAY
P902
45L-006
-
J651
CAMERA CONTROLLER (OPT)
P652
48A-007
SWITCH LEFT LADDER LIGHT GND L...
LLSW-2
-
P535
65A-001
ENTERTAINMENT RADIO
P737
-
J211
71LS-002
TB10
TB10-C1
-
J01
33T-001
TB32
TB32-F2
-
P240
HBHR-88a
TB34
TB34-F1
45LA-000
CAMERA CONTROLLER (OPT)
P652
-
P650
48A-008
SWITCH RIGHT LADDER LIGHT GND ...
RLSW-2
-
P534
65A-002
ENTERTAINMENT RADIO
P737
ENTERTAINMENT RADIO
P737
71LS-003
TB10
TB10-C2
SWITCH FOG LAMP (OPT)
P22
33T-002
TB32
TB32-F1
INTERFACE MODULE
IM2
41HB-000 RELAY HI-BEAM HEADLIGHT (HBHR) 41HB-001 -
J12
TB34
TB34-F2
45LL-000
VEC-89
VEC89-P12
TB35
TB35-J1
48B-000
SWITCH CAB LADDER LIGHT
P24
-
J03
65A-003
TB24
TB24-F2
-
P04
71LS-004
SWITCH FOG LAMP (OPT)
P22
SWITCH FOG LAMP (OPT)
P22
34AT-000
SENSOR DUCT AIR TEMPERATURE
ATS
-
P14
J12
TB34
TB34-F2
45LL-001
TB35
TB35-J2
-
J12
48B-001
-
P03
TB34
TB34-K1
65A-004
-
J04
-
P211
71LS-005
TB10
TB10-C3
SWITCH DISPLAY MODE #2
P20
34AT-001
-
J14
TB30
TB30-J2
41HB-002 41HB-003 -
J11
TB34
TB34-F4
45LL-002
-
P12
-
J540
48B-002
TB34
TB34-K2
-
J12
65C-000
SWITCH A/C RECIEVER DRYER T2
RECDR
A/C COMPRESSOR CLUTCH T2
P803
71LS-006
SWITCH DISPLAY MODE #2
P20
SWITCH DISPLAY MODE #2
P20
34AT-002
TB30
TB30-J1
INTERFACE MODULE
IM3
J11
TB34
TB34-F4
45LL-003
-
P540
-
P503
48B-003
-
P12
-
J535
65C-003
SWITCH A/C RECIEVER DRYER T1
RECDR-T1
A/C COMPRESSOR CLUTCH T1
P803-
71LS-007
SWITCH DISPLAY MODE #2
P20
SWITCH DISPLAY MODE #1
P21
34BT1-000 TB30 34BT1-001 TB30
TB30-G2
-
J14
41HB-004 41HB-005 -
J542
-
P12
45LL-004
-
J503
SP144
-
48B-004
TB34
TB34-K2
-
J11
65S-000
VEC-91
VEC91-P12
TB27
TB27-M2
71LS-008
SWITCH DISPLAY MODE #1
P21
SWITCH DISPLAY MODE #1
P21
TB30-G1
INTERFACE MODULE
IM3
HMLHB
-
P542
45LL-005
ACTIA DASH DISPLAY
P902
-
J01
48B-005
-
P11
-
J534
65S-001
TB27
TB27-M1
-
P808
71LS-009
TB10
TB10-C4
SWITCH CAMERA (OPT)
P31
34BT2-000 TB30 34BT2-001 TB30
TB30-H2
-
J14
41HB-006 LAMP HIGH MOUNT LEFT HI-BEAM 41HB-007 -
J542
-
P12
45LL-006
-
P01
TB35
TB35-J3
48B-006
SWITCH CAB LADDER LIGHT
P24
SWITCH CAB LADDER LIGHT
P24
65S-002
ENGINE QSK60 INTERFACE TIER II
P805
-
J808
71LS-010
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
TB30-H1
INTERFACE MODULE
IM3
LMLHB
-
P542
45LL-007
TB35
TB35-J2
-
J14
48B-007
SWITCH LEFT LADDER LIGHT GND L...
LLSW-3
-
P535
65S-003
-
J808-
ENGINE QSK60 INTERFACE TIER I
P805-
71LS-011
TB10
TB10-C2
SWITCH ROTATING BEACON (OPT)
P32
34BT3-000 34BT3-001 TB30
J14
TB30
TB30-C2
41HB-008 LAMP LOW MOUNT LEFT HI-BEAM 41HB-009 -
J543
-
P11
45LL-008
TB35
TB35-J4
-
J16
48B-008
SWITCH RIGHT LADDER LIGHT GND ...
RLSW-3
-
P534
65SR-000
VEC-91
VEC91-P12
VEC RTMR1
RTMR1-C1
71LS-012
SWITCH ROTATING BEACON (OPT)
P32
SWITCH ROTATING BEACON (OPT)
P32
TB30-C1
INTERFACE MODULE
IM3
HMRHB
-
P543
45LL-009
SP144
-
LAMP MARKER/TURN LEFT SIDE DEC...
LCL1
48C-000
TB34
TB34-L1
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-86
65SS-000
VEC RTMR1
RTMR1-B2
-
J11
71LS-013
SWITCH HEATED MIRROR (OPT)
P33
SWITCH ROTATING BEACON (OPT)
P32
34BT4-000 SENSOR HYDRAULIC TANK TEMP 34BT4-001 -
P711
-
P14
41HB-010 LAMP HIGH MOUNT RIGHT HI-BEAM 41HB-011 -
J543
-
P11
45LL-010
SP144
-
LAMP MARKER/TURN LEFT FRT DECK
LCL2
48C-001
-
J12
TB34
TB34-L1
65SS-001
-
P11
-
J543
71LS-014
SWITCH HEATED MIRROR (OPT)
P33
SWITCH HEATED MIRROR (OPT)
P33
J14
TB30
TB30-A2
-
P543
45LL-011
-
P14
-
P732
48C-002
TB34
TB34-L1
-
J11
65SS-002
-
P543
-
P520
71LS-015
SWITCH HEATED MIRROR (OPT)
P33
SWITCH HEATED MIRROR (OPT)
P33
34BT4-002 TB30 34LL-001 INTERFACE MODULE
TB30-A1
INTERFACE MODULE
IM3
-
J12
45LL-012
-
P16
TB60
TB60-A1
48C-003
-
J534
-
P11
65SS-003
-
J520-
SOLENOID ENGINE SHUTTER (OPT)
ESSOL
71P-000
VEC-89
VEC89-P2
TB23
TB23-J4
IM2
-
J14
45LL-013
TB60
TB60-A2
-
J54
48C-004
-
J535
-
P12
65T-000
VEC RTMR1
RTMR1-A1
TB30
TB30-X2
71P-001
TB23
TB23-J3
-
P02
P14
SENSOR HYDRAULIC TANK LEVEL
P712
45LL-014
-
P54
SP175
-
48C-007
SWITCH LEFT LADDER LIGHT GND L...
LLSW-1
-
P535
65T-001
SWITCH A/C RECIEVER DRYER T2
RECDR
-
J801
71P-002
SWITCH DATA STORE (DSSW)
DSSW-C
JB4B
JB4B
TB26-D1
INTERFACE MODULE
IM3
34LL-002
-
34TW-000 TB26 34TW-001 TB26
LMRHB 41HB-012 LAMP LOW MOUNT RIGHT HI-BEAM 41HM-000 RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(30) J11 41HM-001 41HM-002 41HM-003 LAMP HIGH MOUNT LEFT LOW-BEAM
P12
RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(30) J542 -
HMLLB
-
P542
45LL-015
LAMP BODY LEFT SIDE MARKER
LSCL1
SP175
-
48C-008
SWITCH RIGHT LADDER LIGHT GND ...
RLSW-1
-
P534
65T-002
-
P801
TB30
TB30-X1
71P-003
JB4B
JB4B
J543
-
P11
45LL-016
SP175
-
LAMP BODY LEFT REAR MARKER
LSCL2
48F-000
SWITCH FOG LAMP (OPT)
P22
-
J03
65T-003
TB30
TB30-X4
-
P03
71P-004
JB4B
JB4B
SWITCH BODYUP OVERRIDE / RESET... ORS_1-4 SWITCH RETARD SPEED CONTROL (R... RSCS_2-2
HMRLB
-
P543
45LR-002
D4
D4
SWITCH HAZARD LIGHTS
P36
48F-001
-
P03
TB34
TB34-E1
65T-004
-
J03
-
P140
71P-005
TB23
TB23-J2
-
J16
TB34
TB34-E2
VEC-89
VEC89-P1
65T-005
-
J801-
SWITCH A/C RECIEVER DRYER T1
RECDR-T1
71P-006
-
J02
JB4B
JB4B
TB26-D2
GE CONTROL INTERFACE
P304
35L2-000
PAY LOAD METER 3
P264
TB36
TB36-L1
41HM-004 41HM-005 LAMP HIGH MOUNT RIGHT LOW-BEAM
35L2-001
-
J362
TB36
TB36-L2
41L-000
SWITCH HEADLIGHTS
P25
TB10
TB10-L1
45LR-007
SWITCH HAZARD LIGHTS
P36
SWITCH HAZARD LIGHTS
P36
48F-002
35L2-002
TB36
TB36-L4
-
P02
41L-001
TB10
TB10-L1
SWITCH COMBO
P121
45R-000
SWITCH COMBO
P121
TB10
TB10-M1
VEC89-P1
TB34
TB34-D1
67C-000
VEC-91
VEC91-P9
TB24
TB24-V1
71P-007
TB23
TB23-J1
-
P03
35L2-003
-
J02
-
DIAG7
41L-002
TB10
TB10-L1
-
J03
45R-001
TB10
TB10-M1
-
J03
48LF-000 VEC-89 48LF-001 TB34
TB34-D2
-
J11
67C-001
TB24
TB24-V2
-
P03
71P-008
-
J03
SWITCH DC POWER OFF - REST SWI...
P35
35L3-000
PAY LOAD METER 3
P264
TB36
TB36-M1
41L-004
TB34
TB34-C1
-
P03
45R-002
SWITCH HAZARD LIGHTS
P36
TB10
TB10-M1
TB34-D2
-
J12
67C-002
TB24
TB24-V4
-
P03
71P-009
SWITCH GRID DRY
P34
SWITCH DC POWER OFF - REST SWI...
P35
35L3-001
-
J362
TB36
TB36-M2
41L-005
TB34
TB34-C2
45R-003
-
P03
TB22
TB22-R1
P11
-
J543
67C-003
-
J03
12VDC POWER PORT #1
PWR1-1
71P-010
-
P16
SP180
-
35L3-002
TB36
TB36-M4
-
P02
41L-006
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(+)
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(+) RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(+)
48LF-002 TB34 48LF-003 -
45R-004
TB22
TB22-R2
VEC-89
VEC89-P12
48LF-004 -
P12
-
J542
67C-004
-
J03
12VDC POWER PORT #2
PWR2-1
71P-011
SP180
-
TB61
TB61-H1
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 17 of 20
WIRE TABLE WIRE LIST NAME
WIRE LIST CONN TO BUSW
NAME 77DN-000
DEVICE FROM -
P703
77DN-001
TB29
WIRE LIST
71P-012
DEVICE FROM SP180
71P-013
TB61
71P-014
J703
77DN-003
GE CONTROL INTERFACE
PLON
77DP-000
-
P15
71PS-001
SWITCH TRACTION MOTOR PRESSURE... BPSW-COM LAMP LED PROPEL LOCKOUT ON PLOS-B2 SWITCH PROPEL LOCKOUT (PLOS) RELAY 1 PROPEL LOCKOUT PLOS-B2 SWITCH PROPEL LOCKOUT (PLOS)
CONN FROM DEVICE TO CONN TO SENSOR LEFT REAR WHEEL SPEED P720 P15 TB29-F2 J15 TB29 P301 TB29-F1
PLREL
77DP-001
TB29
TB29-D2
SENSOR LEFT REAR WHEEL SPEED P720 J15
71SR-000
SHIFTER CURRENT LIMIT RESISTOR
P250
SHIFTER DIRECTION SELECTOR
P108
77DP-003
GE CONTROL INTERFACE
P301
TB29
71SS-000
VEC-89
VEC89-P4
TB23
TB23-T2
77G-000
-
P15
71SS-001
TB23
TB23-T1
-
P02
77G-001
-
J15
SENSOR LEFT REAR WHEEL SPEED P720 TB29-B2 TB29
71SS-002
-
J02
SHIFTER CURRENT LIMIT RESISTOR
P250
77G-003
GE CONTROL INTERFACE
P301
TB29
TB29-B1
71VHM-000 TB28 71VHM-001 TB28
TB28-B2
VEC-90
VEC90-P1
77P-002
VEC-89
VEC89-P2
TB29
TB29-A2
TB28-B1
-
P04
77P-003
GE CONTROL INTERFACE
P301
TB29
TB29-A1
71VHM-002 71VHM-003 KOMTRAX PLUS MODULE
J04
SP187
-
77Y-000
GE CONTROL INTERFACE
P305
TB33
TB33-E1
P1
SP187
-
77Z-000
GE CONTROL INTERFACE
P305
TB33
TB33-F1
71VHM-004 SP187 71VHM-005 SP187
-
KOMTRAX PLUS MODULE
P1
79A-000
VEC-89
VEC89-P11
-
J16
-
-
P653
79A-001
TB60
TB60-G1
-
P16
71PS-000
CONN FROM DEVICE TO SWITCH BODY-UP PROXIMITY TB61-H2
CONTINUED FROM DIAGRAM 16 & 17
TB29-D1
NAME
DEVICE FROM 90TCT-001 90TCT-002 -
CONN FROM DEVICE TO TB25 P02 J02
90VHG-000 KOMTRAX PLUS MODULE 90VHG-001 -
P4A
90VHG-002 SP193 90VHG-003 -
WIRE LIST CONN TO TB25-R2
NAME 714G-003
DEVICE FROM GE CONTROL INTERFACE
DIAG3
714P-001
VEC-91
CONN FROM DEVICE TO TB29 P301 TB29 VEC91-P2
SP193
-
714P-003
GE CONTROL INTERFACE
P301
DIAG6
SP193
-
714Y-000
GE CONTROL INTERFACE
-
-
J04
714Z-000
GE CONTROL INTERFACE
P04
TB29
TB29-T1
900-000
90VHG-004 TB29 90VHR-000 KOMTRAX PLUS MODULE
TB29-T2
-
VHMS
900-001
ENGINE QSK60 INTERFACE TIER I P806P808 -
P4A
SP192
-
900-002
TB28
90VHR-001 90VHR-002 SP192
DIAG6
SP192
-
900-003
-
-
-
J04
90VHR-003 90VHR-004 TB29
P04
TB29
TB29-V1
900CG-000 KOMTRAX PLUS MODULE 900CR-000 KOMTRAX PLUS MODULE
TB29-V2
-
VHMS
90VHT-000 KOMTRAX PLUS MODULE 90VHT-001 -
P4A
SP191
-
DIAG6
SP191
-
P4B 900CT-000 KOMTRAX PLUS MODULE ENGINE QSK60 INTERFACE TIER I P806901-000 P808 901-001
90VHT-002 SP191 90VHT-003 -
-
-
J04
901-002
TB28
P04
TB29
TB29-W1
901-003
TB29-W2
-
VHMS
NAME
TB29-H2
LR(+)-001
CONN FROM DEVICE TO CONN TO P210 ENTERTAINMENT RADIO P737 ENTERTAINMENT LEFT REAR SPEAKE... LRSPK J210 -
TB29
TB29-H1
LR(-)-000
-
P210
ENTERTAINMENT RADIO
P305
TB33
TB33-D1
LR(-)-001
-
J210
ENTERTAINMENT LEFT REAR SPEAKE... LRSPK
P305
TB33
TB33-C1
RF(+)-000
-
J211
ENTERTAINMENT RADIO
-
J808-
RF(+)-001
-
P211
ENTERTAINMENT RIGHT FRT SPEAKE... RFSPK
TB28
TB28-T1
RF(-)-000
-
J211
ENTERTAINMENT RADIO
TB28-T2
-
P02
RF(-)-001
-
P211
ENTERTAINMENT RIGHT FRT SPEAKE... RFSPK
J02
-
DIAG4
RR(+)-000
ENTERTAINMENT RADIO P737
P4B
ORBCOMM MODULE (OPT)
CNA
RR(+)-001
-
J210
ENTERTAINMENT RIGHT REAR SPEAK... RRSPK
P4B
ORBCOMM MODULE (OPT)
CNA
RR(-)-000
-
P210
ENTERTAINMENT RADIO
ORBCOMM MODULE (OPT)
CNA
RR(-)-001
-
J210
ENTERTAINMENT RIGHT REAR SPEAK... RRSPK
-
J808-
SE1-000
KOMTRAX PLUS MODULE P3A
-
P6A
TB28
TB28-V1
SE2-000
KOMTRAX PLUS MODULE P3A
-
P6A
TB28-V2
-
P02
SE3-000
KOMTRAX PLUS MODULE P3A
-
P6A
-
J02
-
DIAG4
SE4-000
KOMTRAX PLUS MODULE P3A
-
P6A
916M-000
-
J808-
ENGINE QSK60 INTERFACE TIER I
P806-
SE5-000
KOMTRAX PLUS MODULE P3A
-
P6A
LR(+)-000
DEVICE FROM
-
P737 P737 P737 P210 P737
72-000
SHIFTER DIRECTION SELECTOR
P108
-
J02
79A-002
TB60
TB60-G2
HORN BACKUP RIGHT
LRBH-(+)
72-001
-
P02
TB21
TB21-N2
79A-003
TB60
TB60-G2
HORN BACKUP LEFT
RRBH-(+)
72-002
VEC-90
VEC90-P1
TB21
TB21-N3
79B-000
-
J02
SP159
-
90VHT-004 TB29 ENGINE QSK60 INTERFACE TIER II 419I-000
P806
-
J808
916M-001
TB27
TB27-V2
GE CONTROL INTERFACE
P302
SE6-000
KOMTRAX PLUS MODULE P3A
SP730
-
72-003
TB21
TB21-N1
-
J701
79B-001
-
P02
TB21
TB21-L2
419I-001
TB27
TB27-F2
GE CONTROL INTERFACE
P302
916M-002
-
P808
TB27
TB27-V1
SE7-000
SP730
-
KOMTRAX PLUS MODULE
P3A
72A-000
GE CONTROL INTERFACE
P304
TB21
TB21-E1
79B-002
VEC-90
VEC90-P1
TB21
TB21-L3
419I-003
-
P808
TB27
TB27-F1
916M-003
-
J808
SE8-000
SP730
-
KOMTRAX PLUS MODULE
P3A
72AF-000
-
J701
GE CONTROL INTERFACE
P304
79B-003
TB21
TB21-L1
-
J701
419I-004
ENGINE QSK60 INTERFACE TIER I
P806-
-
J808-
924-000
ENGINE QSK60 INTERFACE TIER II P806 ENGINE QSK60 INTERFACE TIER II P805
SWITCH COOLANT LEVEL TIER 2
P802
SE9-000
SP730
-
-
P6A
72AT-000
INTERFACE MODULE
TB27-F4
R4
R4
924-001
P802-
SHIELD
TB36
TB36-J4
SP743
-
J02
925-000
ENGINE QSK60 INTERFACE TIER I P806ENGINE QSK60 INTERFACE TIER II P805
SWITCH COOLANT LEVEL TIER 1
-
SWITCH COOLANT LEVEL TIER 2
P802
SHIELD-001
SP737
-
TB30
TB30-B4
TB27
TB27-R1
925-001
ENGINE QSK60 INTERFACE TIER I P806ENGINE QSK60 INTERFACE TIER II P805
SWITCH COOLANT LEVEL TIER 1
P802-
SHIELD-205
SP767
-
-
P15
SWITCH COOLANT LEVEL TIER 2
P802
SHIELD-205A SP768
-
SENSOR LEFT REAR WHEEL SPEED
P720
SWITCH COOLANT LEVEL TIER 1
P802-
SHIELD-209A SP770
-
SENSOR RIGHT REAR WHEEL SPEED
P721
-
J808-
SHIELD-213
SP765
-
-
J15
IM2
TB33
TB33-A2
79B-004
SP159
-
SHIFTER DIRECTION SELECTOR
P108
419I-005
TB27
72AUT-000 TB21 72CPU-000 TB24
TB21-H1
GE CONTROL INTERFACE
P303
79B-005
SP159
-
-
P651
439-000
TB24-W1
-
P808
79B-006
CAMERA CONTROLLER (OPT)
P652
-
J651
439-001
SWITCH CAB SECONDARY ENGINE SH... ESS_1-4 P02 -
72CPU-001 TB24 72CPU-002 ENGINE QSK60 INTERFACE TIER I
TB24-W2
GE CONTROL INTERFACE
P302
79BA-000
GE CONTROL INTERFACE
P304
TB23
TB23-X1
439-002
TB27
TB27-R2
GE CONTROL INTERFACE
P302
926-000
P806-
-
J808-
79BA-001
-
J701
TB23
TB23-X1
439-003
TB27
TB27-R3
-
P808
926-001
72FC-000
CAMERA CONTROLLER (OPT)
P652
-
P650
79BA-002
TB23
TB23-X2
VEC-89
VEC89-P11
439-004
ENGINE QSK60 INTERFACE TIER II
P804
-
J808
927-000
ENGINE QSK60 INTERFACE TIER I P805ENGINE QSK60 INTERFACE TIER I P804-
72FD-000
TB29
TB29-R1
VEC-90
VEC90-P9
79C-001
-
J651
CAMERA CONTROLLER (OPT)
P652
439-005
TB27
TB27-R4
INTERFACE MODULE
IM3
927-001
-
P808
TB31
TB31-A1
SHIELD-217
SP766
-
-
J15
72FD-001
GE CONTROL INTERFACE
P302
TB29
TB29-R2
79R-000
CAMERA CONTROLLER (OPT)
P652
-
P650
439-006
-
J808-
ENGINE QSK60 INTERFACE TIER I
P806-
927-002
TB31
TB31-A2
-
P02
SHIELD-223
SP741
-
GE CONTROL INTERFACE
P301
VEC90-P12
TB24
TB24-M1
79RC-000
SWITCH CAMERA (OPT)
P31
-
P651
509-000
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
927-003
-
J02
-
DIAG2
SHIELD-277
GE CONTROL INTERFACE P301
SP742
-
TB24-M2
INTERFACE MODULE
IM2
79RD-000
TB29
TB29-S1
VEC-90
VEC90-P9
509-001
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
928-000
-
J808-
SHLD-647
SP774
-
-
J240
TB31
TB31-B1
SHLD-648
-
P240
SP775
-
72FNR-000 VEC-90 72FNR-001 TB24 72GD-000
TB23
TB23-S1
GE CONTROL INTERFACE
P305
79RD-001
GE CONTROL INTERFACE
P302
TB29
TB29-S2
509-002
-
P808
TB27
TB27-S1
928-001
ENGINE QSK60 INTERFACE TIER I P804P808 -
72GD-001
-
P03
TB23
TB23-S2
79W-000
TB26
TB26-C1
INTERFACE MODULE
IM2
509-003
-
P808
TB27
TB27-S3
928-002
TB31
TB31-B2
-
P02
SHLD-834
INTERFACE MODULE
IM1
SP198
-
72GD-002
-
J03
SWITCH GRID DRY
P34
79W-001
TB26
TB26-C2
GE CONTROL INTERFACE
P304
509-004
TB27
TB27-S2
GE CONTROL INTERFACE
P302
928-003
-
J02
-
DIAG2
SHLD_209
SP769
-
-
P15
72GD-003
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
85-000
TB28
TB28-C2
VEC-91
VEC91-P4
509-005
ENGINE QSK60 INTERFACE TIER I
P806-
-
J808-
929-000
-
J808-
SHLD_731
SP773
-
TB30
TB30-B4
72IP-000
PAY LOAD METER 3
P264
TB21
TB21-C1
85-001
TB28
TB28-C1
-
P04
509-006
TB27
TB27-S4
R3
R3
929-001
ENGINE QSK60 INTERFACE TIER I P804P808 -
TB31
TB31-C1
SPR1-000
-
P03
-
SPR_5
72IP-001
TB21
TB21-C2
GE CONTROL INTERFACE
P304
85-002
-
J04
JB6E
JB6E
509-007
ENGINE QSK60 INTERFACE TIER I
P805-
-
J808-
929-002
TB31
TB31-C2
-
P02
SPR1-001
-
J03
-
SPR_13
72LP-000
TB26
TB26-J1
INTERFACE MODULE
IM3
85-003
JB6E
JB6E
KOMTRAX PLUS MODULE
P1
510E-000
VEC-90
VEC90-P3
TB25
TB25-N1
929-003
-
J02
-
DIAG2
SPR2-000
-
P03
-
SPR_6
72LP-001
TB26
TB26-J2
GE CONTROL INTERFACE
P304
85-004
JB6E
JB6E
KOMTRAX PLUS MODULE
P1
510E-001
TB25
TB25-N2
GE CONTROL INTERFACE
P304
930-001
SWITCH COOLANT LEVEL TIER 1
P802-
SPR2-001
-
J03
-
SPR_14
IM2
TB33
TB33-B2
85-005
JB6E
JB6E
ORBCOMM MODULE (OPT)
CNA
510E2-000
GE CONTROL INTERFACE
P303
TB21
TB21-A1
-
J808
SPR3-000
-
P03
-
SPR_7
CAN TEE J1939 # 1
P301B
SPR3-001
-
J03
-
SPR_15
-
J808-
SPR4-000
-
P03
-
SPR_8
72MAN-000 INTERFACE MODULE SHIFTER DIRECTION SELECTOR 72N-000
P108
-
J02
85-006
JB6E
JB6E
ORBCOMM MODULE (OPT)
CNA
510E2-001
INTERFACE MODULE
IM3
TB21
TB21-A2
72N-001
-
P02
TB21
TB21-M2
85-007
JB6E
JB6E
ORBCOMM MODULE (OPT)
CNA
510E2-002
-
P830
-
P12
72N-002
VEC-90
VEC90-P1
TB21
TB21-M1
86-500
-
J712
TB-HTST
TB-HTST-F4
510E2-003
TB21
TB21-A4
-
J12
72NR-000
VEC-90
VEC90-P4
TB22
TB22-K1
86-501
HEATER COOLANT LH
-
TB-HTST
TB-HTST-G1
525-000
-
J01
ACCELERATOR PEDAL
P236
72NR-001
TB22
TB22-K2
GE CONTROL INTERFACE
P304
86-502
HEATER COOLANT RH
-
TB-HTST-G2
525-001
TB31
TB31-T2
-
P01
VEC90-P4
INTERFACE MODULE
IM2
86-503
TB-HTST
-
525-002
-
J701
TB31
TB31-T1
EOH1
525A-000
GE CONTROL INTERFACE
P304
SP738
-
EOH2
525A-001
SP738
-
-
J701
VEC90-P4
TB22
TB22-J1
86-504
SP703
TB-HTST TB-HTST-G3 SP703 HEATER ENGINE OIL LH
72PR-001
TB22
TB22-J2
GE CONTROL INTERFACE
P304
86-505
SP703
-
72RQ-000
-
J537
D70
D70
86-506
TB-HTST
528A-000
ENGINE QSK60 INTERFACE TIER I
P806-
-
J808-
-
P537
-
P12
86-507
SP707
TB-HTST-H1 -
CON1
72RQ-001
CON2
528A-001
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
72RQ-002
-
J12
TB23
TB23-K4
86-508
SP707
-
HEATER HYDRAULIC OIL #1
HOHTR1
TB27-P2
GE CONTROL INTERFACE
P302
72RQ-003
TB23
TB23-K1
GE CONTROL INTERFACE
P304
86-509
SP707
-
HEATER HYDRAULIC OIL #2
HOHTR2
531SC-000 TB27 531SC-001 R5
R5
TB27
TB27-P1
72RQ-004
TB23
TB23-K2
-
P03
86-510
-
CON3
TB-HTST
TB-HTST-H2
556-000
GE CONTROL INTERFACE
P302
TB27
TB27-T2
72RQ-005
-
J03
D71
D71
86-511
-
CON4
556-001
R50
R50
TB27
TB27-T3
72RR-000
D71
D71
SWITCH DC POWER OFF - REST SWI...
P35
86A-000
THERMOSTAT OIL RESERVE TANK ECHTR1 P31 SWITCH CAMERA (OPT)
-
P651
556-002
-
P808
TB27
TB27-T1
72RR-001
SWITCH DC POWER OFF - REST SWI...
P35
SWITCH DC POWER OFF - REST SWI...
P35
86A-001
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
556-003
ENGINE QSK60 INTERFACE TIER I
P805-
-
J808-
72RRQ-000 RELAY 1 PROPEL LOCKOUT 72RRQ-001 RELAY 1 PROPEL LOCKOUT
PLREL
86A-002
SP702
-
-
J651
556A-001
-
P808
R50
R50
PLREL
LAMP LED PROPEL LOCKOUT LOCKED... PLLO D70 D70
86A-003
CAMERA CONTROLLER (OPT)
P652
SP702
-
556A-002
ENGINE QSK60 INTERFACE TIER II
P806
-
J808
72SBT-000 TB25 72SBT-001 TB25
TB25-X1
GE CONTROL INTERFACE
P305
86A-004
-
P650
SP702
-
712-000
RELAY KEY SWITCH (KSWPR)
KSWPR-30
TB24
TB24-J1
TB25-X2
-
P03
87-000
VEC-89
VEC89-P4
TB21
TB21-J2
712-001
GE CONTROL INTERFACE
P305
TB24
TB24-J2
72SBT-002 SWITCH BRAKE TEST 72T-000
P37
-
J03
87-001
TB21
TB21-J1
INTERFACE MODULE
IM3
712-003
TB24
TB24-K2
VEC-89
VEC89-S5A
J02
SHIFTER DIRECTION SELECTOR
P108
87-002
R15
R15
TB21
TB21-J3
712-004
TB24
TB24-K4
VEC-91
VEC91-S8A
72NR1-000 VEC-90 72PR-000 VEC-90
HEATER ENGINE OIL RH
72T-001
TB21
TB21-P2
-
P02
87-500
-
J712
TB-HTST
TB-HTST-K4
712-005
TB24
TB24-K3
12V POWER RELAY (12VPR)
12VPR-(+)
73DS-000
GE CONTROL INTERFACE
P304
TB21
TB21-S1
87-501
HEATER COOLANT LH
-
TB-HTST
TB-HTST-J1
712-006
TB24
TB24-J4
R21
R21
73DS-001
TB21
TB21-S2
-
P02
87-502
HEATER COOLANT RH
-
TB-HTST
TB-HTST-J2
712-007
TB24
TB24-J4
R20
R20
73DS-002
-
J02
SWITCH DATA STORE (DSSW)
DSSW-NO
87-503
THERMOSTAT ENGINE OIL
EOTS
TB-HTST
TB-HTST-J3
712A-000
VEC-91
VEC91-P9
73DS-003
TB21
TB21-S4
-
P04
87-506
-
CON1
TB-HTST
TB-HTST-K1
VEC90-P12
73DS-005
KOMTRAX PLUS MODULE
P3B
-
J04
87-507
THERMOSTAT HYDRAULIC OIL
HOSTAT
-
CON2
712BL-000 VEC-90 712BL-001 TB23
SWITCH AUX BOX DOME LIGHT (DLS... DLS-2 TB23-L1 TB23
TB23-L2
INTERFACE MODULE
IM3
73LS-000
VEC-91
VEC91-P1
TB21
TB21-F1
87-510
-
CON3
TB-HTST
TB-HTST-K2
TB23-L4
-
P03
73LS-001
TB21
TB21-F2
GE CONTROL INTERFACE
P304
87-511
HEATER OIL RESERVE TANK
ECHTR2
-
CON4
712BL-002 TB23 712BL-003 SWITCH BRAKE LOCK
P39
-
J03
73LS-002
TB21
TB21-F3
R20
R20
90-500
SP704
-
THERMOSTAT ENGINE OIL
EOTS
VEC89-P4
TB24
TB24-C1
TB34-W1
PAY LOAD METER 3
P264
90-501
HEATER ENGINE OIL LH
EOH1
SP704
-
712DS-000 VEC-89 712DS-001 TB24
TB24-C2
-
P02
TB34-W2
VEC-91
VEC91-P1
90-502
SP704
-
HEATER ENGINE OIL RH
EOH2
712DS-002 712DS-003 JB4E
J02
JB4E
JB4E
JB4E
-
J228
712DS-004 JB4E 712G-000 VEC-91
JB4E
-
J229
VEC91-P9
TB23
TB23-H2
73LSL-000 TB34 73LSL-001 TB34 73MS-000
VEC-91
VEC91-P1
TB21
TB21-G1
90-503
SP708
-
THERMOSTAT HYDRAULIC OIL
HOSTAT
73MS-001
TB21
TB21-G2
GE CONTROL INTERFACE
P304
90-506
HEATER HYDRAULIC OIL #1
HOHTR1
SP708
-
73MS-002
TB21
TB21-G3
R21
R21
90-507
SP708
-
HEATER HYDRAULIC OIL #2
HOHTR2
73MSL-000 TB34 73MSL-001 TB34
TB34-X1
PAY LOAD METER 3
P264
90-510
HEATER OIL RESERVE TANK
ECHTR2
712G-001
TB23
TB23-H4
-
P04
TB34-X2
VEC-91
VEC91-P1
90CAG-000 GE CONTROL INTERFACE 90CAG-001 -
P303
THERMOSTAT OIL RESERVE TANK ECHTR1 TB25-G1 TB25
712G-002
-
P01
TB23
TB23-H1
P02
TB25
TB25-G2
712G-003
TB10
TB10-F2
-
J01
90CAG-002 90CAR-000 GE CONTROL INTERFACE
J02
-
DIAG1
712G-004
ACTIA DASH DISPLAY
P902
TB10
TB10-F1
P303
TB25
TB25-E1
712G-005
D9
D9
-
J04
90CAR-001 90CAR-002 -
P02
TB25
TB25-E2
712H-001
-
P16
TB60
TB60-K1
J02
-
DIAG1
712H-002
TB60
TB60-K2
SWITCH HOIST LIMIT
HLS
90CAT-000 GE CONTROL INTERFACE 90CAT-001 -
P303
TB25
TB25-F1
712H-003
VEC-91
VEC91-P10
TB23
TB23-W1
P02
TB25
TB25-F2
712H-004
-
J16
TB23
TB23-W1
J02
-
DIAG1
RELAY KEY SWITCH (KSWPR)
KSWPR-(+)
GE CONTROL INTERFACE
P303
712IM-000 VEC-90 712K-000 SWITCH KEY (KEYSW)
VEC90-P1
TB25-A1
KEYSW-BR
-
J03
73S-000
VEC-90
VEC90-P3
TB32
TB32-M1
73S-001
TB32
TB32-M1
INTERFACE MODULE
IM2
73S-002
-
P240
TB32
TB32-M2
73S-003
-
J240
SWITCH PARK BRAKE RELEASE PRES...
PBRPS
74D-000
GE CONTROL CABINET
T20
ALTERNATOR PROPULSION DRIVE
ALT2
74DS-000
KOMTRAX PLUS MODULE
P1
-
J04
74DS-001
-
P04
TB25
TB25-M2
74DS-002
TB25
TB25-M1
INTERFACE MODULE
IM2
74N-000
-
J01
RETARD CONTROL PEDAL
P235
90CAT-002 90DIG-000 TB25
74N-001
TB31
TB31-R2
-
P01
90DIG-001
TB25
TB25-A2
-
P02
712K-001
-
P03
TB23
TB23-N1
74N-002
-
J701
TB31
TB31-R1
90DIG-002
-
J02
GE DID PANEL
DID
712K-002
TB23
TB23-N2
VEC-90
VEC90-P1
74NA-000
GE CONTROL INTERFACE
P302
SP739
-
90DIR-000
GE CONTROL INTERFACE
P303
TB25
TB25-B1
712K-003
TB23
TB23-N4
INTERFACE MODULE
IM2
74NA-001
SP739
-
-
J701
90DIR-001
-
P02
TB25
TB25-B2
712K-004
SWITCH KEY (KEYSW)
KEYSW-BR
SWITCH MANUAL BACKUP LIGHT
P23
74X-001
TB33
TB33-T2
SENSOR GE ALTERNATOR SPEED
-
90DIR-002
-
J02
GE DID PANEL
DID
712L-000
SP100
-
74X-002
GE CONTROL INTERFACE
P301
TB33
TB33-T1
90DIT-000
GE CONTROL INTERFACE
P303
TB25
TB25-C1
712L-001
SWITCH AUX BOX DOME LIGHT (DLS... DLS-3 SP100
DL1
DL1
74Z-001
TB33
TB33-W2
SENSOR GE ALTERNATOR SPEED
-
90DIT-001
TB25
TB25-C2
-
P02
712L-002
SP100
-
DL2
DL2
74Z-002
GE CONTROL INTERFACE
P301
TB33
TB33-W1
90DIT-002
-
J02
GE DID PANEL
DID
712L-003
SP100
-
DL3
DL3
74ZA-000
GE CONTROL INTERFACE
P301
TB21
TB21-D1
90ER1-000
KOMTRAX PLUS MODULE
P5
-
P653
712L-004
SP102
-
DL4
DL4
74ZA-001
TB21
TB21-D2
VEC-89
VEC89-P1
90ER2-000
KOMTRAX PLUS MODULE
P5
-
P653
712L-005
SP102
-
DL5
DL5
74ZA-002
TB21
TB21-D4
INTERFACE MODULE
IM3
90ET1-000
KOMTRAX PLUS MODULE
P5
-
P653
712L-006
SP102
-
DL6
DL6
75-GP-000
TB26
TB26-F1
INTERFACE MODULE
IM2
90ET2-000
KOMTRAX PLUS MODULE
P5
-
P653
712M-000
VEC-90
VEC90-P1
INTERFACE MODULE
IM1
75-GP-001
TB26
TB26-F2
GE CONTROL INTERFACE
P304
IM2
TB28
TB28-P1
TB32
-
J703
J372
TB28
TB28-P1
P02
75A2-000
SWITCH TRACTION MOTOR PRESSURE... BPSW-NC TB35-V1 TB35
712MM-000 VEC-90 712MM-001 -
VEC90-P4
75A1-000
90IMG-000 INTERFACE MODULE 90IMG-001 -
GE CONTROL INTERFACE
P301
TB28-P4
-
P02
TB35
-
J16
J02
-
DIAG5
712MM-002 712MM-003 SP157
J02
75A2-001
90IMG-002 TB28 90IMG-003 -
75A2-002
SWITCH TRACTION MOTOR PRESSURE... BPSW-NO P16 -
-
J703
TB28
TB28-N1
TB61
TB61-J1
90IMR-000 INTERFACE MODULE 90IMR-001 -
IM2
75A2-003
J372
TB28
TB28-N1
712MM-004 VEC-89 712P-000
75A2-004
TB61
TB61-J2
-
P703
TB28-N4
-
P02
712P-001
75LE-000
TB26
TB26-G1
INTERFACE MODULE
IM2
90IMR-002 TB28 90IMR-003 -
J02
-
DIAG5
75LE-001
TB26
TB26-G2
GE CONTROL INTERFACE
P304
90IMT-000
INTERFACE MODULE
IM2
TB28
75NP-000
TB26
TB26-E1
INTERFACE MODULE
IM2
90IMT-001
-
J372
75NP-001
TB26
TB26-E2
GE CONTROL INTERFACE
P304
90IMT-002
TB28
TB28-M4
76LR-000
TB26
TB26-H1
INTERFACE MODULE
IM2
90IMT-003
-
76LR-001
TB26
TB26-H2
GE CONTROL INTERFACE
P304
77-000
TB26
TB26-K2
GE CONTROL INTERFACE
P303
77-001
TB26
TB26-K1
INTERFACE MODULE
IM1
77-002
TB26
TB26-K4
-
P02
77-003
PAY LOAD METER 3
P264
TB26
TB26-K3
77-005
-
J02
-
P651
77-006
CAMERA CONTROLLER (OPT)
P652
-
J651
77A-000
TB26
TB26-L2
GE CONTROL INTERFACE
P303
77A-001
TB26
TB26-L1
INTERFACE MODULE
IM1
77A-002
TB26
TB26-L4
-
P02
77A-003
PAY LOAD METER 3
P264
TB26
TB26-L3
77A-005
-
J02
-
P651
77A-006
CAMERA CONTROLLER (OPT)
P652
-
J651
77B-000
-
P15
SENSOR LEFT REAR WHEEL SPEED
P720
77B-001
TB29
TB29-E2
-
J15
77B-003
GE CONTROL INTERFACE
P301
TB29
TB29-E1
77C-000
-
P15
SENSOR LEFT REAR WHEEL SPEED
P720
77C-001
TB29
TB29-C2
-
77C-003
GE CONTROL INTERFACE
P301
TB29
TB35-V2
ENGINE QSK60 INTERFACE TIER I P805939GE-000 ENGINE QSK60 INTERFACE TIER II P820 P808 939GE-001 939GE-002 ENGINE QSK60 INTERFACE TIER I P820939GE-003 CAN TEE J1939 # 1 939GE-004 CAN TEE J1939 # 5
P303B
CAN TEE J1939 # 2
P304B
SPR4-001
-
J03
-
SPR_16
P305B
-
P02
SPR5-000
-
P03
-
SPR_9
939GE-005 939GE-006 CAN TEE J1939 # 3
J02
CAN TEE J1939 # 3
P307B
SPR5-001
-
J03
-
SPR_17
P308B
CAN TEE J1939 # 4
P310B
SPR6-000
-
P03
-
SPR_10
939GE-007 CAN TEE J1939 # 3 939GE-008 INTERFACE MODULE
P309D
-
DIAG4
SPR6-001
-
J03
-
SPR_18
IM1
CAN TEE J1939 # 2
P306D
SPR7-000
-
P04
-
SPR_11
939GE-009 PAY LOAD METER 3 939GE-010 KOMTRAX PLUS MODULE
P264
CAN TEE J1939 # 1
P302D
SPR7-001
-
J04
-
SPR_19
P4A
CAN TEE J1939 # 4
P311D
SPR8-000
-
P04
-
SPR_12
939GE-011 CAN TEE J1939 # 2 939GE-012 CAN TEE J1939 # 5
P315B
CAN TEE J1939 # 5
P316B
SPR8-001
-
J04
-
SPR_20
P317D
-
P318D
939GP-000 CAN TEE RPC # 1 939GP-001 ACTIA DASH DISPLAY
P203B
CAN TEE RPC # 2
P204B
P903
CAN TEE RPC # 4
P212D
939GP-002 CAN TEE RPC # 6 939GP-003 -
P205B
-
P01
J01
CAN TEE RPC # 3
P207B
939GP-004 CAN TEE RPC # 3 939GP-005 CAN TEE RPC # 4
P208B
CAN TEE RPC # 4
P210B
P211B
CAN TEE RPC # 5
P213B
939GP-006 939GP-007 PAY LOAD METER 3
MM/RPC
CAN TEE RPC # 3
P209D
P264
CAN TEE RPC # 1
P202D
939GP-008 INTERFACE MODULE 939GP-009 CAN TEE RPC # 6
IM1
CAN TEE RPC # 2
P206D
P218D
-
P219D
939GP-010 KOMTRAX PLUS MODULE 939GP-012 CAN TEE RPC # 2
P4A
CAN TEE RPC # 5
P214D
P215B
CAN TEE RPC # 6
P216B
-
J808
CAN TEE J1939 # 1
P301B
-
J808-
939YE-000 ENGINE QSK60 INTERFACE TIER II P820 P808 939YE-001 939YE-002 ENGINE QSK60 INTERFACE TIER I P820939YE-003 CAN TEE J1939 # 1 939YE-004 CAN TEE J1939 # 5
P303B
CAN TEE J1939 # 2
P304B
P305B
-
P02
939YE-005 939YE-006 CAN TEE J1939 # 3
J02
CAN TEE J1939 # 3
P307B
P308B
CAN TEE J1939 # 4
P310B
939YE-007 CAN TEE J1939 # 3 939YE-008 INTERFACE MODULE
P309D
-
DIAG4
IM1
CAN TEE J1939 # 2
P306D
939YE-009 PAY LOAD METER 3 939YE-010 KOMTRAX PLUS MODULE
P264
CAN TEE J1939 # 1
P302D
P4A
CAN TEE J1939 # 4
P311D
939YE-011 CAN TEE J1939 # 2 939YE-012 CAN TEE J1939 # 5
P315B
CAN TEE J1939 # 5
P316B
P317D
-
P318D
939YP-000 CAN TEE RPC # 1 939YP-001 ACTIA DASH DISPLAY
P203B
CAN TEE RPC # 2
P204B
P903
CAN TEE RPC # 4
P212D
939YP-002 CAN TEE RPC # 6 939YP-003 -
P205B
-
P01
J01
CAN TEE RPC # 3
P207B
939YP-004 CAN TEE RPC # 3 939YP-005 CAN TEE RPC # 4
P208B
CAN TEE RPC # 4
P210B
P211B
CAN TEE RPC # 5
P213B
939YP-006 939YP-007 PAY LOAD METER 3
MM/RPC
CAN TEE RPC # 3
P209D
P264
CAN TEE RPC # 1
P202D
939YP-008 INTERFACE MODULE 939YP-009 CAN TEE RPC # 6
IM1
CAN TEE RPC # 2
P206D
P218D
-
P219D
939YP-010 KOMTRAX PLUS MODULE 939YP-012 CAN TEE RPC # 2
P4A
CAN TEE RPC # 5
P214D
P215B
CAN TEE RPC # 6
P216B
952M/0-001 TB27 952M/0-002 -
TB27-W2
GE CONTROL INTERFACE
P302
P808
TB27
TB27-W1
-
J808
BUSS BAR BAT(-)
BAT(-)-4
952M/0-003 ENGINE QSK60 INTERFACE TIER II P806 BAT1(-) BAT(-)-000 BATT1 BAT(-)-1 BAT(-)-001 BUSS BAR BAT(-)
CONTINUED ON DIAGRAM 19
WIRE LIST CONN TO TB29-J1
BATT3
BAT3(-)
BAT(-)-002 BUSS BAR BAT(-) BAT(-)-003 BUSS BAR BAT(-)
BAT(-)-6
BUSS BAR BAT-
DISC(-)-1
BAT(-)-5
BUSS BAR BAT-
DISC(-)-2
BAT(-)-004 BUSS BAR BATBAT(-)-010 ENGINE JUMP START1
DISC(-)-6 -
LAMP LED MASTER DISCONNECT OPE... MLLO BAT(-)-2 BUSS BAR BAT(-)
-
BUSS BAR BAT(-)
BAT(-)-3
TB32-R1
BAT(-)-020 ENGINE JUMP START2 J1
P701
-
P701
TB32
TB32-R2
J2
-
P701
-
P701
SP157
-
J3
-
P701
-
P701
-
-
MM/RPC
J4
-
P701
-
P701
MM/RPC
SP157
-
J5
-
P701
-
P701
VEC89-P4
TB35
TB35-D1
J6
-
P701
-
P701
TB35
TB35-D2
-
P03
J7
-
P702
-
P702
712P-002
-
J03
SWITCH BRAKE TEST
P37
J8
-
P702
-
P702
TB28-M1
712P-003
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
J9
-
P702
-
P702
TB28
TB28-M1
712PL-000
VEC-90
VEC90-P4
TB34
TB34-V1
J10
SWITCH FOG LAMP (OPT)
P22
SWITCH FOG LAMP (OPT)
P22
-
P02
712PL-001
TB34
TB34-V2
PAY LOAD METER 3
P264
J11
SWITCH FOG LAMP (OPT)
P22
SWITCH FOG LAMP (OPT)
P22
J02
-
DIAG5
712SL-000
VEC-90
VEC90-P3
TB36
TB36-P1
J12
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
90MMG-000 GE CONTROL INTERFACE 90MMG-001 -
P303
TB36
TB36-H1
712SL-001
SCORE BOARD LEFT (OPT)
CNLIN
TB36
TB36-P2
J13
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
P02
TB36
TB36-H2
712SL-002
SCORE BOARD RIGHT (OPT)
CNRIN
SCORE BOARD LEFT (OPT)
CNLO
J14
KOMTRAX PLUS MODULE
P2B
KOMTRAX PLUS MODULE
P2B
90MMG-002 90MMG-003 TB36
J02
-
DIAG8
712T-000
VEC-91
VEC91-P11
TB23
TB23-R2
J15
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
TB36-H4
INTERFACE MODULE
IM2
712T-001
TB23
TB23-R1
-
P03
J16
SWITCH ROTATING BEACON (OPT)
P32
90MMR-000 GE CONTROL INTERFACE 90MMR-001 -
P303
TB36
TB36-G1
712T-002
-
J03
SWITCH COMBO
P121
J17
SWITCH ROTATING BEACON (OPT) P32 SWITCH ROTATING BEACON (OPT) P32
SWITCH ROTATING BEACON (OPT)
P32
P02
TB36
TB36-G2
714A-000
-
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
J18
SWITCH HEATED MIRROR (OPT)
P33
SWITCH HEATED MIRROR (OPT)
P33
90MMR-002 90MMR-003 TB36
J02
-
DIAG8
714A-001
TB29
TB29-K2
-
J15
J19
SWITCH HEATED MIRROR (OPT)
P33
SWITCH HEATED MIRROR (OPT)
P33
TB36-G4
INTERFACE MODULE
IM2
714A-003
GE CONTROL INTERFACE
P301
TB29
TB29-K1
J20
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
90MMT-000 GE CONTROL INTERFACE 90MMT-001 -
P303
TB36
TB36-F1
714B-000
-
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
J21
SWITCH HAZARD LIGHTS
P36
SWITCH HAZARD LIGHTS
P36
P02
TB36
TB36-F2
714B-001
TB29
TB29-M2
-
J15
J22
SWITCH MANUAL BACKUP LIGHT
P23
90MMT-002 90MMT-003 TB36
J02
-
DIAG8
714B-003
GE CONTROL INTERFACE
P301
TB29
TB29-M1
J23
SWITCH MANUAL BACKUP LIGHT P23 J6 -
-
J6
TB36-F4
INTERFACE MODULE
IM2
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
J24
-
J6
-
J6
90TCG-000 GE CONTROL INTERFACE 90TCG-001 -
P303
TB25
TB25-S1
714DN-000 714DN-001 TB29
TB29-N2
-
J15
J25
-
J6
-
J6
P02
TB25
TB25-S2
P301
TB29
TB29-N1
J26
-
J6
-
J6
90TCG-002 90TCR-000 GE CONTROL INTERFACE
J02
-
DIAG3
714DN-003 GE CONTROL INTERFACE 714DP-001 TB29
TB29-L2
-
J15
J30
-
J830
-
J830
P303
TB25
TB25-P1
P301
TB29
TB29-L1
LF(+)-000
ENTERTAINMENT RADIO
P737
-
J211
P02
TB25
TB25-P2
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
LF(+)-001
-
P211
ENTERTAINMENT LEFT FRT SPEAKER
LFSPK
J15
90TCR-001 90TCR-002 -
714DP-003 GE CONTROL INTERFACE 714DP000 -
J02
-
DIAG3
714G-000
-
P15
SENSOR RIGHT REAR WHEEL SPEED
P721
LF(-)-000
ENTERTAINMENT RADIO
P737
-
J211
TB29-C1
90TCT-000 GE CONTROL INTERFACE
P303
TB25
TB25-R1
714G-001
TB29
TB29-J2
-
J15
LF(-)-001
-
P211
ENTERTAINMENT LEFT FRT SPEAKER
LFSPK
DEVICE TABLE DEVICE 12VDC CONVERTER (12VCN)
SHORT DESCRIPTION DIAGRAM ZONE Diagram5 D9 Diagram5 E5 -
12VDC POWER PORT #1
-
Diagram5
O11
12VDC POWER PORT #2
-
Diagram5
O11
24VDC ALTERNATOR
-
Diagram3
K7
24VDC AUXBOX BUSS
-
Diagram5
A5
24VDC AUXBOX BUSS
-
Diagram5
A5
24VDC AUXBOX BUSS
-
Diagram5
A5
24VDC AUXBOX BUSS
-
Diagram5
A5
24VDC AUXBOX BUSS
-
Diagram5
B5
24VDC AUXBOX BUSS
-
Diagram5
B5
24VDC AUXBOX BUSS
-
Diagram5
B5
A/C COMPRESSOR CLUTCH T2
-
Diagram6
L5
A/C COMPRESSOR CLUTCH T1
-
Diagram7
L5
ACCELERATOR PEDAL
-
Diagram10 N11
ACTIA DASH DISPLAY
-
Diagram8
H8
ACTIA DISPLAY PANEL DIMMER
-
Diagram8
J12
ACTIA STATUS PANEL
-
Diagram8
ALTERNATOR PROPULSION DRIVE
-
ANTENNA KWB MODULE (OPT)
-
D1 Diagram15 O12 Diagram12 J21
ANTENNA ORBCOMM SATELLITE / GPS (OP... BATT1
Diagram12 H21 Diagram3 D2
12V POWER RELAY (12VPR)
BATT2
-
Diagram3
D3
BATT3
-
Diagram3
E2
BATT4
-
Diagram3
E3
BUSS BAR 0
-
Diagram3
G15
BUSS BAR 11
-
Diagram3
E15
BUSS BAR 11L
-
Diagram9
L5
BUSS BAR 11ST
-
Diagram3
F15
BUSS BAR 24VDC BATT BOX
-
Diagram3
E6
BUSS BAR BAT(-)
-
Diagram3
F4
BUSS BAR BAT-
-
Diagram3
CAMERA CONTROLLER (OPT)
-
CAN TEE J1939 # 1
-
CAN TEE J1939 # 2
-
CAN TEE J1939 # 3
-
CAN TEE J1939 # 4
-
CAN TEE J1939 # 5
-
CAN TEE RPC # 1
-
CAN TEE RPC # 2
-
CAN TEE RPC # 3
-
CAN TEE RPC # 4
-
CAN TEE RPC # 5
-
CAN TEE RPC # 6
-
Diagram15 E18 Diagram15 E8
CB60
-
Diagram5
D1
-
D2
-
D6 Diagram11 L16 Diagram6 H14
D3
-
Diagram7
M20
D4
-
Diagram9
K6
D9
-
Diagram8
D12
D10
-
Diagram8
D15
-
D26
-
D13 Diagram11 N3 Diagram13 C11
D70
-
Diagram3
D71
-
D87
-
C19 Diagram12 M7 Diagram3 N13
DL1
-
Diagram5
C21
DL2
-
Diagram5
D21
DL3
-
Diagram5
D21
DL4
-
Diagram5
E21
DL5
-
Diagram5
E21
DL6
-
Diagram5
F21
ENGINE JUMP START1
-
Diagram3
D6
ENGINE JUMP START2
-
Diagram3
D7
ENGINE OIL RESERVE SYSTEM (OPT)
-
Diagram6
N14
ENGINE PRELUBE HIGH VOLUME PUMP
-
Diagram3
O14
ENGINE QSK60 INTERFACE TIER I
-
Diagram7
I2
ENGINE QSK60 INTERFACE TIER II
-
Diagram6
I2
ENTERTAINMENT LEFT FRT SPEAKER
-
Diagram5
M16
ENTERTAINMENT LEFT REAR SPEAKER
-
Diagram5
N16
ENTERTAINMENT RADIO
-
Diagram5
N20
ENTERTAINMENT RIGHT FRT SPEAKER
-
Diagram5
M16
ENTERTAINMENT RIGHT REAR SPEAKER
-
Diagram5
O16
FUSE LINK1 (150A)
-
Diagram3
O10
FUSE LINK2 (150A)
-
Diagram3
GB LEFT DECK
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB1 - REAR AXLE
-
GB3 ENG GND BLOCK
-
Diagram11 M15 Diagram3 O15
GB3 ENG GND BLOCK
-
Diagram3
O15
GB3 ENG GND BLOCK
-
Diagram6
K4
GB3 ENG GND BLOCK
-
Diagram7
K5
GB8 BRAKE CABINET
-
Diagram4
H22
GB8 BRAKE CABINET
-
Diagram7
GB8 BRAKE CABINET
-
GB8 BRAKE CABINET
-
L21 Diagram11 O11 Diagram13 F16
GB10 FRT CAB GND
-
Diagram7
J15
GB10 FRT CAB GND
-
Diagram8
B8
GB10 FRT CAB GND
-
Diagram8
G9
GB10 FRT CAB GND
-
Diagram8
K13
GB10 FRT CAB GND
-
Diagram9
GB10 FRT CAB GND
-
GB10 FRT CAB GND
-
GB10 FRT CAB GND
-
GB10 FRT CAB GND
-
Diagram15 I2 Diagram15 M21
GB12 REAR CAB
-
Diagram5
M11
GB12 REAR CAB
-
Diagram5
M11
GB12 REAR CAB
-
Diagram5
M11
GB12 REAR CAB
-
Diagram7
GB12 REAR CAB
-
GB12 REAR CAB
-
GB12 REAR CAB
-
GB12 REAR CAB
-
GB12 REAR CAB
-
GB12 REAR CAB
-
GB12 REAR CAB
-
GB31-A AUXBOX GND BLCK
-
Diagram15 G14 Diagram5 E7
GB31-A AUXBOX GND BLCK
-
Diagram5
E7
GB31-A AUXBOX GND BLCK
-
Diagram5
E7
GB31-A AUXBOX GND BLCK
-
Diagram5
E18
GB31-A AUXBOX GND BLCK
-
Diagram5
H3
GB31-A AUXBOX GND BLCK
-
Diagram5
I3
GB31-A AUXBOX GND BLCK
-
Diagram5
I7
GB31-A AUXBOX GND BLCK
-
Diagram5
J7
GB31-A AUXBOX GND BLCK
-
Diagram5
J11
GB31-A AUXBOX GND BLCK
-
Diagram5
M7
GB31-A AUXBOX GND BLCK
-
Diagram5
M7
GB31-A AUXBOX GND BLCK
-
Diagram7
O10
GB31-A AUXBOX GND BLCK
-
Diagram9
GB31-A AUXBOX GND BLCK
-
GB31-A AUXBOX GND BLCK
-
G15 Diagram15 K7 Diagram15 B4 Diagram15 B7 Diagram15 B15 Diagram15 B18 Diagram15 B10 Diagram15 E2 Diagram15 E5 Diagram15 E13 Diagram15 E16
O10 Diagram14 I18 Diagram11 B19 Diagram11 B19 Diagram11 B19 Diagram11 D19 Diagram11 I13 Diagram11 I13 Diagram11 M15
B5 Diagram12 L6 Diagram14 D1
C14 Diagram10 I16 Diagram10 I16 Diagram10 K7 Diagram10 K16 Diagram11 N6 Diagram15 D16
E13 Diagram12 A4 Diagram14 E7
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 18 of 20
DEVICE TABLE DEVICE TABLE DEVICE
DEVICE TABLE
GB31-A AUXBOX GND BLCK
SHORT DESCRIPTION DIAGRAM ZONE Diagram15 I14 -
GB31-B AUXBOX GND BLCK
-
Diagram4
GB31-B AUXBOX GND BLCK
-
Diagram5
GB31-B AUXBOX GND BLCK
-
GB31-B AUXBOX GND BLCK
DEVICE
DEVICE TABLE
M0TOR STARTER 1 (STRT1)
SHORT DESCRIPTION DIAGRAM ZONE Diagram3 K10 -
H18
MIRROR HEATED LEFT DECK (OPT)
-
H7
MIRROR HEATED RIGHT DECK (OPT)
-
Diagram5
H7
MOTOR LEFT WINDOW
-
Diagram5
I3
GB31-B AUXBOX GND BLCK
-
Diagram5
GB31-B AUXBOX GND BLCK
-
GB31-B AUXBOX GND BLCK
DEVICE
CONTINUED FROM DIAGRAM 18
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram15 N2 TB-HTST -
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram4 E12 TB23
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram8 B15 TB26
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram13 H12 TB28
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram10 O7 TB31
DEVICE SHORT DESCRIPTION DIAGRAM ZONE Diagram9 K14 TB35
SP175
SHORT DESCRIPTION DIAGRAM ZONE Diagram11 J17 -
Diagram14 C14
SP176
-
Diagram11 J17
TB-HTST -
Diagram15 N2
TB23
-
Diagram7
E13
TB26
-
Diagram8
C15
TB28
-
Diagram13 H12
TB31
-
Diagram10 O7
TB35
-
Diagram14 B14
SP177
-
Diagram11 J18
TB-HTST -
Diagram15 N2
TB23
-
Diagram7
E13
TB26
-
Diagram8
C15
TB28
-
Diagram13 H12
TB31
-
Diagram10 O7
TB35
-
-
Diagram10 I21
SP180
-
Diagram12 F7
TB-HTST -
Diagram15 N2
TB23
-
Diagram7
E19
TB26
-
Diagram8
D15
TB28
-
Diagram13 H12
TB31
-
Diagram10 P7
TB35
MOTOR RIGHT WINDOW
-
Diagram10 K21
SP181
-
Diagram12 H4
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
E20
TB26
-
Diagram8
D15
TB28
-
Diagram13 H12
TB31
-
Diagram10 P7
J3
MOTOR STARTER 2 (STRT2)
-
Diagram3
K12
SP182
-
Diagram12 H4
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
J13
TB26
-
Diagram9
F14
TB28
-
Diagram13 H12
TB31
-
Diagram10 P7
Diagram6
B8
MOTOR WHEEL DRIVE # 1
-
Diagram15 N12
SP183
-
Diagram13 C10
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
J13
TB26
-
Diagram9
F14
TB28
-
Diagram13 I5
TB32
-
Diagram4
-
Diagram6
B8
MOTOR WHEEL DRIVE # 2
-
Diagram15 O12
SP184
-
Diagram13 C12
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
J13
TB26
-
Diagram9
F14
TB28
-
Diagram14 A6
TB32
-
GB31-B AUXBOX GND BLCK
-
Diagram6
B8
MOTOR WINDSHIELD WASHER
-
Diagram11 N8
SP185
-
Diagram13 E17
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
K12
TB26
-
Diagram12 A5
TB28
-
Diagram14 A6
TB32
GB31-B AUXBOX GND BLCK
-
Diagram6
F8
MOTOR WINDSHIELD WIPER
-
Diagram11 O8
SP187
-
Diagram12 H16
TB-HTST -
Diagram15 O2
TB23
-
Diagram7
K12
TB26
-
Diagram12 A5
TB29
-
Diagram6
F18
GB31-B AUXBOX GND BLCK
-
Diagram6
M9
ORBCOMM MODULE (OPT)
-
Diagram12 J20
SP191
-
Diagram12 D16
TB-HTST -
Diagram15 P2
TB23
-
Diagram7
N12
TB26
-
Diagram12 A5
TB29
-
Diagram6
GB31-B AUXBOX GND BLCK
-
Diagram8
K9
PAY LOAD METER 3
-
Diagram14 O9
SP192
-
Diagram12 E16
TB10
-
Diagram8
E9
TB23
-
Diagram7
N12
TB26
-
Diagram12 A5
TB29
-
GB31-B AUXBOX GND BLCK
-
Diagram12 N4
R3
-
Diagram6
F12
SP193
-
Diagram12 E16
TB10
-
Diagram8
E9
TB23
-
Diagram7
N12
TB26
-
Diagram12 A6
TB29
GB31-B AUXBOX GND BLCK
-
Diagram13 A10
R4
-
Diagram6
F12
SP194
-
Diagram12 E16
TB10
-
Diagram8
I12
TB23
-
Diagram8
F12
TB26
-
Diagram12 A6
GB31-B AUXBOX GND BLCK
-
Diagram13 H14
R5
-
Diagram6
F17
SP195
-
Diagram14 G20
TB10
-
Diagram8
I16
TB23
-
Diagram8
F12
TB26
-
GB31-B AUXBOX GND BLCK
-
R15
-
-
-
Diagram8
I16
TB23
-
Diagram8
F12
TB26
-
R16
-
SP198
-
Diagram14 H20 Diagram13 I10
TB10
-
Diagram13 D12 Diagram8 E12
SP196
GB31-B AUXBOX GND BLCK
Diagram14 J7 Diagram14 K16
TB10
-
Diagram8
J9
TB23
-
Diagram8
G12
TB26
-
GB70 FRAME GND
-
Diagram3
I10
R17
-
SP701
-
-
Diagram8
J9
TB23
-
Diagram8
G12
TB26
-
-
Diagram3
I10
R18
-
SP702
-
Diagram15 I7 Diagram15 I7
TB10
GB70 FRAME GND
Diagram12 G7 Diagram7 I15
TB10
-
Diagram8
J9
TB23
-
Diagram9
C8
TB26
-
GB70 FRAME GND
-
Diagram3
I10
R19
-
SP703
-
-
Diagram8
J9
TB23
-
Diagram9
C8
TB26
-
-
R20
-
SP704
-
TB10
-
Diagram8
J9
TB23
-
Diagram9
K2
TB26
-
GE CONTROL INTERFACE
-
Diagram15 O9 Diagram4 D21
Diagram15 N5 Diagram15 N5
TB10
GE CONTROL CABINET
Diagram13 B12 Diagram14 L20
R21
-
SP705
-
-
Diagram8
J9
TB23
-
Diagram9
K2
TB26
-
-
Diagram5
D2
R23
-
SP706
-
Diagram15 N5 Diagram15 N4
TB10
GE CONTROL INTERFACE
Diagram14 L20 Diagram12 A7
TB10
-
Diagram9
C4
TB23
-
TB26
-
GE CONTROL INTERFACE
-
Diagram6
G20
R27
-
Diagram8
SP707
-
TB10
-
Diagram9
C4
TB23
-
TB26
-
GE CONTROL INTERFACE
-
Diagram7
F15
R30
-
SP708
-
TB10
-
Diagram9
C4
TB23
-
-
-
R34
-
SP709
-
-
Diagram9
C4
TB23
-
TB26
-
-
R44
-
Diagram5
C9
SP723
-
Diagram15 P5 Diagram8 E14
TB10
GE CONTROL INTERFACE
Diagram10 P2 Diagram12 O3
Diagram10 H9 Diagram10 H9
TB26
GE CONTROL INTERFACE
Diagram13 M14 Diagram12 B7
Diagram15 O5 Diagram15 O5
Diagram10 H9 Diagram10 H9
TB10
-
Diagram9
J5
TB23
-
TB26
-
GE CONTROL INTERFACE
-
R50
-
Diagram6
E9
SP728
-
-
Diagram9
J5
TB23
-
TB26
-
-
R51
-
Diagram6
C9
SP729
-
Diagram10 A8 Diagram10 C8
TB10
GE DID PANEL
Diagram14 M20 Diagram12 I9
Diagram10 M16 Diagram12 M4
TB10
-
Diagram9
J5
TB23
-
TB26
-
HEATER COOLANT LH
-
RELAY 1 PROPEL LOCKOUT
-
Diagram3
D16
SP730
-
-
Diagram9
J5
TB23
-
TB26
-
-
RELAY ACCESS LADDER LIGHT (ALLR)
-
Diagram9
F12
SP732
-
Diagram12 F15 Diagram9 L6
TB10
HEATER COOLANT RH
Diagram15 L5 Diagram15 L5
Diagram12 M4 Diagram12 M4
TB10
-
Diagram9
L5
TB23
-
TB26
-
HEATER ENGINE OIL LH
-
RELAY BACKUP LIGHT (BULR)
-
-
-
Diagram9
L5
TB23
-
TB26
-
RELAY ENG STARTER 1 (ESREL1)
-
SP738
-
Diagram13 H5 Diagram10 N4
TB10
-
Diagram11 D9 Diagram3 F6
SP737
HEATER ENGINE OIL RH
Diagram15 N7 Diagram15 N7
Diagram12 N4 Diagram12 N4
TB10
-
Diagram9
L5
TB23
-
TB26
-
HEATER HYDRAULIC OIL #1
-
RELAY ENG STARTER 2 (ESREL2)
-
Diagram3
F7
SP739
-
-
Diagram9
L5
TB23
-
TB26
-
-
RELAY ENGINE PRELUBE
-
Diagram3
N9
SP740
-
Diagram10 O4 Diagram10 P4
TB10
HEATER HYDRAULIC OIL #2
Diagram15 P7 Diagram15 P7
Diagram14 C7 Diagram14 C7
TB10
-
TB23
-
-
-
RELAY ENGINE PRELUBE MAG SWITCH (PL... -
Diagram3
O12
SP741
-
-
TB23
-
TB26
-
-
RELAY HEADLIGHT HIGH MOUNT (HHMR)
-
Diagram8
O7
SP742
-
Diagram10 G3 Diagram10 E3
TB10
HORN BACKUP LEFT
Diagram15 M7 Diagram11 C17
Diagram14 F13 Diagram14 G14
TB26
HEATER OIL RESERVE TANK
Diagram11 L5 Diagram11 L5
TB21
-
Diagram5
M8
TB23
-
TB26
-
HORN BACKUP RIGHT
-
RELAY HEADLIGHT LOW MOUNT (HLMR)
-
Diagram8
N7
SP743
-
-
Diagram5
M8
TB24
-
TB26
-
-
RELAY HI-BEAM HEADLIGHT (HBHR)
-
Diagram8
L7
SP744
-
Diagram14 N9 Diagram14 L9
TB21
HORN FRONT VEHICLE
Diagram11 C17 Diagram11 L18
Diagram14 H13 Diagram4 D7
TB21
-
Diagram5
M8
TB24
-
Diagram4
D7
TB26
-
INCLINOMETER
-
RELAY HYDRAULIC LADDER PK STATUS (O... -
-
-
Diagram7
G13
TB24
-
Diagram5
A11
TB26
-
RELAY KEY / GE CNTRL PWR (KCNPR)
-
SP766
-
Diagram10 G9 Diagram10 E9
TB21
-
Diagram15 N19 Diagram5 C9
SP765
INTERFACE MODULE
Diagram14 O7 Diagram4 L7
TB21
-
Diagram7
G13
TB24
-
Diagram5
A11
TB26
-
INTERFACE MODULE
-
Diagram5
B2
RELAY KEY SWITCH (KSWPR)
-
Diagram4
F8
SP767
-
TB21
-
Diagram7
G13
TB24
-
Diagram5
A11
TB26
-
INTERFACE MODULE
-
Diagram7
J20
RELAY MASTER DISCONNECT
-
Diagram3
G16
SP768
-
Diagram10 E10 Diagram10 E11
TB21
-
Diagram7
G13
TB24
-
Diagram5
A11
TB26 M5 -
INTERFACE MODULE
-
Diagram8
G17
RELAY STARTER LOCKOUT
-
Diagram3
E16
SP769
-
TB21
-
Diagram7
G13
TB24
-
Diagram5
B11
TB27
INTERFACE MODULE
-
RELAY VEHICLE HORN POWER (HPR)
-
-
TB21
-
Diagram7
G13
TB24
-
Diagram5
B11
-
RELAY WIPER MOTOR HIGH
-
Diagram11 L11 Diagram11 P6
SP770
INTERFACE MODULE
Diagram11 I6 Diagram13 P7
Diagram10 G10 Diagram10 G11
SP773
-
TB21
-
Diagram7
G13
TB24
-
Diagram5
JB1
-
Diagram3
E19
RELAY WIPER MOTOR LOW
-
SP774
-
TB21
-
Diagram7
G13
TB24
-
JB4A
-
Diagram6
H12
RETARD CONTROL LEVER (OPT)
-
Diagram11 O6 Diagram10 P11
Diagram13 I5 Diagram13 K2
SP775
-
TB21
-
Diagram7
G13
TB24
JB4B
-
RETARD CONTROL PEDAL
-
-
TB21
-
Diagram7
G13
-
RETARD SPEED CONTROL
-
Diagram10 O11 Diagram10 L11
SP777
JB4C
Diagram10 I10 Diagram11 M2
Diagram13 K4 Diagram6 M13
SP778
-
TB21
-
Diagram7
JB4D
-
Diagram8
SCORE BOARD LEFT (OPT)
-
SP779
-
TB21
-
JB4E
-
Diagram7
SCORE BOARD RIGHT (OPT)
-
SP782
-
-
SENSOR BRAKE PRESSURE
-
SP783
-
TB21
JB6A
-
SENSOR DUCT AIR TEMPERATURE
-
Diagram13 K1 Diagram13 L17
Diagram10 K20 Diagram10 K19
TB21
JB4H
A15 Diagram11 O3 Diagram10 J19
Diagram14 J17 Diagram14 J14
Diagram10 I20 Diagram10 J20
SP785
-
JB6B
-
Diagram7
F17
SENSOR FUEL LEVEL
-
SP786
-
JB6C
-
Diagram7
D12
SENSOR GE ALTERNATOR SPEED
-
Diagram13 D16 Diagram10 H6
Diagram13 M14 Diagram13 O14
STARTER DISCONNECT (DISC+)
-
Diagram3
JB6E
-
SENSOR HOIST PRESSURE #1
-
-
-
SENSOR HOIST PRESSURE #2
-
Diagram13 H1 Diagram13 I1
SWITCH A/C RECIEVER DRYER T1
JB6G
Diagram12 H20 Diagram11 L2
SWITCH A/C RECIEVER DRYER T2
JB8A
-
SENSOR HYDRAULIC TANK LEVEL
-
JB41
-
Diagram12 I18 Diagram6 G4
SENSOR HYDRAULIC TANK TEMP
-
Diagram13 I16 Diagram13 J17
JB41-
-
Diagram7
SENSOR LEFT FRONT WHEEL SPEED
-
KOMATSU WIRELESS BRIDGE (OPT) KWB
-
SENSOR LEFT REAR WHEEL SPEED
-
KOMTRAX PLUS MODULE
-
Diagram12 K20 Diagram12 L14
SENSOR PAYLOAD PRESSURE LEFT FRONT
-
L BAR-1
-
Diagram4
J12
SENSOR PAYLOAD PRESSURE LEFT REAR
-
L BAR-2
-
Diagram5
B11
SENSOR PAYLOAD PRESSURE RIGHT FRONT -
L BAR-3
-
SENSOR PAYLOAD PRESSURE RIGHT REAR
-
L BAR-4
-
Diagram11 M12 Diagram6 D8
SENSOR RIGHT FRONT WHEEL SPEED
-
L BAR-5
-
SENSOR RIGHT REAR WHEEL SPEED
-
L BAR-6
-
Diagram10 L4 Diagram10 M5
SENSOR STEERING PRESSURE
-
L BAR-7
-
SHIFTER CURRENT LIMIT RESISTOR
L BAR-8
-
Diagram13 J11 Diagram12 A5
LAMP AMBER PAYLOAD LEFT
-
LAMP AMBER PAYLOAD RIGHT
-
LAMP BACKUP LIGHT LEFT DECK (OPT)
-
LAMP BACKUP LIGHT RIGHT DECK (OPT)
-
LAMP BACKUP REAR LEFT
-
LAMP BACKUP REAR RIGHT
-
LAMP BODY LEFT REAR MARKER
-
LAMP BODY LEFT SIDE MARKER
-
LAMP BODY RIGHT REAR MARKER
-
LAMP BODY RIGHT SIDE MARKER LAMP CAB DOME
DEVICE TABLE DEVICE
SHORT DESCRIPTION DIAGRAM ZONE Diagram12 F9
TB61
-
Diagram10 E17
TB61
-
Diagram14 N4
Diagram10 E17
TB61
-
Diagram14 N4
-
Diagram10 F17
TB61
-
Diagram14 N4
TB35
-
Diagram10 O14
TB61
-
Diagram14 N4
TB35
-
Diagram10 O14
TB61
-
Diagram14 N4
H18
TB35
-
Diagram11 C12
TB61
-
Diagram14 N4
Diagram4
H18
TB35
-
Diagram11 C12
TB61
-
Diagram14 N4
-
Diagram4
H18
TB35
-
Diagram11 D12
TB61
-
Diagram14 N4
TB32
-
Diagram4
J12
TB35
-
Diagram11 H9
TERM#1
-
Diagram15 B18
F18
TB32
-
Diagram4
J12
TB35
-
Diagram11 H9
TERM#2
-
Diagram15 E2
Diagram6
G18
TB32
-
Diagram4
J12
TB35
-
Diagram11 H10
TERM#3
-
Diagram15 E18
-
Diagram6
G18
TB32
-
Diagram4
J12
TB35
-
Diagram11 H10
THERMOSTAT ENGINE OIL
-
Diagram15 N5
TB29
-
Diagram10 D4
TB32
-
Diagram4
J12
TB35
-
Diagram11 H10
THERMOSTAT HYDRAULIC OIL
-
Diagram15 O6
Diagram12 A6
TB29
-
Diagram10 D4
TB32
-
Diagram4
J12
TB35
-
Diagram11 H10
THERMOSTAT OIL RESERVE TANK
-
Diagram15 L7
Diagram12 A6 Diagram12 B5
TB29
-
TB32
-
Diagram7
I13
TB35
-
-
Diagram10 D14
-
TB32
-
Diagram7
I13
TB35
-
Diagram11 M12 Diagram11 M12
TIMER (1HR) ENGINE SERVICE LAMP (ES...
TB29
Diagram10 D4 Diagram10 D4
TIMER (1HR) HYDRAULIC PUMP MOD (HP... -
Diagram10 C16
Diagram12 B5 Diagram12 B5
TB29
-
TB32
-
Diagram7
I13
TB35
-
-
Diagram11 O16
-
TB32
-
Diagram7
J13
TB35
-
Diagram11 M12 Diagram11 M12
TIMER REAR SERVICE LAMP (PLT)
TB29
Diagram10 E4 Diagram10 E4
TIMER WASHER DELAY (WADT)
-
Diagram11 M8
Diagram12 B5 Diagram12 B6
TB29
-
TB32
-
Diagram7
L15
TB35
-
-
Diagram11 M5
-
TB32
-
Diagram7
L15
TB35
-
Diagram11 M13 Diagram11 M13
TIMER WIPER DELAY
TB29
Diagram10 E4 Diagram10 E4
VEC RTMR1
-
Diagram7
L12
Diagram12 B6 Diagram12 B6
TB29
-
TB32
-
Diagram7
M11
TB35
-
-
Diagram7
O7
-
TB32
-
TB35
-
VEC-89
-
Diagram5
C14
Diagram12 B6 Diagram12 C5
TB29
-
TB32
-
TB35
-
-
Diagram7
A10
-
TB32
-
TB35
-
VEC-89
-
Diagram7
E18
Diagram12 C5 Diagram12 C6
TB29
-
TB32
-
TB35
-
-
Diagram8
I5
-
TB32
-
TB35
-
VEC-89
-
Diagram8
L6
Diagram12 C6 Diagram12 D5
TB29
-
TB32
-
TB35
-
-
Diagram8
N5
-
TB32
-
TB35
-
VEC-89
-
Diagram8
O5
Diagram12 D6 Diagram12 D7
TB29
-
TB32
-
TB35
-
-
Diagram9
B10
-
TB32
-
TB35
-
VEC-89
-
Diagram9
C10
Diagram12 D7 Diagram12 E7
TB29
-
TB32
-
TB35
-
-
Diagram9
G11
-
TB32
-
TB35
-
VEC-89
-
Diagram9
I9
Diagram12 E7 Diagram12 E7
TB29
-
TB32
-
TB35
-
-
Diagram9
K9
-
TB32
-
TB35
-
VEC-89
-
Diagram10 D6
Diagram12 E7 Diagram12 E7
TB29
-
TB32
-
TB35
-
-
Diagram10 H10
-
TB32
-
TB35
-
VEC-89
-
Diagram11 D5
Diagram12 E7 Diagram12 E7
TB29
-
TB32
-
TB35
-
-
Diagram11 D7
-
TB32
-
TB35
-
VEC-89
-
Diagram11 G6
Diagram12 E7 Diagram12 E7
TB29
-
TB33
-
TB35
-
-
Diagram11 H6
-
TB33
-
TB36
-
VEC-89
-
Diagram12 P2
Diagram12 E7 Diagram12 E7
TB29
-
TB33
-
TB36
-
-
Diagram13 B15
-
TB33
-
TB36
-
VEC-89
-
Diagram13 C15
-
Diagram4
C20
TB29
-
TB33
-
TB36
-
-
Diagram13 C16
-
Diagram4
C20
TB29
-
TB33
-
TB36
-
VEC-89
-
Diagram13 N10
B11
TB27
-
Diagram4
C20
TB29
-
TB33
-
TB36
-
-
Diagram14 B3
B11
TB27
-
Diagram4
C20
TB29
-
TB33
-
TB36
-
VEC-90
-
Diagram4
B7
-
Diagram5
C5
TB27
-
Diagram6
A10
TB29
-
TB33
-
TB36
-
-
Diagram4
D9
-
Diagram5
C5
TB27
-
Diagram6
A10
TB29
-
TB33
-
TB36
-
VEC-90
-
Diagram5
D14
H13
TB24
-
Diagram5
C5
TB27
-
Diagram6
A10
TB29
-
TB33
-
TB36
-
-
Diagram7
L7
I17
TB24
-
Diagram5
C11
TB27
-
Diagram6
B10
TB29 X5 -
TB33
-
TB36
-
VEC-90
-
Diagram12 C7
-
Diagram7
I17
TB24
-
Diagram5
C11
TB27
-
Diagram6
B10
TB30
-
Diagram6
K9
TB33
-
Diagram10 C4 Diagram10 C4
Diagram12 L5 Diagram12 L5
VEC-90
Diagram7
Diagram12 F19 Diagram12 F19
Diagram10 B4 Diagram10 C4
Diagram12 L5 Diagram12 L5
VEC-90
TB24
Diagram12 F19 Diagram12 F19
Diagram10 B4 Diagram10 B4
Diagram12 K5 Diagram12 L5
VEC-89
Diagram5
Diagram12 F19 Diagram12 F19
Diagram10 B4 Diagram10 B4
Diagram12 K5 Diagram12 K5
VEC-89
TB27
Diagram12 E19 Diagram12 E19
Diagram10 B4 Diagram10 B4
Diagram12 K5 Diagram12 K5
VEC-89
TB29
Diagram12 E19 Diagram12 E19
Diagram10 A4 Diagram10 B4
Diagram13 M12 Diagram12 K5
VEC-89
TB29
Diagram10 G4 Diagram10 G4
Diagram15 J15 Diagram10 A4
Diagram13 M12 Diagram13 M12
VEC-89
TB29
Diagram10 G4 Diagram10 G4
Diagram15 I15 Diagram15 J14
Diagram13 L11 Diagram13 M12
VEC-89
TB29
Diagram10 G4 Diagram10 G4
Diagram15 I14 Diagram15 I15
Diagram13 L11 Diagram13 L11
VEC-89
TB29
Diagram10 F4 Diagram10 F4
Diagram15 G9 Diagram15 I14
Diagram13 D11 Diagram13 D11
VEC-89
TB29
Diagram10 F4 Diagram10 F4
Diagram15 G9 Diagram15 G9
Diagram12 P4 Diagram13 D10
VEC-89
TB29
Diagram10 F4 Diagram10 F4
Diagram13 G11 Diagram15 G9
Diagram12 G5 Diagram12 P4
VEC-89
TB29
Diagram10 F4 Diagram10 F4
Diagram13 F11 Diagram13 G10
Diagram12 F5 Diagram12 G5
VEC-89
TB29
Diagram10 E4 Diagram10 E4
Diagram13 F10 Diagram13 F11
Diagram12 F4 Diagram12 F5
VEC-89
TB29
Diagram10 E4 Diagram10 E4
Diagram13 B13 Diagram13 F10
Diagram11 M13 Diagram12 F4
VEC RTMR1
TB29
Diagram10 E4 Diagram10 E4
TB36
-
-
Diagram12 G20
Diagram7
I17
TB24
-
Diagram5
C11
TB27
-
Diagram6
B10
TB30
-
Diagram6
K9
TB33
-
TB36
-
VEC-90
-
Diagram14 H9
TB21
-
Diagram7
I17
TB24
-
Diagram5
D8
TB27
-
Diagram6
B10
TB30
-
Diagram6
K9
TB33
-
Diagram10 C4 Diagram10 C4
Diagram14 J13 Diagram14 J13
VEC-90
-
TB36
-
VEC-90
-
Diagram14 I6
TB21
-
TB24
-
Diagram5
D8
TB27
-
Diagram6
B10
TB30
-
-
-
VEC-90
-
Diagram15 G7
-
TB24
-
Diagram5
D8
TB27
-
Diagram6
B10
TB30
-
TB33
-
Diagram10 C4 Diagram10 C4
TB36
TB21
Diagram13 B10 Diagram13 B11
TB33
F15
Diagram10 A4 Diagram10 J4
Diagram14 J13 Diagram14 J13
TB36
-
VEC-91
-
Diagram4
K14
Diagram7
L2
TB21
-
TB24
-
Diagram5
L10
TB27
-
Diagram6
B10
TB30
-
-
-
VEC-91
-
Diagram4
K14
L2
TB21
-
TB24
-
Diagram5
L10
TB27
-
Diagram6
B10
TB30
-
TB33
-
Diagram10 C4 Diagram10 C4
TB36
Diagram6
Diagram13 B11 Diagram13 H5
TB33
-
Diagram10 J4 Diagram10 J4
Diagram14 J13 Diagram14 J13
TB36
-
VEC-91
-
Diagram4
L14
SWITCH ACCUMULATOR PRESSURE #1 (ACC...
-
TB21
-
-
Diagram5
L10
TB27
-
Diagram6
B10
TB30
-
-
-
VEC-91
-
Diagram5
C6
-
TB24
-
Diagram5
L10
TB27
-
Diagram6
B10
TB30
-
TB33
-
Diagram10 C4 Diagram10 H4
TB36
TB21
Diagram13 H5 Diagram13 H5
TB33
-
Diagram10 J4 Diagram10 J4
TB24
SWITCH ACCUMULATOR PRESSURE #2 (ACC...
Diagram13 M2 Diagram13 M2
Diagram14 J13 Diagram14 J13
TB36
-
VEC-91
-
Diagram5
C17
Diagram10 D12 Diagram10 E12
SWITCH AUTOLUBE LEVEL (OPT)
-
TB21
-
-
Diagram5
O6
TB27
-
Diagram6
C8
TB30
-
-
-
VEC-91
-
Diagram5
F14
-
TB24
-
Diagram5
O7
TB27
-
Diagram6
C8
TB30
-
TB33
-
Diagram10 H4 Diagram10 H4
TB36
TB21
Diagram13 I5 Diagram13 J11
TB33
-
Diagram10 K4 Diagram11 H4
TB24
SWITCH AUTOLUBE PRESSURE
Diagram13 O19 Diagram13 L16
Diagram14 K13 Diagram14 L7
TB36
-
VEC-91
-
Diagram5
L4
Diagram14 M3 Diagram14 N2
SWITCH AUX BOX DOME LIGHT (DLS)
-
Diagram5
TB21
-
TB24
-
Diagram5
O7
TB27
-
Diagram6
C8
TB30
-
-
-
VEC-91
-
Diagram5
M5
TB21
-
TB24
-
Diagram6
G9
TB27
-
Diagram6
D8
TB30
-
TB33
-
TB36
-
-
Diagram5
M5
SWITCH BODYUP OVERRIDE / RESET (ORS...
-
TB21
-
TB24
-
Diagram6
G10
TB27
-
Diagram6
D8
TB30
-
-
-
VEC-91
-
Diagram5
O5
Diagram7
TB21
-
TB24
-
Diagram7
A12
TB27
-
Diagram6
D8
TB30
-
TB33
-
Diagram10 H4 Diagram10 H4
TB36
-
Diagram13 J11 Diagram13 J11
TB33
SWITCH BRAKE LOCK
Diagram12 E4 Diagram12 E4
Diagram14 L7 Diagram14 L8
VEC-91
Diagram14 L3 Diagram14 N2
Diagram12 F7 Diagram10 J7
Diagram10 H4 Diagram10 H4
TB36
-
Diagram13 J11 Diagram13 J11
TB33
SWITCH BODY-UP PROXIMITY
Diagram11 H4 Diagram11 H4
Diagram14 L7 Diagram14 L7
TB36
-
VEC-91
-
Diagram6
A12
Diagram10 B12 Diagram10 G12
SWITCH BRAKE TEST
-
TB21
-
-
Diagram7
A12
TB27
-
Diagram6
D8
TB30
-
-
-
VEC-91
-
Diagram6
B12
-
TB24
-
Diagram7
F13
TB27
-
Diagram6
D8
TB30
-
TB33
-
Diagram10 I4 Diagram10 I4
TB36
TB21
Diagram13 J11 Diagram13 J11
TB33
-
Diagram12 E4 Diagram12 G5
TB24
SWITCH CAB LADDER LIGHT
Diagram12 P9 Diagram9 G3
Diagram14 L8 Diagram14 L8
TB36
-
VEC-91
-
Diagram6
B12
SWITCH CAB SECONDARY ENGINE SHUTDOW... -
Diagram4
TB21
-
-
Diagram7
F13
TB27
-
Diagram6
D8
TB30
-
-
-
VEC-91
-
Diagram6
B12
TB21
-
TB24
-
Diagram7
F13
TB27
-
Diagram6
D8
TB30
-
TB33
-
TB36
-
-
Diagram6
B12
-
Diagram7
G18
SWITCH COMBO
-
TB21
-
TB24
-
Diagram7
H13
TB27
-
Diagram6
D8
TB30
-
-
-
VEC-91
-
Diagram6
C12
-
SWITCH COMBO
-
Diagram9
TB21
-
TB24
-
Diagram7
H13
TB27
-
Diagram6
D10
TB30
-
TB33
-
TB36
-
-
Diagram6
J9
-
SWITCH COMBO
-
TB21
-
-
Diagram7
H13
TB27
-
Diagram6
D11
TB30
-
-
-
VEC-91
-
Diagram6
L10
Diagram7
O15
SWITCH COOLANT LEVEL TIER 1
-
TB21
-
TB24
-
Diagram7
J16
TB27
-
Diagram6
E10
TB30
-
TB34
-
Diagram13 P5 Diagram4 B5
TB36
-
Diagram13 K11 Diagram13 K11
TB33
SOLENOID ENGINE SHUTTER (OPT)
Diagram12 G5 Diagram12 H5
TB24
Diagram11 F4 Diagram11 E4
Diagram11 N2 Diagram7 C5
Diagram14 M14 Diagram14 M14
VEC-91
SOLENOID BRAKE LOCK
Diagram13 N19 Diagram7 L20
Diagram10 I4 Diagram13 P5
TB36
SOLENOID AUTO LUBE
Diagram13 J11 Diagram13 J11
TB33
Diagram14 H19 Diagram14 G19
Diagram12 G5 Diagram12 G5
Diagram14 M8 Diagram14 M14
VEC-91
SHIFTER DIRECTION SELECTOR
Diagram15 I3 Diagram8 I14
Diagram10 I4 Diagram10 I4
TB36
-
Diagram13 J11 Diagram13 J11
TB33
SWITCH CAMERA (OPT)
Diagram12 G5 Diagram12 G5
TB24
-
Diagram13 H1 Diagram7 G20
Diagram14 L8 Diagram14 M7
TB36
-
VEC-91
-
Diagram6
L10
SOLENOID ETHER START (OPT)
-
Diagram7
P14
SWITCH COOLANT LEVEL TIER 2
-
Diagram6
C5
TB21
-
TB24
-
Diagram7
J16
TB27
-
Diagram6
E10
TB30
-
-
Diagram4
B5
TB36
-
VEC-91
-
Diagram8
G15
SOLENOID HOIST LIMIT
-
SWITCH DATA STORE (DSSW)
-
-
TB24
-
-
Diagram6
E10
TB30
-
TB34
-
Diagram8
E16
TB36
-
-
Diagram8
G15
-
TB21
-
TB24
-
TB27
-
Diagram6
E10
TB30
-
-
Diagram8
E16
TB36
-
VEC-91
-
Diagram9
K3
SOLENOID STEERING BLEED DOWN
-
SWITCH DISPLAY MODE #1
-
Diagram8
D10
TB21
-
TB24
-
-
Diagram6
E10
TB30
-
TB34
-
Diagram8
J5
TB36
-
-
Diagram9
K3
SWITCH DISPLAY MODE #2
-
Diagram8
B10
TB21
-
TB24
-
TB27
-
Diagram6
E11
TB30
-
-
Diagram8
J6
TB36
-
VEC-91
-
Diagram10 A5
SP08
-
Diagram5
H8
SWITCH DRIVERS SEAT BELT
-
TB21
-
TB24
-
-
Diagram6
E11
TB30
-
TB34
-
Diagram8
K5
TB36
-
-
Diagram10 C5
-
Diagram5
H8
SWITCH ENGINE OIL RESERVE PRESS T1 ...
-
TB21
-
TB24
-
TB27
-
Diagram6
E11
TB30
-
-
Diagram8
K5
TB36
-
VEC-91
-
Diagram10 D14
Diagram9
M7
SP10
-
Diagram5
I8
SWITCH ENGINE OIL RESERVE PRESS T2 ...
-
Diagram6
M3
TB21
-
TB24
-
TB27
-
Diagram6
E11
TB30
-
TB34
-
Diagram8
L5
TB36
-
-
Diagram10 F6
Diagram9
G20
SP11
-
Diagram5
J8
SWITCH ENGINE PRELUBE OIL PRESS (PL...
-
Diagram3
M9
TB21
-
TB24
-
TB27
-
Diagram6
E11
TB30
-
-
Diagram8
L5
TB36
-
VEC-91
-
Diagram10 H15
Diagram9
G20
SP12
-
Diagram5
H4
SWITCH ENGINE RUN OIL PRESSURE T1 (...
-
Diagram7
M2
TB21
-
TB24
-
TB27
-
Diagram6
E11
TB30
-
TB34
-
Diagram8
L9
TB36
-
-
Diagram10 L15
-
Diagram9
D20
SP13
-
Diagram5
I4
SWITCH ENGINE RUN OIL PRESSURE T2 (...
-
Diagram6
M1
TB21
-
TB25
-
TB27
-
Diagram6
F10
TB31
-
Diagram6
F8
TB34
-
Diagram8
L9
TB36
-
VEC-91
-
Diagram10 M15
LAMP DECK LIGHT #1 (OPT LOCATION)
-
Diagram9
F21
SP14
-
Diagram5
I4
SWITCH FOG LAMP (OPT)
-
Diagram9
B4
TB21
-
Diagram14 L19 Diagram14 M18
Diagram14 N14 Diagram14 N14
VEC-91
LAMP DECK LADDER LIGHT #1
Diagram13 I12 Diagram4 B15
Diagram13 L11 Diagram13 L11
TB34
LAMP CONTROL CABINET WORK LIGHT #2 -
Diagram14 L18 Diagram14 L18
Diagram14 N14 Diagram14 N14
VEC-91
LAMP CONTROL CABINET WORK LIGHT #1 -
Diagram11 K4 Diagram13 I11
Diagram13 K11 Diagram13 L11
TB34
-
Diagram14 K18 Diagram14 K19
Diagram14 N14 Diagram14 N14
VEC-91
SP09
Diagram10 K14 Diagram11 K4
TB27
-
Diagram13 A14 Diagram7 M3
Diagram13 K11 Diagram13 K11
TB34
Diagram11 H19 Diagram11 G19
Diagram13 D13 Diagram14 K18
Diagram14 N14 Diagram14 N14
VEC-91
-
Diagram10 I14 Diagram10 K14
TB27
SONALERT (SONA)
Diagram13 C11 Diagram8 E13
Diagram13 K11 Diagram13 K11
TB34
Diagram11 J19 Diagram11 I19
Diagram13 D13 Diagram13 D13
Diagram14 N8 Diagram14 N8
VEC-91
SWITCH DC POWER OFF - REST SWITCH
Diagram10 D16 Diagram10 I14
TB27
-
Diagram10 J8 Diagram12 M8
TB21
SOLENOID PARK BRAKE
Diagram10 O18 Diagram6 H14
Diagram13 K11 Diagram13 K11
TB34
Diagram11 E17 Diagram11 D17
Diagram12 H5 Diagram12 H5
Diagram14 N7 Diagram14 N7
TB25
-
Diagram4
B15
TB27
-
Diagram6
F10
TB31
-
Diagram6
H9
TB34
-
Diagram8
L9
TB36
-
VEC-91
-
Diagram11 K3
LAMP DECK LIGHT #2
-
Diagram9
E20
SP15
-
Diagram5
J4
SWITCH GRID DRY
-
TB21
-
-
Diagram4
B15
TB27
-
Diagram6
F11
TB31
-
Diagram6
H9
TB34
-
Diagram9
B8
TB36
-
VEC-91
-
Diagram11 M11
-
Diagram9
E21
SP100
-
Diagram5
D19
SWITCH HAZARD LIGHTS
-
TB22
-
Diagram14 M18 Diagram4 D14
TB25
LAMP DIAGONAL LADDER LIGHT #1
Diagram12 N8 Diagram9 M7
Diagram14 N14 Diagram14 N14
TB25
-
Diagram4
B15
TB27
-
Diagram6
F11
TB31
-
Diagram6
I9
TB34
-
Diagram9
B8
TB36-J5 -
VEC-91
-
Diagram12 G20
LAMP GREEN PAYLOAD LEFT
-
SP102
-
Diagram5
E19
SWITCH HEADLIGHTS
-
Diagram8
TB22
-
Diagram4
D14
TB25
-
Diagram4
C19
TB27
-
Diagram6
F11
TB31
-
Diagram6
I9
TB34
-
Diagram9
B14
TB36-K5 -
VEC-91
-
Diagram14 L15
LAMP GREEN PAYLOAD RIGHT
-
Diagram14 I19 Diagram14 G19
Diagram12 L5 Diagram14 N14
SP103
-
Diagram5
E19
SWITCH HEATED MIRROR (OPT)
-
TB22
-
Diagram4
F13
TB25
-
Diagram4
C20
TB27
-
Diagram6
F14
TB31
-
Diagram6
I9
TB34
-
Diagram9
B14
TB60
-
-
Diagram15 F7
-
SP104
-
Diagram5
C19
SWITCH HOIST LIMIT
-
TB22
-
Diagram4
F13
TB25
-
Diagram7
F9
TB27
-
Diagram6
F14
TB31
-
Diagram6
I9
TB34
-
Diagram9
F5
TB60
-
LAMP HIGH MOUNT LEFT HI-BEAM
-
Diagram11 D17 Diagram8 L15
Diagram10 N17 Diagram10 N17
VEC-91
LAMP HID BACKUP BERM AXLE (OPT)
Diagram14 B3 Diagram10 N19
SP106
-
Diagram4
B5
SWITCH HORN BUTTON
-
-
Diagram4
F13
TB25
-
Diagram7
F9
TB27
-
Diagram6
F14
TB31
-
Diagram6
I9
TB34
-
Diagram9
F5
TB60
-
-
Diagram8
P15
SP107
-
Diagram3
N11
SWITCH HYDRAULIC FILTER #1
-
Diagram11 K16 Diagram13 E13
TB22
LAMP HIGH MOUNT LEFT LOW-BEAM
TB22
-
Diagram5
M6
TB25
-
Diagram7
F9
TB27
-
Diagram6
F14
TB31
-
Diagram6
I9
TB34
-
Diagram9
F6
TB60
-
LAMP HIGH MOUNT RIGHT HI-BEAM
-
Diagram8
M15
SP108
-
Diagram3
M11
SWITCH HYDRAULIC FILTER #2
-
-
Diagram5
M7
TB25
-
Diagram7
-
Diagram6
F18
TB31
-
-
Diagram9
F6
TB60
-
P15
SP112
-
Diagram6
A3
SWITCH HYDRAULIC LAMP
-
TB22
-
Diagram5
M7
TB25
-
TB27
-
Diagram6
F19
TB31
-
Diagram10 K4 Diagram10 K4
TB34
Diagram8
TB34
-
Diagram9
F11
TB60
-
LAMP HYDRAULIC CABINET #1
-
SP113
-
Diagram6
A4
SWITCH HYDRAULIC PUMP MOD LAMP (OPT...
-
-
Diagram5
M7
TB25
-
TB27
-
Diagram6
G8
TB31
-
-
-
-
Diagram6
B5
SWITCH KEY (KEYSW)
-
TB22
-
Diagram5
M7
TB25
-
TB28
-
Diagram4
K9
TB31
-
TB34
-
TB60
-
LAMP HYDRAULIC PUMP MOD (OPT)
-
Diagram10 C20 Diagram3 G19
SP115
-
Diagram6
B4
SWITCH LEFT ENGINE SERVICE LAMP (LE...
-
TB22
-
Diagram6
J10
TB25
-
TB28
-
Diagram4
K9
TB31
-
-
-
Diagram6
B5
SWITCH LEFT GROUND LEVEL SHUTDOWN (...
-
TB22
-
Diagram6
J10
TB25
-
TB28
-
Diagram4
K9
TB31
-
TB34
-
TB60
-
Diagram6
SWITCH LEFT LADDER LIGHT GND LVL (L...
-
Diagram9
TB22
-
Diagram7
N10
TB25
-
TB28
-
Diagram4
K9
TB31
-
-
-
TB22
-
Diagram7
N10
TB25
-
TB28
-
Diagram4
K12
TB31
-
TB34
-
TB60
-
TB22
-
Diagram8
I6
TB25
-
Diagram12 I5 Diagram12 I5
Diagram14 G8 Diagram14 G8
TB60
-
Diagram10 L4 Diagram10 L4
TB34
SWITCH LEFT WINDOW
E6 Diagram10 J18 Diagram13 F14
Diagram12 I5 Diagram12 I5
Diagram14 G8 Diagram14 G8
TB60
-
Diagram10 K4 Diagram10 K4
TB34
SP116
Diagram10 E15 Diagram4 C1
Diagram12 I5 Diagram12 I5
Diagram13 N11 Diagram13 N11
TB60
SP114
Diagram10 K4 Diagram10 K4
TB34
-
Diagram10 C20 Diagram4 E9
TB22
LAMP HYDRAULIC CABINET #2
Diagram11 O13 Diagram11 P13
F9 Diagram12 H5 Diagram12 H5
TB27
-
Diagram13 E14 Diagram11 N11
TB22
LAMP HIGH MOUNT RIGHT LOW-BEAM
TB28
-
Diagram4
K12
TB31
-
-
-
Diagram8
I7
TB25
-
TB28
-
Diagram5
D3
TB31
-
TB34
-
TB60
-
TB22
-
Diagram9
J8
TB25
-
Diagram12 I5 Diagram12 I5
Diagram14 G8 Diagram14 G8
TB60
-
Diagram10 L4 Diagram10 L4
TB34
TB22
TB28
-
Diagram5
D3
TB31
-
-
-
-
Diagram9
J8
TB25
-
TB28
-
Diagram5
D3
TB31
-
TB34
-
TB60
-
H20 Diagram13 F14 Diagram3 C17
TB22
-
Diagram9
J8
TB25
-
Diagram12 J5 Diagram12 J5
Diagram14 I7 Diagram14 I8
TB60
TB22
Diagram10 L4 Diagram10 L4
TB34
G15
TB28
-
Diagram6
I9
TB31
-
-
-
Diagram9
J8
TB25
-
TB28
-
Diagram6
I9
TB31
-
TB34
-
TB60
-
TB22
-
Diagram9
L1
TB25
-
Diagram12 J5 Diagram12 J5
Diagram14 K13 Diagram14 K13
TB60
-
Diagram10 L4 Diagram10 L4
TB34
TB22
TB28
-
Diagram6
I9
TB31
-
-
-
-
Diagram9
L1
TB25
-
TB28
-
Diagram6
I9
TB31
-
TB34
-
TB60
-
TB22
-
Diagram9
TB25
-
TB28
-
Diagram6
I9
TB31
-
-
Diagram6
G19
TB60
-
TB22
-
TB25
-
TB28
-
Diagram6
I9
TB31
-
TB35
-
Diagram6
G19
TB60
-
TB22
-
TB25
-
Diagram12 J5 Diagram12 J5
Diagram10 M5 Diagram10 M5
TB35
Diagram10 E22 Diagram4 E2
L1 Diagram11 B5 Diagram11 B5
Diagram12 J5 Diagram12 J5
Diagram14 L13 Diagram14 L13
TB60
TB22
Diagram10 L4 Diagram10 M5
TB34
Diagram11 N18 Diagram10 K10
TB28
-
Diagram6
K9
TB31
-
-
Diagram6
G19
TB60
-
-
Diagram11 K13 Diagram11 K13
TB25
-
TB28
-
Diagram6
K9
TB31
-
TB35
-
Diagram6
G19
TB60
-
TB25
-
Diagram12 J5 Diagram12 J5
Diagram10 M5 Diagram10 M5
TB35
TB22
TB28
-
Diagram6
M10
TB31
-
-
Diagram8
F16
TB60
-
TB25
-
TB28
-
Diagram6
M10
TB31
-
TB35
-
Diagram8
F16
TB60
-
TB25
-
Diagram12 J5 Diagram12 J5
Diagram10 M5 Diagram10 M5
TB35
Diagram12 C5 Diagram12 C5
TB28
-
Diagram6
M10
TB31
-
-
Diagram8
G12
TB61
-
TB25
-
TB28
-
Diagram6
M10
TB31
-
TB35
-
Diagram8
G12
TB61
-
TB25
-
Diagram12 K5 Diagram12 K5
Diagram10 M5 Diagram10 M5
TB35
Diagram12 C6 Diagram12 C6
TB28
-
Diagram6
-
-
Diagram9
I14
TB61
-
-
TB28
-
TB31
-
TB35
-
Diagram9
I14
TB61
-
TB25
-
Diagram12 O4 Diagram12 O4
Diagram10 M5 Diagram10 N7
TB35
TB25
TB28
-
M10 Diagram12 G18 Diagram12 G18
TB31
Diagram12 H5 Diagram12 H5
TB31
-
-
Diagram9
I14
TB61
-
TB25
-
TB28
-
-
TB35
-
Diagram9
K14
TB61
-
-
TB28
-
Diagram12 G18 Diagram12 G18
TB31
TB25
Diagram12 O4 Diagram12 O4
Diagram10 N7 Diagram10 N7
TB35
Diagram12 H5 Diagram14 D6
TB31
-
-
Diagram9
K14
TB61
-
TB25
-
TB28
-
-
TB35
-
Diagram9
K14
TB61
-
-
TB28
-
Diagram13 A10 Diagram13 A11
TB31
TB25
Diagram13 F6 Diagram13 F6
Diagram10 N7 Diagram10 O7
TB35
Diagram14 D7 Diagram14 D7
TB31
-
-
Diagram9
K14
TB61
-
-
Diagram8
B15
TB28
-
TB31
-
TB35
-
Diagram9
K14
TB61
-
TB26
-
Diagram8
B15
TB28
-
Diagram13 G12 Diagram13 G12
Diagram10 O7 Diagram10 O7
TB35
TB26
TB31
-
-
Diagram9
K14
TB61
-
-
Diagram8
B15
TB28
-
Diagram13 H12
TB31
-
Diagram10 O7 Diagram10 O7
TB35
TB26
TB35
-
Diagram9
K14
TB61
-
LAMP LED MASTER DISCONNECT CLOSED -
E10
G4
J10
D18
K17
D17
J2
I9
-
Diagram3
H19
SP117
-
LAMP LED PROPEL LOCKOUT LOCKED OUT -
Diagram3
E19
SP135
-
LAMP LED PROPEL LOCKOUT ON
-
Diagram3
D19
SP138
-
B5 Diagram10 I16 Diagram10 K16
SWITCH LOW BRAKE ACCUM PRESSURE
-
LAMP LED STARTER LOCKOUT CLOSED
-
Diagram3
G19
SP142
-
Diagram9
J19
SWITCH LOW STEERING PRESSURE
-
LAMP LED STARTER LOCKOUT OPEN
-
Diagram3
F19
SP143
-
Diagram9
I19
SWITCH MANUAL BACKUP LIGHT
-
Diagram13 N2 Diagram11 C9
LAMP LEFT FOG
-
Diagram9
C21
SP144
-
Diagram9
I20
SWITCH MASTER GROUND DISCONNECT (DI...
-
Diagram3
LAMP LEFT LOWER ENGINE SERVICE
-
-
Diagram9
K20
SWITCH PARK BRAKE RELEASE PRESSURE
-
Diagram4
-
Diagram10 G13 Diagram10 F13
SP145
LAMP LEFT UPPER ENGINE SERVICE
SP146
-
Diagram9
K19
SWITCH PARK BRAKE SET
-
LAMP LOW MOUNT LEFT HI-BEAM
-
Diagram8
L15
SP147
-
Diagram9
L19
SWITCH PROPEL LOCKOUT (PLOS)
-
LAMP LOW MOUNT LEFT LOW-BEAM
-
Diagram8
N15
SP148
-
Diagram9
M17
SWITCH REAR SERVICE LAMP (PLS)
-
LAMP LOW MOUNT RIGHT HI-BEAM
-
Diagram8
N15
SP149
-
Diagram9
M17
SWITCH RETARD SPEED CONTROL (RSCS)
-
LAMP LOW MOUNT RIGHT LOW-BEAM
-
Diagram8
O15
SP150
-
Diagram9
G19
SWITCH RIGHT ENGINE SERVICE LAMP (R...
-
LAMP MARKER/TURN LEFT FRT DECK
-
Diagram9
J21
SP151
-
Diagram9
G19
SWITCH RIGHT GROUND LEVEL SHUTDOWN ... -
LAMP MARKER/TURN LEFT SIDE DECK
-
Diagram9
I21
SP155
-
Diagram5
M11
SWITCH RIGHT LADDER LIGHT GND LVL (...
-
Diagram9
LAMP MARKER/TURN RIGHT FRT DECK
-
Diagram9
K21
SP156
-
Diagram5
-
-
Diagram9
L21
SP157
-
SWITCH ROTATING BEACON (OPT)
-
Diagram10 K18 Diagram14 E3
TB22
-
TB22
-
LAMP REAR SERVICE
-
SP159
-
SWITCH SERVICE BRAKE DEGRADE PRESSU...
-
-
-
SP160
-
Diagram7
SWITCH SERVICE BRAKE PSI
-
Diagram13 G14 Diagram6 G14
TB22
LAMP RED PAYLOAD LEFT
Diagram11 O14 Diagram14 H19
M11 Diagram15 G15 Diagram7 G17
SWITCH RIGHT WINDOW
LAMP MARKER/TURN RIGHT SIDE DECK
TB22
-
LAMP RED PAYLOAD RIGHT
-
-
Diagram6
-
-
-
SWITCH STEERING FILTER #1
-
Diagram13 O2 Diagram13 E16
TB22
SP165
TB22
-
LAMP RETARD OP-CAP
-
SP166
-
SWITCH TRACTION MOTOR PRESSURE (BPS...
-
-
-
SP167
-
TB-HTST
-
TB22
-
LAMP RIGHT FOG
-
Diagram9
SP168
-
TB-HTST
-
-
-
SP169
-
TB-HTST
-
TB22
-
LAMP RIGHT UPPER ENGINE SERVICE
-
SP171
-
Diagram11 N15 Diagram11 O11
Diagram15 M2 Diagram15 M2
TB22
LAMP RIGHT LOWER ENGINE SERVICE
B21 Diagram10 G21 Diagram10 F21
Diagram11 L16 Diagram11 L16
Diagram12 E8 Diagram15 L2
TB22
LAMP RETARD RIGHT REAR
Diagram11 J12 Diagram11 I16
H15 Diagram10 G22 Diagram10 C21
SWITCH STEERING BLEED PRESSURE
-
Diagram14 F19 Diagram11 H16
SP161
LAMP RETARD LEFT REAR
TB-HTST
-
-
-
SP172
-
-
TB22
-
-
SP173
-
Diagram11 G18 Diagram11 G17
TB-HTST
LAMP STOP/TAIL LEFT
Diagram11 I12 Diagram11 E17
Diagram15 M2 Diagram15 M2
TB22
LAMP SERVICE BRAKE OP-CAB
TB-HTST
-
TB23
-
LAMP STOP/TAIL RIGHT
-
Diagram11 F17
SP174
-
Diagram11 H17
TB-HTST
-
Diagram15 M2 Diagram15 N2
Diagram14 D7 Diagram4 E12
TB23
-
Diagram4
LAMP LED MASTER DISCONNECT OPEN
L18
H6
E12
Diagram10 N18 Diagram10 N18 Diagram11 C15 Diagram11 C15 Diagram11 C15 Diagram11 C15 Diagram11 D15 Diagram11 D15 Diagram11 G12 Diagram11 G12 Diagram11 G13 Diagram11 G13 Diagram11 H12 Diagram11 H12 Diagram11 H13 Diagram11 H13 Diagram11 H13 Diagram11 H13 Diagram11 M15 Diagram11 M15 Diagram13 L15 Diagram13 L15 Diagram13 L15 Diagram13 L15 Diagram11 B15 Diagram11 B15 Diagram11 B15 Diagram11 B15 Diagram11 B15 Diagram11 B15 Diagram11 F13 Diagram11 F13 Diagram11 F13 Diagram12 F9 Diagram12 F9 Diagram12 F9
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 19 of 20
CONNECTOR TABLE CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
12VCN-12VA Diagram5 D5 12VCN-12VB Diagram5 D5 12VCN-24VA Diagram5 D5 12VCN-GND Diagram5 D5 12VPR-(+)
Diagram5 D9
12VPR-30
Diagram5 D10
12VPR-(-)
12VPR-87
24VDC-A1 24VDC-A2 24VDC-A3 24VDC-A4 24VDC-B1 24VDC-B2 24VDC-B4 ACCBD ACCBD
ACCP1-C
ACCP1-NO ACCP2-C
ACCP2-NO ACPSW ACPSW AHS
ALLR-85 ALLR-86 ALLR-88
ALLR-88A ALLSW ALLSW
ALT (+) ALT (-) ALT1 ALT2
ALT_SEN ATFS
ATFS_CP ATS
BAT(-)-1 BAT(-)-2 BAT(-)-3 BAT(-)-4 BAT(-)-5 BAT(-)-6 BAT1(+) BAT1(-)
BAT2(+) BAT2(-)
BAT3(+) BAT3(-)
BAT4(+) BAT4(-) BDS BDS BLS BLS
BPS
BPSW-COM BPSW-NC
BPSW-NO BULR-(+) BULR-(-) BULR-30 BULR-87
BUS24V-1 BUS24V-2 BUS24V-3 BUS24V-4 BUS24V-5
BUS24V-6 BUS24V-7 BUS24V-8 BUS24V-9
BUS24V-10 BUS24V-11 BUSW BUSW
CB60-1 CB60-2 CDL
CDL1 CDL1 CDL2 CDL2 CNA
CNLIN CNLO
CNRIN CON1 CON2 CON3 CON4 D1 D1 D2 D2 D3 D3 D4 D4 D9 D9
D10 D10 D15 D15 D26 D26 D70 D70 D71 D71 D87 D87
DIAG1 DIAG2 DIAG3 DIAG4 DIAG5 DIAG6 DIAG7 DIAG8 DID
DISC(-)-1 DISC(-)-2 DISC(-)-3 DISC(-)-4 DISC(-)-5
DISC(-)-6 DISC(-)-7
Diagram5 D10 Diagram5 D9 Diagram5 A5 Diagram5 A5 Diagram5 A5 Diagram5 A5 Diagram5 B5 Diagram5 B5 Diagram5 B5
Diagram13 C11 Diagram13 C12 Diagram13 M3 Diagram13 M2 Diagram13 M3 Diagram13 M2 Diagram13 N2 Diagram13 N2
Diagram11 L18
Diagram9 F13 Diagram9 F12 Diagram9 F12 Diagram9 F13
Diagram13 O19 Diagram13 O19 Diagram3 K7 Diagram3 K7
Diagram15 O12 Diagram15 O12 Diagram3 K7
Diagram15 K16 Diagram15 K16 Diagram13 L16 Diagram3 F4 Diagram3 F5 Diagram3 F5 Diagram3 F4 Diagram3 F4 Diagram3 F5
Diagram3 D2 Diagram3 D2 Diagram3 D4 Diagram3 D3 Diagram3 E2 Diagram3 E2 Diagram3 E4 Diagram3 E3
Diagram13 G14 Diagram13 G14 Diagram7 L20 Diagram7 L20 Diagram13 K1 Diagram12 E8 Diagram12 E9 Diagram12 E9
Diagram11 D9 Diagram11 D9 Diagram11 D9 Diagram11 D9 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram3 E6 Diagram12 F7 Diagram12 F8
Diagram5 D7 Diagram5 D6
Diagram9 M7
Diagram9 G20 Diagram9 G21 Diagram9 G20 Diagram9 G21 Diagram12 J20 Diagram14 J17 Diagram14 J17 Diagram14 J14 Diagram15 P4 Diagram15 P4
Diagram15 M5 Diagram15 M5
Diagram11 L16 Diagram11 L17
Diagram6 H14 Diagram6 H14
Diagram7 M20
CONNECTOR TABLE
CONNECTOR DIAGRAM
Diagram5 C21
DL3
Diagram5 D21
DL2 DL4 DL5 DL6
DLS-2 DLS-3 DRL
DSSW-C
DSSW-NO ECHTR1 ECHTR2 EOH1 EOH2
EOPSW-1 EOPSW-2 EOPSW1 EOPSW2 EOTS
ESDS -1 ESDS-2
ESDSR-1 ESDSR-2 ESLT-3
ESLT-C
ESLT-NO ESOL ESOL
ESREL1-85 ESREL1-86 ESREL1-88
Diagram8 D13 Diagram11 N3 Diagram11 N3
Diagram13 C11 Diagram13 C12 Diagram3 C18 Diagram3 C19 Diagram12 M7 Diagram12 M7
Diagram3 N13 Diagram3 N13 Diagram12 J9
Diagram6 I13 Diagram12 J9
Diagram15 D17 Diagram13 H17 Diagram12 E18
Diagram14 O19 Diagram12 K9
Diagram3 F15
Diagram3 G15
Diagram10 J9 Diagram10 J8
Diagram15 L7
Diagram15 M7 Diagram15 N7 Diagram15 N7
Diagram6 M1 Diagram6 M2 Diagram7 M2 Diagram7 M2 Diagram15 N5 Diagram4 C1 Diagram4 C2 Diagram4 E1 Diagram4 E2
Diagram10 D14 Diagram10 D14 Diagram10 D14 Diagram7 P14 Diagram7 P14 Diagram3 F7 Diagram3 F6 Diagram3 F6
Diagram3 F7
Diagram4 C17
ESSOL
Diagram7 O15
ESS-B ESSOL
ESS_1-3 ESS_1-4 ETHER1 ETHER2
ETHER2FLS
FUS-1 FUS-2
GB1-A1 GB1-A2 GB1-A3
GB1-A4 GB1-B1 GB1-B2 GB1-B3 GB1-B4
GB3-A1 GB3-A3 GB3-B1 GB3-B3 GB8-1 GB8-2 GB8-3 GB8-4
GB10-A3 GB10-A4 GB10-B2 GB10-B4
GB10-C1 GB10-C3
GB10-D2 GB10-D3 GB10-D4 GB12-A1 GB12-A2 GB12-B1 GB12-B2
GB12-C2 GB12-C3 GB12-C4
GB12-D1 GB12-D2 GB12-D3 GB12-D4 GB31-D3
GB31A-A1 GB31A-A2 GB31A-A3 GB31A-A4 GB31A-B1
GB31A-B2
GB31A-B3
GB31A-B4
GB31A-C1 GB31A-C2 GB31A-C3
GB31A-D1
GB31A-D3
GB31A-D4 GB31B-A1
GB31B-A2
GB31B-A3
GB31B-A4 GB31B-B1 GB31B-B2 GB31B-B3 GB31B-B4
GB31B-C1
GB31B-C2
GB31B-C3
GB31B-C4
GB31B-D1 GB31B-D2 GB31B-D4 GB70-A1 GB70-A2 GB70-B2 GND
HBHR-85
HBHR-88a
Diagram3 G15
Diagram11 J12
ESS-A
Diagram3 G15 Diagram3 G15
Diagram5 D18
ESREL2-88a Diagram3 F7
HBHR-86
Diagram3 G15
Diagram5 D17
Diagram3 F7
Diagram12 I9
Diagram3 F15
Diagram5 F21
ESREL2-88
ESREL2-86
GB31A-D2
Diagram8 D13
Diagram5 E21
Diagram3 F7
Diagram9 K6
Diagram8 D13
Diagram5 E21
ESREL2-85
GB31A-C4
Diagram8 D12
Diagram5 D21
ESREL1-88a Diagram3 F7
Diagram7 M20 Diagram9 K6
ZONE
DL1
HBHR-88 HFSW1 HFSW1 HFSW2 HFSW2
HHMR-(+)
Diagram4 C17
Diagram7 O16 Diagram4 C17 Diagram4 C17 Diagram7 P12 Diagram7 P12 Diagram7 P13
Diagram13 D16
Diagram3 O10 Diagram3 O10 Diagram11 B19 Diagram11 B19 Diagram11 B19 Diagram11 I13
Diagram11 D19
Diagram11 M15 Diagram11 I13
Diagram11 M15 Diagram7 K5 Diagram6 K4
Diagram3 O15 Diagram3 O15 Diagram4 H22 Diagram13 F16 Diagram7 L21
Diagram11 O11 Diagram9 B5
Diagram7 J15
Diagram8 K13 Diagram8 B8 Diagram12 L6
Diagram15 M21 Diagram14 D1 Diagram8 G9 Diagram15 I2
Diagram5 M11 Diagram5 M11 Diagram5 M11 Diagram15 G14 Diagram10 K16 Diagram11 N6
Diagram15 D16 Diagram10 I16 Diagram10 I16
Diagram7 C14 Diagram10 K7 Diagram6 F8
Diagram5 E7 Diagram5 I3
Diagram5 E7
Diagram9 E13 Diagram5 E7 Diagram5 J3
Diagram5 E18 Diagram14 E7
Diagram5 M7 Diagram5 H3
Diagram5 J11 Diagram5 M7
Diagram7 O10 Diagram5 I3
Diagram15 I14 Diagram12 A4
Diagram6 M9 Diagram5 I7
Diagram14 J8
Diagram13 A10 Diagram8 K9 Diagram5 J7
Diagram12 N4 Diagram6 B8 Diagram6 B8
Diagram5 H7
Diagram14 K16
Diagram13 H14 Diagram6 B8
Diagram5 H7
Diagram4 H18 Diagram3 I9
Diagram3 I10 Diagram3 I10 Diagram14 I18 Diagram8 K8 Diagram8 K7 Diagram8 L7 Diagram8 L8
Diagram13 E13 Diagram13 E13 Diagram13 E14 Diagram13 E15 Diagram8 O7
CONNECTOR TABLE
CONNECTOR DIAGRAM HHMR-(-)
ZONE
Diagram8 O7
HHMR-(30) Diagram8 O7 HHMR-(87) Diagram8 O7 HIDBL
Diagram11 D17
HL1
Diagram11 O13
HIDBL_CP HL2
HLMR-(+) HLMR-(-)
HLMR-(30) HLMR-(87) HLS HLS
HLSW-1 HLSW-2 HMLHB HMLLB
HMRHB HMRLB
HOHTR1 HOHTR2 HOSTAT HPLT-3
HPLT-C
HPLT-NO HPML HPML
HPMS-1 HPMS-3
HPR-(+) HPR-(-) HPR-30 HPR-87 HPS1 HPS2 HS
IM1 IM1 IM1 IM1 IM1 IM1 IM1 IM1 IM1 IM1 IM1 IM2 IM2 IM2 IM2 IM2 IM2 IM2 IM2 IM2 IM2 IM2 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3 IM3
IPT1AX2 IPT1AX3 IPT1BX2 IPT1BX3
IPT1CX2 IPT1CX3 IPT2AX2 IPT2AX3 IPT2BX2 IPT2BX3
IPT2CX2 IPT2CX3 J01 J01 J01 J01 J01 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J02 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03 J03
Diagram11 D17 Diagram11 P13 Diagram8 N7 Diagram8 N7 Diagram8 N7 Diagram8 N7
Diagram10 N19 Diagram10 N19 Diagram11 N12 Diagram11 N11 Diagram8 L15
Diagram8 P15
Diagram8 M15 Diagram8 P15 Diagram15 P7 Diagram15 P7
Diagram15 O6
Diagram10 C16 Diagram10 C16 Diagram10 C16 Diagram10 C20 Diagram10 C21 Diagram10 C20 Diagram10 C21 Diagram11 K11 Diagram11 K12 Diagram11 L12 Diagram11 L11 Diagram13 H1 Diagram13 I1
Diagram10 O18 Diagram4 I7
Diagram4 K7 Diagram4 L7
Diagram7 I20
Diagram7 J20
Diagram8 G17 Diagram13 A7 Diagram13 B9 Diagram13 E7 Diagram13 I9
Diagram13 M9 Diagram4 H7 Diagram4 J7
Diagram7 J20 Diagram7 J20
Diagram8 D17 Diagram13 A9
Diagram13 C7
Diagram13 G7
Diagram13 H9 Diagram13 I9
Diagram13 P7
Diagram4 H7 Diagram4 H7 Diagram4 K7 Diagram5 B3
Diagram7 H20 Diagram7 J20
Diagram8 C17 Diagram11 I6
Diagram13 D7 Diagram13 D9 Diagram13 I7
Diagram13 L9 Diagram13 L9
Diagram13 O9
Diagram15 M9 Diagram15 M9 Diagram15 N9 Diagram15 N9 Diagram15 N9 Diagram15 N9 Diagram15 N9 Diagram15 N9
Diagram15 O9 Diagram15 O9 Diagram15 O9 Diagram15 O9
Diagram8 D13 Diagram8 G10 Diagram9 C7 Diagram10 P9
Diagram15 E11
Diagram4 C19
Diagram4 D16 Diagram6 I11
Diagram7 A13 Diagram7 E21
Diagram7 G16 Diagram8 J7
Diagram10 H8 Diagram10 L6
Diagram12 D5 Diagram12 I7
Diagram12 K7
Diagram13 A12
Diagram13 H14
Diagram14 O17 Diagram15 B13
Diagram15 D15 Diagram15 G11 Diagram4 E7
Diagram4 E11 Diagram5 N9
Diagram5 O9
Diagram6 K12 Diagram7 K16 Diagram7 K19 Diagram8 I8
Diagram8 J19 Diagram8 L3
Diagram9 B6 Diagram9 F4 Diagram9 J1 Diagram9 J6
Diagram9 L3
Diagram10 K15 Diagram11 B7
Diagram11 K15 Diagram11 L6
Diagram11 N7 Diagram12 P6
Diagram14 A5
Diagram14 D5
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
J03
Diagram15 M17
J04
Diagram8 E15
J04 J04 J04 J04 J04 J04 J04 J04 J6
J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J11 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J12 J13 J13 J13 J14 J14 J14 J14 J14 J14 J14 J14 J14 J15 J15 J16 J16 J16 J16 J16 J16 J16 J16 J16 J16 J16 J16 J16 J54 J55
J56_CP J57_CP
J170_CP J180_CP J190 J210 J211 J228 J229 J240 J240 J240 J240 J240 J240 J240
J262_CP J362 J372 J502 J502 J502 J502 J502 J502 J503 J503 J503 J503 J503 J503 J503
J504_CP J505
J505_CP J506 J511 J520
J520J533
J533_CP J534 J535 J536
J536_CP J537 J540
Diagram5 L12
Diagram8 K19 Diagram9 M4
Diagram11 J11
Diagram12 F17
Diagram12 G17 Diagram13 F4
Diagram14 E9
Diagram12 F16 Diagram4 E4
Diagram6 P12
Diagram7 O11 Diagram8 N12
Diagram8 O11 Diagram8 P11
Diagram9 B17 Diagram9 E16 Diagram9 G7
Diagram9 G10 Diagram9 L16
Diagram10 E19
Diagram10 G18 Diagram11 E8
Diagram13 O16 Diagram14 B9
Diagram14 D9
Diagram14 G15
Diagram15 H16 Diagram3 I4
Diagram4 B3
Diagram4 C4
Diagram6 N12 Diagram7 P8
Diagram8 L12
Diagram8 N11 Diagram8 P11
Diagram9 C17 Diagram9 F7
Diagram9 F10 Diagram9 F16 Diagram9 J16
Diagram10 D15 Diagram10 E18
Diagram10 G16 Diagram11 F8
Diagram11 L13
Diagram13 N16 Diagram14 C9
Diagram14 D9
Diagram14 I15 Diagram15 I16
Diagram15 N15
Diagram10 D10 Diagram13 M5 Diagram14 M5
Diagram9 G16 Diagram9 K17
Diagram10 C17 Diagram13 C9
Diagram13 C13 Diagram13 H3
Diagram13 L14 Diagram13 O5
Diagram15 K14 Diagram10 G9
Diagram15 K15
Diagram9 M16 Diagram10 N16
Diagram11 D14 Diagram11 H11 Diagram11 H11
Diagram11 M14 Diagram12 F6
Diagram13 D13 Diagram13 E11 Diagram13 J3
Diagram13 L13 Diagram14 N6
Diagram15 J17 Diagram11 J16
Diagram11 H16 Diagram10 A9
Diagram10 C9
Diagram6 O13 Diagram6 P14 Diagram6 P14
Diagram5 N18
Diagram5 M18 Diagram7 B12
Diagram7 C12
Diagram4 H19 Diagram6 H16 Diagram7 L17
Diagram10 O16 Diagram11 N10 Diagram13 G12 Diagram13 K3
Diagram15 N17 Diagram14 N17 Diagram13 I15
Diagram9 L18 Diagram11 E5
Diagram14 B11
Diagram14 D11 Diagram14 G18
Diagram15 H19 Diagram9 J18 Diagram11 F5
Diagram11 L15
Diagram14 C11
Diagram14 D11 Diagram14 I18 Diagram15 I19
Diagram6 N13 Diagram6 N14 Diagram6 N14
Diagram6 M14 Diagram13 O17 Diagram7 O14 Diagram7 O14 Diagram4 E3 Diagram4 E3
Diagram9 H7 Diagram9 E7
Diagram4 C3 Diagram4 C3
Diagram3 C20 Diagram9 F18
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
J540
Diagram9 J17
J540
Diagram10 E16
J540 J540 J540 J540 J540 J540 J540 J540 J541 J541 J541 J541 J541 J541 J541 J541 J541 J542 J542 J542 J542 J542 J543 J543 J543 J543 J543 J544
J544_CP J546_CP J547_CP J548_CP J549_CP J563
J563_CP J565 J601 J602 J651
J651_CP J653_CP J701 J701 J701 J701 J702 J702 J702 J702 J703 J704 J712 J730 J730
J731_CP J732_CP J801 J801
J801J801J808
J808J815
J815J830 JB1
JB4A JB4B
JB4C
JB4D JB4E
JB4H JB6A JB6B
JB6C JB6E
JB6G JB8A JB41
JB41-
Diagram10 D16 Diagram10 G14 Diagram11 F7
Diagram11 L14
Diagram14 C10
Diagram14 D10 Diagram14 I16 Diagram15 I17
Diagram9 E18 Diagram9 L17
Diagram10 E20
Diagram10 G20 Diagram11 E7
Diagram14 B10
Diagram14 D10 Diagram14 G16
Diagram15 H17 Diagram7 P10 Diagram8 L13
Diagram8 N13 Diagram8 P13
Diagram9 C19
Diagram7 O12 Diagram8 N13
Diagram8 O13 Diagram8 P13
Diagram9 B19 Diagram9 F20 Diagram9 F19
Diagram14 B12
Diagram14 C12
Diagram14 D13 Diagram14 D13 Diagram10 C19 Diagram10 C19
Diagram9 G18
Diagram5 M12 Diagram5 N12 Diagram15 K5 Diagram15 K5
Diagram12 K19 Diagram7 E11 Diagram10 N5
Diagram10 O5 Diagram10 P5
Diagram4 D13 Diagram7 N11 Diagram13 E10
Diagram15 K12 Diagram12 E10
Diagram11 M17 Diagram15 O1
Diagram13 D14 Diagram13 E12
Diagram9 M18 Diagram9 K18
Diagram3 M15 Diagram6 M6 Diagram7 M6 Diagram7 O5 Diagram6 I6 Diagram7 I6
Diagram3 M13 Diagram7 P3
Diagram15 O16 Diagram3 E18
Diagram6 H12 Diagram10 I10 Diagram11 M2
Diagram8 E10
Diagram7 A15 Diagram11 O3
Diagram10 J19
Diagram7 F17
Diagram7 D12 Diagram12 H20 Diagram11 L2
Diagram12 I18 Diagram6 G4 Diagram7 G4
KCNPR-(+) Diagram5 C9 KCNPR-(-)
Diagram5 C10
KCNPR-87
Diagram5 C9
KCNPR-30 KEYSW-B
KEYSW-BR KEYSW-C
Diagram5 C10 Diagram4 E8 Diagram4 E9 Diagram4 E9
KSWPR-(+) Diagram4 F8 KSWPR-(-)
Diagram4 F8
KSWPR-87
Diagram4 F8
KSWPR-30 L547 LBPS LBPS
LBUL LBUL
LCL1 LCL1 LCL2 LCL2
LDLLT LDLLT LDLT LDLT
LDML
LDML_CP LESLS-1 LESLS-2 LESLS-3 LFLT
LFSPK LLESL LLESL LLPS LLPS
LLSOL LLSOL
LLSW-1 LLSW-2 LLSW-3 LMLHB LMLLB
LMRHB LMRLB LP
LPLA LPLA
LPLG
Diagram4 F8 Diagram14 C13 Diagram13 F14 Diagram13 F14 Diagram11 F4 Diagram11 F4
Diagram9 I21 Diagram9 I21
Diagram9 J21 Diagram9 J21
Diagram9 E21 Diagram9 E21 Diagram9 F21 Diagram9 F21 Diagram15 I20 Diagram15 I20
Diagram10 E15 Diagram10 E15 Diagram10 E15
Diagram9 C21
Diagram5 M16 Diagram10 G13 Diagram10 G13 Diagram13 L16 Diagram13 L16
Diagram13 N19 Diagram13 N19 Diagram9 E6 Diagram9 E6 Diagram9 E6
Diagram8 L15
Diagram8 N15 Diagram8 N15
Diagram8 O15 Diagram6 I4
Diagram14 H18 Diagram14 H19 Diagram14 I18
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
LPLG
Diagram14 I19
LPLR
Diagram14 H19
LPLR
LRBH-(+) LRBH-(-) LRBL LRBL
LRBPS
LRBPS_CP LRL LRL
LRSPK LRSTL LRSTL
LSCL1 LSCL1 LSCL2 LSCL2 LUESL LUESL
M1-TA1 M1-TA2 M1-TB1 M1-TB2
M1-TC1 M1-TC2 M2-TA1 M2-TA2 M2-TB1 M2-TB2
M2-TC1 M2-TC2
MIRROR1 MIRROR2 MLLO
MLLON MLREL MLREL
MM/RPC ORPS-1 ORPS-2 ORPS1 ORPS2
ORS-A ORS-B
ORS_1-3 ORS_1-4 P01 P01 P01 P01 P1 P1
P01 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02 P02
P2A P2B
P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03 P03
P3A P3B
P04 P04 P04 P04 P04 P04 P04 P04 P04
P4A P4B P5
P6A P07 P07 P08 P08 P09 P09 P10 P11 P11 P11 P11 P11 P11 P11 P11 P11 P11
Diagram14 H18 Diagram11 C17 Diagram11 C17 Diagram11 E17 Diagram11 E17
Diagram15 K17 Diagram15 K18
Diagram11 H16 Diagram11 H17
Diagram5 N16 Diagram11 E17 Diagram11 E18 Diagram11 I19 Diagram11 I19
Diagram11 J19 Diagram11 J19
Diagram10 F13 Diagram10 F13
Diagram15 M12 Diagram15 M12 Diagram15 N12 Diagram15 N12 Diagram15 N12 Diagram15 N12 Diagram15 N12 Diagram15 N12
Diagram15 O12 Diagram15 O12 Diagram15 O12 Diagram15 O12 Diagram14 B14
Diagram14 C14
Diagram3 H19 Diagram3 G19 Diagram3 G16 Diagram3 G17 Diagram15 G16 Diagram6 M3 Diagram6 M3 Diagram7 M3 Diagram7 M4 Diagram10 I7 Diagram10 I8 Diagram10 I7 Diagram10 I8
Diagram8 D13 Diagram8 G10 Diagram9 C7 Diagram10 P9
Diagram12 I14
Diagram12 L14
Diagram15 E11
Diagram4 C19
Diagram4 D16 Diagram6 I11
Diagram7 A13 Diagram7 E21
Diagram7 G16 Diagram8 J7
Diagram10 H8 Diagram10 L6
Diagram12 D5 Diagram12 I7
Diagram12 K7
Diagram13 A12
Diagram13 H14
Diagram14 O17 Diagram15 B13
Diagram15 D15 Diagram15 G11 Diagram12 I14
Diagram12 K14 Diagram4 E7
Diagram4 E11 Diagram5 N9
Diagram5 O9
Diagram6 K12 Diagram7 K16 Diagram7 K19 Diagram8 I8
Diagram8 J19 Diagram8 L3
Diagram9 B6 Diagram9 F4 Diagram9 J1 Diagram9 J6
Diagram9 L3
Diagram10 K15 Diagram11 B7
Diagram11 K15 Diagram11 L6
Diagram11 N7 Diagram12 P5
Diagram14 A5
Diagram14 D5
Diagram15 M17 Diagram12 F14 Diagram12 L14 Diagram5 L12
Diagram8 E15
Diagram8 K19 Diagram9 M4
Diagram11 J11
Diagram12 F17
Diagram12 G17 Diagram13 F4
Diagram14 E9
Diagram12 E14 Diagram12 J14
Diagram12 K14 Diagram12 F16 Diagram11 O8 Diagram11 O8 Diagram11 P6 Diagram11 P6
Diagram11 O6 Diagram11 O6
Diagram11 M5 Diagram4 E4
Diagram6 P12
Diagram7 O11 Diagram8 N12
Diagram8 O12 Diagram8 P12
Diagram9 B17 Diagram9 E16 Diagram9 G7 Diagram9 G9
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
P11
Diagram9 L16
P11
Diagram10 G18
P11 P11 P11 P11 P11 P11 P11 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P12 P13 P13 P13 P14 P14 P14 P14 P14 P14 P14 P14 P14 P15 P15 P16 P16 P16 P16 P16 P16 P16 P16 P16 P16 P16 P16 P16 P18 P20 P20 P21 P21 P22 P22 P23 P23 P24 P24 P25 P25 P31 P31 P32 P32 P33 P33 P34 P34 P35 P35 P36 P36 P37 P37 P39 P39 P54 P55 P56 P57
P058 P059 P071 P071 P072 P072 P108 P108 P120 P121 P121 P121 P121 P121 P121 P140 P150 P151 P152 P153 P170 P180
P190_CP P202D P203B P204B P205B
P206D P207B P208B
P209D P210
P210B P211
P211B P212 P212
Diagram10 E19 Diagram11 E8
Diagram13 O16 Diagram14 B9
Diagram14 D9
Diagram14 G15
Diagram15 H16 Diagram3 I4
Diagram4 B3
Diagram4 C4
Diagram6 N12 Diagram7 P8
Diagram8 L12
Diagram8 N12 Diagram8 P12
Diagram9 C17 Diagram9 F7 Diagram9 F9
Diagram9 F16 Diagram9 J16
Diagram10 D15 Diagram10 E18
Diagram10 G15 Diagram11 F8
Diagram11 L13
Diagram13 N16 Diagram14 C9
Diagram14 D9
Diagram14 I15 Diagram15 I16
Diagram15 N15
Diagram10 D10 Diagram13 M4 Diagram14 M5
Diagram9 G16 Diagram9 K17
Diagram10 C17 Diagram13 C9
Diagram13 C13 Diagram13 H3
Diagram13 L14 Diagram13 O4
Diagram15 K14 Diagram10 G9
Diagram15 K15
Diagram9 M16 Diagram10 N16
Diagram11 D14 Diagram11 H11 Diagram11 H11
Diagram11 M14 Diagram12 F6
Diagram13 D13 Diagram13 E11 Diagram13 J3
Diagram13 L13 Diagram14 N6
Diagram15 J17 Diagram8 J12
Diagram8 B10 Diagram8 B10
Diagram8 D10 Diagram8 D10 Diagram9 B3 Diagram9 B4
Diagram11 C9 Diagram11 C9
Diagram9 G3 Diagram9 G3 Diagram8 I9
Diagram8 I10 Diagram15 I3 Diagram15 I3
Diagram14 E3 Diagram14 E3
Diagram14 B3 Diagram14 B3
Diagram12 N8 Diagram12 N9
Diagram12 M8 Diagram12 M9 Diagram9 M7 Diagram9 M8 Diagram12 P8 Diagram12 P9
Diagram7 K17 Diagram7 K18 Diagram11 J16
Diagram11 H16 Diagram10 A9
Diagram10 C9
Diagram10 K21 Diagram10 I21
Diagram10 K18 Diagram10 K18 Diagram10 J18 Diagram10 J18
Diagram7 G18 Diagram7 G19 Diagram11 K16 Diagram8 I14 Diagram8 I14 Diagram9 J2 Diagram9 J3
Diagram11 N2 Diagram11 N2
Diagram6 J14 Diagram14 L3
Diagram14 M3 Diagram14 N2 Diagram14 N2
Diagram6 O13 Diagram6 P14 Diagram6 P14 Diagram15 E2 Diagram15 E2 Diagram15 E5 Diagram15 E8 Diagram15 E5
Diagram15 E13 Diagram15 E14 Diagram15 E14
Diagram5 N18 Diagram15 E15
Diagram5 M18 Diagram15 E16
Diagram13 A14 Diagram13 A14
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
P212D
Diagram15 E16
P214D
Diagram15 E19
P213B P215B P216B
P218D P219D P235 P236 P237 P240 P240 P240 P240 P240 P240 P240 P246 P250 P250 P262 P263 P263 P264 P264 P301 P301 P301
P301B P302 P302 P302 P302 P302 P302
P302D P303 P303 P303 P303 P303 P303
P303B P304 P304 P304 P304 P304 P304 P304 P304 P304
P304B P305 P305 P305 P305
P305B
P306D P307B P308B
P309D P310B
P311D P315B P316B
P317D P318D P501 P502 P502 P502 P502 P502 P502 P503 P503 P503 P503 P503 P503 P503 P504
P505P506
P506_CP P507 P511 P520 P533 P534 P535 P536 P537 P540 P540 P540 P540 P540 P540 P540 P540 P540 P540 P540 P541 P541 P541 P541 P541 P541 P541 P541 P541 P542 P542 P542 P542 P542 P543 P543 P543 P543 P543 P544 P546 P547 P548 P549 P563
Diagram15 E18 Diagram15 E5 Diagram15 E8 Diagram15 E8
Diagram15 E10
Diagram10 O11 Diagram10 N11 Diagram10 P11
Diagram4 H19 Diagram6 H16 Diagram7 L17
Diagram10 O16 Diagram11 N10 Diagram13 G12 Diagram13 K3
Diagram14 O7
Diagram7 G20 Diagram7 G21
Diagram15 N17 Diagram15 N18 Diagram15 N19 Diagram14 O9
Diagram14 O11 Diagram10 G2
Diagram10 H2 Diagram12 F3
Diagram15 B4
Diagram4 C21
Diagram6 G20 Diagram10 N2
Diagram10 O2 Diagram12 A3
Diagram12 H3 Diagram15 C4
Diagram4 B21
Diagram6 G20 Diagram10 L2
Diagram10 P2 Diagram12 E3 Diagram12 L3
Diagram15 B4
Diagram4 C21 Diagram5 D3
Diagram7 F15 Diagram10 A2 Diagram10 K2
Diagram10 M2 Diagram12 D3
Diagram12 M3
Diagram14 M20 Diagram15 B7
Diagram4 D21 Diagram5 C3 Diagram10 I2
Diagram12 O3
Diagram15 B10 Diagram15 C7
Diagram15 B15 Diagram15 B16
Diagram15 C16 Diagram15 B18
Diagram15 C18 Diagram15 B7
Diagram15 B10
Diagram15 C10 Diagram15 C12 Diagram10 B11 Diagram9 L18 Diagram11 E6
Diagram14 B11
Diagram14 D11 Diagram14 G17
Diagram15 H19 Diagram9 J18 Diagram11 F6
Diagram11 L15
Diagram14 C11
Diagram14 D11 Diagram14 I17 Diagram15 I19
Diagram6 N13 Diagram6 N14
Diagram6 M14 Diagram6 M14 Diagram10 D11
Diagram13 O17 Diagram7 O14 Diagram4 E3
Diagram9 H7 Diagram9 E7
Diagram4 C3
Diagram3 C20 Diagram9 F18 Diagram9 J17
Diagram10 D17 Diagram10 E16
Diagram10 G14 Diagram11 F7
Diagram11 L14
Diagram14 C10
Diagram14 D10 Diagram14 I16 Diagram15 I17
Diagram9 E18 Diagram9 L17
Diagram10 E21
Diagram10 G20 Diagram11 E7
Diagram14 B10
Diagram14 D10 Diagram14 G16
Diagram15 H17 Diagram7 P10 Diagram8 L13
Diagram8 N13 Diagram8 P13
Diagram9 C19
Diagram7 O12 Diagram8 N13
Diagram8 O13 Diagram8 P13
Diagram9 B19 Diagram9 F19
Diagram14 B12
Diagram14 C12
Diagram14 D13 Diagram14 D13 Diagram10 C19
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
P565
Diagram9 G18
P602_CP
Diagram5 N12
P601_CP P650 P651 P652 P652 P653 P701 P701 P701 P701 P702 P702 P702 P702 P703 P704 P711 P712 P720 P721 P730 P730 P731 P732 P737 P800 P800 P801 P801 P802
P802P803 P803
P803P803P804
P804P805
P805P805P805P805P805P806
P806P806P806P806P806P806P806P808 P815 P820
P820P826 P830 P902 P903
PBPSW PBPSW PBRPS PBRPS PBS PBS PL PL
PLLO
PLMS-(+) PLMS-(-) PLMS-1 PLMS-2 PLON
PLOS-B1 PLOS-B2 PLOS-F1 PLOS-F2
PLPM-(+) PLPM-(-) PLPSW PLPSW PLREL PLREL
PLS-2 PLS-3
PLT-3
PLT-C
PLT-NO
PWR1-1 PWR1-2 PWR2-1 PWR2-2 R3 R3 R4 R4 R5 R5
R15 R15 R16 R16 R17 R17 R18 R18 R19 R19 R20 R20 R21 R21 R23 R23 R27 R27 R30 R30 R34 R34 R44 R44 R50 R50 R51 R51
R546
RBML
Diagram5 M12 Diagram15 K9 Diagram15 K5 Diagram15 K7 Diagram15 K8
Diagram12 K19 Diagram7 E11 Diagram10 N5
Diagram10 O5 Diagram10 P5
Diagram4 D13
Diagram7 M11 Diagram13 E11
Diagram15 K12 Diagram12 E10
Diagram11 M17 Diagram13 J16 Diagram13 I16
Diagram10 E11
Diagram10 G11
Diagram13 D14 Diagram13 E12
Diagram9 M18 Diagram9 K18
Diagram5 N20 Diagram3 N9
Diagram3 N10
Diagram3 M15 Diagram6 M6 Diagram6 C5 Diagram7 C5 Diagram6 L5 Diagram6 L5 Diagram7 L5 Diagram7 L6
Diagram6 B2 Diagram7 I2
Diagram6 D2 Diagram7 A2
Diagram7 C2 Diagram7 C2
Diagram7 D2 Diagram7 G2 Diagram6 G2 Diagram7 A2 Diagram7 B2
Diagram7 C2
Diagram7 D2 Diagram7 F2
Diagram7 G2 Diagram7 I2 Diagram6 I6
Diagram3 M13 Diagram6 H2 Diagram7 H2 Diagram6 I2
Diagram15 O16 Diagram8 F8
Diagram8 H8
Diagram13 F14 Diagram13 F14
Diagram4 H20 Diagram4 H21 Diagram6 H14 Diagram6 H14
Diagram11 O14 Diagram11 O14 Diagram3 E19
Diagram3 O12 Diagram3 O12 Diagram3 O12 Diagram3 O12 Diagram3 D19 Diagram3 C17 Diagram3 C17 Diagram3 C17 Diagram3 C17
Diagram3 O13 Diagram3 O14 Diagram3 M9
Diagram3 M10 Diagram3 D16 Diagram3 D17 Diagram11 N17 Diagram11 N18 Diagram11 N16
Diagram11 O16 Diagram11 O16 Diagram5 O11 Diagram5 O11 Diagram5 O11 Diagram5 O11 Diagram6 F12 Diagram6 F12 Diagram6 F12 Diagram6 F12 Diagram6 F16 Diagram6 F17
Diagram13 D12 Diagram13 D12 Diagram8 E12 Diagram8 E12 Diagram12 G7 Diagram12 G7
Diagram7 I15 Diagram7 I15
Diagram13 B12 Diagram13 B12 Diagram14 L19 Diagram14 L20 Diagram14 L19 Diagram14 L20 Diagram12 A7 Diagram12 A7
Diagram8 J10 Diagram8 J11
Diagram13 M14 Diagram13 M14 Diagram12 B7 Diagram12 B7
Diagram5 C8 Diagram5 C9 Diagram6 E8 Diagram6 E9
Diagram6 C9
Diagram6 C10 Diagram14 B13 Diagram15 J18
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
RBML1
Diagram15 J19
RBML2_CP
Diagram15 J20
RBML2
RBML_CP RBUL RBUL
RCL1 RCL1 RCL2 RCL2
RDLLT RDLLT RDLT RDLT
RDML
RDML_CP RECDR RECDR
RECDR-T1 RECDR-T1 RESLS-1 RESLS-2 RESLS-3 RFLT
RFSPK RLESL RLESL
RLSW-1 RLSW-2 RLSW-3 RPLA RPLA
RPLG RPLG RPLR RPLR
RRBB1 RRBB2
RRBH-(+) RRBH-(-) RRBL RRBL
RRBPS
RRBPS_CP RRL RRL
RRSPK RRSTL RRSTL
RSCL1 RSCL1 RSCL2 RSCL2
RSCS-A RSCS-B
RSCS_1-1 RSCS_1-2 RSCS_1-3 RSCS_1-4 RSCS_2-1 RSCS_2-2 RSP
RTMR1-A1 RTMR1-B2
RTMR1-C1 RTMR1-C2
RTMR1-D1 RTMR1-D2 RTMR1-F1 RTMR1-F2 RUESL RUESL SABS SABS SBL
SBPS SBPS
SDISC-1 SDISC-2 SDISC-3 SDISC-4 SDISC-5 SDISC-6 SDISC-7 SDISC-8 SFSW SFSW SLLO
SLON
SLREL SLREL
SONA(+) SONA(-) SPR_1 SPR_2 SPR_3 SPR_5 SPR_6 SPR_7 SPR_8 SPR_9
SPR_10 SPR_11 SPR_12 SPR_13 SPR_14 SPR_15 SPR_16 SPR_17 SPR_18 SPR_19 SPR_20 SPS
STRT1-1A
STRT1-1C STRT1-2A STRT1-2B STRT1-3
STRT1-4B
Diagram15 J20 Diagram15 J18 Diagram11 E4 Diagram11 E4
Diagram9 K21 Diagram9 K21 Diagram9 L21 Diagram9 L21
Diagram9 D20 Diagram9 D21 Diagram9 E20 Diagram9 E21
Diagram15 H20 Diagram15 H20 Diagram6 L2 Diagram6 L2 Diagram7 L2 Diagram7 L3
Diagram10 E22 Diagram10 E22 Diagram10 E22
Diagram9 B21
Diagram5 M16 Diagram10 G21 Diagram10 G21 Diagram9 H6 Diagram9 H6 Diagram9 H6
Diagram14 G18 Diagram14 G19 Diagram14 G18 Diagram14 G19 Diagram14 F18 Diagram14 F19
Diagram14 E10 Diagram14 E10
Diagram11 C17 Diagram11 C17
Diagram11 D17 Diagram11 D17 Diagram15 J17 Diagram15 J18 Diagram11 I16 Diagram11 I17
Diagram5 O16 Diagram11 F17 Diagram11 F18
Diagram11 G19 Diagram11 G19
Diagram11 H19 Diagram11 H19 Diagram10 J10 Diagram10 J10 Diagram10 J10 Diagram10 J10
Diagram10 K10 Diagram10 K10 Diagram10 K10 Diagram10 K10 Diagram10 L11 Diagram7 O7 Diagram7 O8 Diagram7 O7 Diagram7 O8
Diagram7 L11 Diagram7 L12 Diagram7 L11 Diagram7 L12
Diagram10 F21 Diagram10 F21 Diagram13 O2 Diagram13 O2
Diagram11 I12
Diagram6 G14 Diagram6 G14 Diagram3 E15 Diagram3 E15 Diagram3 F15 Diagram3 F15 Diagram3 F15
Diagram3 E15 Diagram3 E15 Diagram3 F15
Diagram13 E16 Diagram13 E16 Diagram3 F19
Diagram3 G19 Diagram3 E16 Diagram3 E17 Diagram8 E13 Diagram8 E13 Diagram7 M5 Diagram6 M5 Diagram6 M8
Diagram8 I17 Diagram8 I17 Diagram8 I17 Diagram8 I17
Diagram8 J17 Diagram8 J17 Diagram8 J17
Diagram8 K17 Diagram8 I20 Diagram8 I20 Diagram8 I20 Diagram8 I20
Diagram8 J20 Diagram8 J20 Diagram8 J20
Diagram8 K20 Diagram13 H1
Diagram3 K10 Diagram3 K10 Diagram3 K11 Diagram3 K11 Diagram3 K10 Diagram3 K11
STRT1-4B- Diagram7 O1 STRT2-1A
Diagram3 K12
STRT2-2A
Diagram3 K13
STRT2-1B STRT2-2B STRT2-3
STRT2-4A
Diagram3 K12 Diagram3 K13 Diagram3 K12 Diagram3 K12
STRT2-4A- Diagram7 O2 T19 T20
Diagram15 O9 Diagram15 O9
TB-HTST-C1Diagram15 L2
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB-HTST-C2Diagram15 M2 TB-HTST-D2Diagram15 M2 TB-HTST-D4Diagram15 M2 TB-HTST-E1 Diagram15 M2 TB-HTST-E2 Diagram15 M2 TB-HTST-F4 Diagram15 N2 TB-HTST-G1Diagram15 N2 TB-HTST-G2Diagram15 N2 TB-HTST-G3Diagram15 N2 TB-HTST-H1Diagram15 N2
TB-HTST-H2Diagram15 O2 TB-HTST-J1 Diagram15 O2 TB-HTST-J2 Diagram15 O2 TB-HTST-J3 Diagram15 O2 TB-HTST-K1Diagram15 O2 TB-HTST-K2Diagram15 P2
TB-HTST-K4Diagram15 O2 TB10-A1
Diagram8 J9
TB10-A4
Diagram8 J9
TB10-A3 TB10-C1 TB10-C2 TB10-C3 TB10-C4
TB10-D2 TB10-D3 TB10-D4 TB10-E1 TB10-E2 TB10-F1 TB10-F2
TB10-G1
TB10-H2 TB10-J1 TB10-J3
TB10-K1 TB10-K3 TB10-L1
TB10-M1
Diagram8 J9 Diagram9 C4 Diagram9 C4 Diagram9 C4 Diagram9 C4 Diagram8 J9 Diagram8 J9 Diagram8 J9
Diagram11 L5 Diagram11 L5
Diagram8 E9 Diagram8 E9 Diagram9 L4 Diagram9 L4 Diagram9 J5 Diagram9 J4
Diagram8 I16 Diagram8 I16 Diagram8 I12 Diagram9 J5
TB10-M3
Diagram9 J4
TB21-A2
Diagram12 E4
TB21-A1 TB21-A4 TB21-B1 TB21-B2 TB21-B3
TB21-C1 TB21-C2
TB21-D1 TB21-D2 TB21-D4 TB21-E1 TB21-F1 TB21-F2 TB21-F3
TB21-G1 TB21-G2 TB21-G3
TB21-H1 TB21-J1 TB21-J2 TB21-J3
TB21-K1 TB21-K2 TB21-L1 TB21-L2 TB21-L3
TB21-M1 TB21-M2 TB21-N1 TB21-N2 TB21-N3 TB21-P2
TB21-R1 TB21-R2 TB21-S1 TB21-S2 TB21-S4
TB21-T1 TB21-T2 TB21-T3 TB21-T4
TB21-V1 TB21-V2
TB21-W1 TB21-W2 TB21-W3 TB21-X1 TB21-X2 TB21-X3 TB21-X4
TB22-A1 TB22-A2 TB22-B1 TB22-B2
TB22-C1 TB22-C2 TB22-C4
TB22-D1 TB22-D2 TB22-D3 TB22-E1 TB22-E2 TB22-E3 TB22-E4 TB22-F1 TB22-F2
TB22-G1 TB22-G2
TB22-H1 TB22-H2 TB22-H4 TB22-J1 TB22-J2
TB22-K1 TB22-K2 TB22-L1 TB22-L2
TB22-P1 TB22-P2
TB22-R1 TB22-R2 TB22-S1 TB22-S2 TB22-S3
TB22-T1 TB22-T2 TB22-X1 TB22-X2
TB23-A1
Diagram12 E4 Diagram12 E4
Diagram5 M8 Diagram5 M8 Diagram5 M8
Diagram14 M18 Diagram14 M18 Diagram11 H4 Diagram11 H4 Diagram11 H4 Diagram10 A4
Diagram14 L18 Diagram14 L19 Diagram14 L18
Diagram14 K18 Diagram14 K19 Diagram14 K18 Diagram10 K4
Diagram13 D13 Diagram13 D13 Diagram13 D13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13 Diagram7 G13
Diagram7 H13 Diagram10 J4 Diagram10 J4 Diagram10 J4 Diagram10 J4 Diagram10 J4
Diagram12 G5 Diagram12 G5 Diagram12 G5 Diagram12 G5 Diagram12 G5 Diagram12 G5
Diagram12 H5 Diagram12 H5 Diagram12 H5
Diagram7 I17 Diagram7 I17 Diagram7 I17 Diagram7 I17 Diagram8 I6 Diagram8 I7
Diagram11 K13 Diagram11 K14 Diagram9 L1 Diagram9 L1 Diagram9 L1
Diagram5 M7 Diagram5 M8 Diagram5 M8 Diagram14 D6 Diagram14 D7 Diagram14 D7 Diagram14 D7
Diagram5 M6 Diagram5 M7
Diagram6 J10 Diagram6 J11
Diagram4 F13 Diagram4 F13 Diagram4 F13 Diagram12 C6 Diagram12 C5 Diagram12 C6 Diagram12 C5
Diagram4 D14 Diagram4 D14 Diagram9 J7 Diagram9 J8 Diagram9 J7 Diagram9 J8
Diagram12 H5 Diagram12 H5 Diagram12 H5 Diagram11 B5 Diagram11 B5
Diagram7 N10 Diagram7 N10 Diagram7 N12
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB23-A2
Diagram7 N13
TB23-B2
Diagram7 K12
TB23-B1
TB23-C1
TB23-D1 TB23-E1 TB23-F1 TB23-F2
TB23-G1 TB23-G2
TB23-H1 TB23-H2 TB23-H4 TB23-J1 TB23-J2 TB23-J3 TB23-J4
TB23-K1 TB23-K2 TB23-K4 TB23-L1 TB23-L2 TB23-L4
TB23-M1 TB23-M2 TB23-N1 TB23-N2 TB23-N4 TB23-R1 TB23-R2 TB23-S1 TB23-S2
TB23-T1 TB23-T2
TB23-V2
TB23-W1 TB23-X1 TB23-X2
TB24-A1 TB24-B1 TB24-B2 TB24-B4
TB24-C1 TB24-C2
TB24-D1 TB24-D2 TB24-E1 TB24-E2 TB24-E4 TB24-F1 TB24-F2
TB24-G1 TB24-G2 TB24-G3
TB24-H1 TB24-H2 TB24-J1 TB24-J2 TB24-J4
TB24-K2 TB24-K3 TB24-K4 TB24-L1 TB24-L3 TB24-L4
TB24-M1 TB24-M2 TB24-N1 TB24-N2 TB24-N4 TB24-R1 TB24-R2
Diagram7 K12 Diagram14 F13
Diagram14 G13
Diagram14 H13 Diagram14 C7 Diagram14 C7
Diagram8 G12 Diagram8 G12 Diagram8 F12 Diagram8 F12 Diagram8 F12 Diagram10 H9 Diagram10 H9 Diagram10 H9 Diagram10 H9
Diagram12 M4 Diagram12 M4 Diagram12 M4
Diagram7 J13 Diagram7 J13 Diagram7 J13 Diagram9 C9 Diagram9 C8
Diagram4 E12 Diagram4 E12 Diagram4 E12 Diagram9 K2 Diagram9 K2
Diagram12 N4 Diagram12 N4
Diagram7 E20 Diagram7 E19
Diagram7 N13
Diagram10 M16 Diagram7 E13 Diagram7 E13
Diagram10 D16 Diagram7 H13 Diagram7 H13 Diagram7 H13 Diagram7 A12 Diagram7 A12 Diagram5 L10 Diagram5 L10
Diagram7 F13 Diagram7 F13 Diagram7 F13 Diagram5 L10 Diagram5 L10 Diagram5 C5 Diagram5 C5 Diagram5 C5
Diagram4 D7 Diagram4 D7
Diagram5 A11 Diagram5 A11 Diagram5 A11 Diagram5 B11 Diagram5 B11 Diagram5 B11 Diagram5 D8 Diagram5 D8 Diagram5 D8
Diagram7 J16 Diagram7 J16
Diagram5 C11 Diagram5 C11 Diagram5 C11 Diagram11 K4 Diagram11 K4
TB24-S1
Diagram10 K14
TB24-T1
Diagram10 I14
TB24-S2
TB24-T2
TB24-V1 TB24-V2 TB24-V4
TB24-W1 TB24-W2 TB24-X1 TB24-X3
TB25-A1 TB25-A2 TB25-B1 TB25-B2
TB25-C1 TB25-C2
TB25-D1 TB25-D2 TB25-E1 TB25-E2 TB25-F1 TB25-F2
TB25-G1 TB25-G2
TB25-H1 TB25-H2 TB25-K1 TB25-K2 TB25-L1 TB25-L2
TB25-M1 TB25-M2 TB25-N1 TB25-N2 TB25-P1 TB25-P2
TB25-R1 TB25-R2 TB25-S1 TB25-S2
TB25-T1 TB25-T2
TB25-V1 TB25-V2 TB25-V3 TB25-V4
TB25-W1 TB25-W2 TB25-X1 TB25-X2
TB26-A1 TB26-A2 TB26-A3 TB26-A4 TB26-B1 TB26-B3 TB26-B4
Diagram10 K14 Diagram10 I14 Diagram5 O6 Diagram5 O7 Diagram5 O7 Diagram6 G9
Diagram6 G10 Diagram13 I12 Diagram13 I11 Diagram12 H5 Diagram12 H5 Diagram12 I5 Diagram12 I5 Diagram12 I5 Diagram12 I5 Diagram12 I5 Diagram12 I5 Diagram12 I5 Diagram12 I5
Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5
Diagram4 B15 Diagram4 B15 Diagram4 B15 Diagram4 B15 Diagram13 F6 Diagram13 F6
Diagram4 C19 Diagram4 C20 Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5 Diagram12 J5
Diagram12 K5 Diagram12 K5 Diagram7 F9 Diagram7 F9 Diagram7 F9 Diagram7 F9
Diagram12 O4 Diagram12 O4 Diagram12 O4 Diagram12 O4 Diagram12 A6 Diagram12 A5 Diagram12 A6 Diagram12 A5 Diagram12 A6 Diagram12 A6 Diagram12 A5
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB26-C1
Diagram12 B6
TB26-D1
Diagram12 D6
TB26-C2
TB26-D2 TB26-E1 TB26-E2 TB26-F1 TB26-F2
TB26-G1 TB26-G2
TB26-H1 TB26-H2 TB26-J1 TB26-J2
TB26-K1 TB26-K2 TB26-K3 TB26-K4 TB26-L1 TB26-L2 TB26-L3 TB26-L4
TB26-M1 TB26-M2 TB26-M3 TB26-M4 TB26-M5 TB26-N1 TB26-N2 TB26-P1 TB26-P2
TB26-R1 TB26-R2 TB26-S1 TB26-S2
TB26-T1 TB26-T2
TB26-V2
TB27-A1 TB27-A2 TB27-A3 TB27-B1 TB27-B2 TB27-B3
TB27-C1 TB27-C2 TB27-C3
TB27-D1 TB27-D2 TB27-E1 TB27-E2 TB27-E4 TB27-F1 TB27-F2 TB27-F4
TB27-G1
TB27-H1 TB27-H2 TB27-J1 TB27-J2 TB27-J3 TB27-J4
TB27-K1 TB27-K3 TB27-L1 TB27-L3
TB27-M1 TB27-M2 TB27-P1 TB27-P2
TB27-R1 TB27-R2 TB27-R3 TB27-R4 TB27-S1 TB27-S2 TB27-S3 TB27-S4
TB27-T1 TB27-T2 TB27-T3
TB27-V1 TB27-V2
TB27-W1 TB27-W2 TB27-W3 TB27-W4 TB27-X1 TB27-X2
TB28-A1 TB28-A2 TB28-B1 TB28-B2
TB28-C1 TB28-C2
TB28-D1 TB28-D2 TB28-E1 TB28-E2 TB28-F1 TB28-F2
TB28-G1 TB28-G2
TB28-H1 TB28-H2 TB28-J1 TB28-J3 TB28-J4
TB28-K1 TB28-L1
TB28-M1 TB28-M4 TB28-N1 TB28-N4 TB28-P1 TB28-P4
TB28-R1 TB28-R2 TB28-R4 TB28-S1 TB28-S2
TB28-T1 TB28-T2
TB28-V1 TB28-V2
TB28-W1 TB28-W2 TB28-X1 TB28-X2
TB29-A1
Diagram12 B5
Diagram12 D5 Diagram12 B6 Diagram12 B5 Diagram12 B6 Diagram12 B5 Diagram12 B6 Diagram12 B5
Diagram12 C6 Diagram12 C5 Diagram12 C6 Diagram12 C5
Diagram12 D7 Diagram12 D7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7 Diagram12 E7
Diagram8 B15 Diagram8 B15 Diagram8 B15 Diagram8 B15
Diagram8 C15 Diagram8 C15
Diagram8 D15 Diagram8 D15 Diagram9 F14 Diagram9 F14 Diagram9 F14
Diagram6 A10 Diagram6 A10 Diagram6 A10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 B10 Diagram6 C8 Diagram6 C8 Diagram6 C8
Diagram6 E10 Diagram6 E11 Diagram6 F11 Diagram6 G8
Diagram6 D8 Diagram6 D8
Diagram6 F14 Diagram6 F14 Diagram6 F14 Diagram6 F14 Diagram6 D8 Diagram6 D8 Diagram6 D8 Diagram6 D8
Diagram6 B10 Diagram6 B10 Diagram6 F18 Diagram6 F19
Diagram4 C20 Diagram4 C20 Diagram4 C20 Diagram4 C20 Diagram6 F10 Diagram6 F11 Diagram6 F10 Diagram6 F11
Diagram6 D10 Diagram6 D11 Diagram6 E10 Diagram6 E10 Diagram6 E11 Diagram6 E10 Diagram6 E11 Diagram6 E11 Diagram6 E11 Diagram6 E10 Diagram6 E11 Diagram6 K9 Diagram6 K9
Diagram12 G18 Diagram12 G18 Diagram12 G18 Diagram12 G18
Diagram6 M10 Diagram6 M10 Diagram6 M10 Diagram6 M10 Diagram4 K9 Diagram4 K9 Diagram4 K9 Diagram4 K9
Diagram4 K12 Diagram4 K12 Diagram5 D3 Diagram5 D3 Diagram5 D4 Diagram13 I5
Diagram6 M10 Diagram13 G12 Diagram13 G13
Diagram13 H12 Diagram13 H13 Diagram13 H12 Diagram13 H13 Diagram13 H12 Diagram13 H13 Diagram13 H13 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9
Diagram14 A6 Diagram14 A6
Diagram13 A10 Diagram13 A11 Diagram10 D4
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB29-A2
Diagram10 D4
TB29-B2
Diagram10 D4
TB29-B1
TB29-C1 TB29-C2
TB29-D1 TB29-D2 TB29-E1 TB29-E2 TB29-F1 TB29-F2
TB29-G1 TB29-G2
TB29-H1 TB29-H2 TB29-J1 TB29-J2
TB29-K1 TB29-K2 TB29-L1 TB29-L2
TB29-M1 TB29-M2 TB29-N1 TB29-N2 TB29-P1 TB29-P2
TB29-R1 TB29-R2 TB29-S1 TB29-S2
TB29-T1 TB29-T2
TB29-V1 TB29-V2
TB29-W1 TB29-W2 TB29-X1 TB29-X2 TB29-X4 TB29-X5
TB30-A1 TB30-A2 TB30-B1 TB30-B2 TB30-B3 TB30-B4
TB30-C1 TB30-C2
TB30-D1 TB30-D2 TB30-D4 TB30-G1 TB30-G2
TB30-H1 TB30-H2 TB30-J1 TB30-J2
TB30-K1 TB30-K2 TB30-K3 TB30-K4 TB30-L2 TB30-L4
TB30-M1 TB30-M2 TB30-N1 TB30-T1
TB30-W1 TB30-W4 TB30-X1 TB30-X2
Diagram10 D4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 E4 Diagram10 F4 Diagram10 F4 Diagram10 F4 Diagram10 F4 Diagram10 F4 Diagram10 F4 Diagram10 F4 Diagram10 F4
Diagram10 G4 Diagram10 G4 Diagram10 G4 Diagram10 G4 Diagram10 G4 Diagram10 G4
Diagram6 G18 Diagram6 G18 Diagram6 F18 Diagram6 F18 Diagram12 F19 Diagram12 F19
Diagram12 E19 Diagram12 E19 Diagram12 E19 Diagram12 E19 Diagram12 F19 Diagram12 F19 Diagram12 F19 Diagram12 F19 Diagram13 J11 Diagram13 J11
Diagram13 K11 Diagram13 J11
Diagram13 K11 Diagram13 K11 Diagram13 J11 Diagram13 J11
Diagram13 B10 Diagram13 B11 Diagram13 B11
Diagram13 K11 Diagram13 K11 Diagram13 J11 Diagram13 J11
Diagram13 L11 Diagram13 L11 Diagram13 J11 Diagram13 J11
Diagram13 K11 Diagram13 K11 Diagram13 J11
Diagram13 L11
Diagram13 K11 Diagram13 K11 Diagram13 I5
Diagram13 H5 Diagram13 H5 Diagram13 H5 Diagram6 K9 Diagram6 K9
TB30-X4
Diagram6 K9
TB31-A2
Diagram6 H9
TB31-A1 TB31-B1 TB31-B2
TB31-C1 TB31-C2
TB31-D1 TB31-D2 TB31-E1 TB31-E2 TB31-F1 TB31-F2
TB31-G1 TB31-G2 TB31-G3
TB31-H1 TB31-H2 TB31-J1 TB31-J2
TB31-K1 TB31-K2 TB31-L1 TB31-L2 TB31-L3
TB31-M1 TB31-M2 TB31-M4 TB31-N2 TB31-N3 TB31-N4 TB31-P1 TB31-P2
TB31-R1 TB31-R2 TB31-S1 TB31-S2
TB31-T1 TB31-T2
TB31-V1 TB31-V2 TB31-V4
TB31-W1 TB31-W2 TB31-W3 TB31-X1
TB32-A1 TB32-A2 TB32-B1 TB32-B2
TB32-C1 TB32-C2
TB32-D1 TB32-D2 TB32-E1 TB32-E2 TB32-F1 TB32-F2
Diagram6 H9 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9 Diagram6 I9
Diagram10 K4 Diagram10 K4 Diagram10 K4 Diagram10 K4 Diagram10 L4 Diagram10 L4 Diagram10 L4
Diagram10 K4 Diagram10 K4
Diagram10 O7 Diagram10 O7 Diagram10 P7 Diagram10 P7
Diagram10 O7 Diagram10 O7 Diagram10 P7 Diagram10 L4 Diagram10 L4 Diagram10 L4
Diagram10 M6 Diagram10 L4
Diagram10 M6 Diagram10 O7 Diagram10 O7 Diagram10 O7 Diagram10 O7 Diagram10 N7 Diagram10 N7 Diagram10 N7 Diagram10 N7
Diagram10 M5 Diagram10 M6 Diagram10 M6 Diagram10 M5 Diagram10 M6 Diagram10 M5 Diagram6 F8
Diagram15 I14 Diagram15 I15 Diagram15 I14 Diagram15 I15
Diagram15 J14 Diagram15 J15
Diagram13 F10 Diagram13 F11 Diagram13 F10 Diagram13 F11
Diagram13 G10 Diagram13 G11
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB32-G1
Diagram4 J12
TB32-H1
Diagram4 J12
TB32-G4
TB32-H2 TB32-J1 TB32-J4
TB32-K1 TB32-K2 TB32-K3 TB32-L2
TB32-M1 TB32-M2 TB32-N2 TB32-P1 TB32-P2
TB32-R1 TB32-R2 TB32-S1
TB32-T1
TB33-A2 TB33-B2
TB33-C1
TB33-D1 TB33-E1 TB33-F1
TB33-G1
TB33-H1 TB33-J1 TB33-J2
TB33-K1 TB33-K2 TB33-K3 TB33-L1 TB33-L2 TB33-L4
TB33-M1 TB33-M2 TB33-N1 TB33-N2 TB33-P1 TB33-P2 TB33-P3
TB33-R1 TB33-R2 TB33-R4 TB33-S1 TB33-S2
TB33-T1 TB33-T2
TB33-V1 TB33-V2
TB33-W1 TB33-W2 TB34-A1 TB34-A2 TB34-B1 TB34-B2
TB34-C1 TB34-C2
TB34-D1 TB34-D2 TB34-E1 TB34-E2 TB34-F1 TB34-F2 TB34-F4 TB34-J1 TB34-J2
TB34-K1 TB34-K2 TB34-L1
TB34-M1 TB34-M2 TB34-N1 TB34-N2 TB34-P1 TB34-P2
TB34-R1 TB34-R2 TB34-S1 TB34-S2
TB34-T1 TB34-T2
TB34-V1 TB34-V2
TB34-W1 TB34-W2 TB34-X1 TB34-X2
TB35-A1 TB35-A2 TB35-B2 TB35-B3 TB35-B4
TB35-C1 TB35-C2 TB35-C4
TB35-D1 TB35-D2 TB35-E1 TB35-E2 TB35-E4 TB35-F1 TB35-F2 TB35-F3 TB35-F4
TB35-G1 TB35-G2 TB35-G4
TB35-H1 TB35-H2 TB35-H4 TB35-J1 TB35-J2 TB35-J3 TB35-J4
TB35-K1 TB35-K2 TB35-K3 TB35-K4 TB35-L1 TB35-L2 TB35-L3
TB35-M1 TB35-M2 TB35-M3 TB35-N1 TB35-N2 TB35-P1 TB35-P2
Diagram4 J12 Diagram4 J12
Diagram7 L15 Diagram7 L15 Diagram7 I13 Diagram7 I13 Diagram7 I13
Diagram13 B13
Diagram4 H18 Diagram4 H18 Diagram4 H18 Diagram15 G9 Diagram15 G9 Diagram15 G9 Diagram15 G9
Diagram7 J13
Diagram7 M11 Diagram13 P5 Diagram13 P5 Diagram10 I4 Diagram10 I4 Diagram10 I4 Diagram10 I4
Diagram10 H4 Diagram10 I4
Diagram10 B4 Diagram10 B4 Diagram10 B4 Diagram10 B4 Diagram10 B4 Diagram10 B4 Diagram10 B4 Diagram10 B4
Diagram10 A4 Diagram10 A4
Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4 Diagram10 C4
Diagram10 H4 Diagram10 H4 Diagram10 H4 Diagram10 H4 Diagram10 H4 Diagram10 H4 Diagram8 J5 Diagram8 J6
Diagram8 K5 Diagram8 K5 Diagram8 L5 Diagram8 L5
Diagram9 B14 Diagram9 B14 Diagram9 B8 Diagram9 B9 Diagram8 L9 Diagram8 L9 Diagram8 L9
Diagram9 F5 Diagram9 F6 Diagram9 F5 Diagram9 F6
Diagram9 F11
Diagram13 N11 Diagram13 N11 Diagram8 E16 Diagram8 E16 Diagram14 G8 Diagram14 G8 Diagram14 G8 Diagram14 G8 Diagram14 G8 Diagram14 G8 Diagram4 B5 Diagram4 B5 Diagram14 I7 Diagram14 I8
Diagram14 L13 Diagram14 L13
Diagram14 K13 Diagram14 K13
Diagram11 M12 Diagram11 M13 Diagram11 M13 Diagram11 M12 Diagram11 M13 Diagram13 D10 Diagram13 D11 Diagram13 D11 Diagram12 P4 Diagram12 P4
Diagram9 I14 Diagram9 I14 Diagram9 I14
Diagram6 G18 Diagram6 G19 Diagram6 G18 Diagram6 G19 Diagram11 H9
Diagram11 H10 Diagram11 H10 Diagram11 H9
Diagram11 H10 Diagram11 H10 Diagram9 K14 Diagram9 K14 Diagram9 K14 Diagram9 K14 Diagram9 K14 Diagram9 K14 Diagram9 K14 Diagram9 K14
Diagram11 C12 Diagram11 C13
Diagram11 D12 Diagram10 E17 Diagram10 E17 Diagram10 F17
Diagram10 O14 Diagram10 O14 Diagram8 F16 Diagram8 F16
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
TB35-R1
Diagram13 M11
TB35-R3
Diagram13 M11
TB35-R2 TB35-R4 TB35-S1 TB35-S2 TB35-S3 TB35-S4
TB35-T1 TB35-T2
TB35-V1 TB35-V2
TB35-W1 TB35-W2 TB35-W3 TB36-A1 TB36-A2 TB36-B1 TB36-B2
TB36-C1 TB36-C2 TB36-C3 TB36-C4
TB36-D1 TB36-D2 TB36-E1 TB36-E2 TB36-F1 TB36-F2 TB36-F4
TB36-G1 TB36-G2 TB36-G4
TB36-H1 TB36-H2 TB36-H4 TB36-J1 TB36-J2 TB36-J3 TB36-J4 TB36-J5
TB36-K1 TB36-K2 TB36-K3 TB36-K4 TB36-K5 TB36-L1 TB36-L2 TB36-L4
TB36-M1 TB36-M2 TB36-M4
Diagram13 M12 Diagram13 M12 Diagram12 F5 Diagram12 F5
Diagram12 G5 Diagram12 G5
Diagram8 G12 Diagram8 G12 Diagram12 F4 Diagram12 F4
Diagram13 L11 Diagram13 L11 Diagram13 L11 Diagram14 L7 Diagram14 L8 Diagram14 L7 Diagram14 L8 Diagram14 L7 Diagram14 L8 Diagram14 L7 Diagram14 L8
Diagram14 N7 Diagram14 N8 Diagram14 N7 Diagram14 N8 Diagram12 K5 Diagram12 K5 Diagram12 K5 Diagram12 K5 Diagram12 K5 Diagram12 K5 Diagram12 L5 Diagram12 L5 Diagram12 L5 Diagram12 L5 Diagram12 L5
Diagram14 M7 Diagram14 M8 Diagram12 L5
Diagram14 N14 Diagram14 N15 Diagram14 N14 Diagram14 N14 Diagram14 N15
Diagram14 M14 Diagram14 M15 Diagram14 M15 Diagram14 N14 Diagram14 N15 Diagram14 N15
TB36-N1
Diagram14 N14
TB36-N4
Diagram14 N15
TB36-N2 TB36-P1 TB36-P2
TB36-R1 TB36-R2 TB36-R4 TB36-S1 TB36-S2
TB36-T1 TB36-T2
TB60-A1 TB60-A2 TB60-B1 TB60-B2
TB60-D1 TB60-D2 TB60-D4 TB60-E1 TB60-E2 TB60-E4 TB60-F1 TB60-F2 TB60-F3 TB60-F4
TB60-G1 TB60-G2
TB60-H1 TB60-H2 TB60-J1 TB60-J2
TB60-K1 TB60-K2 TB60-L1 TB60-L2
TB60-M1 TB60-M2 TB61-A1 TB61-A2 TB61-A4 TB61-B1 TB61-B2
TB61-C1
TB61-D1 TB61-D2 TB61-E1 TB61-E2 TB61-F1 TB61-F2
TB61-G1 TB61-G2
TB61-H1 TB61-H2 TB61-J1 TB61-J2
TB61-M1 TB61-M2 TB61-M4
VEC89-P1 VEC89-P1 VEC89-P1 VEC89-P1 VEC89-P1 VEC89-P1 VEC89-P1 VEC89-P2 VEC89-P2 VEC89-P2 VEC89-P2 VEC89-P2 VEC89-P2 VEC89-P2 VEC89-P4 VEC89-P4 VEC89-P4 VEC89-P4 VEC89-P4
Diagram14 N15 Diagram14 J13 Diagram14 J14 Diagram14 J13 Diagram14 J14
Diagram14 K14 Diagram14 J13 Diagram14 J14 Diagram14 J13 Diagram14 J14
Diagram11 G12 Diagram11 G13 Diagram13 L15 Diagram13 L15
Diagram11 H12 Diagram11 H13 Diagram11 H13 Diagram11 H12 Diagram11 H13 Diagram11 H13 Diagram11 C15 Diagram11 C16
Diagram11 D16 Diagram11 D16 Diagram11 C15 Diagram11 C16
Diagram11 G12 Diagram11 G13
Diagram10 N17 Diagram10 N18 Diagram10 N17 Diagram10 N18
Diagram11 M15 Diagram11 M15 Diagram13 L15 Diagram13 L15
Diagram11 B15 Diagram11 B16 Diagram11 B16 Diagram11 B15 Diagram11 B16 Diagram11 B15 Diagram14 N4 Diagram14 N4 Diagram14 N4 Diagram14 N4 Diagram14 N4 Diagram14 N4 Diagram14 N4 Diagram14 N4
CONNECTOR TABLE
CONNECTOR DIAGRAM
ZONE
VEC89-P4
Diagram13 N10
VEC89-P9
Diagram8 N5
VEC89-P4 VEC89-P9 VEC89-P9
Diagram13 N12 Diagram8 O5 Diagram11 D7
VEC89-P11 Diagram9 I9
VEC89-P11 Diagram9 I12 VEC89-P11 Diagram11 D5 VEC89-P11 Diagram11 D8 VEC89-P11 Diagram11 G5 VEC89-P12 Diagram8 L6
VEC89-P12 Diagram9 G11 VEC89-P12 Diagram9 K9
VEC89-P12 Diagram9 K12 VEC89-P12 Diagram11 H8
VEC89-S5A Diagram5 B14 VEC89-S6A Diagram5 B14 VEC89-S7A Diagram5 B14
VEC89-S8A Diagram5 C14 VEC90-P1
Diagram4 D9
VEC90-P1
Diagram7 H10
VEC90-P1 VEC90-P1 VEC90-P2 VEC90-P2 VEC90-P2 VEC90-P2 VEC90-P3 VEC90-P3 VEC90-P3 VEC90-P4 VEC90-P4 VEC90-P4 VEC90-P4 VEC90-P4 VEC90-P9 VEC90-P9 VEC90-P9
Diagram4 D12 Diagram12 G20 Diagram4 B6 Diagram4 B8
Diagram14 H9
Diagram14 H12 Diagram4 B6
Diagram4 C12
Diagram14 G12
Diagram4 D12 Diagram12 C7 Diagram12 C9 Diagram14 I6
Diagram15 G7
Diagram7 G10 Diagram7 K10 Diagram7 L7
VEC90-P11 Diagram7 I10
VEC90-P11 Diagram7 L10 VEC90-P12 Diagram7 J10
VEC90-S7A Diagram5 D14 VEC90-S7B Diagram5 D14 VEC90-S8A Diagram5 C14
VEC90-S8B Diagram5 D14 VEC91-P1
Diagram10 A5
VEC91-P1
Diagram10 C5
VEC91-P1 VEC91-P1 VEC91-P1 VEC91-P1 VEC91-P2 VEC91-P2 VEC91-P2 VEC91-P2 VEC91-P2 VEC91-P2 VEC91-P2 VEC91-P3 VEC91-P3 VEC91-P3 VEC91-P3 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P4 VEC91-P9 VEC91-P9 VEC91-P9 VEC91-P9 VEC91-P9 VEC91-P9
Diagram10 A7
Diagram10 C7
Diagram14 L15 Diagram14 L17
Diagram4 K15
Diagram6 A11 Diagram6 B11 Diagram6 B11 Diagram6 B11
Diagram8 G15 Diagram10 F5
Diagram4 K13 Diagram4 K13 Diagram9 K3 Diagram10 F7
Diagram4 K13 Diagram4 L13 Diagram6 L10 Diagram6 L10
Diagram10 D14
Diagram11 M11 Diagram12 G20 Diagram15 F7
Diagram5 C17 Diagram5 O5 Diagram6 J9
Diagram8 G15
Diagram10 H15 Diagram10 L15
VEC91-P10 Diagram5 C6 VEC91-P10 Diagram5 C7 VEC91-P10 Diagram5 L3
VEC91-P10 Diagram10 M15 VEC91-P10 Diagram11 K3
VEC91-P11 Diagram5 M5 VEC91-P11 Diagram5 M5 VEC91-P11 Diagram5 M6 VEC91-P11 Diagram9 K3 VEC91-P12 Diagram5 L6
VEC91-P12 Diagram6 B11
VEC91-P12 Diagram6 C11 VEC91-P12 Diagram6 C14 VEC91-P12 Diagram6 C14 VEC91-S5A Diagram5 F14
VEC91-S6A Diagram5 E14 VEC91-S6B Diagram5 E14 VEC91-S7A Diagram5 E14 VEC91-S8A Diagram5 E14 VHMS
Diagram12 F21
WADT-2
Diagram11 M8
WADT-1
WADT-4 WADT-6 WIF
WW+ WW-
Diagram11 M8 Diagram11 M8 Diagram11 M8 Diagram6 H4
Diagram11 N8 Diagram11 N8
Diagram12 F9 Diagram12 F9 Diagram12 F9 Diagram12 F9
Diagram11 F13 Diagram11 F13 Diagram11 F13
Diagram9 B10 Diagram9 B13 Diagram11 H5 Diagram11 H8
Diagram13 C15 Diagram14 B3
Diagram14 C6 Diagram8 I5
Diagram10 D6 Diagram10 D7
Diagram10 H10 Diagram13 B15 Diagram13 B17
Diagram13 M12 Diagram7 A10 Diagram7 E18
Diagram9 C10 Diagram12 P2
Diagram13 C16
58E-06-02000-00 NOV 11 ELECTRICAL SCHEMATIC 830E-1AC A40851 & UP Sheet 20 of 20
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